vertical post, cruiser stern, sharp entrance, long body, 

 and fine run. Midsection has a slight rise in the 

 straight floor, a low firm bilge on a small radius, and a 

 slight tumble-home in the upper topside. 



The vessel has a raised forecastle deck with break in 

 the moderate sheer and flush sheer abaft the break. 

 There are a deckhouse amidships with a single stack 

 and bridge structure, a small house aft, three derrick 

 masts, and two pairs of derrick posts. A large num- 

 ber of ships were built on the Victory Ship lines during 

 the war, but differed a good deal in appearance and 

 arrangements. Since the war some ships of this type 

 have been converted to passenger service. 



The Victory Ships measured 455 feet 3 inches length 

 overall, 62 feet moulded beatn, 38 feet moulded 

 depth, 28 feet 6% inches draft loaded. 15,194 tons dis- 

 placement to load line, 10,850 deadweight tons, and 

 7612 gross tons register. The geared turbines pro- 

 duced 8500 shaft horsepower, and the ships were 

 capable of maintaining a speed of 16J^ knots: some 

 of the class were said to have made 18 knots in emer- 

 gencies. The ships had a cruising radius of al^out 

 20,500 nautical miles. Scale of model is % inch to the 

 foot. 



Given by the U. S. Maritime Commission. 



PASSENGER LINER, 1951 

 Rigged Model, usnm 316198 



Independence, Constitution 



The passenger liners Independence and Constilulion. 

 represented by this model, were built at Quincy, 

 Massachusetts, in 1950-51 by the Bethlehem Steel Com- 

 pany, Shipbuilding Division, for the American Export 

 Lines. These vessels were designed for the Mediter- 

 ranean service by the U.S. Maritime Administration, 

 classified as Type P3-S2-DL2. At the time of their 

 launch the ships were considered the most advanced 

 of their type. 



The model is on a scale of )i inch to the foot, repre- 

 senting a liner 683 feet overall, 89 feet beam, 30 feet 

 draft loaded, 12,310 tons deadweight, 23,720 tons 

 register, licensed for 1,007 passengers. The ships 

 are driven by steam turbines and have a service 

 speed of 225-2 knots; the trial speed was over 26 knots. 

 Passenger interiors were designed by Henry Drefuss. 



The model is of a modern liner having rather 

 straight, broken sheer, straight keel with little or no 

 drag, a raking straight stem of the "soft nose" type, 

 a round fantail stern of the "bustle" profile, a long, 

 fine entrance and a long, easy run, and twin screws 



with shafts faired into the hull by .shrouding. Mid- 

 section is formed with a straight, slightly rising floor, 

 a hard turn of bilge, and a slight tumble-home in the 

 topside. 



The model shows two stacks, a pair of derrick ports 

 fore and aft, and one mast. The vessels had their 

 superstructure altered in 1958-59. These ships were 

 designed so that they might be converted into troop 

 ships in time of war, each to carry 5,000 men. 



Lent by the American Export Lines. 



GREAT LAKES ORE and BULK CARRIER, 



SELF-UNLOADING EQUIPMENT, 1950 

 Rigged Model, usnm 314497 



This model represents, in simplified detail, a typical 

 Great Lakes ore and bulk carrier and is intended to 

 show the fittings and the method of operation of the 

 patented self-unloading machinery developed for such 

 vessels by the donor of the model, the late Leatham D. 

 Smith. 



The ship represented has a short, full entrance, an 

 abnormally long parallel-sided body and a short and 

 full run. 



Forward there is a short raised deck, on which are a 

 deckhouse with whcelhoiise and bridge and a small 

 pole mast; the body of the ship has cargo hatches; well 

 aft is a large deckhouse on which is a large, single 

 stack, a mast, and boats. The model shows a self-un- 

 loading boom and lifting frame, with endless-belt de- 

 livery; the forehold is exposed by a plastic panel to 

 show the pick-up gear emplo\ing' drag-line scoop 

 buckets and housings. 



Scale of model is probably V^ inch to the foot, repre- 

 senting a ship about 400 feet long. 



Given by the Leatham D. Smith Shipbuilding Com- 

 pany, Sturgeon Bay, Wisconsin. 



WOODEN, SCREW CANAL TUG-BARGE, 1872 

 Rigged Model, usnm 308435 



William Baxter 



The wooden, twin-screw steam canal tug and barge 

 was a type developed on the Erie Canal, in New York 

 as the result of a prize competition. It was produced 

 to reduce cost of transportation by moving a number 

 of barges at once, and the design was intended to 

 allow use of a low-power engine and screw propellers 

 without damage to canal banks. The first successful 

 steam barges were Jjuilt in 1871. The William Baxter, 

 built at Fisbkill, New York, in 1872, was the basic 

 design of William Baxter for the first seven boats 



148 



