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.

Place: New York

1866 Dudgeon Steam Wagon

The Dudgeon steam wagon is one of the earliest self-propelled road vehicles built in the United States.
Description
The Dudgeon steam wagon is one of the earliest self-propelled road vehicles built in the United States. Richard Dudgeon, a machinist who was known for his commercially produced hydraulic jacks, designed and built a steam-powered wagon because he hoped to end the abuse and mistreatment of horses. The wagon resembles a small locomotive, but it has a steering wheel and seats for the driver and eight passengers. Dudgeon drove the vehicle on New York City streets and at his farm on Long Island. It burned coal and ran at a top speed of 25 to 30 miles per hour.
Location
Currently not on view
date made
1866
maker
Dudgeon, Richard
ID Number
1981.0328.01
accession number
1981.0328
catalog number
1981.0328.01

Lithograph of "Cascades of the Columbia"

This tinted lithograph of “Cascades of the Columbia" was produced by Sarony, Major & Knapp (fl. 1857-1867) after an original sketch by John Mix Stanley (1814-1872). It was printed as Plate XLV in Volume XII, Book I, following page 155, in the "General Report" by Isaac I.
Description (Brief)
This tinted lithograph of “Cascades of the Columbia" was produced by Sarony, Major & Knapp (fl. 1857-1867) after an original sketch by John Mix Stanley (1814-1872). It was printed as Plate XLV in Volume XII, Book I, following page 155, in the "General Report" by Isaac I. Stevens (1818-1862) in the "Report of Explorations for a Route for the Pacific Railroad near the 47th and 49th Parallels of North Latitude, from St. Paul, Minnesota, to Puget Sound," 1855.
The volume was published as part of the "Explorations and Surveys to ascertain the most practicable and economical route for a Railroad from the Mississippi river to the Pacific Ocean," published as a twelve volume set in the mid-1850s to 1860. Volume 12 was printed in 1860 by Thomas H. Ford (1814-1868).
Location
Currently not on view
date of book publication
1860
graphic artist
Sarony, Major, & Knapp
original artist
Stanley, John Mix
graphic artist
Sarony, Major, & Knapp
original artist
Stanley, John Mix
author
Stevens, Isaac Ingalls
printer
Ford, Thomas H.
graphic artist
Sarony, Major, & Knapp
publisher
U.S. War Department
U.S. Army Corps of Engineers Topographic Command
ID Number
GA.24834
catalog number
24834
accession number
1978.0612

James W. Baldwin

Currently not on view
Location
Currently not on view
date made
1861
artist
Bard, James
maker
Bard, James
ID Number
DL.65.0814A
catalog number
65.0814
accession number
256396

Motor Days and Motor Ways

Currently not on view
Location
Currently not on view
date made
1912
maker
Samuel Gabriel Sons & Company
ID Number
DL.58.0010
catalog number
58.0010
accession number
216084

View of Buffalo, N.Y./ From the Old Lighthouse

Color print depicting a city (Buffalo) on the banks of a river. Most of the buildings of the city are on the far bank while the near bank, in the foreground, is largely rural.
Description (Brief)
Color print depicting a city (Buffalo) on the banks of a river. Most of the buildings of the city are on the far bank while the near bank, in the foreground, is largely rural. Many steamboats and sailing vessels are on the river, some docked at the warehouses which line the river. A key beneath the image identifies churches and commerical buildings in the distance.
Location
Currently not on view
Date made
1847
artist
Whitefield, Edwin
printer
Michelin, Francis
ID Number
DL.60.3746
catalog number
60.3746

Utica, N.Y.

Color print depicting a view of two main streets of a city (Utica) radiating from a plaza in the foregroud. A train and horse-drawn wagon, carts and coaches are in the foreground.Currently not on view
Description (Brief)
Color print depicting a view of two main streets of a city (Utica) radiating from a plaza in the foregroud. A train and horse-drawn wagon, carts and coaches are in the foreground.
Location
Currently not on view
Date made
n.d.
printer
Michelin, Francis
artist
Moody, David William
original artist
Bradley, Lewis
ID Number
DL.60.3743
catalog number
60. 3743

Bill

Camera-ready pen and ink drawings by Rube Goldberg for his two comic series Bill and Boob McNutt dated June 12, 1932.
Description
Camera-ready pen and ink drawings by Rube Goldberg for his two comic series Bill and Boob McNutt dated June 12, 1932. Goldberg drew for the Bill series between 1931 and 1934, and the Boob McNutt series between 1915 and 1934.
Bill and girlfriend Sally try to recover stolen jewels with the help of old Captain Jim. Boob and Mike and Ike are thought to have been killed while flying on the damaged dirigible.
Location
Currently not on view
Date made
June 12, 1932
original artist
Goldberg, Rube
publisher
Star Company
ID Number
GA.23496
accession number
1972.299186
catalog number
GA*23496

Patent Model, Life Boat

Joseph Francis of New York (1801–93) made a name for himself in the 1840s and 1850s manufacturing light and sturdy corrugated-iron lifeboats and other nautical gear. This 1841 patent model shows his design for a wood or metal boat fitted with airtight copper tanks.
Description
Joseph Francis of New York (1801–93) made a name for himself in the 1840s and 1850s manufacturing light and sturdy corrugated-iron lifeboats and other nautical gear. This 1841 patent model shows his design for a wood or metal boat fitted with airtight copper tanks. These tanks were to be charged with gas or air to provide buoyancy and, in an emergency, would work in conjunction with several holes through the bottom of the boat. When the boat started taking on water in rough seas, the holes would be opened. That action, combined with the buoyancy of the tanks, would permit drainage.
The well-known inventors of mid-19th-century America—Elias Howe, Cyrus McCormick, and Samuel F. B. Morse—were celebrated as national benefactors. Aspiring inventors regarded applying for a patent not just as a key step on the road to potential wealth, but as a patriotic duty—a contribution to the country’s betterment and future. Solidly within this style, Joseph Francis confidently called his buoyant boat the “great American life boat.” He declared with pride that “the model and application of the buoyant power which I now claim . . . is the best and safest for life boats and all other boats and vessels . . . it is different from and an improvement on all former invention by me and any other person . . . .”
In fact, the 1841 patent represented by this model is but a minor alteration to his first patent, an 1839 design for a double-bottomed boat fitted with buoyant air cylinders. His second attempt simply added additional tanks to the boat’s ends and flattened the bottom of the hull to enable it “to sit upright when left by a retiring surge upon a rock bar or beach, where other modeled boats would be upset.”
Date made
1841
patent date
1841-03-26
patentee
Francis, Joseph
inventor
Francis, Joseph
ID Number
TR.308542
catalog number
308542
accession number
89797
patent number
2,018

Rigged Model, Auxiliary Steamship Savannah

The steamer Savannah holds pride of place in American history as the first steamboat to cross the Atlantic. Measuring 98’-6” and 320 tons, the little two-decker began as a sailing vessel at a New York shipyard.
Description
The steamer Savannah holds pride of place in American history as the first steamboat to cross the Atlantic. Measuring 98’-6” and 320 tons, the little two-decker began as a sailing vessel at a New York shipyard. Local ship captain Moses Rogers and his partner William Scarbrough of Savannah, Ga. formed a Savannah-based steamship line, and Rogers had the shipyard convert the vessel to a 75-hp auxiliary steamer for a total cost of $66,000. It was luxuriously appointed, with 32 berths in 16 cabins, full-length mirrors, mahogany-lined public areas, and other amenities.
On May 22, 1819 the Savannah cleared Savannah, Ga. under steam for Liverpool. It carried 25 cords of wood and 1,500 bushels of coal for fuel, but neither a single passenger nor any cargo. No one—not even the owners—trusted the new technology enough on the open ocean to invest their own money. On the 29-day passage to Liverpool, the Savannah operated its engines for about 100 hours, or 16% of the time. The rest was spent under sail.
The failure to secure any paying cargo or passengers altered the company’s plans for transatlantic service. The steamer left Liverpool for Stockholm, Sweden on July 23, 1819, again unladen. Under steam 28% of the passage to Sweden, the Savannah became the first steamboat in the Baltic on August 13. Capt. Rogers declined an offer for the ship from Swedish King Charles XIV for $100,000 in hemp and iron, as well as an offer from Russian Tsar Alexander for an exclusive monopoly on steam navigation in the Black and Baltic Seas.
The Savannah returned to Savannah in November 1819 and almost immediately sailed for Washington, DC. After two months in Washington, Rogers had failed to interest the U.S. Navy in his vessel, and it was sold to Capt. Nathan Holdridge of New York. He promptly removed the engine and began packet service between New York and Savannah. On its first voyage in October 1820, the Savannah sailed with 24 passengers and a full cargo hold. Ironically, four of its prior owners consigned cargo aboard the ill-fated vessel, now that it was an old-fashioned sailing ship. After a successful year as a packet, the Savannah wrecked at Fire Island, NY on November 5, 1821.
In 1933, President Franklin D. Roosevelt designated May 22 as National Maritime Day, in honor of the day that the Savannah hoisted anchor on its inaugural transatlantic passage. The Smithsonian has Savannah’s original logbook detailing that pioneering voyage.
Date made
1961
cleared Savannah, Georgia
1819-05-22
sailed from Liverpool to Stockholm
1819-07-23
sailed in the Baltic
1919-08-13
returned to Savannah
1819-11
sailed from New York to Savannah
1820-10
wrecked at Fire Island
1821-11-05
President Franklin Delano Roosevelt named May 22 as National Maritime Day in honor of the <I>Savannah</I>
1933-05-22
ship captain and owner
Rogers, Moses
owner
Scarbrough, William
ship captain
Holdridge, Nathan
designated 05-22 as National Maritime Day in honor of the <I>Savannah</I>
Roosevelt, Franklin Delano
ID Number
TR.319026
catalog number
319026
accession number
236167

Whale Hoist Patent Model

After some species of whales were killed, their carcasses sank. Other species, like the right whale, floated.
Description
After some species of whales were killed, their carcasses sank. Other species, like the right whale, floated. A whale that sank represented a major loss to the whaleship crews, who had risked their lives to capture the creatures.
To prevent this sort of loss and maximize a whaleship’s efficiency, Thomas Roys of the whaling port of Southampton, on Long Island, N.Y., patented an apparatus for “Raising Dead Whales From the Bottom of the Sea.” There is little evidence that many American whalers tried the device or that it found widespread use in the industry.
Date made
1862
patentee
Roys, Thomas W.
ID Number
AG.332326
catalog number
332326
accession number
94380
patent number
35476

Model of Weight for Stamping Metal

In the mid-1840s, Joseph Francis developed a new method for using steam-powered hydraulic presses to stamp large sheets of iron into corrugated shapes to make boat hulls.
Description
In the mid-1840s, Joseph Francis developed a new method for using steam-powered hydraulic presses to stamp large sheets of iron into corrugated shapes to make boat hulls. His 1845 patent model for the process does not survive, but in 1885 he donated models representing the various steps in manufacturing corrugated metal life boats. This object is a model of the weight used with dies for stamping out copper sheets.
Joseph Francis experimented with boat construction methods throughout his life. In collaboration with the Novelty Iron Works in New York, he began to manufacture lifeboats, military cutters, and coastal rescue craft, as well as life preservers and similar gear, in the 1840s. His products proved popular among commercial steamship operators, life-saving stations, and the United States Navy. The Collins Line of express passenger ships, for example, adopted Francis lifeboats for its opulent ocean steamers in the 1850s. When the Arctic sank with great loss of life in 1854—but its patented metallic lifeboats survived—the company ordered more Francis boats for its remaining ships.
Francis is best known today for designing an enclosed rescue craft called a life-car, the prototype for which is preserved by the Smithsonian. In 1848, the Patent Office denied him a patent for the life-car, saying it was already protected under Francis’s own 1845 patent.
Date made
mid-1840s
patentee
Francis, Joseph
ID Number
AF.1645(6)
catalog number
1645(6)
accession number
16136

USS Alaska Scrimshaw Sperm Whale Tooth

The wooden screw sloop of war USS Alaska was built in 1868 and spent much of her career in the southern Pacific and Far East representing the American nation in foreign ports.
Description
The wooden screw sloop of war USS Alaska was built in 1868 and spent much of her career in the southern Pacific and Far East representing the American nation in foreign ports. In June 1878, she cleared New York for San Francisco and stopped at several South American ports on the way.
One of Alaska's port calls from 20-29 September 1878 was to Talcahuano, in the center of Chile's coast and that nation's main naval port. It also was one the principal stops for American whalers in the Pacific seeking fresh supplies and entertainment. This massive sperm whale's tooth was probably purchased there and engraved by one of Alaska's crew to commemorate his visit. While the carver of this tooth is unknown, it may have been one of the officers who kept the official ship's logbooks, because the calligraphy on the covers of the logs for this voyage is exceptionally elaborate and colorful.
As this tooth indicates, the Talcahuano visit and liberty calls were memorable. Sent ashore on liberty, 54 of Alaska's crew went AWOL (Absent WithOut Leave), and three more were confined to double irons (feet and hand cuffs) for drunk and boisterous behavior or fighting.
Date made
1878
USS Alaska port call to Chile, Talcahuano
1878-09
ID Number
DL.374477
catalog number
374477
accession number
136263

The Hand of Man

Currently not on view
Location
Currently not on view
date made
1902
maker
Stieglitz, Alfred
ID Number
PG.001705
catalog number
1705
accession number
55701

The Terminal

Currently not on view
Location
Currently not on view
date made
1893
maker
Stieglitz, Alfred
ID Number
PG.001686
catalog number
1686
accession number
55701

Smog in New York

Currently not on view
Location
Currently not on view
maker
Falk, Sam
ID Number
PG.69.99.021
accession number
281224
catalog number
69.99.021

Wonder Book of Trains

Currently not on view
Location
Currently not on view
Date made
1952
author
Peters, Lisa
illustrator
Sinnickson, Tom
publisher
Wonder Books
maker
Wonder Books
ID Number
1990.0449.17
accession number
1990.0449
catalog number
1990.0449.17

Pueblo Indian Grinding Corn

Currently not on view
Location
Currently not on view
Date made
1926
visual artist
Couse, E. Irving
publisher
American Lithograph Company
maker
Couse, E. Irving
publisher
American Lithographic Company
ID Number
1991.3127.06
nonaccession number
1991.3127
catalog number
1991.3127.06

Rigged Model, Extreme Gold Rush Clipper Challenge

The extreme clipper ship Challenge was built at New York by the famous shipbuilder William H. Webb. At its launch in May 1851, the $150,000 Challenge was the largest merchant ship ever built, measuring 227 feet in length by 42 feet in beam and 2006 tons.
Description
The extreme clipper ship Challenge was built at New York by the famous shipbuilder William H. Webb. At its launch in May 1851, the $150,000 Challenge was the largest merchant ship ever built, measuring 227 feet in length by 42 feet in beam and 2006 tons. The high length:beam ratio of 5.4:1 was what made the three-decker an extreme clipper, and it set a few speed records over the course of its working life.
The Challenge was expected to set a record on its maiden voyage, and Capt. Robert H. Waterman was offered a $10,000 bonus if he could drive the ship to San Francisco in under 90 days. He pushed his 60-man crew hard, but poor weather and a mutiny by 50 crewmen off Rio slowed the Challenge to a 108-day trip. The mutiny and the unrelated death of seven crew on that maiden voyage gave the ship a bad reputation. Capt. Waterman was relieved of his command after reaching San Francisco, but the next master had to pay a signing bonus of $200 to lure new crewmen aboard for a China trip. Another mutiny on this second leg of the maiden voyage occurred as well—testament to how driven these men were to sail hard and fast.
Over the next decade as a China clipper, an additional mutiny, widespread crew illnesses, frequent dismastings and leaks, and other events cemented the bad reputation of the vessel. It was sold to its captain for $9,350 in 1861. The Challenge changed hands a few more times before sinking off the Brittany coast in February 1877.
Date made
1965
ship launched
1851-05
ship sold
1861
ship sank
1877-02
designer
Webb, William H.
captained the ship on its maiden voyage
Waterman, Robert H.
maker
Arthur G. Henning Inc.
ID Number
TR.326530
catalog number
326530
accession number
255036

Screw Propellor, Patent Model

This is the patent model of John MacHaffie's screw propeller, which he called "the citropeller adopted to aquatic propulsion."John MacHaffie, a British citizen living in Schenectady, New York, received a patent in 1892 for a new propeller shaft arrangement, wherein the speed and
Description
This is the patent model of John MacHaffie's screw propeller, which he called "the citropeller adopted to aquatic propulsion."
John MacHaffie, a British citizen living in Schenectady, New York, received a patent in 1892 for a new propeller shaft arrangement, wherein the speed and direction of a propeller could be adjusted by moving the drive shaft in and out. The adjustable shaft would engage a clutch in the propeller bearing, causing the propeller to spin forward, stop, or reverse without changing the speed or direction of the shaft or the vessel's engine. MacHaffie's specification also outlined a way to use his invention for steering as well, but that possibility is not reflected in the patent model. MacHaffie called his device a "citropeller," perhaps intending to mean a propeller tilted sideways.
MacHaffie's citropeller was also covered by British patent 12,361, August 7, 1890.
Location
Currently not on view
Date made
1892
patent date
1892-09-27
patentee
MacHaffie, John
inventor
MacHaffie, John
ID Number
TR.308548
catalog number
308548
accession number
89797
patent number
483,158

Patent Model, Tug for Towing Canal Boats

This beautiful wood model accompanied Walter Everson's 1871 patent application for an “improvement in tugs for towing boats” that received patent number 110754 on January 3, 1871.
Description
This beautiful wood model accompanied Walter Everson's 1871 patent application for an “improvement in tugs for towing boats” that received patent number 110754 on January 3, 1871. Walter Everson, a ship carpenter from New York City, proposed a paddle-wheel-driven tug for towing canal boats. "Its objects are to secure strength and compactness of construction, with increased efficiency in towing, and to prevent the washing of the banks by obviating the usual side swell."
Everson's solution was to place a single paddle wheel in a long, straight-sided channel, which would "confine the water...so that its expulsion is directly backward." For strength he designed the tug with two decks, heavily reinforced with internal framing. His model elegantly shows the complexity of this framing. Although he specified the use of two rudders, Everson made no mention of an engine for turning the paddle wheel.
Date made
1871
patent date
1871-01-03
patentee
Everson, Walter
inventor
Everson, Walter
ID Number
TR.325942
catalog number
325942
accession number
249602
patent number
110,754

Model of the Philadelphia and Columbia Railroad’s Lancaster

This is a 1/2" scale model of the Philadelphia and Columbia Railroad’s Lancaster. Steam locomotives are often classified by wheel arrangement, in the order of leading, driving, and trailing wheels.
Description
This is a 1/2" scale model of the Philadelphia and Columbia Railroad’s Lancaster. Steam locomotives are often classified by wheel arrangement, in the order of leading, driving, and trailing wheels. This locomotive had four leading wheels, two driving wheels, and no trailing wheels. It is therefore classified as a 4-2-0 locomotive.
Built in 1834, the Lancaster was the third locomotive constructed by M. W. Baldwin of Philadelphia. A jeweler turned machinist, Baldwin completed his first locomotive in 1832. The proliferation of new railroads encouraged many small machine shops, like Baldwin’s, to enter the locomotive business. Most of these firms built only a few machines and went out of business. Baldwin’s shop, however, became the largest steam locomotive builder in the world. By 1868, the firm had produced 2000 engines and employed over 1,600 workers. When the company closed its doors in 1956, it had produced over 70,000 locomotives for North American railroads and lines overseas.
On the Lancaster, Baldwin employed the four-wheel leading truck devised by John B. Jervis, which allowed the engine to negotiate sharp curves with ease. Designed for both passenger and freight service, the Lancaster performed well; on one occasion, the locomotive pulled a 75-ton, sixteen-car train at an average speed of 12 to 14 miles per hour. The engine proved so successful that Baldwin built over one hundred locomotives on the same general design from 1834 to 1842. After operating for sixteen years, the Lancaster was retired in 1850, and dismantled the following year.
Location
Currently not on view
date made
1834
Lancaster locomotive constructed
1834
ID Number
TR.325994
catalog number
325994
accession number
257974

Conductor's Cap, Long Island Rail Road

This small stiff gray cap has a short black patent visor a , with chromed metal badge, is from the Long Island Rail Road, principally a commuter line.
Description
This small stiff gray cap has a short black patent visor a , with chromed metal badge, is from the Long Island Rail Road, principally a commuter line. Historically, until takeover in the mid-20th century by public authority, the LIRR was a subsidiary of the Pennsylvania Railroad, the largest US railroad from about 1880 through the 1950s. This gray color was used on only a few railroads. The conductor had—and still has today—overall charge of the train and its management, the safety of its passengers, and the accounting of fares.
Location
Currently not on view
ID Number
TR.335006
catalog number
335006
accession number
315445

Ship Side Light, Patent Model

Among its many products, wealthy merchant Enoch Hidden's New York City brass foundry made ship's portholes, also called side lights.
Description
Among its many products, wealthy merchant Enoch Hidden's New York City brass foundry made ship's portholes, also called side lights. Hidden received patents in 1848 and 1853 for improvements to side lights, and this is the model he submitted to the Patent Office for the latter one.
Portholes admit light and air into a ship, but need to be watertight and sturdy to withstand heavy weather. For this reason they are typically round, cast in strong metal, fitted with thick glass, and provided with screws or bolts to fasten them securely shut. Hidden's porthole features special screws that cannot be completely removed from the frame and lost. Where the brass porthole frame passes through the side of the vessel, a lead ring prevents water from seeping between the frame and the wooden hull. Additionally, the light frame-the porthole's window pane-pivots in projecting ears, which allow it to sit firmly in a rubber seal when closed, but "to be hauled from its seat" when opened "so as to allow the plane of the light to be placed at any angle to the main frame, thus freely admitting of ventilation." Hidden's patent was reissued twice, to himself in 1863 and to his son in 1864.
Enoch Hidden (ca. 1795-ca. 1865) ran a prominent brass foundry in Manhattan. He was father-in-law to the renowned New York shipbuilder William H. Webb.
Location
Currently not on view
date made
1853
patent date
1853-07-21
inventor
Hidden, Enoch
ID Number
TR.308552
catalog number
308552
accession number
89797
patent number
9,811

Life Raft, Patent Model

Hervey C. Calkin submitted this life-raft model with his application for a patent in 1871.Between 1790 and 1873, the U.S. Patent Office granted 163 patents for an amazing variety of life-preserving boats, rafts, clothing, and other gear.
Description
Hervey C. Calkin submitted this life-raft model with his application for a patent in 1871.
Between 1790 and 1873, the U.S. Patent Office granted 163 patents for an amazing variety of life-preserving boats, rafts, clothing, and other gear. Many of them were clearly invented with an eye toward the rise in passenger travel: life-preserving bedsteads, berths, buckets, bucket rafts, buoys, capes, chairs, stools, dresses, doors, garments, hammocks, mattresses, trunks, and even a "life-preserving hat." Few of these inventions met with practical success.
"The object of this invention," Hervey Calkin wrote, "is to produce a life-raft that will always be ready for use in any emergency; that can be launched and used in the roughest seas; that can be cheaply made, and yet, from the peculiar manner of its construction, cannot be separated or torn apart by the elements so as to entirely destroy its buoyancy." Toward these ends, Calkin designed his raft symmetrically so "that it can be launched into the sea either side up." Its cylindrical floats were to be fashioned of commonly available riveted boiler iron, divided into compartments in case of damage, and watertight boxes were provided under the decks to hold provisions. It is not known if this raft was ever produced commercially.
Hervey Chittenden Calkin (1828-1913) was born in Malden, New York. At ag 19 he moved to New York City, where he worked at the Morgan Iron Works before going into business with his brothers. Late in 1852 he married Violetta Adeline Brant; they had two children together. He identified himself as a coppersmith in an 1870 business directory, but as a dry goods merchant in the 1880 census. The change is likely due to the failure and sale of A. F. Calkin and Bros. in 1875. His business activities reputedly included connections to shipping. He served one term in the U.S. House of Representatives (1869-71). His raft patent was issued after he left government service.
Location
Currently not on view
Date made
1871
patent date
1871-11-28
patentee
Calkin, Hervey Chittenden
ID Number
TR.308550
accession number
89797
catalog number
308550
patent number
121275

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