Work

The tools, rules, and relationships of the workplace illustrate some of the enduring collaborations and conflicts in the everyday life of the nation. The Museum has more than 5,000 traditional American tools, chests, and simple machines for working wood, stone, metal, and leather. Materials on welding, riveting, and iron and steel construction tell a more industrial version of the story. Computers, industrial robots, and other artifacts represent work in the Information Age.

But work is more than just tools. The collections include a factory gate, the motion-study photographs of Frank and Lillian Gilbreth, and more than 3,000 work incentive posters. The rise of the factory system is measured, in part, by time clocks in the collections. More than 9,000 items bring in the story of labor unions, strikes, and demonstrations over trade and economic issues.

This is a 1/8-scale model of the tobacco ship Brilliant, a 250-ton vessel built in Virginia in 1775 for British owners.
Description
This is a 1/8-scale model of the tobacco ship Brilliant, a 250-ton vessel built in Virginia in 1775 for British owners. The Brilliant's first and probably only commercial venture from Virginia took place when it set sail for Liverpool, with a full hold of tobacco, in the summer of 1775. Typically the Brilliant would have returned with manufactured goods, but because of growing hostilities between Britain and the colonies, the ship remained in England. Records show that the Brilliant made one voyage to Jamaica and returned to London in 1776. Later that year, the Royal Navy purchased the vessel for just over £3,000 and converted it to a ship of war for service in the American Revolution.
The ship Brilliant had three masts and square-rigged sails. Its lower deck was 89'-3" long, its breadth was 27'-1/2", and the depth of the hold was 12'-2". The ship was built of oak, pine, and cedar. When purchased for war service, the Royal Navy assessed its hull, masts, and yards at £2,143. The cordage, including halyards, sheets, tack, and anchor cables, were assessed at £340. Brilliant's sails, 27 in all, were valued at £143. Five anchors were assessed at £58, while a long boat with a sailing rig and oars was estimated to be worth £45. Other items aboard the Brilliant were inventoried, including block and tackle, metal fittings, iron-bound water casks, hour and minute glasses, compasses, hammocks, an iron fire hearth, and 10 tons of coal.
After its conversion in 1776 as a ship of war in the Royal Navy, the Brilliant was commissioned as the HMS Druid. Its first voyage westbound across the Atlantic was as an escort for a convoy to the West Indies. The vessel served as the Druid until 1779, after which it became the fire ship Blast. In 1783, it was sold out of the service for £940 and, for the next 15 years, the former Virginia tobacco ship served as a whaler in Greenland. The vessel was lost in the Arctic in 1798.
This model was built by Charles and N. David Newcomb of Bolingbroke Marine in Trappe, Md. The model makers began their work in March 1975, scaling every timber to size and making everything out of the same type of wood as the original. They devised miniature rope-making equipment to manufacture the 5,000 feet of rigging and anchor cable required in 20 different sizes. Women from the Newcomb family and the surrounding community made the rigging and sails.
The model makers left the starboard side of the vessel unplanked to reveal the timbering and joinery of the hull and to permit a view of the vessel’s living accommodations in the stern and cargo stowage, complete with tobacco hogsheads.
Date made
1978
ship built
1775
voyage to Jamaica
1776
became a ship of war in Royal Navy
1776
ship lost at sea
1798
maker
Newcomb, Charles J.
Newcomb, N. David
ID Number
TR.335672
catalog number
335672
accession number
1978.0403
Built in 1924 in Charleston, West Virginia, the Greenbrier was meant to replace the Goldenrod (built in 1888) as a lighthouse tender on the Ohio and Kanawha rivers. Although the plans for the Greenbrier were originally authorized in 1917, the ship’s contract was delayed twice.
Description
Built in 1924 in Charleston, West Virginia, the Greenbrier was meant to replace the Goldenrod (built in 1888) as a lighthouse tender on the Ohio and Kanawha rivers. Although the plans for the Greenbrier were originally authorized in 1917, the ship’s contract was delayed twice. Finally, in September 1922 the keel for the 164-foot Greenbrier keel was laid.
As part of the Lighthouse Service, tenders performed a variety of tasks. Their main work was to attend to the needs of American lighthouses and navigational buoys. Sometimes this entailed the provision of supplies, fuel, mail and transportation to remote coastal lighthouses; other times it meant towing a lightship (or floating lighthouse) into a bay or harbor.
Lighthouse tenders were designed to work in a specific service region. Because the Greenbrier was built to aid lighthouses along the inland rivers, its design was similar to shallow-draft Mississippi River steamboats. The Greenbrier had two main steam engines, three coal-fired boilers and a stern paddle wheel. Like all vessels in the service, it flew the triangular Lighthouse Service flag, and had a polished brass, miniature lighthouse affixed to its bow, for ease of identification.
The Greenbrier serviced the Ohio, Kanawha and upper Mississippi Rivers until September 1947. After its sale in April 1948, the Greenbrier’s name was changed to Mississippi; it worked as a private river boat until 1975.
This model was built by Arthur G. Henning, Inc.
Date made
1962
ID Number
TR.320154
catalog number
320154
accession number
241746
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
This model represents one of the 2,710 Liberty ships built during World War II. The designation EC2-S-C1 was the standard designation of the dry cargo Liberty ships that were used by the United States Merchant Marine to transport nearly anything needed by the Allies.
Description
This model represents one of the 2,710 Liberty ships built during World War II. The designation EC2-S-C1 was the standard designation of the dry cargo Liberty ships that were used by the United States Merchant Marine to transport nearly anything needed by the Allies. Whether in Europe, Africa, or the Pacific, most of the essential supplies arrived on ships, including tanks, ammunition, fuel, food, toilet paper, cigarettes, and even the troops themselves. Manning these vessels was a dangerous task, as the merchant vessels faced tremendous losses from submarines, mines, destroyers, aircraft, kamikaze fighters, and the unpredictable elements of the various destinations. One in 26 merchant mariners died during the war, a higher fatality rate than that of any branch of the armed forces.
Even before the United States was officially involved in World War II, shipyards on the Atlantic, Pacific, and Gulf coasts were building Liberty ships. Drawing from lessons learned at Hog Island in the First World War, Liberty ships were standardized and designed to be built quickly and efficiently. Using new welding technology, workers pieced together prefabricated sections in assembly-line fashion. This largely replaced the labor-intensive method of riveting, while lowering the cost and speeding up production. While it took about 230 days to build one Liberty ship in the first year, the average construction time eventually dropped to 42 days, with three new ships being launched each day in 1943.
President Franklin Delano Roosevelt attended the launching of the first Liberty ship on September 27, 1941, at the Bethlehem-Fairfield Shipyard in Baltimore, Maryland. The ship was the SS Patrick Henry, named after the Revolutionary War hero whose famous “Give me Liberty or give me Death!” speech inspired the ships’ nickname. At the launching of the first “ugly duckling,” the President’s name for the stout and functional Liberty ships, he praised the shipyard workers: “With every new ship, they are striking a telling blow at the menace to our nation and the liberty of the free peoples of the world.” President Roosevelt proclaimed that these ships would help to bring a new kind of liberty to people around the world.
date made
early 1940s
launching of first Liberty Ship, SS Patrick Henry
1941-09-27
attended first launching
Roosevelt, Franklin Delano
ID Number
TR.313022
accession number
170015
catalog number
313022
This model represents the U.S. Lighthouse Tender Joseph Henry, a side-wheeled steamer built by Howard & Company in Jeffersonville, Indiana, in 1880. This 180-foot-long vessel was built for service along the nation’s inland waterways.
Description
This model represents the U.S. Lighthouse Tender Joseph Henry, a side-wheeled steamer built by Howard & Company in Jeffersonville, Indiana, in 1880. This 180-foot-long vessel was built for service along the nation’s inland waterways. Lighthouse tenders served both coastal and inland areas by delivering supplies, fuel, news, and relief and maintenance crew to lighthouses and lightships. They also maintained aids to navigation, including markers identifying channels, shoals, and obstructions. Based out of Memphis, the Joseph Henry worked along the Mississippi and Missouri Rivers until 1904.
The vessel’s namesake, Joseph Henry, was America’s foremost scientist in the 19th century. His expertise was in the field of electromagnetism. Henry was a professor at the College of New Jersey (Princeton) when he was named the first Secretary of the Smithsonian Institution, a position he held from 1846 until his death in 1878. He also served on the U.S. Lighthouse Board (1852-78), and implemented various improvements in lighting and signaling during his tenure. This lighthouse tender was named in his honor at its launching two years after his death.
Date made
1880
1962
used
late 19th century
ID Number
TR.321486
catalog number
321486
accession number
245714
This model represents a vessel powered by both steam and sail power. An auxiliary schooner, the Royal was one of several built after 1890 for use in the Alaska salmon fishery. Tenders like the Royal transported workers and supplies, and carried fish packed at remote canneries.
Description
This model represents a vessel powered by both steam and sail power. An auxiliary schooner, the Royal was one of several built after 1890 for use in the Alaska salmon fishery. Tenders like the Royal transported workers and supplies, and carried fish packed at remote canneries. The model shows a deckhouse with a pilothouse forward, a fish hatch, and a slide companionway to the forecastle.
The Royal was built in 1891 by Matthew Turner at Benicia, California. Turner, born in Ohio in 1825, grew up on the shores of Lake Erie, where he learned about fishing and the ship-building trades. In 1850 he joined the throngs of fortune-seekers heading to the California gold rush. After some success in the gold fields, he returned east but was soon back on the West Coast, where he organized a trading company that shipped lumber and other cargoes. He also began building ships, and in 1882 he moved his operations to Benicia, on Suisun Bay, northeast of San Francisco. A prolific builder, Turner launched some 228 sailing vessels in his career. The site of Turner’s Benicia shipyard was registered as a California Historical Landmark in 1987.
date made
1891
maker
Turner, Matthew
ID Number
TR.076238
catalog number
076238
accession number
28022
This model represents a typical Massachusetts whaleship of the mid-19th century, fully rigged and ready for a long cruise that might last for as much as four years. The name “U.S.
Description
This model represents a typical Massachusetts whaleship of the mid-19th century, fully rigged and ready for a long cruise that might last for as much as four years. The name “U.S. Grant, Edgartown” on the ship’s stern is fictional—no ship by that name ever sailed for the whaling fleet. The ship’s bottom is lined with copper sheathing, to keep out the teredo navalis, a tropical worm that bored into the wood of ship’s hulls and weakened the structure, as the termite does to wooden structures on land.
The whaleboats are the most prominent features. After whales were sighted by lookouts perched at the mast tops, the boats were dropped over the sides of the mother ship to chase them. Also over the side are the cutting stages, where the whale’s fat, or blubber, was sliced off the body in long strips.
The main feature on the ship’s deck is the try-works, or giant pots set into a brick framework, where the whale’s blubber, was boiled down into oil. After the blubber became liquid, it was drawn off to cool and then poured into heavy barrels and stored below in the ship’s cargo hold.
This model was purchased in 1875 at Edgartown, on the island of Martha’s Vineyard, Mass.; it was one of the first objects in the Smithsonian’s National Watercraft Collection.
Date made
1875
model was purchased
1875
ID Number
TR.025726
catalog number
025726
accession number
4353
Half hull ship models were carved by shipwrights to a shape negotiated with the future owners of the ship.
Description
Half hull ship models were carved by shipwrights to a shape negotiated with the future owners of the ship. Once finished, the builder lifted the curved shape of the outer hull off the model and scaled it up to the dimensions of the full-sized ship on the floor of the molding loft. Then the ship’s timbers were cut to fit the lines drawn on the floor and lifted into position in the ship’s framework.
African American shipwright and former slave John Mashow built the whaler Jireh Swift in 1853 at Dartmouth, Mass. near New Bedford. The vessel measured 122 feet in length and 454 tons. Its first voyage was to the northern Pacific and lasted nearly four years. The ship collected 45 barrels of sperm oil, 2,719 barrels of whale oil and 14,900 lbs of whalebone. Swift’s second voyage, to the same grounds, lasted more than four years and netted much more oil and bone for her owners. Nearly three years into her third voyage, on 22 June 1865 she was captured in the Arctic by the Confederate raider Shenandoah and burned, for a loss of more than $40,000.
Date made
1853
maker
Mashow, John
ID Number
TR.076323
catalog number
076323
accession number
015358
This model of a Chesapeake Bay log canoe was built in 1880 and displayed at the Great International Fisheries Exhibition in London in 1883. It shows a two-masted log canoe with a mustard-colored hull.
Description
This model of a Chesapeake Bay log canoe was built in 1880 and displayed at the Great International Fisheries Exhibition in London in 1883. It shows a two-masted log canoe with a mustard-colored hull. Although this model may look more like a recreational sailboat than a traditional paddling canoe, its roots can be traced back to the dugouts built and used by American Indians. Native Americans along the bay used dugouts, made by hollowing out a single tree trunk, to spear fish, gather oysters, and travel from one village to another. Europeans adopted the log-canoe technology shortly after arriving in the region in the early 1600s. By the start of the 18th century, colonists had modified the standard, single-log dugout, by hewing and shaping several logs and fitting them together to enlarge the craft. They added masts and sails, providing the means to travel farther and giving the vessels their distinctive appearance.
Despite the widespread use of frame-and-plank shipbuilding techniques around the Chesapeake, watermen continued building and using log canoes well into the 20th century. The canoes were ideal for oyster tonging in the many protected creeks and rivers that flow into the bay. This model includes a pair of hand tongs of the sort made by local blacksmiths for oystermen. A waterman would anchor his canoe over an oyster bed and lower the tongs into the water. With a scissoring motion, he would rake the tongs together until the iron basket was full and ready to be lifted onboard.
In terms of construction, the log canoe is the forerunner to the bugeye, which is essentially an enlarged canoe built of seven or nine logs with a full deck added over the hold. While log canoes are no longer used in commercial fishing, they can still be seen in special sailboat races on the Eastern Shore of the Chesapeake.
date made
1880
Date made
1875
ID Number
TR.25003
catalog number
025003
accession number
4586
At launching in 2006, the Emma Mærsk was the world’s largest containership, a distinction held until her seven sister ships Estelle, Ebba, Edith, Eleonora, Elly, Evelyn, and Eugen Mærsk, were launched in 2007–08.
Description
At launching in 2006, the Emma Mærsk was the world’s largest containership, a distinction held until her seven sister ships Estelle, Ebba, Edith, Eleonora, Elly, Evelyn, and Eugen Mærsk, were launched in 2007–08. Built at the Odense Steel Shipyard in Denmark, the ships are owned by the A. P. Moller-Maersk Group, the world’s largest global shipping company, whose beginnings date to 1904. Emma Mærsk is named for the late wife of Mærsk Mc-Kinney Møller, the son of the company’s founder, who served as the CEO from 1965 to 1993 and on its board until 2003.
Containers are standardized, reinforced steel boxes that can be packed with a wide array of products and materials and transported on ships, trains, and trucks. Loaded into the vast holds and onto the massive decks of containerships, they can be used time and again to carry goods between manufacturing centers and consumer markets around the world.
As globalized commerce expanded in the last half of the 20th century and into the first years of the 21st, ocean carriers grew as well. The first containerships in the 1950s were adapted freighters, the largest of which could carry about 800—1,000 containers. The standard designation for containers is teus—twenty-equivalent-units—or containers measuring either 20 or 40 feet in length. Ships specially constructed in the 1970s to carry containers in cellular sections of the hold could carry between 1,000 and 2,500 teus.
The third generation ships were built to the maximum size that could be accommodated by the Panama Canal, an important throughway on global shipping routes. Built in the 1980s, these ships, called Panamax vessels, could carry between three and four thousand teus. Subsequent generations—the Post Panamax vessels of the 1990s (4,000–5,000 teus) and the Post Panamax Plus ships built between 2000 and 2005 (5,000–8,000 teus)—are too large to travel through the Panama Canal. With the increasing volume of global shipping during this period, other ocean routes became more important, especially those connecting Asian ports with the U.S. West Coast. However, as containerships increased in size, the number of ports worldwide that could accommodate them also decreased.
The Emma Mærsk represents the sixth generation of containership, also called the New Panamax class, because it will be able to travel through the new Panama Canal after it opens around 2014. The vessel, with a capacity of 11,000 teus, is the first to be launched in Maersk’s PS-class. The ship has a waste heat recovery system, which uses exhaust gasses to generate some of the electricity needed aboard the vessel. Its hull is also covered with silicone-based paint, which improves fuel efficiency. The Emma Mærsk entered service on the Europe to Asia route in 2006.
date made
2007
ship launched
2006
late wife of founder and CEO of the company
Maersk, Emma
ship's namesake
Maersk, Emma
built the ship
Odense Steel Shipyard
maker
Modelos Navales Riera, S.L.
ID Number
2008.0039.01
catalog number
2008.0039.01
accession number
2008.0039
The three-masted wooden propeller Edward Smith was built in 1890 by F.W. Wheeler & Co. at West Bay City, Michigan. The 201-foot bulk freighter is best known for rescuing crew from the old wooden steamer Annie Young on 20 October 1890 in Lake Huron.
Description
The three-masted wooden propeller Edward Smith was built in 1890 by F.W. Wheeler & Co. at West Bay City, Michigan. The 201-foot bulk freighter is best known for rescuing crew from the old wooden steamer Annie Young on 20 October 1890 in Lake Huron. The Young was transporting a cargo of coal from Buffalo to Gladstone, MI when a fire began somewhere in the vicinity of the boiler.
Upbound from Marine City, Smith’s Captain Mitchell saw the Young on fire, dropped the two barges he was towing and began circling the burning ship, rescuing 13 crew and the captain. Nine men were lost when their lifeboat swamped and sank. Capt. Mitchell was awarded a lifesaving medal for his efforts; Annie Young had been insured for $55,000.
In 1900, the Smith was renamed Zillah, when transferred at Port Huron, MI to new owners. On 29 August 1926, Zillah was transporting a cargo of heavy limestone when it sailed into a summer storm in Whitefish Bay, Lake Superior. The old steamer began to take on water, and the crew removed their belongings while Zillah coasted in a circle. The crew was rescued without loss by the steamer William B. Schiller, with assistance from the Coast Guard. Shortly afterwards, the ship rolled over and sank. The Zillah’s wreck was located in 1975.
Date made
1966
ship transferred to Michigan
1900
ship sank
1926-08-29
ship wreckage located
1975
built ship, Edward Smith
F. W. Wheeler & Co.
ID Number
TR.326655
catalog number
326655
accession number
265603
This scale model of the fishing vessel Alaska Ocean was custom-built for the Smithsonian by Erik A. R. Ronnberg Jr., at his shop in Rockport, Massachusetts.
Description
This scale model of the fishing vessel Alaska Ocean was custom-built for the Smithsonian by Erik A. R. Ronnberg Jr., at his shop in Rockport, Massachusetts. The starboard hull is cut away to reveal the factory where workers process tons of fish into blocks of frozen fillets, minced fish, and surimi (used in making imitation crab meat and other food products). The cutaway also shows the laboratory where fish products are tested, the freezer hold, a stateroom, and the galley. On the weather (top) deck, the model features all of the deck machinery, the trawling equipment, and the vessel’s rigging. A net full of fish is shown being emptied into one of the bins on the factory floor below.
Ronnberg spent about 27 months building the model, and estimates he spent 5,500 hours getting every detail right. While he built the wooden hull according to design drawings provided by naval architect Guido Perla of Seattle, he had to make his own drawings and patterns to craft the machinery and equipment, most of which are cast in metal. Ronnberg used cheesecloth and tulle to make the net and spent untold hours fashioning the chafing gear out of acrylic yarn, which he knotted in bunches before separating the strands by hand.
He studied photographs and films of the actual vessel at sea, and made detailed figures of people dressed in appropriate working gear in the factory, on the deck, in the fish hold, in the galley, and on the bridge. The model is populated with 125 figures, 1,200 individual fish, and several masses of fish in the cod end of the net. Everything on the model is painted by hand. The scale is 3/16th inch = 1 foot.
The Alaska Ocean itself is a 376-foot-long vessel in the Seattle-based catcher-processor fleet. Workers catch, process, package, and freeze groundfish—mostly pollock and Pacific whiting—in the Bering Sea and in the waters off the coast of the Pacific Northwest. The vessel can harvest about 325 metric tons of fish per day and can freeze over 250,000 pounds of fish product daily.
The idea to build the Alaska Ocean began in the late 1980s. Jeff Hendricks, a fisherman from Anacortes, Washington, who owned and operated a fleet of boats in partnership with a Japanese company, decided to “Americanize” his operations. This was in advance of the American Fisheries Act of 1998, which sought to increase American ownership in the fleet by requiring that vessels be American-built, owned, and operated. Although Hendricks sought bids from several American shipyards for his new venture, there were none at the time that could handle the scope of the vessel he envisioned. Eventually, he worked with a shipbuilder in Norway to expand and rebuild an American oil supply vessel. The Alaska Ocean arrived in Anacortes in the summer of 1990 and began fishing that fall with a largely local crew. It remains in the fleet and, as of 2008, is owned and operated by Glacier Fish Company.
Because catcher-processors are so efficient, their operations are highly regulated to prevent overfishing. A harvest quota is determined by the National Marine Fisheries Service and members of the Pollock Conservation Cooperative, a group of catcher-processors including the Alaska Ocean, divide up the quota amongst themselves. This self-regulating measure ends what is often called the "race for fish," and results in more careful, less wasteful fishing.
Independent scientific observers also travel aboard every vessel in the fleet, monitoring the trawling and empyting operations. They record all by-catch, the term for fish caught in the net other than the target species. There are hard limits on allowable by-catch for certain species, and because the data are computed, reported, and shared for the fleet as a whole, individual vessels are motivated to monitor the by-catch and make adjustments.
date made
2009
ID Number
2009.0080.01
accession number
2009.0080
catalog number
2009.0080.01
The privateer schooner Prince de Neufchatel was built by Adam and Noah Brown at New York in 1813. It measured 117 feet long and 320 tons.
Description
The privateer schooner Prince de Neufchatel was built by Adam and Noah Brown at New York in 1813. It measured 117 feet long and 320 tons. With a recorded speed of 13½ knots and a crew of 129 men, and armed with 18 cannon, it was one of the swiftest and most successful privateers of the War of 1812.
The Prince was initially owned by Mme. Flory Charreton, a French widow who moved to New York and became an American citizen sometime before 1812. It was sailed to France under Capt. J. Ordronaux and fitted out as an armed privateer at Cherbourg. In March 1814, it captured nine British prize vessels in the English Channel.
In June 1814, the Prince took six more prizes in just six days. That summer, the Prince evaded no fewer than 17 British warships that chased and tried to capture the swift American privateer. In October 1814, it survived a battle off New England with a much larger British frigate. Two months later, a squadron of three British frigates finally captured the Prince and promptly sailed it back to London to have shipwrights copy the lines of the speedy vessel at Deptford Dockyard. The Royal Navy planned to purchase the American vessel, but it was badly damaged coming out of the dry dock and sold as a wreck.
The original October 1814 articles of agreement that accompany this model list it as a brig, which is a two-masted vessel with both masts rigged with square sails. However, ship captains had the authority to rig their vessels as they pleased, and this model portrays the Prince as a hermaphrodite brig. This was a rare and short-lived rig from the early 19th century, and modern scholars disagree on its exact layout. The foremast is rigged with square sails, and the main sail on the mainmast is fore-and-aft rigged, but the upper sails on the mainmast can be rigged differently.
The lines of the Prince de Neufchatel were redrawn by the Smithsonian’s Howard I. Chapelle from the original line drawings by the British Admiralty. They are available from the ship plans collection at the National Museum of American History (americanhistory.si.edu/csr/shipplan.htm).
Date made
1965
associated date
1813
ID Number
AF.59447-N
accession number
266053
catalog number
59447-N
59447N

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