Sometime around her 17th birthday, Canadian Bernice Palmer received a Kodak Brownie box camera (No. 2A Model), either for Christmas 1911 or for her birthday on 10 January 1912. In early April, she and her mother boarded the Cunard liner Carpathia in New York, for a Mediterranean cruise. Carpathia had scarcely cleared New York, when it received a distress call from the White Star liner Titanic on 14 April. It raced to the scene of the sinking and managed to rescue over 700 survivors from the icy North Atlantic. With her new camera, Bernice took pictures of the iceberg that sliced open the Titanic’s hull below the waterline and also took snapshots of some of the Titanic survivors. Lacking enough food to feed both the paying passengers and Titanic survivors, the Carpathia turned around and headed back to New York to land the survivors. Unaware of the high value of her pictures, Bernice sold publication rights to Underwood & Underwood for just $10 and a promise to develop, print, and return her pictures after use. In 1986, she donated her camera, the pictures and her remarkable story to the Smithsonian.
This dessert plate was used aboard the SS United States, the largest and fastest passenger liner ever built in the United States. Launched in 1952, it was billed as the most modern and luxurious ship in service on the North Atlantic. This plate was one of the 125,000 pieces of chinaware supplied to the ship by the United States Lines. The china—a pattern featuring a ring of gray stars—was produced by Lamberton Sterling, an American manufacturer.
There were plenty of choices for dessert aboard the SS United States. Menus from a December 1954 voyage—the first taken by the Duke and Duchess of Windsor on an American vessel—reveal a combination of American favorites and fancy confections inspired by the French. For dinner on December 10, passengers enjoyed Old Fashioned Strawberry Shortcake, and Peach Melba, as well as Meringue Glace au Chocolat, Frangipan, and Petits Fours. For luncheon the next day, the choices ranged from Green Apple or Blueberry Pie to Biscuit Glace and Chocolate Éclairs.
This champagne glass was among the 57,000 pieces of glassware furnished to the SS United States before its maiden voyage in 1952. Launched in 1952, the “Big U,” as the ship was affectionately called, was 990 feet long, about the length of five city blocks. On its maiden voyage, the ship broke the speed records for crossings in both directions and captured the Blue Riband trophy, an award for the ship making the fastest round trip passage on the North Atlantic. The time set by the United States on the westbound leg from New York to England was 3 days, 12 hours, and 12 minutes, with an average speed of 34.51 knots, a record that remains unbroken.
The SS United States was built in Newport News, Virginia, and was the largest and fastest transatlantic passenger liner ever built in the country. The ship had 695 staterooms located on eight of the liner’s 12 decks. It could accommodate 1,972 passengers in first, cabin, or tourist class. Some 1,011 crew were required to run the ship and serve the passengers.
The sternwheel river steamer Far West was built at Pittsburgh, Pa. in 1870. Measuring 190’ long and 33’ in beam, the West needed only 20” of water to navigate when unloaded. In extreme shallow water, the two tall spars at the front of the boat could be lowered into the river bottom. With the aid of the capstan and engine power, the vessel could be lifted over sandbars or other obstructions, a bit or “hop” at a time. This practice was called “grasshoppering.”
The Far West spent much of its early career chartered to the U. S. Army supplying remote Army outposts in Montana and the Dakota Territory during the Indian campaigns. In June 1876, Capt. Grant Marsh transported Gen. George Custer’s forces to the Little Big Horn. On June 30, the steamer received news of the Indian victory over Custer. It loaded wounded soldiers from another action and travelled 710 miles down the Missouri in only 54 hours to bring the wounded soldiers and the news of Custer’s loss to Fort Lincoln, Dakota Territory. Nine days later, Capt. Marsh and the Far West steamed back to the Little Big Horn with horses and supplies for the soldiers there.
The Far West hit a snag on the Missouri River near St. Charles, Mo., in October 1883 and was lost.
commissioned Victory ships like the ones this model represents
War Shipping Administration
ID Number
TR.313023
catalog number
TR*313023
accession number
170015
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.
The sternwheel steamer Valley Belle was built as a packet boat at Harmar, Ohio, in 1883. It measured 127.4’ long by 22.9’ in beam and a shallow 3.4’ in draft. As a packet delivering people, cargo and the mails, the Belle worked for decades along several rivers from the Ohio to the Kanawha in West Virginia. In 1891, the Belle transported 8,320 tons of cargo and 6,241 passengers along the Ohio River.
In 1917, the Valley Belle was operating along the Ohio River between Marietta and Middleport, Ohio. In March 1919 it was purchased by Billy Bryant of the famous showboating family. Bryant had just built a fancy new showboat and needed a larger towboat than they owned to tow it.
The Belle towed Bryant’s New Showboat for several years down the Kanawha, Ohio, Monongahela, Illinois, and Mississippi Rivers before being replaced by a smaller boat. Competition from movie theaters had shortened the range of the showboats, which were forced to go to ever-smaller and more remote towns for willing audiences. The Belle continued to tow on various rivers until 1943, when it sank in the Ohio River at Kanauga, Oh. Its career as a wooden-hulled river steamer in nearly continuous use for 60 years is unmatched.
This is the original builder’s half hull model of the famous ship Young America, constructed by the renowned shipbuilder William Webb in 1852/53 at his New York shipyard. Measuring 243 feet long on deck and 1,961 tons, the Young America was an extreme clipper, characterized by a sharp bow and long, narrow hull. Constructed lightly for speed and commonly sailing the harsh waters of Cape Horn off the southern tip of South America with crews of up to 100 men, clippers often lasted only about ten years before being sold to foreign owners.
Costing $140,000 to build, the Young America set a number of speed records. It sailed from New York to San Francisco 20 times, averaging 118 days per trip. Its reputation for strength and speed earned high freight rates—its maiden voyage from New York to San Francisco earned $86,400. The clipper traded mainly between Liverpool, New York and San Francisco, but also sailed to China, Hawaii, Australia, New Zealand, Belgium, the Philippines, Mauritius and other countries. After a very long and profitable 30-year career, the Young America was sold to Austrian owners in 1883 and renamed the Miroslav. In February 1886, the ship cleared Delaware for a trading voyage and was never seen again.
Half hull models were the first step in the construction of a ship. They were carved out of horizontal strips of wood known as lifts, and only one side was needed since ships are symmetrical. After a model was approved, its lines were taken (measured) and it was disassembled. Then the lines were lofted, or drawn at full scale on the floor. The actual ship’s frames were cut to fit the lines on the floor and then set in place along the keel during the construction process. Sometimes the models were discarded or even burned as firewood after use, but many original examples are preserved today.
Ships’ steam whistles were powered by steam lines from the boilers. They were used to signal other ships or the shore, to announce a vessel’s presence or its intentions. Whistles were especially useful when approaching or leaving a port or landing, or in foggy or dark waters.
This whistle originally belonged to the 1895 Army Corps of Engineers towboat Gen. H. L. Abbot, built at Jeffersonville, Ind. and named after a famous general in the U. S. Army Corps. In 1906 it was renamed Gen. J. H. Simpson, after another Army Corps staff. The vessel was dismantled in 1919.
The cabin fittings, the ship’s wheel, and the whistle were purchased by Edward Heckmann for his new Missouri River packet boat, the John Heckmann. The Heckmann was 165’ long and 30’-6” in beam but only drew 4’-6” of water. Uniquely, the Heckmann had two independently operated or “split” sternwheels, which provided much greater maneuverability than a single, wide sternwheel could offer. Its boilers came from the hulk of the steamer Majestic, which had wrecked in 1914 at Chain of Rocks, St. Louis. The Heckmann’s engines were acquired from the obsolete Army Corps sternwheel towboats Aux Vasse and Isle de Bois. Employed in the packet trade between St Louis and Jefferson City, the Heckmann lost money because of competition from the railroads.
The John Heckmann was later converted to a Missouri River 1,200-passenger excursion boat by the Heckmann family. Operating on the Missouri as far north as Sioux City, Iowa, its normal summer route was between Kansas City and Omaha, Nebraska. In winter, it resumed packet service on the Cumberland, Tennessee, Illinois, and Ohio Rivers. Wrecked in an ice breakup at its homeport of Hermann, Mo. in 1928, it was dismantled.
This painting was part of the Duck Suite, the first-class luxury accommodations that included three upper-deck cabins aboard the ocean liner SS United States. The mural, which was designed by Constance Smith, decorated a wall of the suite’s sitting room. The scene of water birds is rendered in paint and gold leaf on aluminum panels and is the inspiration for the Duck Suite’s name. Renowned as the most luxurious of the 14 first-class suites on the ship, these rooms were typically chosen by the United States’ most well-to-do passengers, from movie stars to British royalty. The Duke and Duchess of Windsor, regular passengers on the rival ship Queen Mary, switched their loyalties to the United States during the mid-1950s and booked the Duck Suite, which was their favorite lodging at sea for a time.
Like everything on this flagship of the United States Line, the mural had to be crafted out of flame-resistant metal. The ship was filled with aluminum, selected by the ship’s architect, William Francis Gibbs, who designed the vessel to be as fireproof as possible. And though the massive amounts of aluminum did make the United States one of the safest ships ever launched, the metallic, modern décor also gave it a special feel unlike any other ocean liner. Most liners were decorated with opulent wood carvings and even had working fireplaces to make passengers feel as if they were sitting in their own living room or library. However, Gibbs put aside this notion of Victorian comfort with his new interior decorating style. The United States was the epitome of 1950s and 60s design: sleek, modern, and practical.
Chicago physician Dr. Frank Blackmarr, a passenger aboard Titanic's rescue ship RMS Carpathia, helped the survivors suffering from hypothermia, exposure, and shock. He collected a Titanic life vest during the voyage as a souvenir. Five days into its maiden voyage in 1912, the White Star ocean liner Titanic struck an iceberg at full speed in the North Atlantic, en route from England to the United States. For the next few hours, the giant ship took on water and began to nose down into the sea. At 2:20 a.m. on April 15, the gigantic ship sank in 12,500 feet of water 350 miles off the coast of Canada. Within about two hours, Carpathia arrived and rescued the Titanic's 705 surviving crew and passengers. Around 1,500 people aboard were lost.
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.
This panbone, or section of the back of a sperm whale’s jaw, served as the canvas for a whaleman’s freehand drawing of a busy whale hunt off the coast of the volcanic island of Ternate, one of the Spice Islands in Indonesia and the world’s main source of cloves until the 18th century.
In the lower left, a woman reaches out for her whaleman, who symbolically stands across the sea with one hand over his heart and a harpoon in the other. In her background is a tranquil domestic scene, probably their home. In the center, a fenced precinct labels the main scene. Above, on the right are the named whalers Margaret of London and Sophia of Nantucket. The remainder of the lively scene portrays seven whaleboats chasing a pod of six whales.
The artist has managed to convey loneliness between loved ones, great distance from home, an exotic and remote tropical locale, and a busy whale hunt on a single stretch of whalebone.
The James R. Barker was built in 1976 by the American Shipbuilding Co. at Lorain, OH for the Interlake Steamship Co. It was named after the head of the Moore-McCormack Steamship Company, which owned Interlake. Costing over $43 million, Barker was the third 1000-footer to sail the Great Lakes, and the first built entirely on the Lakes. These big bulk coal and ore carriers were constructed to fit the largest locks connecting the Great Lakes.
Barker's two big 8,000-hp engines turn two 17-1/2-foot propellers, pushing the vessel at a speed of 15.75 knots (18 mph). The ship can transport 59,000 tons of iron ore pellets or 52,000 tons of coal. The self-unloading rig has a 250-foot-long boom that can unload 10,000 tons of ore or 6,000 net tons of coal per hour. By contrast, Interlake’s first bulk carrier, the 1874 wooden-hulled steamer V.H. Ketchum, could carry only 1,700 tons of ore and took nearly twelve days to unload using manual wheelbarrows.
For decades, Hawai`i was a primary destination for Japanese immigrants. The cane sugar industry, which dominated Hawaiian life from the 1850s to the 1950s, recruited tens of thousands of laborers from Japan. Immigration increased after the United States annexed Hawai`i in 1898, and continued despite restrictions on Japanese immigration to the U.S. mainland. Japanese workers endured severe and unequal conditions in Hawai`i, which was controlled by white American business interests. Still, Japanese immigrants established a strong and lasting community that supported their families and maintained their cultural traditions.
The need for cheap labor forced plantations to recruit contract workers from China, Japan, Korea, the Pacific Islands, and the Philippines, as well as Puerto Rico, Europe, and California. The unique racial and ethnic mix in contemporary Hawai`i is due to this history. The largest group of workers came from Japan. Unlike other Asian groups, the Japanese included significant numbers and percentages of women workers.
This trunk belonged to Kumataro Sugimoto, who immigrated to Hawai`i from Kumamoto, Japan, about 1902. After hearing stories of quick wealth, Kumataro left for Hawai`i to seek his fortune. Later, he brought his sons to help him on the plantation. One of his sons, Kichizo, married an American-born Japanese woman and started a family in Hawai`i. Inscriptions on the trunk include Sugimoto, the family name, and Hawai`i, the destination. This was a common practice for identification on any long voyage. This trunk or toronko, made of leather and paper, carried kimono and other personal belongings. Immigrants also carried Yanagi-gori, suitcases made of willow branches, and others made of bamboo and rattan, as well as cloth bags.
The Buckeye State was built at Shousetown, Pa., south of Pittsburgh. In 1849 the hull was completed and hauled up the Ohio River to Pittsburgh to be finished. Under the supervision of David Holmes, the Buckeye State was completed in February 1850. It was owned and operated by the Pittsburgh & Cincinnati Packet Line, which ran it regularly on the Ohio River between Cincinnati and Pittsburgh. The company owned six or seven steamers at a time, and ran daily departures between the two cities. By the mid-1840s the Pittsburgh & Cincinnati Packet Line was praised by a Pittsburgh newspaper editor as “the greatest convenience . . . ever afforded the citizens on the banks of the Upper Ohio.”
On May 1, 1850 the Buckeye State left Cincinnati for Pittsburgh and completed the trip in a record 43 hours. Under Capt. Sam Dean, the steamer made 24 stops along the route, needing coal once and wood three times. One hundred years later, the Buckeye State still held the record for the fastest trip ever made by a steamboat between Cincinnati and Pittsburgh.
In 1851, showman P. T. Barnum organized a race between the Buckeye State and the Messenger No. 2 as a publicity stunt to advertise Swedish opera singer Jenny Lind’s American tour. Steamboat racing was growing in popularity, and so a race was the perfect promotion. Although Lind and Barnum were aboard the Messenger No. 2, the Buckeye State won the race. The Buckeye State continued its service up and down the Ohio for six more years until it was retired and dismantled in 1857.
Although the Salem, Massachusetts privateer Rhodes was less than 98 feet long, it had a crew of 90. Privateers needed large crews not only to intimidate their prey and hopefully make them surrender quickly, but also to overpower their enemies if a battle occurred. After a fight, the winner also needed to put a “prize” crew aboard to sail the captured vessel into port, where the ship and contents could be inventoried and sold. The auction proceeds were then distributed among the owners, the ship officers and the crew.
The three-masted ship Rhodes was sharply built for speed and heavily armed, with 20 cannon. Despite these features, it was captured on a cruise in the West Indies by H.M.S. ship Prothé in February 1782. It was taken back to England, where its hull shape was drawn on paper to document how it might have obtained its speed. The Royal Navy then purchased it and renamed it H.M.S. Barbadoes.
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.
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
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.