Transportation

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.

The 1914 Chevrolet Royal Mail roadster represents the early years of a make that a decade later would become the low-priced, mass-market leader in General Motors Corporation's varied array of cars.
Description
The 1914 Chevrolet Royal Mail roadster represents the early years of a make that a decade later would become the low-priced, mass-market leader in General Motors Corporation's varied array of cars. In 1914, Chevrolet cars were redesigned to compete with Ford and other makes vying for the low-priced market, which comprised working class and middle-class Americans. The Royal Mail and its larger companion, the Baby Grand touring car, were the first Chevrolet cars priced under $1,000. The Royal Mail body was considered streamlined and attractive. Its four-cylinder engine featured an overhead valve design, a Buick innovation that increased power; the OHV design reappeared on other GM cars during the next several decades. Alton M. Costley, a businessman who owned a Chevrolet dealership near Atlanta, donated this car to the Smithsonian in 1978.
The 1914 Chevrolet Series H roadster, marketed as the Chevrolet Royal Mail, is an open car with a folding top and folding windshield. Like many "streamlined" cars of the day, its styling is smooth and uninterrupted and flows from front to back without projecting hardware or accessories. The gasoline tank is external, but it has a pleasing elliptical shape that complements the body. The hand-cranked engine has four cylinders and an overhead valve design.
Location
Currently not on view
date made
1914
maker
Chevrolet Motor Car Company
ID Number
TR.336719
catalog number
336719
accession number
1978.1027
serial number
11505
The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914. This model was likely built around then. During World War I the American government seized the ship and operated it as a troopship.
Description
The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914. This model was likely built around then. During World War I the American government seized the ship and operated it as a troopship. After a complete reconditioning at Newport News, Virginia in 1922-23, the Leviathan became the flagship of the new United States Lines, which operated it for the U.S. Shipping Board until 1929. Subsequently sold into private hands, the ship ran until 1934. Laid up as a result of high operating costs and low Depression-era patronage, the Leviathan was sold to Scottish shipbreakers in 1938 and dismantled. This model came to the Smithsonian from the New York City offices of the United States Lines in 1952.
date made
ca 1914
used date
1914-1938
ID Number
TR.314250
catalog number
314250
accession number
196508
The Bonney-Vehslage Tool Co. made this ticket punch that was used on the Southern Railway's Murphy Branch line during the 1920s. This punch makes an “L” shaped hole in the ticket.
Description
The Bonney-Vehslage Tool Co. made this ticket punch that was used on the Southern Railway's Murphy Branch line during the 1920s. This punch makes an “L” shaped hole in the ticket. A conductor's punch cancelled the passenger's ticket stub and also cancelled the main portion of the ticket retained by the conductor. Each conductor had his own punch, which made a specifically shaped hole. The hole shape differed from punch to punch. In this way, if a passenger presented a stub and claimed his ticket had already been taken, a conductor could verify who in fact cancelled the ticket. A railroad conductor on a passenger train was (and is today) the supervising officer of the train and supervisor of the entire train crew. In addition to this supervisory role, the passenger-train conductor serves as the pursar, in charge of seeing to it that all fares are collected.
date made
ca 1920
ca. 1920
associated dates
1910 / 1910
used date
1920-1940
user
Southern Railway
ID Number
1990.0119.01
catalog number
1990.0119.01
accession number
1990.0119
This model was built for its inventors (two brothers from Montana) by a Chicago firm, run by J. T. H. Paterson, Proprietor. Raw materials were loaded into one side and mixed concrete unloaded on the other.Regal Model and Tool Works (122 S. Clarke Street, Chicago, Illinois, J. T.
Description
This model was built for its inventors (two brothers from Montana) by a Chicago firm, run by J. T. H. Paterson, Proprietor. Raw materials were loaded into one side and mixed concrete unloaded on the other.
Regal Model and Tool Works (122 S. Clarke Street, Chicago, Illinois, J. T. H. Paterson, Proprietor) built this model for two inventors, who were brothers from Montana. This cement mixer was patented.
Date made
ca 1910
ID Number
MC.316501
catalog number
316501
accession number
224662
Sometime around her 17th birthday, Canadian Bernice Palmer received a Kodak Brownie box camera (No. 2A Model), either for Christmas 1911 or for her birthday on 10 January 1912.
Description
Sometime around her 17th birthday, Canadian Bernice Palmer received a Kodak Brownie box camera (No. 2A Model), either for Christmas 1911 or for her birthday on 10 January 1912. In early April, she and her mother boarded the Cunard liner Carpathia in New York, for a Mediterranean cruise. Carpathia had scarcely cleared New York, when it received a distress call from the White Star liner Titanic on 14 April. It raced to the scene of the sinking and managed to rescue over 700 survivors from the icy North Atlantic. With her new camera, Bernice took pictures of the iceberg that sliced open the Titanic’s hull below the waterline and also took snapshots of some of the Titanic survivors. Lacking enough food to feed both the paying passengers and Titanic survivors, the Carpathia turned around and headed back to New York to land the survivors. Unaware of the high value of her pictures, Bernice sold publication rights to Underwood & Underwood for just $10 and a promise to develop, print, and return her pictures after use. In 1986, she donated her camera, the pictures and her remarkable story to the Smithsonian.
date made
ca 1912
user
Ellis, Bernice P.
maker
Eastman Kodak Company
ID Number
1986.0173.38
accession number
1986.0173
catalog number
1986.0173.38
Founded in 1904 by wealthy financier Andrew Carnegie in Pittsburgh, Pennsylvania, the Carnegie Hero Fund Commission (CHFC) exists to honor acts of individual civilian heroism in the United States and Canada.
Description
Founded in 1904 by wealthy financier Andrew Carnegie in Pittsburgh, Pennsylvania, the Carnegie Hero Fund Commission (CHFC) exists to honor acts of individual civilian heroism in the United States and Canada. It is still active today; recipients include both the living, the dead, and persons directly affected by the loss of a heroic relative.
The emotional impact on the general public of the April 1912 loss of the ocean liner Titanic was astonishing, and the continually updated story lasted for months in the contemporary newspapers. In Pittsburgh, Pennsylvania, the Commission felt inspired to honor all the heroes who had risked their lives in the rescue of the 700 passengers, so at their April 26, 1912 meeting they authorized a nine-oz. 22-k gold medal to be struck, mounted in an elaborate bronze base, inscribed and presented to the Smithsonian. The Smithsonian accepted the gift and displayed it before adding it to the National Numismatic Collection in the National Museum of American History.
Location
Currently not on view
date made
ca 1912
maker
Flanagan, John
ID Number
NU.13650
accession number
54893
catalog number
13650
The Scovill Manufacturing Company of Waterbury, Connecticut produced this transportation token in 1919. The Scovill Company was established in 1802 as a button manufacturer and is still in business today.
Description (Brief)
The Scovill Manufacturing Company of Waterbury, Connecticut produced this transportation token in 1919. The Scovill Company was established in 1802 as a button manufacturer and is still in business today. Scovill was an early industrial American innovator, adapting armory manufacturing processes to mass-produce a variety of consumer goods including buttons, daguerreotype mats, medals, coins, and transportation tokens. The center of the token has been punched out, leaving a “U” shape.
Obverse: The legend reads: UNITED RAILWAYS CO. OF ST. LOUIS/1919.
Reverse: The legend reads: GOOD FOR/ONE CITY FARE.
Location
Currently not on view
date made
1919
referenced
United Railways Co. of St. Louis
maker
Scovill Manufacturing Company
ID Number
1981.0296.1452
accession number
1981.0296
catalog number
1981.0296.1452
This Spitler Puncture plug was used to repair automobile tires. The brass plug consisted of three parts, a disk, cap, and lock cap.
Description
This Spitler Puncture plug was used to repair automobile tires. The brass plug consisted of three parts, a disk, cap, and lock cap. The disk went inside the tire, the frictionless cap went on top to plug the hole, and the lock cap screwed on to keep the plug in place.
Early automobile enthusiasts had to cope with bad roads which damaged their tires. And the tires themselves also contributed to regular blow outs: the first automobile tires were usually adaptations of bicycle tires. They were highly pressurized, and often failed.
Location
Currently not on view
date made
1915
ID Number
1982.0321.01.01
catalog number
1982.0321.01.01
82.0321.01
accession number
1982.0321
This is a Stanley Model 60 runabout steam-powered automobile made in 1910. Several companies, notably White, Stanley, and Locomobile (a Stanley spinoff), built steam-powered automobiles in the late1890s and early 1900s.
Description
This is a Stanley Model 60 runabout steam-powered automobile made in 1910. Several companies, notably White, Stanley, and Locomobile (a Stanley spinoff), built steam-powered automobiles in the late1890s and early 1900s. In spite of their drawbacks—they were difficult to start and control and they could explode—sales of steam cars were steady, though modest. During the 1910s, the Stanley brothers continued to tinker with their steam cars, and their company turned out a small number of hand-crafted cars each year until the mid-1920s.
Perhaps more than any other early automobile, "Stanley steamer" conjures up romantic images of popular though obsolescing vehicle technologies at the turn of the twentieth century. Of three competing forms of automotive power—steam, electricity, and internal combustion—only steam was a well-stablished power source for long-distance transportation. As the automobile market grew, it was only natural that inventors, tinkerers, and manufacturers adapted steam power for production cars. The Stanley twins, Freelan and Francis, were pioneers of steam car technology and bridged a gap between technological adaptation and commercial production. Fewer than 1,000 Stanley cars were made each year, but the make developed a lasting reputation for power and speed. Stanley cars were entered in many auto races and held impressive records, including a world speed record set in 1906.
Location
Currently not on view
date made
1910
maker
Stanley Motor Carriage Company
ID Number
1982.0417.01
catalog number
82.0417.01
accession number
1982.0417
Leyden jars were essential for storing electrical charges used by the earliest wireless radios used aboard ocean liners. Shortly after RMS Carpathia's rescue of Titanic survivors, the ship visited Boston, Massachusetts.
Description
Leyden jars were essential for storing electrical charges used by the earliest wireless radios used aboard ocean liners. Shortly after RMS Carpathia's rescue of Titanic survivors, the ship visited Boston, Massachusetts. Marconi Wireless Radio employee Harry Cheetham boarded Carpathia to service the radio, which had been damaged during the Titanic operations. He replaced these two Leyden jars. One is intact and the other is broken, but fortunately the broken one shows how the jars were constructed inside to store and relay an electrical charge. Cheetham kept these artifacts as Titanic souvenirs, and donated them to the Smithsonian in 1930.
Location
Currently not on view
date made
ca 1910
maker
Marconi Wireless Telegraph Co. Ltd.
ID Number
EM.310242.02
catalog number
310242.02
accession number
113406
The Scovill Manufacturing Company of Waterbury, Connecticut produced this transportation token in 1917. The Scovill Company was established in 1802 as a button manufacturer and is still in business today.
Description (Brief)
The Scovill Manufacturing Company of Waterbury, Connecticut produced this transportation token in 1917. The Scovill Company was established in 1802 as a button manufacturer and is still in business today. Scovill was an early industrial American innovator, adapting armory manufacturing processes to mass-produce a variety of consumer goods including buttons, daguerreotype mats, medals, coins, and transportation tokens. The center of this token is punched out to leave the shape of a “K.”
Obverse: The legend reads: KENTUCKY TRACTION & TERMINAL CO./ 1917
Reverse: The legend reads: GOOD FOR 5¢ RIDE/ CITY CAR.
Location
Currently not on view
date made
1917
referenced
Kentucky Traction & Terminal Company
maker
Scovill Manufacturing Company
ID Number
1981.0296.1397
accession number
1981.0296
catalog number
1981.0296.1397
The Scovill Manufacturing Company of Waterbury, Connecticut produced this transportation token in 1919. The Scovill Company was established in 1802 as a button manufacturer and is still in business today.
Description (Brief)
The Scovill Manufacturing Company of Waterbury, Connecticut produced this transportation token in 1919. The Scovill Company was established in 1802 as a button manufacturer and is still in business today. Scovill was an early industrial American innovator, adapting armory manufacturing processes to mass-produce a variety of consumer goods including buttons, daguerreotype mats, medals, coins, and transportation tokens. There is a yellow and brown discoloration on both sides of the token.
Obverse: The legend reads: UNITED RAILWAYS CO. OF ST. LOUIS/1919.
Reverse: The legend reads: GOOD FOR/ONE CITY FARE.
Location
Currently not on view
date made
1919
referenced
United Railways Co. of St. Louis
maker
Scovill Manufacturing Company
ID Number
1981.0296.1451
accession number
1981.0296
catalog number
1981.0296.1451
Cyclecars were small, inexpensive automobiles that resembled a cross between a car and a motorcycle. For a brief period in the mid-1910s, cyclecar enthusiasts believed that this type of vehicle offered the promise of personal mobility for the masses.
Description
Cyclecars were small, inexpensive automobiles that resembled a cross between a car and a motorcycle. For a brief period in the mid-1910s, cyclecar enthusiasts believed that this type of vehicle offered the promise of personal mobility for the masses. The two-passenger 1914 Twombly cyclecar cost $395, compared with $450 for a 1914 Ford Model T runabout. Its manufacturer, W. Irving TwThe famous factory in Hershey, Pennsylvania was not the original location of Milton Snavely Hershey's candy-making enterprise. M.S. Hershey had attempted a number of business ventures in Philadelphia, New York, and Chicago before settling back in his hometown of Lancaster, Pennsylvania in the early 1890s, and opening a caramel candy making company. Twombly, was an airplane and automobile enthusiast who was attracted to the cyclecar fad. He established the Twombly Car Corporation in New York City in 1913 and served as a director of the Cyclecar Manufacturers National Association. Twombly claimed that his 1914 Light Underslung model could run at speeds up to 50 miles per hour and could travel 40 miles on a gallon of gasoline. Cyclecars attracted an avid following for about two years (1913-1915), but their usefulness was limited by weak, inefficient mechanical systems. Meanwhile the price of a Ford Model T continued to drop because of Ford's mass production methods. Soon it became evident that the Ford Model T fit the description of "a car for the masses" better than anything else on the road, and cyclecar sales declined. By 1915 Twombly's company was bankrupt.
The long, narrow body of the 1914 Twombly cyclecar held a driver and one passenger seated behind the driver. The wheelbase is 100 inches, and the tread is only 38 inches. The four-cylinder, 15-horsepower engine is water-cooled; most cyclecars had air-cooled engines. Friction transmission and chain drive provided power to the rear wheels. The Twombly cyclecar weighs only 700 pounds.
The cyclecar craze of the mid-1910s was an attempt to democratize automobile ownership by manufacturing cars that were smaller, less expensive, and more economical to maintain and operate than standard touring cars and runabouts. One headline about the advent of cyclecars proclaimed, "Poor Man's Auto is Here at Last." Scores of companies built and sold two-passenger cars with belt drive or chain drive transmission. Advocates claimed that a cyclecar was better suited to muddy or rutted roads because of its light weight and narrow profile. Some cyclecars, including Twombly, were so narrow that they had tandem seating (one seat behind the other). Unorthodox mechanical features installed on cyclecars included wooden brakes, friction transmission, and an air-cooled engine placed in the rear, but these systems did not work well. Soon it became apparent that the cyclecar was not a viable solution to personal transportation needs and could not compete with the mass-market Ford Model T. Despite its ultimate failure, the cyclecar fad reflects intense interest in the promise of motorized mobility and a quixotic, grass-roots effort to build small cars that were equal to standard production cars at a fraction of the cost.
Location
Currently not on view
Date made
1914
maker
Twombly Car Corporation
ID Number
1980.0558.01
accession number
1980.0558
catalog number
1980.0558.01
accession number
1980.0058
Boucher-Lewis Precision Models, Inc., built this ¼ inch model from Smithsonian plans in 1965. The model shows the vessel fitted out for work, with a derrick for lifting heavy material just forward of the pilot house.
Description
Boucher-Lewis Precision Models, Inc., built this ¼ inch model from Smithsonian plans in 1965. The model shows the vessel fitted out for work, with a derrick for lifting heavy material just forward of the pilot house. The New Jersey Central logo is shown in a red circle on the single stack.
The steam harbor lighter Mauch Chunk was built in 1912 by Harlan and Hollingsworth in Wilmington, Delaware. It was 118' long, with a beam of 31' 6", and a depth of 12' 9". It was operated by the Central Railroad of New Jersey for general harbor service in the New York area. The derrick's lifting capacity was 12 tons.
date made
1912
used date
1912
maker
Boucher-Lewis Precision Models, Inc.
ID Number
TR.325516
catalog number
325516
accession number
260197
The Luckenbach Line donated this 1/4" scale model to the Smithsonian in 1967. A portion of the model's starboard hull is cut away, revealing the ship's cargo holds packed with barrels, sacks, lumber, boxes, and coal.
Description
The Luckenbach Line donated this 1/4" scale model to the Smithsonian in 1967. A portion of the model's starboard hull is cut away, revealing the ship's cargo holds packed with barrels, sacks, lumber, boxes, and coal. The engine room, bridge, crew's quarters, and passenger accommodations are also visible. The deck of the model includes winches, derricks, masts and booms for cargo handling. The single stack is painted black and displays a white "L" on a red band, the insignia of the Luckenbach Steamship Company. On the port side of the hull the name "Luckenbach Line" appears in large white letters.
The steamship Lewis Luckenbach was built in 1919 by the Bethlehem Shipbuilding Corp., in Quincy, Massachusetts. Its dimensions were 496.2 feet long, 68.2 feet beam, and 37.2 feet depth. This was the second steamship named for the founder of the Luckenbach Line, the first having been built in 1903. With its sister ship, the Andrea Luckenbach, the second Lewis Luckenbach joined the line's fleet of intercoastal freighters on runs between New York and California. The ship could carry over 700 carloads of freight in its massive holds. Accommodations were modest compared to passenger liners, but the rates for "travel by freighter" were affordable at between $215 and $255 for roundtrip passage between Seattle and Brooklyn, NY, in 1936. During World War II the ship was converted to an Army hospital ship and renamed Louis A. Milne, for the surgeon who served New York's Port of Embarkation from 1937 to 1943. The vessel was scrapped in 1958.
date made
1919
used date
1919-1958
ID Number
TR.327977
catalog number
327977
accession number
272605
Chicago physician Dr. Frank Blackmarr, a passenger aboard Titanic's rescue ship RMS Carpathia, helped the survivors suffering from hypothermia, exposure, and shock. He collected a Titanic life vest during the voyage as a souvenir.
Description
Chicago physician Dr. Frank Blackmarr, a passenger aboard Titanic's rescue ship RMS Carpathia, helped the survivors suffering from hypothermia, exposure, and shock. He collected a Titanic life vest during the voyage as a souvenir. Five days into its maiden voyage in 1912, the White Star ocean liner Titanic struck an iceberg at full speed in the North Atlantic, en route from England to the United States. For the next few hours, the giant ship took on water and began to nose down into the sea. At 2:20 a.m. on April 15, the gigantic ship sank in 12,500 feet of water 350 miles off the coast of Canada. Within about two hours, Carpathia arrived and rescued the Titanic's 705 surviving crew and passengers. Around 1,500 people aboard were lost.
date made
1912
ID Number
1982.0319.01
catalog number
82.0319.01
accession number
1982.0319
Bernie Palmer sold rights to her Titanic iceberg and survivor pictures to Underwood & Underwood of New York for only $10.00, not knowing any better. This picture identifies the young facing couple as honeymooners Mr. & Mrs. George A. Harder of Brooklyn, NY.
Description
Bernie Palmer sold rights to her Titanic iceberg and survivor pictures to Underwood & Underwood of New York for only $10.00, not knowing any better. This picture identifies the young facing couple as honeymooners Mr. & Mrs. George A. Harder of Brooklyn, NY. The woman with her back to Bernie's Brownie camera is Mrs. Charles M. Hayes; her husband was President of the Grand Trunk Railway. He died in the shipwreck, but Mrs. Hayes and her two daughters were rescued by Carpathia.
Location
Currently not on view
date made
1912
ID Number
1986.0173.27
catalog number
1986.0173.27
accession number
1986.0173
In the early nineteenth century, lighthouses in the United States were considered inferior to those in France and England.
Description
In the early nineteenth century, lighthouses in the United States were considered inferior to those in France and England. American mariners complained about the quality of the light emanating from local lighthouse towers, arguing that European lighthouses were more effective at shining bright beams of light over long distances. While American lighthouses relied on lamps and mirrors to direct mariners, European lighthouses were equipped with compact lenses that could shine for miles.
In 1822, French scientist Augustin-Jean Fresnel was studying optics and light waves. He discovered that by arranging a series of lenses and prisms into the shape of a beehive, the strength of lighthouse beams could be improved. His lens—known as the Fresnel lens—diffused light into beams that could be visible for miles. Fresnel designed his lenses in several different sizes, or orders. The first order lens, meant for use in coastal lighthouses, was the largest and the strongest lens. The sixth order lens was the smallest, designed for use in small harbors and ports.
By the 1860s, all of the lighthouses in the United States were fitted with Fresnel lenses. This lens came from a lighthouse on Bolivar Point, near Galveston, Texas. Galveston was the largest and busiest port in nineteenth-century Texas. Having a lighthouse here was imperative – the mouth of the bay provided entry to Houston and Texas City, as well as inland waterways. The Bolivar Point Light Station had second and third order Fresnel lenses over the years; this third order lens was installed in 1907. Its light could be seen from 17 miles away.
On 16-17 August 1915, a severe hurricane hit Galveston. As the storm grew worse, fifty to sixty people took refuge in the Bolivar Point Light Station. Around 9:15 PM, the light’s turning mechanism broke, forcing assistant lighthouse keeper J.B. Brooks to turn the Fresnel lens by hand. By 10 PM, the vibrations from the hurricane were so violent that Brooks began to worry the lens might shatter. He ceased turning the lens, trimmed the lamp wicks and worked to maintain a steady light through the night. The next morning, Brooks left the lighthouse to find Bolivar Point nearly swept away by the water.
Bolivar Point Light Station used this Fresnel lens until 1933. It was donated to the Smithsonian Institution by the National Park Service.
date made
1822
late 1800s
all United States lighthouses outfitted with Fresnel lenses
1860s
lens used during a severe hurricane at Bolivar Point
1917-08-16 - 1917-08-17
donated to Smithsonian
1933
inventor
Fresnel, Augustin Jean
ID Number
TR.335567
catalog number
335567
accession number
1977.0626
Built in 1890 by Belfast shipbuilders Harland & Wolff, the RMS Majestic was designed for luxury ocean travel.
Description
Built in 1890 by Belfast shipbuilders Harland & Wolff, the RMS Majestic was designed for luxury ocean travel. Like its sister ship, the RMS Teutonic, which was launched the previous year, the Majestic was built for the White Star Line’s service between Liverpool and New York.
The interior of the Majestic was opulent. Staterooms featured colored glass screens over the ports, while the smoking room walls were embossed with gilded leather and mahogany panels. Skylights, or lanterns, were installed in the ship’s dining rooms and other common areas. The lantern domes were designed to allow natural light to filter into the Majestic’s interior spaces.
The lantern in the Majestic's first class dining saloon was designed by British architect George Thomas Robinson. It was made up of 56 individual pieces, including eight plaster friezes, leaded stained glass and wood paneling. The plaster friezes depicted the “shipbuilder’s art from the early days of the Spanish Armada to the Battle of Trafalgar.”
When the Majestic was broken up in 1914, parts of the first class dining saloon lantern were sold to a ship salvage company, including the plaster panels. Several of these were paired with a smaller lantern from the ship and installed in the executive board room of Thomas W. Ward Ltd., in Sheffield, England. In the early 1970s, the director of the company donated this lantern and the plaster panels from the Majestic to the Smithsonian. He pointed out that the lantern had been saved three times, once when the ship was broken up and twice during the world wars of the twentieth century. He thought it fitting to donate this survivor to the United States “in memory of the many very gallant merchant seamen . . . who served in the Atlantic during the two World Wars.”
date made
1890
ship was broken up
1914
lantern and panels were donated to the Smithsonian
1970s
architect
Robinson, George Thomas
ID Number
TR.336295
accession number
1978.0206
catalog number
336295
This switch lever was part of RMS Carpathia's wireless radio apparatus; most likely it was a manual breaker for the antenna connection to the radio. It would have been opened in storms to prevent lightning from striking the radio itself.
Description
This switch lever was part of RMS Carpathia's wireless radio apparatus; most likely it was a manual breaker for the antenna connection to the radio. It would have been opened in storms to prevent lightning from striking the radio itself. It was damaged during the rescue of Titanic's passengers, and the next time the ship was in Boston, Marconi Wireless Telegraph Company employee Harry Cheetham went aboard Carpathia to service the wireless. At the time, shipboard radios belonged to the radio company, not the shipping lines.
Location
Currently not on view
date made
1911
maker
Marconi
Marconi Wireless Telegraph Co. Ltd.
ID Number
EM.309910
catalog number
309910
accession number
110988
Like Henry Ford, automobile manufacturer Alanson P. Brush encouraged people of ordinary means to give up horses, bicycles, and streetcars and buy cars.
Description
Like Henry Ford, automobile manufacturer Alanson P. Brush encouraged people of ordinary means to give up horses, bicycles, and streetcars and buy cars. Brush emphasized small size and light weight as ways to reduce manufacturing costs and adapt cars to dirt roads that were alternately bumpy in dry weather and muddy in wet weather. Like Ford, he designed an automobile that was low-priced and suited to rural conditions. Introduced in 1907, the Brush automobile had a one-cylinder engine, a hardwood chassis frame, and tough, resilient hardwood axles and wheels. It featured innovations such as coil springs and shock absorbers, which smoothed the ride. The 1912 Liberty-Brush was a simplified version of the Brush runabout and was priced at $350. The Ethyl Corporation donated this Liberty-Brush runabout to the museum in 1976.
In the early 1900s, the automobile became more than a rich person's toy. Demand was strong among farmers, workers, and the middle class. Used cars provided a less expensive alternative to new ones, but problems with quality, reliability, and parts availability limited their appeal. Several car manufacturers introduced new models that were affordable, dependable and designed for everyday use on country roads or city streets. Because of its wooden chassis and wooden axles, the Brush automobile (1907-13) was exceptionally lightweight and resilient. The small, one-cylinder Brush appealed to many motorists because of its simplicity, relatively low price, and chassis features that were well suited to rural roads. Wider axles were available for use in the South, where a 60-inch tread fit wagon ruts on country roads. Brush cars were fairly popular, but the company's financial difficulties and competition from better automobiles brought an end to the venture in 1913.
Location
Currently not on view
date made
1912
maker
United States Motor Company, Brush Division
ID Number
TR.335591
catalog number
335591
accession number
323572
This ship model depicts the American Line passenger ship Philadelphia as it was rebuilt and renamed after extensive repairs of improvements in 1901. The model was built by Gustav Grahn and Gustav Grahn, Jr. of New York built this ship model as in 1891.
Description
This ship model depicts the American Line passenger ship Philadelphia as it was rebuilt and renamed after extensive repairs of improvements in 1901. The model was built by Gustav Grahn and Gustav Grahn, Jr. of New York built this ship model as in 1891. The ship was originally built for Britain's Inman Line as the City of Paris in 1889. She became the Paris in 1893 when her owners transferred her and her sister ship the City of New York to American registry in a business and political maneuver designed to secure a lucrative U.S. mail subsidy. The ship served as an auxiliary cruiser in the Spanish American War and as a troopship in World War I.
Strong competition for passengers—aided by shipbuilding advances, marine-engine improvements, and increased government regulation—led to a substantial increase in the size, speed, and comfort of ocean liners by the end of the nineteenth century. Particularly after 1870, new steamers appeared every few years that were hailed in the press and in advertising as more spacious, better appointed, swifter, and safer than anything that had sailed before. While the biggest and grandest ocean liners were built for the run between Europe and the United States, less renowned steamships carried passengers and emigrants on dozens of routes across the globe.
date made
1911-07-10
used date
1889-1923
ID Number
TR.271111
catalog number
271111
accession number
52985
This streetcar was originally built for the Pennsylvania Avenue route of the Washington and Georgetown Rail Road. After about 1898, it was converted to a trailer car which was coupled to an electric car.
Description
This streetcar was originally built for the Pennsylvania Avenue route of the Washington and Georgetown Rail Road. After about 1898, it was converted to a trailer car which was coupled to an electric car. It's original number was "247," but it was renumberd "212" in 1898, and, later, as "1512". The car was restored in 1965 and retains the number "212".
Location
Currently not on view
Date made
1892
used date
1892-ca 1910
maker
John Stephenson Company Limited
ID Number
TR.335092
accession number
252681
catalog number
335092
The Theft Warning Auto-Lock Corporation manufactured this locking device during the early 1920s. The lock attaches to the wheel of an automobile, sounding an alarm if the wheel moves and preventing the full rotation of the tire.
Description
The Theft Warning Auto-Lock Corporation manufactured this locking device during the early 1920s. The lock attaches to the wheel of an automobile, sounding an alarm if the wheel moves and preventing the full rotation of the tire.
date made
ca 1915
ID Number
1979.0687.04
accession number
1979.0687
catalog number
1979.0687.04

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