Bringing in the Beans: Harvesting a New Commodity

June 14, 2022 Think THF, Archive Insight

Farmers have only a narrow window of opportunity to harvest their crops. For Michigan soybean growers, that window generally runs from the end of September through November, but is impacted yearly by weather events. By that point in the season, the plant is fully mature and has lost most of its leaves, and only the stalk and pods (with three to four beans per pod) stand in the field (R8 Growth Stage). The seeds are brown and hard at this point, and bean moisture content is 13-15%.


A Close-Up of the Modern Soybean Harvesting Process / Photo courtesy of the United Soybean Board

Harvesting soybeans—to cut the stalk, separate the bean from the pod, clean the bean, and store it until moved from harvester to wagon or truck—requires a multifunctional machine. Soybean growers benefitted from around a century of experimentation with specialized harvest machines when it came time for them to look for the best machine for the job. Farmers need machines that work, and different machines to harvest different crops. The Henry Ford has some of the earliest of these mechanical innovations, each suited to a specific crop—the Ambler mowing machine for hay, models of the Hussey and McCormick reapers for grains, and the Manny combined mower and reaper (one machine adaptable for both crops).

These early-19^th-century innovations represented solutions to the problem of how to reduce human labor costs. Farm families often could not meet labor demand during harvest seasons. Too little labor meant lost crops, and lost crops made it difficult for farmers to feed their livestock (hay) or earn income from market crops (grain). Hiring labor was expensive, and even more expensive during peak demand at harvest time.

A century passed between the 1830s, when mechanical reapers and mowing machines first became viable, and the 1930s, when the first Allis-Chalmers All-Crop Harvester entered Michigan soybean fields.


Man Driving an Allis-Chalmers Tractor Pulling an Allis-Chalmers All-Crop Harvester at Michigan and Southfield Roads, Dearborn, Michigan, October 1936 / THF286727

The Crop

Michigan growers raised different types of beans during the early 20^th century. Some raised bush beans (Phaseolus vulgaris), green beans that they harvested by hand when the pod reached the R5 growth stage and seeds had just begun to develop. Wholesale dealers distributed this perishable commodity to grocery stores while processors turned the bush beans into canned green beans. Others raised large fields of beans on contract with the H.J. Heinz Co. After the beans were fully matured and dry, growers harvested the crop by hand, then hauled the crop to a threshing machine that separated the beans from the pods and stems. Employees at Heinz processing plants continued the handwork, sorting beans from debris. Product advertising emphasized this attention to detail that yielded a quality food product.

A different type of bean—the “soy bean” (or soybean, Glycine max)—became increasingly apparent in southeast Michigan during the 1930s. Interest in this new cash crop grew apace with Henry Ford’s investment in soybean research. Scientists at work in the chemical laboratory that Ford built in Greenfield Village confirmed that soybeans had potential as a domestic source for various industrial products. Industrial demand in the region caused growers to seek a harvester suitable to the task.


Soybean Pods Ready for Harvesting / Photo courtesy of the United Soybean Board

Some farmers raised seed crops to meet growing demand for the new cash crop. This specialized cultivation required careful harvesting, as described in “Soy Bean Seed Production in Michigan” (1936). Others raised crops to meet the growing demand for the new industrial raw material. The Ford Village Industries complex in Saline, Michigan, opened in 1938. A press release issued by Ford Motor Company in July 1938 indicated that 700 farmers planted 22,588 acres of soybeans processed at the Saline facility. Ford processing capacity increased as the soybean processing plant at the Rouge Plant began operations around 1942.

Ready for the Harvest: The Allis-Chambers All-Crop

Farmers needed mechanical harvesters to ensure that they delivered a prime crop to Ford Motor Company. Henry Ford thus took an interest in this technology. Allis-Chalmers released its All-Crop 60 harvester in 1935, designed to operate off a tractor big enough to pull a double-bottom plow and powered by the tractor’s power take-off. The “60” represented the width in inches of the swath cut by the harvester. Ford tested the capability of the Allis-Chalmers All-Crop Harvester on a Ford Farms soybean crop in October 1936. By that time, Allis-Chalmers had sold 8,200 of the machines.

The engineer who took a leading role in the machine’s development was Charles J. Scranton, Jr. He began his career as a draftsman at Avery Company, a Peoria, Illinois, company noted for steam traction engines, threshers, and other farm equipment that went bankrupt in 1923. Scranton, as an assignee to a successor company, the Avery Power Machinery Co., secured several patents for improvements to threshers during the late 1920s.

Scranton joined Allis-Chalmers by working at the LaPorte, Indiana, location by 1934. Over 30 years, he secured around 40 patents, all focused on harvesting machinery. The All-Crop marked a crowning achievement because it suited the needs of farmers operating on a smaller scale and growing different cash crops, including soybeans, clover, milo, and other grains.

Ford featured the Allis-Chalmers All-Crop Harvester in early promotional photographs of the Ford tractor with the “Ferguson System,” the Ford-Ferguson 9N, released in 1939. This marked a ringing endorsement from the industrialist who launched soybeans as a cash crop in Michigan.


A Ford-Ferguson Model 9N Tractor Pulling an Allis-Chalmers “All-Crop” Harvester, Macon, Michigan, November 1939 / THF701486


Rear view of the Allis-Chalmers “All-Crop” Harvester, pulled by a Ford-Ferguson Model 9N Tractor, Macon, Michigan, November 1939 / THF701489

More Crop in the Hopper

As soybean acreage increased across the Midwest after World War II, farm implement companies continued to innovate. The Allis-Chalmers All-Crop was well suited to smaller scale farmers growing a variety of crops, but the scale of production increased dramatically during the 1950s as farmers in the midwestern Corn Belt shifted toward monoculture, e.g., corn, a crop heavily dependent on nitrogen, and soybeans, a legume that helps retain nitrogen in the soil. Farmers saw this combination as a strategy to help reduce input costs for synthetic and nitrogen-rich fertilizers.

Illinois-based agricultural implement manufacturer Deere & Company gained an advantage in 1954 when the company introduced an attachment that farmers could install on their combine harvesters to harvest corn. They could harvest their bean crop by switching out that attachment with a four- or five-bat (or horizontal bar) reel mechanism that drew the bean crop into the cutting head. Interchangeable front-end attachments became an industry standard.


The New Holland TR70 Axial Flow Combine, 1975, with Corn Attachment, on Exhibit in Henry Ford Museum of American Innovation / THF57471

The New Holland TR70 Axial Flow combine in Henry Ford Museum of American Innovation is installed with the corn harvester attachment. Farmers could harvest four rows of corn in one pass through the field with this head. To harvest soybeans, they installed a different attachment to the front end, a “pickup reel,” as illustrated below in a New Holland TR70 product catalog. The promotional literature urged farmers to purchase a floating “cutterbar” and a “robot header height control” to harvest most efficiently.


Sperry Rand Corporation - Sperry New Holland Division Catalog, "TR70 Twin Rotor Combine," 1977, Page 10 Detail / THF298867

Soybean acreage increased rapidly from the late 1970s into the 1980s. This sustained research in and development of combines suitable to cutting, threshing, and cleaning soybean crops (along with corn and other smaller grains).


Ford New Holland Agricultural Equipment, 1985, Detail / THF277396

For additional information:

“Charles Scranton Dies; Was Engineer,” Indianapolis Star, 27 July 1980, pg. 14, sec. 3.

Swinford, Norm. Allis-Chalmers Farm Equipment, 1914-1985. American Society of Agricultural Engineers, 1994.

U.S. Patent and Trademark Office records include more than 40 patents secured by Scranton during his work with Allis-Chalmers and at least three from his years with Avery Company.


Debra A. Reid is Curator of Agriculture and the Environment at The Henry Ford. This blog post was produced as part of our partnership with the Michigan Soybean Committee to deepen understanding of the important soybean crop and to provide the public with the chance to learn more about agriculture and the innovations that have helped farmers feed the world. You can learn more about the partnership, soybeans, and soybean ties to The Henry Ford in our kickoff post here.

Additional Readings:

• Agriculture and the Environment
  
• Getting Seeds in the Ground: Urgent Business
  
• A Horse-Drawn Recycler: The Manure Spreader
  
• Fordson Tractor, 1917-1918, Used by Luther Burbank

Henry Ford Museum, Michigan, by Debra A. Reid, farms and farming, farming equipment, agriculture, soybeans

Traveling by Ocean Liner: Dressing the Part

June 10, 2022 Think THF, Archive Insight

The summer 2022 installation of What We Wore: Traveling by Ocean Liner. / THF190376

The summer 2022 installation of the What We Wore exhibit in Henry Ford Museum of American Innovation featured garments worn by the Roddis family of Marshfield, Wisconsin, while traveling by ocean liner.


Postcard of Cunard’s White Star Line RMS Queen Mary, about 1949. / THF256419

During the mid-20^th century, more Americans had the means and opportunity to experience a vacation abroad. Whether looking for relaxation or seeking adventure, these travelers enjoyed visiting places very different from home. Travel by ocean liner had become faster, more comfortable, and less expensive—and was part of the adventure.


Passenger list for Cunard White Star Line’s RMS Queen Mary, 1949. / THF701257

Traveling on an ocean liner in elegant first-class surroundings—a kind of five-star floating hotel—meant dressing up nearly every evening. So, into trunks and suitcases went formal dresses and tuxedos, along with daywear for shipboard activities and sightseeing on land. Enjoying the superb service and elegant atmosphere on shipboard—while dressing the part— was half the fun for travelers like the Roddis family of Marshfield, Wisconsin.

By the mid-1960s, most people would choose speedy airplane travel over grand ocean liners, and travel would become increasingly less formal.

Packing for ocean liner travel required careful planning. Nearly every evening, passengers donned formal dresses and tuxedos. Catherine Roddis took the evening dress below along on a 1948 cruise through the Caribbean to Brazil onboard the SS Nieuw Amsterdam.


Catherine Roddis (shown here with her daughter Augusta and husband Hamilton) wore the evening dress below in the Champlain Dining Room of the SS Nieuw Amsterdam, 1948. / Photo courtesy of the Estate of Augusta Denton Roddis


Evening Dress, about 1941, worn by Catherine Roddis. / THF166578

Augusta Roddis wore the dress shown below for daytime activities during a 1949 European trip onboard the RMS Queen Mary—the world’s fastest ocean liner in the late 1940s.


Day Dress, 1945. Worn by Augusta Roddis. / THF166561


Augusta Roddis, with her luncheon partner, in the first-class dining room of the RMS Queen Mary, September 1949. / Photo courtesy of the Estate of Augusta Denton Roddis

Catherine Roddis packed the dress shown below for a trip to Europe onboard RMS Queen Elizabeth. Margery Wilson, author of a 1941 etiquette book, recommended lace for travelers—it held its shape in any climate, required little ironing, and always looked elegant.


Dress, about 1948, worn by Catherine Roddis. / THF166563


Catherine Roddis (shown here with her son-in-law and daughter, Henry and Sara Jones, and husband Hamilton) wore the dress depicted above during a trip to Europe onboard the RMS Queen Elizabeth in 1950. / Photo courtesy of the Estate of Augusta Denton Roddis

While packing for ocean liner travel might be less complicated for male passengers like Hamilton Roddis, it still required suits and ties—and often a tuxedo.


Suit, 1951, worn by Hamilton Roddis. / THF165826


Hamilton Roddis and his daughter Augusta play shuffleboard on the SS Manhattan in 1938. / Photo courtesy of the Estate of Augusta Denton Roddis


Jeanine Head Miller is Curator of Domestic Life at The Henry Ford.

by Jeanine Head Miller, travel, fashion, Henry Ford Museum, What We Wore

The Future Is Bright with Invention Convention Michigan

May 27, 2022 Innovation Impact

On April 30, The Henry Ford was thrilled to welcome 150 student inventors from across the state to participate in the state finals of Invention Convention Michigan (ICM), the Michigan affiliate for Invention Convention Worldwide. The event marked the return of an in-person Invention Convention after two years of virtual programming.


Out of 1,290 young inventors who competed in regional STEM competitions across the state of Michigan, 150 were selected to participate in Invention Convention Michigan. / Photo by Purple Frog Photography

The atmosphere was electric as students in grades 3 through 12 presented their original inventions on the floor of Henry Ford Museum of American Innovation alongside some of the greatest innovations in American history. The young inventors were buzzing with nervous energy when it came time for judging, but once the pressure was off, they felt a rush of accomplishment and were free to explore the museum, garnering more inspirational energy for the year ahead.



Students pitch their inventions to volunteer judges and share their process, from identifying a problem to developing a solution and designing a prototype. / Photos by Purple Frog Photography

During their lunch break, students were given the opportunity to participate in the Innovation Passport Zone. Traveling from booth to booth around the plaza, inventors learned about some of ICM’s sponsors—including Hagerty, Michigan Soybean Committee, and presenting sponsor Delta Dental of Michigan—and got their “passports stamped” for a chance to win a hefty grand prize of donations offered by the sponsors.




Students interact with representatives from Delta Dental of Michigan, Hagerty, and Michigan Soybean Committee in the Innovation Passport Zone. / Photos by Purple Frog Photography

After the scores had been tabulated, students gathered under the DC3 for the awards ceremony, which began with a special word from the president of The Henry Ford, Patricia Mooradian, and a keynote address by Kwane Watson, inventor of the mobile dental unit.



Students enjoyed interacting with Dazzle, mascot for Delta Dental of Michigan, and The Henry Ford’s own Mike Moseley served as emcee for the event. / Photos by Purple Frog Photography

In all, over $3,500 in cash prizes was awarded to 21 of Michigan’s student inventors. Of these, 13 students were selected to advance to the Raytheon Technologies Invention Convention U.S. Nationals taking place at The Henry Ford June 1-3. To watch a replay of the awards ceremony, click here.


Congratulations to these 21 student inventors, who were recognized with awards during the awards ceremony. / Photo by Purple Frog Photography


A special congratulations goes out to Meera R., who was the Grand Prize Winner, presented by Delta Dental of Michigan, as well as the winner of the Make the World Award, presented by Stanley Black & Decker; the Originality Award, presented by Hagerty; and the Safety Award, presented by Hitachi Astemo. Meera will also be among the 13 inventors selected to represent Michigan at U.S. Nationals in June. / Photo by Purple Frog Photography

It was wonderful to see the museum plaza filled with passionate and joyous students, along with proud families and educators. We look forward to experiencing the thrill of Invention Convention U.S. Nationals in a few weeks and want to congratulate all of our student inventors once again for all of their hard work.


Katie Dallos is Program Coordinator, Invention Convention Michigan, at The Henry Ford and Samantha Rhoads is inHub Marketing Specialist at The Henry Ford.

Michigan, events, Henry Ford Museum, philanthropy, by Katie Dallos, by Samantha Johnson, education, inventors, childhood, innovation learning, Invention Convention Worldwide

Getting Seeds in the Ground: Urgent Business

May 16, 2022 Archive Insight, Think THF

Henry Ford Museum of American Innovation includes an exhibition called Agriculture and the Environment. The first section, Preparing the Soil, includes artifacts used by farmers to prepare the seed bed and plant crops. These artifacts all reflect practices common during the mid-19^th to early-20^th centuries, with the exception of two items: one, a Caterpillar continuous track tractor designed for use in orchards, and the John Deere 7000 No-Till Planter, also known as the MaxEmerge 7000 conservation planter. This post puts the Deere MaxEmerge planter into perspective and explains its utility as a no-till planter, both historically and today.

Tillage

A quick overview of tillage—that is, how farmers prepare land for growing crops—helps lay the groundwork (as it were). For thousands of years, farmers turned the topsoil over with a plow pulled by a draft animal—a single steer or team of oxen, draft horses, or mules. Henry Ford’s experiments with his “automotive plow” and subsequent introduction of the affordable Fordson tractor led to the replacement of draft animals on most farms after World War II, but the plow endured. Plowing broke up the roots of whatever vegetation was established before or between plantings. This was the first step in preparing a seed bed.


Man Using a 1939-1946 John Deere Model "B" Series Tractor / THF286596

The next step involved working the plowed ground to break up clods and create a more even surface. This required use of harrows or discs of various designs, as you can see here. Hitching technology installed on the Ford-Ferguson 9N tractor starting in 1939 and adopted by tractor manufacturers helped keep this disc tracking in line with the tractor. Farmers with large acreages under tillage favored row-crop tractors like the John Deere Model “B” in the photo below, where a farmer is discing a plowed field. The narrow wheel-spacing at the front end ran between rows of crops. After plowing and discing, some farmers harrowed fields to put the finishing touches on the seedbed.


Man Using a 1947-1952 John Deere Model "B" Series Tractor / THF286606

You can explore more than 40 tillage implements in The Henry Ford collection here. This is just the tip of the iceberg of mechanical innovations designed to ease the physically demanding process of field preparation. These tools helped farmers practice integrated pest management, too, because careful field preparation pulverized the organic material that insects like boll weevil in cotton or corn borer larvae lived in during the winter months. These pests could destroy crops in a pre-insecticide agricultural system.

Tillage, however, exposed topsoil to the elements. The more acreage farmers tilled, the more topsoil they lost due to erosion. In addition, severe droughts parched soil, destroying all organic matter. This exacerbated erosion as more and more topsoil blew away or washed away with heavy rains.

Planting and Cultivating

Different crops cover the ground in different ways. Farmers raising small grains drilled seed into prepared seed beds. The grain, planted at times of the year when other plant growth slowed, needed little to no cultivation. You can see grain drills and learn more about them here, including photographs of the Bickford & Huffman grain drill in use at Firestone Farm in Greenfield Village.

Prior to the adoption of in-season herbicides, most crops required cultivation after planting to disturb the roots of plants that threatened to choke out the cash crop. Farmers used different cultivators depending on the crops they grew, but cultivators further disturbed the soil and could hasten moisture evaporation.


Cultivating a Field of Cotton, Around 1911 / THF624655

The photograph below shows a row-crop tractor with an under-mounted cultivator at work in a soybean field. The single-front tire running down the middle of two rows ensured that the cultivators tracked between rows, to better remove weeds in between the cash crop.


Man Using a 1935-1938 John Deere Model "B" Series Tractor / THF286604

The Development of No-Till

You may have already grasped the connection between tillage and the no-till planter. Intensive cultivation of cropland contributed to topsoil erosion. The loss of the fertile topsoil reduced yields, and extreme weather worsened the loss. This led many to call for radical changes in tillage methods.

Agricultural scientists and engineers with the U.S. Department of Agriculture and state-based land-grant colleges addressed the challenge quickly. The University of Illinois established the Dixon Springs Agricultural Center in southern Illinois in 1934 to research soil erosion and low-till options. Purdue University in Indiana began the first experiments planting row crops in uncultivated soil in 1944. Russell R. Poyner, the agricultural engineer who worked on this project, went to work at International Harvester Company in 1945. By 1947, he submitted a patent for a mulch-tiller-planter designed for erosion control and conservation of moisture. He coined the new tillage approach “stubble mulch” farming, and as assignor to International Harvester, received U.S. Patent No. 2,577,363 in 1951. International Harvester produced the two-row McCormick M-21 till planter with fertilizer application only briefly and stopped altogether in 1955 due to sluggish sales.

Another early no-till proponent, agronomist George McKibben, worked at Dixon Springs. He and Donnie Morris, the machinery engineer at Dixon Springs, tested a zero-till planter by 1966. Morris describes the challenges he solved—specifically, how to get the seed in the ground. The research team used his “sod and stubble” planter starting in 1969, but an appeal to Deere and Company (the company that makes John Deere brand items) fell on deaf ears.

Allis-Chalmers released the two-row No-Til planting system in 1966, recognized as the first commercially available (and successful) no-till planter. The planter had a fluted coulter (vertical cutting blade) that sliced crop residue and prepared the seed bed just ahead of the fertilizer tank and planter unit.

The John Deere 7000 No-Till Planter: Agricultural Superstar

John Deere 7000 No-Till Planter, 1978 / THF151661

Peter Cousins, then Curator of Agriculture at The Henry Ford, acquired the John Deere 7000 No-Till Planter because, as he wrote in a memo to The Henry Ford’s collections committee on August 23, 1994, he considered it one of a few “superstars” of modern agricultural technology. In that same memo, he explained that of the three companies that introduced no-till planters, only Deere and Company survived. Allis-Chalmers left the farm implement business in 1985. International Harvester also ended its agricultural lines and broke up in 1985. Thus, he believed that only Deere and Company could locate, restore, and donate a first model no-till planter.

What qualifies as a “superstar?” Peter does not go into detail, but he names one other artifact in his memo—the FMC tomato harvester (1969). These two artifacts share at least three key elements that Peter considered as he strengthened The Henry Ford’s collection of 20^th-century agricultural technology. First, the implement represents exchange between adopters, engineers, and others, a process described as the social construction of technology. Second, the implement transforms agricultural production. Third, the consequences of the transformation reverberate beyond farm fields.


A Modern John Deere No-Till Planter Sowing Soybeans / Photo courtesy of the United Soybean Board

The collaborative research undertaken by teams of experts at agricultural experiment stations across the country satisfy the first of these three “superstar” criteria. The experiments station staff worked with farmers to determine their needs and respond to them. The planter donated by Deere and Company to The Henry Ford, for example, had been used by Arthur Kruse on his Calmar, Iowa, farm between 1979 and 1994. It included “a wheel module planter with dry fertilizer option, insecticide box, unit mounted coulters, and cast closing wheels.” That insecticide box is telling—the stubble-mulch farming system came with another set of challenges. The stubble served as a vector for pests, namely the European corn borer in corn. A no-till planter that applied insecticide as well as dry fertilizer appealed to farmers even more.


Soybean Seedlings Emerging Among the Residue of the Previous Year’s Crop / Photo courtesy of the United Soybean Board

No-till planter technology changed the system of agriculture. The title of a July 16, 1994, New York Times article that Peter attached to the collections committee memo says it all: “New Way of Tilling Speeds the Plow’s Demise.” Today, no-till or conservation tillage helps farmers reduce erosion and retain soil moisture. Yet, input costs remain high as they apply herbicide to deaden growth before no-till planting, and then apply fertilizer and insecticides while planting.

On the other hand, Michigan State University researchers claim that “no-till farming practices have very positive economic and environmental benefits over decades.” Farm fields can benefit from the environmental benefits of topsoil retention enriched with hygroscopic (tending to absorb moisture from the air) organic matter. They can also realize higher yields over the long run.

Farmers, Please Share Your Stories

The Henry Ford would love to hear from Michigan farmers about your reasons for adopting no-till farming practices, either wholly or selectively, and what you believe the benefits are. You can e-mail us your feedback at MichiganSoybeanFarmers@thehenryford.org.


Debra A. Reid is Curator of Agriculture and the Environment at The Henry Ford. This blog post was produced as part of our partnership with the Michigan Soybean Committee to deepen understanding of the important soybean crop and to provide the public with the chance to learn more about agriculture and the innovations that have helped farmers feed the world. You can learn more about the partnership, soybeans, and soybean ties to The Henry Ford in our kickoff post here.

Additional Readings:

• Massey-Harris Model 20 Self-Propelled Combine, 1938
  
• Horse Power
  
• Steam-Powered Agriculture
  
• Fordson Tractor, 1917-1918, Used by Luther Burbank

environmentalism, Henry Ford Museum, farms and farming, farming equipment, agriculture, by Debra A. Reid

The Romance of Covered Bridges

May 13, 2022 Archive Insight

What comes to mind when you picture a covered bridge? Many people imagine an idyllic scene, perhaps based on a favorite artist’s depiction or reference from literature or film. Few have difficulty visualizing a “classic” covered bridge. These structures have an appeal that has outlasted their utility, though common understanding of them is often misinformed.

Covered bridges were built across the United States throughout the 19^th and into the early 20^th centuries for the sole purpose of protecting the structure within. Building a bridge was a major undertaking that required careful planning and a substantial community investment of time, labor, and materials. In the days before weatherproofed lumber, walls and a roof could extend a valuable bridge’s lifespan by shielding the truss system and keeping structural timbers dry.

In spite of their pure functionality, people came up with their own interpretations for covered bridges. Common beliefs emerged that a roof strengthened a bridge or protected the floor planks from rain and snow. Many came to think that covered bridges were built to shelter the people and animals traversing them, and some claimed the barn-like appearance calmed uneasy animals crossing over rushing water. Storytellers showcased covered bridges in tales ranging from the romantic to the mythical. These misunderstandings and cultural references encouraged the association of covered bridges with a “simpler time.”

Thanks to their age, perceived rarity, and admittedly often picturesque settings, covered bridges have increasingly attracted Americans’ attention. In 2005, the Federal Highway Administration reported there were fewer than 900 covered bridges remaining in the United States. (The estimated peak was about 14,000; you can view the full report here.) Many of these were, and are, well-loved and well-protected, with historic preservation groups and covered bridge societies dedicated to their upkeep. America’s surviving covered bridges have become regional treasures and tourist destinations. State and local organizations have featured them in marketing campaigns, erected signage, and developed tours to facilitate sightseeing.


Some states created special maps for covered bridge tourists. Above, “Covered Bridges in Maine,” 1956, and “Covered Bridges in New Hampshire,” 1969. / THF628822, THF628825


Postcards helped people share or remember covered bridges, whether close to home or part of a special trip. These examples depict covered bridges in Maryland, New Hampshire, Vermont, and Pennsylvania. / THF625864, THF625866, THF625870, and THF625868

Nostalgic imagery of both real and imagined covered bridges continues to adorn everything from souvenirs to home décor. These examples from the collections of The Henry Ford help illustrate the enduring romance of covered bridges. You can browse more and see photographs documenting Greenfield Village’s Ackley Covered Bridge here.


Christmas card, 1949; "Vermont" snow globe, 1960-1975; and Hallmark "Grandparents" Christmas ornament, 1982. / THF628816, THF189039, and THF179213

Explore a similar fascination with practical structures—those that generate water power—through this expert set.


Saige Jedele is Associate Curator, Digital Content, at The Henry Ford.

by Saige Jedele, roads and road trips

Eagle Tavern Inspiration to Enjoy at Home

May 6, 2022 Archive Insight, Think THF

Photo by KMS Photography

When it comes to dining experiences, Eagle Tavern in Greenfield Village is one of a kind. The stagecoach tavern was built in 1831 in Clinton, Michigan. Calvin Wood and his wife Harriet operated it from 1849 to 1854, offering food, drink, and accommodations to the locals and those who came through the town. In 1927, Henry Ford purchased the tavern and brought it to Greenfield Village as the Clinton Inn, where it first served as a cafeteria for Edison Institute students and then for visitors. In April 1982, Eagle Tavern officially opened as the restaurant we know today. Forty years later, Eagle Tavern continues to delight members and guests with mid-1800s food and drink.

As we celebrate the beginning of the 2022 Greenfield Village season, Sous Chef Kasey Faraj shares three of his favorite Eagle Tavern recipes for you to try at home.


Photo by Emily Berger

“My absolute favorite thing about the tavern is the overall guest experience,” said Faraj. “There is simply no place like this anywhere in America where we are taking our guests on a journey to the past. Everything from our Calvin and Harriet Wood characters chatting with our guests to the food, to the look of the bill of fare and restaurant, and the servers in period clothing, we all collectively create an experience that is unique, historically accurate, and unmatched by any establishment.”

Faraj found inspiration for his menus from classic mid-1800s era cookbooks, like Mrs. Putnam’s Receipt Book and The Kentucky Housewife. It was in these wonderful books that he was inspired to create dishes such as our delicious Asparagus Soup, Pork and Potato Balls, and Bouilli Beef.

Eagle Tavern’s Asparagus Soup

serves many



Ingredients

• ½ pound unsalted butter
• 1 ½ cups yellow onion, medium dice
• 1 teaspoon fresh garlic, minced
• 5 pounds asparagus, trimmed
• 1 ½ cups celery, diced
• 2 bay leaves
• ¾ gallon vegetable broth
• ½ cup cornstarch
• 1 quart half-and-half
• Salt and pepper to taste

Method

• Heat a stockpot and melt the butter.
• Add the onions and garlic and cook over medium-high heat until onions are translucent.
• Add the asparagus, celery, bay leaves, and vegetable broth. Bring to a boil.
• Once boiling, turn heat to low and simmer until asparagus is tender.
• Add the cornstarch and half-and-half and puree the mixture with a hand blender until smooth. (You can also slowly break down the asparagus with a potato masher.)
• Add salt and pepper to your liking.
• Adjust the cornstarch if thicker or thinner soup is desired.
• Strain if you wish to have a lighter-style soup. Serve with fresh bread or crackers.

“The awesome curators here at The Henry Ford and I collaborate to find these menu items in cookbooks from the past,” said Faraj. “I then take said items and build the menu through both seasonal availability and the story of Harriet and Calvin Wood. It is not as simple as, ‘I found a recipe for a mid-1800s era style corn soup, so we are going to offer that soup.’”

Faraj and team take everything into consideration:

• How did season and local availability influence the meals that a tavernkeeper like Harriet Wood might have prepared for her tavern customers?
• What foodstuffs could have been imported in southern Michigan in 1850?
• What type of meals and desserts might Harriet Wood have had time to prepare over an open hearth in her busy tavern kitchen?

“In-depth research from period American cookbooks found in our research center, and expertise from our curators, help us find our way to these answers,” he said. “The ability to find a recipe from a book written almost two centuries ago, test that recipe, and then place it on a menu (that is seasonally accurate!) is what makes a chef working in historic dining challenging—yet fun!”

Eagle Tavern’s Pork and Potato Balls

serves many



Ingredients

• 3 pounds cooked Idaho potatoes
• 3 fresh eggs
• 1 pound cooked pork-sage sausage, crumbled
• Salt and pepper to taste
• 1 pound unsalted butter

Method

• Put cooked potatoes in a large mixing bowl. Using a potato masher, mash the potatoes until there are very few lumps.
• In a separate bowl, whisk the eggs.
• Add the crumbled sausage, salt, and pepper to the eggs and mix until evenly distributed.
• Using a spoon or a small scooper, shape the mix into small balls no larger than a golf ball.
• Heat a nonstick pan and melt the butter.
• Cook the balls in the butter until browned on all sides and the internal temperature is 165° F. When cooked, sprinkle with additional salt and pepper and serve with extra butter, if desired.

One last recommendation from Chef Faraj: Eagle Tavern’s Bouilli Beef. “This dish is great served with roasted potatoes and mashed parsnips,” he said.

Eagle Tavern’s Bouilli Beef

serves many

Ingredients

• 3 pounds beef, cut into 8-oz. portions (preferably chuck eye roll)
• Salt and pepper to taste
• 3 ounces vegetable oil
• 1 pound turnips, cut into 1-inch pieces
• ¼ pound yellow onion, medium dice
• ¼ pound peeled carrots, medium dice
• ¼ pound celery, medium dice
• 1 ½ gallons beef stock
• 2 bay leaves
• ½ teaspoon ground cloves
• 6 cloves fresh garlic
• 1 ounce soy sauce
• 2 ounces Dijon mustard
• 4 ounces cornstarch
• 4 ounces chopped sweet pickles

Method

• Season the beef with salt and pepper. Heat the vegetable oil in a stockpot on the stove and sear the meat on all sides.
• Add the rest of the ingredients except for the soy sauce, mustard, cornstarch, and pickles.
• Bring it all to a boil; once boiling, turn the heat down to a low setting and cover. Let cook slowly until the meat is almost fall-apart tender, 2-3 hours. Turn off and leave on stove.
• Take half the stock the beef was cooked in and strain. Whisk together the soy sauce, mustard, and strained stock in a small saucepot over medium heat. Add the cornstarch and bring to a slow boil; cook until gravy is slightly thick. Add the cooked beef and plate with the turnips it was cooked with.
• Ladle 2-3 ounces of gravy over each piece and top with chopped pickles.

Eagle Tavern, Greenfield Village / THF1918

Want to learn more about Eagle Tavern? Look below for links to blog posts, Innovation Nation segments, and artifact records.

• Artifact Record: Eagle Tavern
• Plan Your Visit
• Creating the Eagle Tavern Dining Experience
• The Henry Ford’s Innovation Nation: 1850s Dining Experience at Eagle Tavern
• 1988 Eagle Tavern Cookbook

• Maple Bourbon Sour
• Mint Iced Tea
• Stone Wall
• Cherry Effervescing
• Mint Julep
• Lemon & Ginger Shrub

Dig Deeper

• Greenfield Village Building Makeovers
• Meet Calvin Wood
• Drinking at Eagle Tavern
• Root Vegetables, Now & Then
• Behind the Bar at Eagle Tavern

Lish Dorset is Marketing Manager, Non-Admission Products, at The Henry Ford.

making, Michigan, recipes, food, restaurants, by Lish Dorset, Greenfield Village buildings, Greenfield Village, Eagle Tavern

Frank Kulick: Early Ford Racer

May 5, 2022 Think THF

Frank Kulick (1882–1968) was a lucky man who beat rivals and cheated death on the race track. But his greatest stroke of luck may have been being in the right place at the right time. Born in Michigan, Kulick started his first job—in a Detroit foundry—at age 12. He was listed as a spring maker in the 1900 census. But in 1903 he was working for Northern Manufacturing Company—an automobile company founded by Detroit auto pioneer Charles Brady King.

That’s where Frank Kulick met Henry Ford.

Ford stopped by Northern to borrow a car. Impressed with young Kulick, Ford lured him to his own Ford Motor Company, where Kulick signed on as one of Ford Motor’s first employees. Kulick was there at Lake St. Clair in January 1904 when Henry Ford set a land speed record of 91.37 miles per hour with his “Arrow” racer. Not long after, Ford told Kulick, “I’m going to build you a racing car.” By that fall, Frank Kulick was driving to promote Ford Motor Company on race tracks and in newspapers.


Frank Kulick scored his early victories driving this four-cylinder Ford racer. Its engine consisted of a pair of two-cylinder (1903) Model A engines mated together. / THF95388

Kulick went head-to-head with drivers who became legends in American motorsport—people like Barney Oldfield, whose cigar-chomping bravado set the mold for racing heroics, and Carl Fisher, who established Indianapolis Motor Speedway in 1909 and the Indianapolis 500 two years later. Kulick firmly established his credentials with an improbable win at Yonkers, New York, in November 1904. Through skillful driving in the corners and a bit of good luck (which is to say, bad luck for his competitors), Kulick’s little 20-horsepower Ford pulled out a win against a 90-horsepower Fiat and a 60-horsepower Renault. Kulick covered a mile in 55 seconds—an impressive racing speed of 65 miles per hour.


Frank Kulick (second from right) and Henry Ford (third from left) were photographed in New Jersey with the Model K racer in 1905. / THF95015

Frank Kulick’s four-cylinder, 20-horsepower car was superseded in 1905 by a larger car with a six-cylinder, 60-horsepower engine. It was one of a series of cars using engines based on the six-cylinder unit that appeared in the Ford Model K. The bigger engine did not bring better results. Henry Ford himself drove one of the cars twice in the summer of 1905, chasing new land speed records on the New Jersey beach. But the car came up short each time.

With Kulick at the wheel, Ford tried again for a record at Ormond Beach, Florida, in January 1906—this time with the six-cylinder engine improved to 100 horsepower. But Kulick had trouble with the soft sand, and he managed no better than 40 miles per hour on the straightaway. (The record was broken at the Ormond Beach event—but by a steam-powered Stanley that hit 127.66 miles per hour.)

The end of the road for Ford’s six-cylinder racers nearly ended Frank Kulick’s career—and his life. It happened in October 1907, on the one-mile oval at the Michigan State Fairgrounds near Detroit. Kulick was trying to lap the dirt track in fewer than 50 seconds—a speed better than 72 miles per hour. His latest car was dubbed “666”—a name that simultaneously called attention to its cylinder count and paid homage to Henry Ford’s earlier “999.” In retrospect, that nefarious name was a bad omen.


Miraculously, Frank Kulick survived this crash in 1907, but it left him with a broken leg and a permanent limp. / THF125717

As Kulick was going through a turn on the fairgrounds oval, his rear wheel collapsed. Car and driver went careening off the track, through the fence, and down a 15-foot embankment. When rescuers arrived, they found Kulick some 40 feet from his wrecked racer. He was alive, but with his right kneecap fractured and his right leg broken in two places. Frank Kulick survived the crash, but his injuries healed slowly and imperfectly. He wore a brace for two years, and he walked with a limp for the rest of his life—his right leg having come out of the ordeal 1 ½ inches shorter than his left leg. The “666” was repaired, but it never competed again.

Henry Ford was horrified by Kulick’s accident, and he very nearly swore his company off racing for good. It wasn’t until 1910 that Kulick competed again under the company’s colors. By then, Ford Motor Company wasn’t building anything but the Model T, so Kulick naturally raced in a series of highly modified T-based cars. Arguably, his first effort in the renewed campaign was more show business than sport. Kulick went to frozen Lake St. Clair, northeast of Detroit, that February to challenge an ice boat. He easily won the match and earned quick headlines for the Model T.


Kulick posed in a Model T racer at the Algonquin Hill Climb, near Chicago, in 1912. / THF140161

Over the next two years, Kulick and his nimble Model T racers crossed the country competing—and frequently winning—road races and hill climbs. Despite Kulick’s success, Henry Ford remained lukewarm on racing. Ford Motor Company built nearly 70,000 cars in 1912 and still struggled to meet customer demand, so it certainly didn’t need the promotion—or problems—that came with an active motorsport program. Kulick later recalled that, after a race at Detroit in September 1912, Henry pulled $1,000 in cash from his pocket and told Frank, “I’ll give you that to quit racing.” Despite the generous offer (almost $30,000 in today’s dollars), Kulick continued a bit longer.

Frank Kulick may have started having second thoughts the next month. While practicing for the Vanderbilt Cup road race in Milwaukee, he grew concerned about the narrow roadway. There wasn’t enough room to pass another car without dipping into a ditch, so Kulick protested and dropped out of the contest. His concerns proved well founded when driver David Bruce-Brown was killed in the next round of practice.

It was the 1913 Indianapolis 500 that finally changed Kulick’s career path. Then in its third running, the Indy 500 was well on its way to becoming the most important race in the American motorsport calendar. Henry Ford was determined to enter Kulick in a modified Model T. But Indy’s rules specified a minimum weight for all entries. The Ford racer weighed in at less than 1,000 pounds—too light to meet the minimum. Indy officials rejected the modified T, and a frustrated Henry Ford reportedly replied, “We’re building race cars, not trucks.” With that, there would be no Ford car in the Indianapolis 500—in fact, there would be no major factory-backed Ford racing efforts for 22 years.


Kulick’s later career involved more genteel assignments, like driving the ten millionth Ford on a coast-to-coast publicity tour in 1924. Here, he takes a back seat to movie stars Mary Pickford and Douglas Fairbanks. / THF134645

Frank Kulick’s racing days were over, but he remained with Ford Motor Company for another 15 years. His assignments varied from research and development to publicity. In 1924, Kulick was charged with driving the ten millionth Ford Model T on a transcontinental tour from New York to San Francisco. Three years later, Kulick was called on to help celebrate the 15 millionth Model T. This time, rather than driving it across the country, Kulick—as one of Ford Motor Company’s eight senior-most employees—had the honor of helping stamp digits into the engine’s serial number plate. It was perfectly fitting that, as someone who’d done so much to promote the Model T through racing, Kulick was there to make his mark on the ceremonial last T. Kulick left Ford not long after that. He had done well investing in real estate, which afforded him a comfortable retirement.

Frank Kulick passed away in 1968. He survived to see Ford Motor Company achieve its great racing triumphs at Indianapolis and Le Mans during the “Total Performance” era. He also lived long enough to sit for an interview with author Leo Levine, whose 1968 book, Ford: The Dust and the Glory, remains the definitive history of Ford racing in the first two-thirds of the 20^th century. Levine wrote a whole chapter on Frank Kulick—but then, Frank Kulick wrote a whole chapter in Ford’s racing history.


Matt Anderson is Curator of Transportation at The Henry Ford.

Additional Readings:

• Remembering Al Unser, Sr. (1939-2021)
  
• Eight Questions with Vaughn Gittin, Jr.
  
• Race Cars of Driven to Win
  
• 2016 Ford GT Full-Size Clay Model, 2014

Michigan, Model Ts, Indy 500, cars, by Matt Anderson, Ford workers, Ford Motor Company, Henry Ford, race cars, race car drivers, racing

Accidental Toy Inventions

May 4, 2022 Archive Insight

Accidents happen—and not all have a bad outcome. Sometimes they launch loads of fun, like these classic toys that delight us as kids.

Slinky

Advertisement for Slinky, "Insist on Slinky Toys," 1957 / THF109573


Slinky, 1970-1980 / THF309090

In 1942, marine engineer Richard James of Philadelphia was working on a sensitive marine meter designed to monitor horsepower on naval battleships. His quest? To develop an inner spring that would assure that the device—even if rocked at sea—would give an accurate reading. As James worked, he accidentally knocked one of the rejected prototypes off his desk. The spring hit the ground—then kept spiraling, coil by coil, over the office floor!

This unexpected response intrigued James, who immediately realized that it would make a great toy. For several years he tested various metals, thicknesses, and proportions to come up with the perfect design. His wife, Betty, came up with the perfect name—Slinky. Then James began to sell his Slinkys in local stores. But people weren’t buying.

Clearly customers needed to be shown what a Slinky could do. Richard and Betty James, determined to find success, convinced the Gimbels department store to let them do an in-store demonstration. James had arranged with a local machine ship to manufacture 400 Slinkys—98 coils of high-grade, blue-black Swedish steel piled 2 ½ inches high. Armed with a small set of stairs, the Jameses set out for Gimbels with their Slinkys. As the department store’s curious customers looked on, the Slinky gracefully moved down the stairs. Within minutes, the entire stock of 400 had sold.

Slinkys look simple—but they are actually quite intricate. The original dark steel was later replaced with a silver-colored steel. And, while Slinkys now come in colored plastic, the classic Slinky has remained virtually unchanged.

There’s something rather lifelike about a Slinky, whether walking down some stairs or a sloped board, or shuffling back and forth between one’s hands. And the sound of a Slinky in motion—quite melodious. I have fond childhood memories of a Slinky gliding coil over coil down our stairs—each move punctuated by that distinctive Slinky “snap”—as my siblings and I looked on mesmerized by its flowing passage. How did it know how to do that?

Silly Putty

Silly Putty, circa 1962 / THF135811

During World War II, the Japanese invasion of the Far East cut off the United States’ rubber supply—rubber badly needed for the mass production of tires and boots. The War Production Board asked General Electric to develop an inexpensive rubber substitute. Chemical engineer James Wright set to work at the company’s New Haven, Connecticut, lab, experimenting with boric acid and silicone oil. Unexpectedly, the two substances gelled. The result was a gooey compound that bounced when tossed on the floor—even higher than rubber did. It stretched farther and retained its properties over a wide temperature range. And oddly enough, it had the ability to lift text or images off the pages of newspapers and comic books. Quite amazing stuff. But the United States War Production Board rejected it as a rubber substitute. And—despite investigation into other possibilities—one seemingly without a practical use.

Silly Putty became a curiosity that made the rounds of New Haven cocktail parties, where it found itself an amusing “guest.” Ruth Fallgatter, who owned a toy store, and Peter Hodgson, her advertising consultant, took notice. Soon, the putty appeared in the store’s holiday catalog as a novelty gift for adults called Bouncing Putty. There was no image, only a description of the product. You guessed it. Bouncing Putty was a huge hit among Fallgatter’s customers.

Fallgatter lost interest in continuing to market the product, but Hodgson persevered. He purchased a large batch of the putty from General Electric, hired Yale students to separate it into one-ounce portions, then packaged it in multicolored plastic eggs. Since “bouncing” didn’t cover everything this remarkable putty could do, Hodgson called it Silly Putty.

Silly Putty’s reception at the 1950 New York Toy Fair didn’t go too well. Hodgson managed to get only a few accounts. One of these was Doubleday bookshops—and that proved to be enough. Silly Putty soon got its “big break” when a staff writer for The New Yorker discovered it when he stopped in the chain’s Manhattan store, then mentioned Silly Putty in the magazine’s popular “Talk of the Town” column. A few days later, Hodgson had orders for over 250,000 items. Since then, the contents of hundreds of millions of Silly Putty eggs have been bounced and stretched by kids and adults alike.

Oh—that thing about Silly Putty not having a practical purpose? Apparently, it does for some. People have used it to clean typewriter keys or level the legs of wobbly tables. Silly Putty even orbited the moon in 1968 with the Apollo 8 astronauts, helping to keep their tools fastened down in the weightless environment.

Like other kids, I would grab Silly Putty and the Sunday comics, then lift an image from the page. At first, I pulled carefully to distort the image in interesting ways. By the end of pulling, the image was so distorted that it was no longer recognizable—then every trace magically disappeared as I kneaded the putty. (I hear this no longer works, since the printing process for color comics has changed.) But perhaps my favorite Silly Putty-related activity was bouncing it—Silly Putty had an energetic, almost otherworldly bounce. And I can’t recall childhood memories of Silly Putty without thinking of the time my sister took it to bed with her. For years afterwards, a perfectly oval Silly Putty stain graced the sheets.

Colorforms

Colorforms Set, Popeye the Weatherman, 1959 / THF135813, THF135805

You’ve heard of starving artist stories. Well, this is one.

In 1951, Harry and Patricia Kislevitz were experimenting with various materials and mediums—preferably of the least expensive sort. A friend who owned a handbag business gave them a large roll of flexible vinyl that he didn’t want. The Kislevitzes discovered that it stuck really well to the semi-gloss paint on their bathroom walls—then proceeded to cut out basic shapes and arrange them artistically. When guests visited, they found vinyl and scissors lying on the bathroom counter, beckoning them to join in. A good time was had by all as everyone added to or rearranged the giant collage!

The Kislevitzes decided to market their idea. They created vinyl pieces in standard geometric shapes and primary colors. Then they packaged them with a sheet of black laminated paperboard. Colorforms caught on! And they soon came in new sets—pieced, die-cut, and screened to look like characters or everyday objects.

A kid could design dinosaurs, dress ballet dancers, or send vinyl superheroes on adventures. Scenes from favorite movies or TV shows like Mary Poppins or Sesame Street were within two-dimensional reach. The possibilities were rich—and less messy, done without scissors, paste, or paint.

My favorite Colorforms in young childhood? A set where you dressed a character for the weather—similar to the Popeye version above.

Play-Doh

Set of Play-Doh, circa 1979 / THF190091

When a New Jersey nursery schoolteacher happened to mention that the modeling clay used by her students was too firm for their small fingers, her brother-in-law took note. Joe McVicker, who was working for his father’s Cincinnati soap and cleaning products company, thought he might have an answer. In the mid-1950s, McVicker formulated a putty-like non-toxic substance and sold it as a wallpaper cleaner. Not only could it be easily shaped, but this compound also stayed soft indefinitely if stored in a tightly sealed container.

McVicker double-checked to assure that it was safe, then mailed some off to his sister-in-law’s school. Kids loved the putty—and so did the teachers. He knew he was on to something.

McVicker contacted the Cincinnati Board of Education, who bought the product for all the kindergartens and elementary schools in the district. Next, the putty made its debut at an educational convention, where it was noticed by the wife of a buyer for the Woodward & Lothrop department store in Washington, DC. After a successful in-store demo there, major retailers like Macy’s and Marshall Field placed their own orders.

By 1956, this wallpaper-cleaner-turned-kid’s-toy became known as Play-Doh. And the company? The family business transformed from Kutol Chemicals—not very kid-friendly—to Rainbow Crafts.

Play-Doh was originally offered only in white. By its second year on the market, it came in an even softer consistency and three colors: red, yellow, and blue—developed by company chemist Dr. Tien Liu. In the early 1980s, pink, purple, green, and orange made playtime with Play-Doh even more colorful. Day-glo and glitter versions would later follow.

What’s Play-Doh modeling compound made of? Apparently, that formula is a closely guarded secret.

I grew up in the red-yellow-blue era. I loved the way mixing these not-quite-primary colors could create other beautiful Play-Doh hues. The only downside? Once mixed and kneaded, you couldn’t return them back into their primary basics.

Super Soaker

Super Soaker 50 Water Gun, 1991-1992 / THF185767

Engineers, businesspeople, artists—and NASA scientists. Accidental toy inventions have landed in toy boxes through these “out of the box” thinkers.

NASA rocket scientist? Yes, that would be Lonnie Johnson and his Super Soaker water gun.

Johnson was passionate about inventing not only at his day job as an engineer working with hundreds of colleagues, but also working on his own inventions in his spare time. In 1982, Johnson was in his home workshop developing an environmentally friendly cooling system. To test his idea of using circulating water and air pressure instead of the chemical Freon, Johnson connected a high-pressure nozzle to his bathroom faucet, aimed the nozzle, turned it on, and then blasted a powerful stream of water into the bathtub. He quickly recognized its potential as a toy—a pressurized water gun that didn’t require batteries and was safe enough for kids to play with!

Johnson quickly produced a prototype using Plexiglas, PVC pipe, a two-liter soda bottle, and other materials. Over the next few years, he continued to make improvements. In 1989, Johnson licensed his design for the Super Soaker to Larami. The company launched the toy in 1990.

Kids loved it! Within two years, the Super Soaker generated over $200 million in sales, becoming the top-selling toy in the United States. Improved versions of the Super Soaker debuted have debuted since then—delighting millions of kids and adults, too.

Johnson didn’t just take his royalty money and retire. It was a means to achieving his real goal—establishing his own research company, Johnson Research & Development Co., where Johnson develops innovative technology.

You can see more artifacts related to Slinky, Colorforms, Play-Doh, and Super Soaker, as well as hundreds of other toys, in our Digital Collections.


Jeanine Head Miller is Curator of Domestic Life at The Henry Ford. 

engineering, making, inventors, popular culture, by Jeanine Head Miller, toys and games

The Henry Ford’s Innovation Nation: 200 Episodes and Counting

April 27, 2022 Innovation Impact, Archive Insight

This week, we are happy to celebrate the 200^th episode of our television show, The Henry Ford’s Innovation Nation! In honor of this milestone, we wanted to share some fun trivia that even our superfans might not know, reveal some of the behind-the-scenes work that goes into the show, and point viewers to additional resources to allow them to further explore the buildings, artifacts, and stories shared on each and every episode.

When did The Henry Ford’s Innovation Nation first air?

Patricia Mooradian, President & CEO of The Henry Ford, first announced the new show on June 4, 2014. The very first episode aired on CBS that fall: September 27, 2014.

What was featured on the very first episode?

The first episode featured a special steering wheel to prevent distracted driving, the ways in which drones are becoming part of our everyday lives, micro windmills, and The Henry Ford’s own Menlo Park Laboratory, where Thomas Edison once worked. Check out the trailer for the first episode below—or watch the whole episode for free (and without an account) on PlutoTV.

Continue Reading

TV, by Ellice Engdahl, #Behind The Scenes @ The Henry Ford, The Henry Ford's Innovation Nation

Great Lakes Water Quality

April 15, 2022 Archive Insight

"Pulpit Rock on Presque Isle," Lake Superior near Marquette, Michigan, 1898. / THF118818

The border between the United States and Canada runs through four of the five lakes that constitute the world’s largest freshwater system—the Great Lakes. Policy makers on both sides of this fluid border have agreed to protect access and use of these bodies of water and their bays, arms, and inlets for more than 100 years.


View from the Harbor, Petoskey, Michigan, circa 1906. / THF118856

In the Boundary Waters Treaty of May 5, 1909, the United States and Great Britain (speaking for its Dominion of Canada) agreed to ensure free access and shared use of the navigable waterways. This sustained lucrative transportation and trade networks that the locks at Sault Ste. Marie, Michigan, helped facilitate.


Photochrom Print, "The Locks, Sault Ste. Marie, Michigan," 1905. Ships moved between Lake Superior and Lake Huron via these locks. / THF113687

The Boundary Waters Treaty of 1909 also stressed the shared responsibility for protecting water quality. Specifically, the United States and Great Britain “agreed that the … boundary waters … shall not be polluted on either side to the injury of health or property on the other” (Article IV).


Man Drinking from Flowing Well, Wequetonsing, Michigan, circa 1906. / THF119004

Increased populations, however, created problems that the partners had to solve. The treaty called for a six-person International Joint Commission (IJC) to mediate or investigate issues that arose. When cholera outbreaks increased in 1912, the IJC launched a comprehensive study of the boundary waters. Research conducted over five years confirmed that untreated water polluted with raw sewage carried bacteria that caused cholera and typhoid. Findings affirmed transnational responsibility for protecting public health and drew attention to the need for communities to ensure drinking water purity. You can read the final report from 1918 here. And this work continues, as “The Great Lakes Water Quality Centennial Study – Phase 1 Report” (2021) underscores.

Industrial pollution, especially the release of manufacturing waste into boundary waters, further increased the sense of urgency to maintain Great Lakes water quality.


View from Incline Railway, Duluth, Minnesota, circa 1908. / THF119376

Beautiful postcards, like this illustration of the bridge over the Mackinac Straits, could not compete with the evidence of growing Great Lakes degradation.


Postcard, Mackinac Straits Bridge, circa 1957 / THF144098

Growing public concern over industrial pollution found an outlet in Earth Day, April 22, 1970. That same year, the IJC released a report that stressed the “grave deterioration of water quality” in the Great Lakes, drawing on the Boundary Waters Treaty of 1909 as precedent for reaffirming the rights and obligations of both parties to not pollute boundary waters. 

On April 15, 1972, representatives from Canada and the United States signed the Agreement on Great Lakes Water Quality. The two countries pledged to restore and enhance water quality in the Great Lakes. This included general objectives to keep the boundary waters free from substances that result from human activity and that might negatively affect aquatic life or waterfowl, be toxic or harmful to humans, or create a nuisance, including concentrations that could encourage aquatic weeds or algae. The agreement also itemized specific water quality objectives and targets around controlling phosphorus and monitoring vessel design, construction, and operation, as well as vessel waste and other forms of shipping pollution. It specified procedures for handling polluted dredged spoil (the waste material produced by dredging) and discharge of pollutants into boundary waters. You can read this 1972 agreement here.

April 15, 2022, marks the 50^th anniversary of this transnational agreement to protect the Great Lakes ecosystem. The IJC continues to function as established in the Boundary Waters Treaty of 1909. You can read more about how the IJC links the ongoing transnational work to your life here.


Mission Point and Arnold Dock, Mackinac Island, Michigan, circa 1905. / THF114337

And if you find yourself in the boundary waters, recognize the long-term investment in Great Lakes environmental sustainability that helps protect those waters today.


Debra A. Reid is Curator of Agriculture and the Environment at The Henry Ford.

Michigan, environmentalism, by Debra A. Reid