blast furnace, a wind tunnel, draglines, and steel for an aqueduct of the Boston's Metropolitan District Commission, a transformer for Boston Edison, among other things. The yard was faced with inflation, increasing material costs, and demands for higher wages. The yard did continue to turn out war orders for the ships and , the latter being the first ship in the Navy with air conditioning. The yard overhauled , , and of the Panama Railway Company. The yard ceased work until 1950 at the end of these conversions, with employment dipping to 3,800 employees. The line later took up building merchant ships for the American Export Lines, including the Type P3 ship ocean liners and , with the most powerful turbines placed in a merchant ships at that time. The yard converted and later into guided-missile cruisers, and delivered them to the Navy in 1953 and 1958, respectively. During this time, work continued to decline for the yard, although the yard found work in contracts from the United States Maritime Commission for three C4 tanker in 1951, and two more in 1952. Now, tankers became the yard's main work, with the Gulf Oil Corporation placing orders for two tankers, Socony ordering one tanker, and Orion contracting three more of the same tonnage. The Navy also ordered , which weighed and was an improvement over previous designs. Around this time, the yard began the construction of , the first ship which allowed for the shipment of chemicals over the ocean. Through refrigeration, this allowed for them to be transported safely and allowed for the carrying of eleven different chemicals at once. Furthermore, the yard built the C4-S-1 class freighter, a modification of the Type C4. Finally, the yard produced its largest destroyers yet, and . The yard's slow work after the war was a symptom of having a glut of extra ships that were available for the United States Merchant Marine. The passage of the Merchant Ship Sales Act of 1946 meant that ships could be sold for as little as $ (equivalent to roughly $ in today's dollars) per deadweight ton. The flip side of this glut of ships was that there was a prediction that in 1961, more ships would be need to be constructed. This was evidenced by the fact that in 1954, there were orders for five tankers, one fleet oiler, and five destroyers. The next year,