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: 1930s

Ship Model, Tanker Type T2-SE-A1

Although dry cargo freighters like the Liberty and Victory ships are probably the best-known emergency vessels of World War II, oil tankers were also mass produced in American shipyards and played an important role in the Allied victory.
Description
Although dry cargo freighters like the Liberty and Victory ships are probably the best-known emergency vessels of World War II, oil tankers were also mass produced in American shipyards and played an important role in the Allied victory. This model represents the most common type of tanker, T2-SE-A1, a commercial design that before the war started was already being constructed by the Sun Shipbuilding Company for Standard Oil. After the attack on Pearl Harbor, the United States Maritime Commission recognized that wet cargo like oil and machine lubricants would be just as necessary as guns and ammunition. The commission ordered this design to be built, in addition to the dry cargo designs.
Like the Victory ship, the T2 tanker was outfitted with a steam turbine engine that gave the vessel a speed of over 14 knots. Tankers were also built at some of the same shipyards as the other merchant vessels, and experienced a similar construction time average of about 70 days. But unlike the Victory or Liberty ships, no T2 tankers have survived to become museum ships, and only one remains afloat in the National Defense Reserve Fleet, mothballed in Beaumont, Texas.
date made
early 1940s
built tankers typical to this model
Sun Shipbuilding and Dry Dock Company
purchased tankers typical to this model
Standard Oil
ID Number
TR.313036
catalog number
313036
accession number
173712

1932 Packard phaeton

This 1932 Packard phaeton is one of several luxury cars in the Smithsonian collection. It was first registered to Layton R. Colburn, sales manager at a Packard dealership in Washington, D.C. In 1933, Colburn sold it to Franklin Q.
Description
This 1932 Packard phaeton is one of several luxury cars in the Smithsonian collection. It was first registered to Layton R. Colburn, sales manager at a Packard dealership in Washington, D.C. In 1933, Colburn sold it to Franklin Q. Brown, Jr., a Harvard-educated business administrator who had moved to Washington to take a job with the Public Works Administration. Brown later was employed as a railroad examiner for the Reconstruction Finance Corporation and as an economist with a New York investment banking firm. In the early 1960s, after the Packard no longer served as Brown's primary transportation, he drove it at his summer home on Martha's Vineyard. Brown donated the car to the Smithsonian in 1978.
The 1932 Packard Model 902 phaeton is a long, low, open car with a folding top. The body is black and has four doors. The car is rather massive at 4,300 pounds. The straight eight-cylinder engine developed 110 horsepower. Accessories include dual horns and a windshield wiper.
In the early years of the Depression, the market for luxury automobiles shrank. By the early 1930s, Packard's annual production was only a fraction of its output at the height of the expansive, extravagant 1920s. But the company held onto a small, elite market, including the rich and famous as well as less affluent motorists who appreciated Packard's engineering advances and refinements. In 1932 Packard tried to broaden its market by introducing a moderately priced Light Eight in addition to the Standard Eight (shown here). This attempt to enter the mid-priced automobile market was unsuccessful because of high production costs. A loyal following of repeat customers enabled the company to survive the Depression and compete successfully with rivals Cadillac and Lincoln. Production by several other competitors in the luxury class-Cord, Duesenberg, Franklin, Marmon, Peerless, and Pierce-Arrow-ceased during the 1930s because of diminishing sales and financial difficulties.
Location
Currently not on view
date made
1932
maker
Packard Motor Car Company
ID Number
TR.336637
accession number
1978.0587
catalog number
336637
serial number
50160

SS Leviathan Navigating Officer, Notebook

This book was compiled by Giles C. Stedman, who joined the Leviathan's in 1927 as first officer and served aboard until 1934.The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914.
Description
This book was compiled by Giles C. Stedman, who joined the Leviathan's in 1927 as first officer and served aboard until 1934.
The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914. 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.
Location
Currently not on view
date made
late 1920s
used date
1927-1934
ID Number
1991.0856.36
catalog number
1991.0856.36
accession number
1991.0856

Ship Model, Victory Ship Type VC2-S-AP

By 1943, the outlook for an Allied victory in World War II was steadily improving. The reign of the U-boats that had plagued Allied convoys in the Battle of the Atlantic was coming to an end.
Description
By 1943, the outlook for an Allied victory in World War II was steadily improving. The reign of the U-boats that had plagued Allied convoys in the Battle of the Atlantic was coming to an end. And the Axis powers were finally losing the tonnage war, which aimed to sink Allied merchant ships faster than replacements could be built. While the mass-produced Liberty ships were faithfully carrying cargo and troops to war zones, these ships were relatively slow. In response, the War Shipping Administration commissioned a new class of emergency vessels called Victory ships. This model represents one of the 534 Victory ships that were built alongside the Liberty ships in seven shipyards around the country.
Speed was the key difference between the Victory and Liberty ships. When Liberty ships were designed, all of the new steam turbine engines were reserved for naval vessels, leaving the Liberty ships with reciprocating steam engines. While these engines were reliable, the ships could only reach 11 knots, leaving them vulnerable to attack. As the war progressed, more turbine engines became available and were installed in the Victory ships, giving them a speed of over 16 knots.
Another improvement of the Victory design was a stronger and larger hull. This meant that more cargo could be transported at once, and improved the odds of the vessels continuing to serve in the merchant fleet during times of peace. After World War II, 170 Victory ships were sold as commercial freighters. About 20 were loaned back to the military and used in the Korean and Vietnam Wars. Several Victory ships have been preserved as museum ships and are currently located in California and Florida.
date made
early 1940s
commissioned Victory ships like the ones this model represents
War Shipping Administration
ID Number
TR.313023
catalog number
TR*313023
accession number
170015

Moby Dick, or The Whale

In early 1841 at the age of 21, Herman Melville shipped out on a voyage to the Pacific Ocean aboard the Massachusetts whaler Acushnet, which he deserted in the Marquesa Islands after only 18 months.
Description
In early 1841 at the age of 21, Herman Melville shipped out on a voyage to the Pacific Ocean aboard the Massachusetts whaler Acushnet, which he deserted in the Marquesa Islands after only 18 months. He then served briefly on the Australian whaler Lucy Ann; the Nantucket whaler Charles & Henry, and in the US Navy. His whaleship experience supplied the background for his sixth and most famous novel, Moby-Dick, or the Whale, published in 1851. The first American edition of Moby-Dick of 2,915 copies did not sell well at $1.50 and only netted Melville lifetime earnings of $556.37.
Although he continued to write poetry and fiction, Melville supported himself as a New York City customs inspector for 19 years before dying in 1891 at the age of 72. It was not until the 1920s that Melville achieved recognition as one of the icons of American literature. This 1930 edition of Moby Dick, published by Random House and illustrated by Rockwell Kent, introduced Melville to thousands of Americans.
Date made
1930
author
Melville, Herman
illustrator
Kent, Rockwell
publisher
Random House, Inc.
ID Number
2007.0071.1
catalog number
2007.0071.1
accession number
2007.0071

SS Leviathan Master-at-Arms Badge

In 1924 the Deck Department on the SS Leviathan included six masters-at-arms, who looked after the vessel’s security and assisted with passenger safety.
Description
In 1924 the Deck Department on the SS Leviathan included six masters-at-arms, who looked after the vessel’s security and assisted with passenger safety. The markings on this badge refer to a lifeboat station.
The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914. 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.
Location
Currently not on view
date made
1920s
used date
1923-1938
ID Number
1991.0856.35
catalog number
1991.0856.35
accession number
1991.0856

1913 Ford Model T Touring Car

Few people could afford the Model T when it was introduced in 1908. But Ford’s moving assembly line increased production volume, and prices fell dramatically from $850 to $260 by 1925.
Description
Few people could afford the Model T when it was introduced in 1908. But Ford’s moving assembly line increased production volume, and prices fell dramatically from $850 to $260 by 1925. The Model T gave personal mobility to more than 15 million rural and urban Americans and ushered in the automobile age. Light and powerful, it had a three-point suspension that could negotiate rough roads, and parts were available at dealers in small and large communities across America. This car belonged to Harvey W. Locke, a designer and inventor of cameras and camera parts in Rochester, New York.
Location
Currently not on view
date made
1913
used date
1913-1935
maker
Ford Motor Company
ID Number
TR.311052.01
catalog number
311052.01
accession number
120103

Deep Snow Topaz 1943

"Topaz 3-15-44"Currently not on view
Description
"Topaz 3-15-44"
Location
Currently not on view
date made
1944-03-15
maker
Ujihara, Akio
ID Number
1986.3047.09
catalog number
1986.3047.09
nonaccession number
1986.3047

Leveling the Brazilian Strategic Highway

Currently not on view
Location
Currently not on view
date made
ca 1940s
maker
Associated Press
ID Number
2013.0327.0778
accession number
2013.0327
catalog number
2013.0327.0778

Route 66 Pavement, 1932

The nation's first network of highways, built in the late 1920s and 1930s, created new opportunities for motorists and small business owners. It also created a perception that highways benefited ordinary Americans, enhancing their personal lives and giving them more freedom.
Description
The nation's first network of highways, built in the late 1920s and 1930s, created new opportunities for motorists and small business owners. It also created a perception that highways benefited ordinary Americans, enhancing their personal lives and giving them more freedom. These advantages contrasted with railroads, which benefited corporations and allowed them to control people's movements and the cost of their travels. In 2000, Oklahoma truckers moved 50 feet of concrete pavement from U.S. 66 to the collections of the National Museum of American History to mark the significance of U.S. numbered highways, and Route 66 as a prime example.
In 1926, almost 60 years after the first transcontinental railroad was completed, U. S. 66 was conceived as a public thoroughfare linking the Midwest, Southwest, and southern California. Its all-season route soon brought heavy traffic. Motorists and business owners adapted Route 66 for their needs and oriented their lives around it. Some earned a living by driving a truck or operating a roadside business, while others enjoyed leisure trips, advertised products, or moved to new homes. Clusters of roadside buildings made Route 66 the main street of a new community—one that was of, by, and for people on the move.
Route 66 also served as a conduit for mass migrations of workers, farmers, and their families who saw the highway as a path to a better life. During the Depression, Midwesterners saw it as a way out of hard times and failed farms, and they followed it to seek jobs in the Southwest and California. G.I.s traveled to defense camps during World War II, and after the war they settled in new homes nearby. Hordes of vacationers followed the advice of songwriters Bobby and Cynthia Troup: "Get your kicks on Route 66." Americans relied on Route 66 to change their circumstances for the better, and the highway earned a special place in American culture. Today, historians commemorate its importance.
Date made
1932
ID Number
2000.3074.01.01
catalog number
2000.3074.01.01
nonaccession number
2000.3074

SS Leviathan Pin

A souvenir pin from the ocean liner Leviathan, sporting the house flag adopted by the new owners of the United States Lines in late 1931.The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914.
Description
A souvenir pin from the ocean liner Leviathan, sporting the house flag adopted by the new owners of the United States Lines in late 1931.
The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914. 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.
Location
Currently not on view
date made
1932
used date
1932-1934
ID Number
1991.0856.33
catalog number
1991.0856.33
accession number
1991.0856

Boat Compass

This boat compass was used by merchant seamen aboard one of the lifeboats from the SS Alcoa Guide, an American freighter sunk by the German submarine U- 123 three hundred miles east of Cape Hatteras on April 16, 1942.
Description
This boat compass was used by merchant seamen aboard one of the lifeboats from the SS Alcoa Guide, an American freighter sunk by the German submarine U- 123 three hundred miles east of Cape Hatteras on April 16, 1942. The donor, Waldemar Semenov, was a Junior Engineer aboard the vessel and one of twenty-seven men who survived the attack. After drifting for three days, crowded into two lifeboats, they were spotted by a search plane and rescued a day later by the USS Broome, a navy destroyer. A life raft carrying another four members of the freighter’s crew was not found until three weeks had passed, at which point only one man was still alive. Seven lives were lost in the attack.
Nineteen forty-two was a deadly year for shipping in the waters of the Atlantic. U-boats roaming the seas destroyed over 400 ships, including 82 American merchant vessels, in the first six months alone. The Alcoa Guide was the fourth U.S. merchant ship sunk by U-123 in the first two weeks of April. Unarmed and without an escort, the ship was vulnerable as it steamed from New Jersey toward the island of Guadaloupe with a load of U.S. Army equipment for troops stationed in the West Indies, and a cargo of flour for the island. After detecting the freighter, U-123’s commander, Lt. Reinhard Hardegen, ordered the sub to the surface and began firing. Desperate to defend his ship, the Alcoa Guide’s master, Capt. Samuel Cobb, attempted to ram the sub, but to no avail. The bombardment continued and, after two hours, the freighter sank.
date made
late 1930s
Alcoa Guide sank
1942-04-16
captain of Alcoa Guide
Cobb, Samuel
maker
Marine Compass Company
ID Number
2005.0295.01
accession number
2005.0295
catalog number
2005.0295.01

Pneumatic Grease Gun

The Alemite Company manufactured this pneumatically powered grease guns during the 1930s. An Alemite gun was designed to inject hard or soft grease quickly into a machinery bearing.
Description
The Alemite Company manufactured this pneumatically powered grease guns during the 1930s. An Alemite gun was designed to inject hard or soft grease quickly into a machinery bearing. (Regular greasing of such bearings was needed to prevent friction and bearing failure.) The pneumatically operated gun required a special Alemite "fitting," designed to mate tightly with the business end of the gun, to be installed at every location where grease was to flow from the gun to an internal bearing surface.
The gun, and the fittings, provided a tremendous labor-saving improvement over previous methods of greasing critical internal bearings. In a locomotive roundhouse, a greasing crew of two men could lubricate all the rod bearings of a given locomotive in 20-30 minutes (depending on the size of the locomotive) instead of the hours required previously. A large steam locomotive, running in heavy duty on a railroad, required rod greasing approximately every 100 miles. Such greasing was usually done at a terminal, when a fresh load of fuel was put into the tender and other servicing performed on the locomotive.
Date made
1930s
date made
ca. 1930s
maker
Alemite Company
ID Number
2002.0129.01
catalog number
2002.0129.01
accession number
2002.0129

Mobiloil "Gargoyle" Sign

Mobiloil was registered by the Standard Oil Company of New York (Socony) at the U. S. patent office as a trademark in 1920. The company became the Mobil Oil Corporation in 1966.
Description
Mobiloil was registered by the Standard Oil Company of New York (Socony) at the U. S. patent office as a trademark in 1920. The company became the Mobil Oil Corporation in 1966. Although the Mobil oil brand became marketed under the now-familiar Pegasus, this sign's 'gargoyle' was also one of the ways that the company branded their product and tried to get people to buy their oil.
date made
ca 1930
ID Number
TR.335596
catalog number
335596
accession number
1977.0640

Brig Key, SS Leviathan

Although not marked, this key is reputed to be from the brig, or jail cell, of the ocean liner Leviathan.
Description
Although not marked, this key is reputed to be from the brig, or jail cell, of the ocean liner Leviathan. According to collector and historian Frank Braynard, the key's donor, it hung on a wood plaque for many years in the model shop of the New York naval architecture firm of Gibbs and Cox, the company that renovated the Leviathan for American passenger service in 1922-23. Presumably, it came to be there after the ship was scrapped in Scotland after 1938.
The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914. 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.
Location
Currently not on view
date made
1923
used date
1923-1938
ID Number
1991.0856.26
catalog number
1991.0856.26
accession number
1991.0856

S. S. Leviathan Engine Order Telegraph

This telegraph was used to communicate speed and direction orders from the wheelhouse of the ocean liner Leviathan to one of its engine rooms.
Description
This telegraph was used to communicate speed and direction orders from the wheelhouse of the ocean liner Leviathan to one of its engine rooms. Most modern ships have a throttle, but for steamers it was necessary for the pilot to contact the engine room with instructions for the engineer that were relayed to the boilermen. This telegraph would signal full, half, slow, dead slow, finished with engine, and stop—both astern and ahead.
The ocean liner Leviathan was built as the Vaterland for Germany's Hamburg-American Line in 1914. 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.
Location
Currently not on view
date made
1923
used date
1923-1938
ID Number
1991.0856.40
catalog number
1991.0856.40
accession number
1991.0856

Fresnel Lighthouse Lens

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

The Rebel

Flat, rectangular plastic card in white with red and blue print. On the front is an image of the Rebel, a red, silver, and blue train, and a calendar for 1935. On the reverse is a map of Gulf, Mobile & Northern Railroad's routes.
Description (Brief)
Flat, rectangular plastic card in white with red and blue print. On the front is an image of the Rebel, a red, silver, and blue train, and a calendar for 1935. On the reverse is a map of Gulf, Mobile & Northern Railroad's routes. Traffic offices include: Birmingham; Chicago; Detroit; Jackson, Mississippi; Jackson, Tennessee; Kansas City; Memphis; Meridian; Mobile; New Orleans; New York; Pittsburgh; and St. Louis.
Location
Currently not on view
date made
1935
advertiser
Gulf, Mobile & Northern Railroad
maker
Whitehead & Hoag Company
ID Number
2006.0098.0616
accession number
2006.0098
catalog number
2006.0098.0616

Reinhardt Bicycle, 1935

The Otto Reinhardt Fahrrad-fabrik, of Bielefeld, Germany built this Reinhardt bicycle in 1935. Donor Fred Birchmore purchased the bicycle for 67 Reichsmarks in Gotha, Germany. Mr.
Description
The Otto Reinhardt Fahrrad-fabrik, of Bielefeld, Germany built this Reinhardt bicycle in 1935. Donor Fred Birchmore purchased the bicycle for 67 Reichsmarks in Gotha, Germany. Mr. Birchmore nicknamed the bicycle, "Bucephalus" after Alexander the Great's horse and rode it “around the world”—through western Europe, eastern Europe, Crete, Cyprus, Egypt, Iraq, Iran, Afghanistan, India, Siam, Indochina, and the Philippines—over the next two years. Birchmore estimated that his travels covered approximately 40,000 miles, of which about 25,000 were on the bicycle, and the rest by boat. Approximately four saddle covers and seven sets of tires were worn out during the journey.
Location
Currently not on view
date made
1935
maker
Fahrradfabrik Otto Reinhardt
ID Number
TR.311533
catalog number
311533
accession number
148650

Miller Parking Meter

This Miller parking meter was introduced in the late 1930s, and yo-yo manufacturer Donald F. Duncan soon purchased the Miller meter business. Duncan-Miller meters were manufactured through the mid-1940s. This parking meter is among the earliest ones installed.
Description
This Miller parking meter was introduced in the late 1930s, and yo-yo manufacturer Donald F. Duncan soon purchased the Miller meter business. Duncan-Miller meters were manufactured through the mid-1940s. This parking meter is among the earliest ones installed. In the 1920s and early 1930s, inventors filed patent claims for timing devices that regulated parking in curb lanes; some proposals involved collecting a fee. Many cities-beginning with Oklahoma City in 1935-installed coin-operated, spring-driven parking meters beside curb lanes to increase turnover, help enforce violations, reduce traffic congestion resulting from inadequate or haphazard parking spaces, and add much-needed revenue to municipal treasuries. City officials believed that parking meters were necessary to cope with the influx of automobiles into downtown areas and give more motorists access to stores and other businesses. But motorists and merchants challenged the legality of meters, claiming that they annoyed shoppers, deprived merchants and their employees of access to their front doors, and imposed an unfair tax on right-of-ways that were open to all. Most of the legal challenges failed, but meters were removed in several cities, and hours of enforcement were shortened in others. As parking meters proved their compatibility with downtown traffic and their success at increasing revenue, meters became an accepted way to regulate curb parking and fund traffic-related improvements as well as general municipal expenses.
Date made
1930s
ID Number
2002.0155.01
catalog number
2002.0155.01
accession number
2002.0155

Pilot Wheel from the Sternwheel Ferry Kiwanis, 1923

The 140’-long sternwheel ferry Kiwanis was built at Dubuque, Iowa in 1923. Owned by the Cairo City Ferry Company, the Kiwanis operated locally between Dubuque and Birds Point, Mo. until a bridge across the Mississippi River at that location put the line out of business.
Description
The 140’-long sternwheel ferry Kiwanis was built at Dubuque, Iowa in 1923. Owned by the Cairo City Ferry Company, the Kiwanis operated locally between Dubuque and Birds Point, Mo. until a bridge across the Mississippi River at that location put the line out of business. Across from Cairo, Ill., Birds Point had been a major river and railroad crossroads for cotton in the 19th century.
The Kiwanis was bought by Cincinnati’s Greene Line Steamers in 1930 and operated as a cargo freighter transporting agricultural and manufactured products up and down the Ohio River between Cincinnati and Huntington, W. Va. from 1933 to 1943. In 1936, it was rebuilt and renamed Evergreene.
The Evergreene was sold in 1943 to Cincinnati riverboat captain John Beatty. In 1948 it was bought by the Merchant Paving Company and became a sand dredge. It later sank near Louisville, Ky. and was dismantled.
This wheel is from the Kiwanis’s original CCFC service as a Mississippi River ferry. Standing high above the vessel’s deck, the river pilot steered by standing to one side of the wheel or the other.
date made
1923
ID Number
TR.336870
accession number
1979.0314
catalog number
TR*336870

Ship Model, Leviathan

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

Model of Snagboat Charles H. West

Introduced in the early 19th century, snag boats were designed to clear trees, stumps, and other obstructions from navigable rivers and channels.
Description
Introduced in the early 19th century, snag boats were designed to clear trees, stumps, and other obstructions from navigable rivers and channels. Most were in the form of a catamaran, with two parallel hulls between which trees were hauled in, cut up, and disposed of on land.
Designed by the Army Corps of Engineers, the federal agency responsible for maintaining the national waterways, Charles H. West was built at Nashville, Tenn., in 1933-34 by the Nashville Bridge Co. at a cost of $227,260.48. It measured 170’ in length and 38’ in beam but only drew 4’-6” of water. Instead of a catamaran design, the West had a normal, shallow sternwheeler hull. At the flat or scow bow, two A-frames hauled snags up a ramp for disposal. It cleared snags along the lower Mississippi River for many years.
In 1969, the West was sold to a private party and converted to the restaurant boat Lt. Robert E. Lee in St. Louis, Mo. the following year. The name was fitting. Although best known as a Confederate general, in the late 1830s, Lee had been an officer in the Corps of Engineers. His work installing pilings and wing dams had helped the Mississippi currents to clear silt and keep open the main St. Louis landing.
Moored on the Mississippi near the St. Louis Arch, the Lee was a successful restaurant until a 1993 flood devastated the waterfront. After several failed attempts to reopen, the vessel was auctioned on December 19, 2008, for $200,000. Its new owners plan to renovate and reopen the famous ship once again as a restaurant and nightclub in St. Louis.
Date made
1966
ID Number
TR.326538
catalog number
326538
accession number
265606

Navigational Bell Buoy

Unlike car drivers on land, navigators at sea have no road signs to indicate speed limits, dangers, or routes. Navigational buoys are floating objects anchored to the bottom that serve as aids to navigation.
Description
Unlike car drivers on land, navigators at sea have no road signs to indicate speed limits, dangers, or routes. Navigational buoys are floating objects anchored to the bottom that serve as aids to navigation. Their distinctive shapes, colors, and other markings provide information indicating their purpose and how to navigate around them.
The placement and maintenance of navigational buoys are essential to shipping, since they often provide the only guidance for channel locations, shoals, reefs, and other hazards. If damaged by collisions, extinguished, or broken loose from their moorings, the Coast Guard will repair, replace, refuel, or relocate the failed buoy.
Designated an 8X20 LBR, this particular type of buoy was used by the U.S. Coast Guard Lighthouse Service on the East Coast from around 1930 until the early 1950s. It measures 8 feet in width and 20 feet high, and the letters mean Lighted, Bell, and Radar Reflector. It originally weighed ca. 15,600 pounds, including the 225-lb bell. The bottom of this example was removed to fit into the gallery.
It was designed to be deployed in shallow, protected coastal waters and could be seen about two miles away in daylight. The light on the top was powered by batteries stored under the round hatches in the large bottom compartment. The bell was rung by the rocking of the buoy in the waves.
ID Number
TR.336771
accession number
1978.2285
catalog number
336771

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