Posts Tagged design
William Clay Ford, who passed away on March 9, 2014, is remembered for his generous philanthropy, his dedication to the city of Detroit, and his long-time ownership of the Detroit Lions. They are important legacies that will continue to benefit and inspire for years to come. Automotive industry leaders, historians and enthusiasts point to another of Mr. Ford’s lasting contributions: the 1956 Continental Mark II.
While his brothers Henry II and Benson – especially Henry II – made their marks in Ford Motor Company’s business offices, William Clay Ford inherited his father Edsel Ford’s passion for automotive styling, as well as his consummate good taste. Fittingly, the younger Ford’s most important automobile project was a revival of Edsel’s much-admired Lincoln Continental of 1939 to 1948. The revival car, built and sold under a separate Continental Division, not only measured up to the original Continental’s legend, but became a classic in its own right.
At just thirty years of age, William Clay Ford headed a team of stylists and engineers who worked around the clock to design a car of rare style and luxury. The resulting Continental Mark II, with its clean lines and understated trim, stood in stark contrast with the chrome confections typical of the 1950s. Build quality was of the highest order. Suppliers’ parts were checked and re-checked, and factory components were tested and re-tested. Each car was essentially hand-built, and workers were encouraged to report even the slightest defect so that problems could be corrected before a car ever left the factory.
Power came from a 368-cubic inch Lincoln V-8 capable of 300 horsepower. The car was appointed with every available convenience. Automatic transmission, power steering, power brakes and power windows were all standard equipment. Air conditioning was the only optional extra. Quality and luxury, of course, came at a cost. The Continental Mark II debuted with a price tag of $10,000 – more than twice the cost of a conventional Lincoln. The car quickly became a status symbol among business and entertainment elites. Frank Sinatra and Elizabeth Taylor were proud owners, as was Elvis Presley – despite his penchant for Cadillacs.
Ford Motor Company never intended the Mark II to be a mainstream success. Instead, it was a “halo car” that sprinkled a touch of status over the automaker’s entire line. Even with that imposing price tag, Ford undoubtedly lost money on each Mark II it sold. But the company was willing to take the loss in return for the prestige and publicity the car generated. That mindset changed swiftly when Ford became a publicly-traded company in 1956. The limited-market Continental Mark II was no longer sustainable, and production ceased after just 3,000 cars over two model years.
Today the Continental Mark II is regarded as one of the most elegant American automobiles ever built. Some 1,500 examples survive, and bidding is intense whenever one comes up for auction. Mark II owners and fans keep the car’s spirit alive through clubs and car shows, and car magazines regularly include it in their “best ever” lists. It’s an enduring testament to William Clay Ford’s contributions to the automobile industry.
Matt Anderson is Curator of Transportation at The Henry Ford.
Michigan, 20th century, 1950s, William Clay Ford, luxury cars, Ford Motor Company, Ford family, engineering, design, cars, by Matt Anderson
On any given day inside the Pottery Shop in Greenfield Village you’ll find our team of potters and decorators creating a variety of different handmade items, from mugs for Eagle Tavern dining to new-baby birthday plates and even Christmas tree ornaments. But right now in the snow-covered shop our artists are taking on a new challenge that’s all about creativity and exploration instead of out-of-the-box, obvious function.
Senior Manager of Program Operations Tom Varitek issued a challenge to potters Melinda Mercer, Alex Pratt and John Ahearn at the beginning of the year to each create a piece of pottery that best reflected their interpretation of the studio pottery movement. It didn’t have to be functional and it didn’t have to look like something you’d see on the kitchen table inside the Ford Home. There could be revisions and further exploration along the way; it didn’t have to be perfect after the first firing. It just had to reflect who they are as potters.
Studio pottery is work created by artists that isn’t mass produced, either by a large pottery or factory. The pieces can be functional, but tend to lean more toward the artistic, individual expression side of design. Simply put, factories equal function, studios equal art.
The studio pottery movement took hold of America in the early 20th century, most notably in the 1930s and 1940s as large factories began to consistently produce pottery in masses. Artists looked for creative outlets in their work; those opportunities were often found in smaller potteries and studios across the country. Detroit’s Pewabic Pottery is one example of the transition the Arts & Crafts Movement reflected in the early 1900s. As founder Mary Stratton said:
“It is not the aim of the Pottery to become an enlarged, systematized commercial manufactor in competition with others striving in the same way. Its idea has always been to solve progressively the various ceramic problems that arise in hope of working out the results and artistic effects which may happily remain as memorials....or at least stamp this generation as one which brought about a revival of the ceramic arts and prove an inspiration to those who come after us."
Getting a chance to see what the potters have been up to with their challenge assignments so far this winter, my visit to the pottery shop this week was met with smiling faces and enthusiastic displays of their work made so far.
For lead potter Melinda, the assignment has been a great chance to depart from the production pottery the team is responsible for throughout the year. However, its this background in producing goods visitors see across the Village and for sale in our shops that gives the team the confidence to let their creativity lead the development process this time around.
“Doing production work is invaluable,” Melinda said. “It builds your skills so that you can achieve whatever it is you want to make.”
Alex echoed similar sentiments. He feels his production work here at Greenfield Village has strengthened his own skills and gives him a greater understanding and appreciation of well-crafted work, no matter its function.
“I appreciate a really, really nice piece of pottery now,” he said.
When given such a big, open-ended assignment like this, I was curious how the team got started in the research and design process of their pieces. For John, his development process began with a lot of reflection of his craft and the work of artists before him.
“During the Industrial Revolution, things were just made so quickly. Some potters couldn’t keep up,” he said. “With studio work, they could take a step back and think, ‘What’s the purpose? Why should I make it if a machine can do it faster than I can?’ I’m using a piercing motif in my piece; I’m not worried about the function right now, I’m worried about the production. I’m literally piercing into my piece, almost into its soul, and evaluating it to determine what it should be.”
Alex also spent time thinking about artists from the past, especially those working during the 1950s. For his collection of vessels, he’s experimenting with transferring images to them and trying new glazes. One piece could turn into a teapot, another into a coordinating sugar bowl.
“I’m taking my inspiration from the world around me. Colors and lines in the city, colors and lines in the country.”
An appreciation of nature and a longing for Spring were the source of Melinda’s inspiration.
“I looked at seeds, seedpods, nuts and vegetables to explore ways to create an interesting surface. I’m thinking about the texture of the natural world, of water and plants.”
Her colorful sketchbook is a collection of nature-related drawings, from large bowls meant to serve big salads at a dinner party to serving platters that look like peapods for a potluck. She’s even making her own collection of stamps to add texture and pattern to her pieces.
Next to Melinda John is creating as he goes. His tall vessel is covered with perfectly carved holes, both created by hand and, believe it or not, a Dremel rotary tool.
So far, Tom likes what he sees.
“Greenfield Village is all about telling stories with ‘stuff.’ We want to create some new ‘stuff’ to show this transition in form. I wanted to give our potters a chance to express themselves and show off.”
What will Melinda, Alex and John discover next in their work? You’ll have to check back to the blog next month to see how they’re moving along with their pieces as Greenfield Village gets ready for opening day.
Lish Dorset is Social Media Manager at The Henry Ford and a wannabe potter.
by Lish Dorset, making, design, art, ceramics, Greenfield Village
By 1953, Mr. Thompson was a war veteran with a family and a career as an engineering layout coordinator for the Army Signal Corps. He had reached his thirtieth birthday and could have easily settled into a comfortable existence. But he still wanted to be an automobile designer—a life goal he never lost sight of. He decided to enter a contest sponsored by Motor Trend magazine, with four winners each receiving an Art Center College of Design scholarship. His turbine car, which would incorporate reinforced plastic (an unusual choice of material at the time), won him a scholarship. He started at the Art Center in Los Angeles that same year, and was the first African American enrolled in their prestigious Transportation Design department. After graduating in 1956, he interviewed for an automotive design position with just one automaker: Ford Motor Company. He got the job.
Mr. Thompson didn’t just land the position he had dreamed of since the day that shining car caught his eye; he made history by becoming the first African American automobile designer.
He started at Ford’s Advanced Studio, where designers worked free from creative restrictions. On his first day, he was told by the Vice President of Ford Design, George Walker, “You can go as far as your talent will take you.” Mr. Thompson’s early design work included the Light Cab Forward truck, and he contributed sketches for the Mustang and the futuristic Gyron concept car. He also envisioned a forward-thinking project that had the potential to change the world.
In 1965, Mr. Thompson took his innovative idea to Ford: an all-terrain vehicle for the Third World that would have economic and social consequences. He understood that rising countries needed good transportation, and that a vehicle had to satisfy the needs of the population. He knew that like the Model T, his car should be relatively easy to build and maintain, and that production costs must be kept to a bare minimum. But Mr. Thompson’s vision extended beyond this vehicle. He anticipated his auto plants—located in the developing nations that would use car—bringing jobs, better roads and eventual economic independence to host countries. He believed automobile manufacturing would “help develop the economy as it did in the United States.”
The name he chose for the automobile that would make this grand plan possible was “the Warrior.” The car was actually intended to be the first in a series of vehicles, including a half-ton pickup truck, a six-passenger bus (an early version of the minivan), as well as boats and containers (buoys, pontoons, etc.). They would be constructed using a strong space age plastic material produced by Uniroyal called Royalex.
Though Ford was very supportive, the company ultimately passed on the project in 1967. Mr. Thompson still believed the car could succeed, and he recruited friends to invest in or assist with developing the vehicle for the African market. One of those friends and investors was Wally Triplett, who had broken a barrier of his own in 1949 as the first African American to play in the National Football League (for the Detroit Lions).
Mr. Thompson rented a garage on Detroit’s west side and went about building the Warrior. Still working at Ford during the day, he spent at least six hours a night—plus weekends—on the vehicle. “My family was very good about that. My wife knew how badly I wanted to do this,” he recalled. Mr. Triplett assisted, and was the only other individual involved in its construction.
The prototype was modeled on the Renault R-10, a small four-door sedan. Indeed, the Warrior’s chassis came directly from a disassembled R-10. Base mechanical components, including the engine, were also incorporated. Renault already had a distribution system overseas, providing a ready-made parts supplier for Mr. Thompson’s customers. Mr. Thompson and Mr. Triplett designed and built the tools to form the sections of the body, which were then sent off to Uniroyal, who molded the Royalex plastic.
While major work on the Warrior was complete by 1969, it’s likely that modifications were made to the vehicle through the mid-1970s while continued attempts were made to turn the vision into reality.
The partners talked of building the car in Detroit themselves, but were denied a bank loan; Mr. Triplett believes race played a role. African nations were courted, but instability on the continent derailed those opportunities. As for Ford Motor Company, the automaker—like others—didn’t believe the car would sell in large enough numbers to warrant the investment. Mr. Thompson eventually stopped looking for funding, closing up shop on the Warrior in 1979. Still, he kept in touch with his project’s supporters, in the event something came up, but alas, “nothing ever came of it.”
Nevertheless, Mr. Thompson never lost faith in the Warrior, and kept the car as a leisure vehicle. He took it off-road in Northern Michigan’s sand dunes, and drove the car on family vacations. He even used it for running errands, usually attracting a fair amount of attention. Though the Warrior was never mass-produced, Mr. Thompson’s many years of driving the prototype proved it was a sound vehicle. The car got a respectable 35-40 miles per gallon on the highway and 25-27 in the city. Maximum speed was 75-80 mph. The Warrior is now a part of The Henry Ford collection.
The Warrior project was ahead of its time in design and philosophy. The use of plastic, so common today, was revolutionary at the time. Mr. Thompson’s larger economic prophecy was partially fulfilled in 1995 when the URI, an all-terrain vehicle designed for African topography, was manufactured in the small town of Witvlei, Namibia. The URI plant became Witvlei’s largest employer, providing economic stability to the area.
After retiring, Mr. Thompson put together a traveling exhibit of the history of the African American designers at Ford. He wanted to show African American kids that his dream job was a career option for them, too. He traveled with the exhibit, standing next to it at malls and museums, happily fielding questions from curious visitors.
Sadly, Mr. Thompson suffered from Parkinson’s disease later in life. McKinley Thompson Jr. passed away in 2006 at the age of 83.
“I regret I wasn’t able to get it going,” he lamented to The Henry Ford regarding the Warrior, a project in which he had invested so much work and faith. But he was quick to add that “God has blessed a certain number of people in the world with talent and ability and I’ve always felt that those people that have that blessing—creativity and imagination—owe it to the rest of the population to make life as good as it can be. It was rewarding to me to know that I was trying to make that kind of an effort. I felt good about that.”
Bart Bealmear is a research support specialist in the Archives & Library at The Henry Ford.
Learn more about the Warrior automobile, McKinley Thompson, and Wally Triplett with these sources:
Archives materials available in the BFRC Reading Room:
Oral History Interview with McKinley W. Thompson Regarding the 1974 Warrior Concept Car (2001.162.2)
Wally Triplett Collection (2004.40.0). Includes the photograph album, “White Paper to Wheels” and an oral history with Mr. Triplett (2004.40.1)
“Design Pioneers: Vanguards of Progress, Part II,” Isdesignet, September 1996. Archives Vertical File, African-American Workers – Inventions
Books and magazine articles:
Farrell, Jim and Cheryl. Ford Design Department: Concept and Show Cars, 1999.
“From Dream to Drawing Board to…?,” Motor Trend, September 1953
“Inspirations from McKinley Thompson,” Innovation, Winter 1999
Detroit, Michigan, 20th century, Ford workers, Ford Motor Company, entrepreneurship, design, cars, by Bart Bealmear, African American history
Earlier this year in June, The Henry Ford acquired an original kiosk designed by Charles and Ray Eames for use in the IBM Pavilion at the 1964 New York World’s Fair. The kiosk, one of two known to survive, was designed to resemble a colorful tent-like structure, complete with pennants.
Constructed of iron, walnut and plastic laminate, it originally housed interactive exhibit elements that were part of a huge program created by the Eames office to explain the impact and uses of IBM’s computing technology. The kiosk was saved by the contractor who had been awarded the task of demolishing the pavilion at the fair’s end. Another example is known to have survived—used by the Eames Office to explore installation options but never used at the fair itself. It was acquired by Vitra in 2006.
The kiosk is currently with our conservation department being conserved and will be coming to the floor of Henry Ford Museum next year.
To get an idea of how the kiosks were used in the IBM Pavilion, take a look at this video from Eames Office. You'll miss it if you blink, but you can catch a very small glimpse of our kiosk at the 1:45 mark in the right corner of the video.
Make sure to check back to the blog and our Facebook page for kiosk updates.
technology, world's fairs, Henry Ford Museum, Eames, design, computers
Just when you thought it was safe to go back into the water… er, dealership… Chevrolet’s iconic Corvette Stingray* is back. The seventh-generation Corvette just received Automobile Magazine’s “Automobile of the Year” award. It’s a great honor, and it affirms the car’s right to wear the hallowed “Stingray” name – not seen on a Corvette since 1976.
Given Corvette’s long-established status as America’s sports car, it’s easy to forget that the first models lacked a performance image. The 1953-54 cars featured inline six engines and two-speed automatic transmissions – not exactly scream machines. That began to change with the 1955 model year when a V-8 and a three-speed manual shift became options. Production figures climbed steadily thereafter, but the Corvette arguably didn’t come into its own until the 1963 model year when General Motors styling head Bill Mitchell shepherded the magnificent Sting Ray into production.
Mitchell’s car was a radical departure from previous Corvettes. The gentle curves of the earlier cars (readily seen on The Henry Ford’s 1955 example) were replaced with sharp edges. The toothy grille gave way to an aggressive nose with hidden headlights, and the roof transitioned into a racy fastback. The car was a smash in its day and continues to be perhaps the most desirable body style among collectors.
The 1963 Sting Ray was inspired by two of Mitchell’s personal project cars. The 1959 Stringray Special was built on the chassis of the 1957 Corvette SS race car. When American auto manufacturers officially ended their racing programs in the summer of 1957, the SS became surplus. Mitchell acquired the car, rebuilt it into a racer, and sidestepped the racing ban by sponsoring the car personally. The rebuilt Stingray Special’s unique front fenders, with bumps to accommodate the wheels, became a prominent part of the 1963 production car.
The second inspiration was the Mako Shark concept car introduced in 1961. While fishing in Bahamas that year, Mitchell caught an actual mako shark which he mounted and displayed in his office. The shark’s streamlined body and angular snout, combined with elements from the Stingray race car, produced a show car that turned heads wherever it was displayed.
Fifty years later, some believe that the mid-1960s Sting Rays are still the Corvette’s styling peak. Clearly, the 2014 model had much to live up to if it was to carry the Stingray name. The honors from Automobile Magazine suggest that the latest Corvette is worthy indeed.
UPDATE 01/13/14: The 2014 Corvette Stingray just took top honors as "North American Car of the Year" at the North American International Auto Show. It's further proof that the car has earned its legendary name!
Matt Anderson is Curator of Transportation at The Henry Ford
* Stingray nomenclature is a confusing business. Bill Mitchell’s 1959 race car was “Stringray” – one word. The 1963-1967 production cars were “Sting Ray” – two words. The 1968-1976 and 2014 cars reverted to “Stingray.” For what it’s worth, the fish itself is “stingray.”
20th century, 1960s, 1950s, 21st century, 2010s, race cars, nature, design, Chevrolet, cars, by Matt Anderson
Today when we think of gothic, we picture people dressed in dark clothing sporting dyed jet-black hair and best-selling vampire-themed novels like the Twilight series. America has had an on-and-off love affair with this offbeat, alternate style for the past two hundred years. Yet, what began as deliciously gloomy in 18th-century England took hold in Victorian America as romantic and picturesque.
Gothic as Mystery and Delicious Gloom
The idea of the gothic began with 18th-century Englishman Horace Walpole, who created the concept of the romantic-gothic in his fantasy castle, Strawberry Hill, located just outside of London. Walpole’s medievally-inspired “little gothic castle” included battlements, pinnacles, a round tower, fan vaulted ceilings, and pointed gothic arches. Like today’s Goths, Walpole saw mystery in the “dark.” In designing Strawberry Hill, Walpole looked to create an otherworldly—and rather theatrical—environment through the use of mysterious shadows of dark and light. Word spread as others learned of Walpole’s unique creation and gothic elements began to find their way into stylish design—not quite medieval, but not of its time, either.
Gothic as Romantic and Picturesque
By the mid 19th century, a popular trend that came to be known as Gothic Revival emerged from Walpole’s vision. For Walpole, the gothic was a personal fantasy world. For those who embraced it decades later, it was an emotionally–infused alternative to the rational Classical design so in vogue in the early decades of the 19th century. The Classical taste was about symmetry and order. The Gothic taste was about emotion, whimsy, and the spiritual. Many Americans thought the Gothic style pretty and charming—so picturesque—and by the mid-19th century, popular American taste was all about the “picturesque.”
What constituted the Gothic Revival? The kinds of decorative elements one would find on a medieval cathedral like tall spires, pointed arches and trefoils (a stylized three-part leaf design). Where did these design elements appear? On newly-built churches, houses, stoves, furniture, glassware, silver—and even industrial machinery.
This elegant sofa is covered with quatrefoil carvings (a stylized four-part leaf design) derived from medieval stained glass windows. This massive, imposing piece was intended to make a fashion statement in a Victorian parlor.
These tall cast iron andirons—with their double “stack” of church spires—are the very definition of the Gothic Revival. They appear to be lifted from a medieval cathedral—although nothing like them ever existed in the Middle Ages.
This jewelry box—made of mold-pressed, shimmering, “lacy” glass— features rows of cathedral-inspired, stained glass windows. It was made in the 1830s by the Boston and Sandwich Glass Company in Sandwich, Massachusetts.
New York City furniture maker Joseph Meeks added pointed arches and trefoils (three-part) cutouts to form the back of this simple, yet elegant, side chair in the Gothic style. Made between 1835 and 1860, this chair is perfect for a picturesque cottage.
This mass-produced “cottage” clock, made by Brewster & Ingraham of Bristol, Conn., between 1844 and 1852, merely hints at the Gothic style with its pointed top and simple spires. Thousands of clocks like this one found a place in American homes during the mid-19th century.
Even simple washstands could be adorned with gothic arches. This 1840-1860 washstand was purchased by Mary Todd Lincoln for her Springfield, Illinois home.
Charles Sable is Curator of Decorative Arts at The Henry Ford.
19th century, 18th century, home life, furnishings, design, by Charles Sable
Originally published in the January-May 2013 edition of The Henry Ford Magazine.
Ever have an idea that just got away from you? Things started out with the best intentions in mind, and then before you knew it, a perfect storm carried your idea away, along with all of those good intentions? That's the story behind the office cubicle we all love to hate and its underappreciated designer, Robert Propst.
Before it was known as the cubicle, it was called the Action Office System. Propst invented the concept in the 1960s after intense study of how "the world of work" operates. The Action Office debuted under the Herman Miller name in 1968 and literally transformed the nation's idea of the workplace.
"The name was intentional," said Marc Greuther, our chief curator here at The Henry Ford (we have an archived collection of Propst's work). "Propst believed in fluidity and movement. He had an active mind and wanted to create a space that wouldn't pen you in."
The Action Office System contained movable walls, shelves, stand-up desks and other modular components, like the Communication Center from our collections, pictured above.
"The idea was that everyone had a unique way of working," noted Greuther, "so Propst created an area that was highly customizable, allowing workers to transform their space in a way that best suited them."
Things started to go awry when the government began offering tax incentives to businesses for office expenses. Since the Action Office System's square cubicle could create the most workspaces in a single area - equating to the biggest tax break - it quickly became the Action Office option that sold best. And Propst became the unintentional father of the office-cube farm we know today.
"Propst attacked the things that attacked him," Greuther added. "He liked solving problems and had his hands in many areas, from toys and playground equipment to hotel carts." Propst, in fact, had more than 120 patented inventions to his name when he died in 2000.
"He is a truly underappreciated and under-recognized designer of our time."
To see more from the collections of The Henry Ford, take a look at other Robert Propst-related items in our Digital Collections.
This post was adapted from an article in the January-May 2013 issue of The Henry Ford Magazine. You can read more from The Henry Ford Magazine here.
Herman Miller, The Henry Ford Magazine, Robert Propst, furnishings, design
Some of you may have heard of or even visited the Ford Rotunda when it was here in Dearborn. But you may not know its true history.
It began when Henry Ford wanted his company to be featured in a show-stopping building at the 1934 Chicago Century of Progress Exposition. So he turned to his favorite architect, Albert Kahn—designer of the Highland Park Plant, the Rouge Plant, and the Dearborn Inn. Kahn was noted for his functional yet elegant architectural designs in Detroit and on the University of Michigan campus in Ann Arbor. He characteristically did not hone to one particular architecture style, but chose a style that best suited each building’s function.
For the Ford Exposition building in Chicago, Kahn broke completely from architectural styles and chose to symbolize Ford’s industrial might through an imposing cylindrical building whose outer walls simulated a graduated cluster of internally-meshed gears. The building was immense, rising 12 stories. Nine thousand floodlights, hidden around the circular exterior, bathed the building in a rainbow of colors. A torchlight effect emanated from the center of the building, sending a beam of light into the sky that, on a clear night, could be seen for 20 miles.
Noted industrial designer Walter Dorwin Teague designed the interior of the Ford Exposition building—both within the gear-shaped cylindrical building and in the two wings that projected from each side. Teague’s streamlined designs brought drama and coherence to the building’s space and exhibits.
The Ford building became the attraction of the 1934 Century of Progress Exposition, revitalizing flagging attendance during the second year of the fair.
Chicago’s Century of Progress Exposition closed its doors at the end of 1934. But Ford Motor Company decided to bring the central gear-shaped structure back to Dearborn. There it lived out its second life as the Ford Rotunda.
Where to locate the new Rotunda building? There was actually some thought of reconstructing it in Greenfield Village, but it found a comfortable home across from the Ford Administration Building. There, it served as the reception center for Ford’s highly visited Rouge Plant.
Albert Kahn supervised the reconstruction, suggesting that the original sheet rock walls—intended for temporary use—be replaced by stronger and supposedly fire-resistant limestone. Noted landscape architect Jens Jensen—another of Henry Ford’s favorites—supervised the landscaping around the building.
On the Rotunda’s opening day, May 14, 1936, 27,000 people visited the exhibits there. It would remain one of the top industrial attractions in the country for the next quarter century.
The Ford Rotunda began its third life in 1952, when Ford Motor Company executives decided that the now-outdated building and its exhibits needed a complete renovation.
A significant addition was the new roof designed by Buckminster Fuller. The inner court, now put to more extensive and varied uses, needed a roof. But the building, originally designed to be open-air, would not support the weight of a conventional roof. Fuller’s geodesic dome design seemed to perfectly solve the problem, promising to be both durable and extra-lightweight.
On June 16, 1953, the Ford Rotunda re-opened to the public. Between 1953 and 1962, it became one of the Midwest’s principal tourist attractions, annually drawing more than one-and-a-half million visitors. Ford took advantage of the Rotunda’s popularity to call attention to new car models. But its biggest draw was the annual “Christmas Fantasy.”
Sadly, the Ford Rotunda burned down on November 9, 1962, while the building was being prepped for the annual Christmas show. A waterproof sealer that was to be sprayed on the geodesic dome panels caught on fire. The company decided not to rebuild. Today, only Rotunda Drive in Dearborn serves as a reminder of this once-iconic and unique building.
Donna R. Braden, Curator of Public Life, learned all about the Ford Rotunda when she put together the “Ford at the Fair” cases outside the “Designing Tomorrow” exhibition in Henry Ford Museum.
design, Michigan, Ford Motor Company, world's fairs, by Donna R. Braden, Henry Ford, Dearborn
On the Road: Susana Allen Hunter Quilts Head to Grand Rapids
Since joining The Henry Ford in 2010, I had been hearing about the wonderful collection of quilts made by Susana Allen Hunter. I had seen photos of the exhibition that The Henry Ford mounted in 2008 and had glimpsed the quilts in storage. But, I was not quite prepared for the true beauty and historical value of the collection until I got to see the quilts displayed.
The Henry Ford recently loaned part of its collection to the Grand Rapids Art Museum (GRAM) for its exhibition, “The Improvisational Quilts of Susana Allen Hunter.” On May 9, I attended the opening with Marc Greuther, chief curator, and Jeanine Head Miller, curator of domestic life. Was I ever impressed! These quilts are a stunning representation of artistry and the daily life of an African American woman living in the difficult conditions of rural Alabama as late as the 1970s.
In collaboration with the GRAM, we loaned 22 quilts from the collection, along with personal objects that belonged to Susana. Our textile conservator, Fran Faile, worked with GRAM staff to ensure that these significant pieces were handled and installed according to museum standards.
Jeanie Miller had secured the initial collection and then painstakingly researched its rich history. She worked with GRAM curatorial and education staff and shared not only her knowledge, but her passion for this extraordinary collection. She understood its value, and the way it captures rich stories of a distinctive time and place. Such stories are elusive and very difficult to collect and preserve. In this collection, The Henry Ford holds a remarkable piece of African American and women’s history.
During the process of acquiring the collection, Jeanie had developed a strong relationship with Tommie Hunter, grandson of Susana, who had lived with her as a young boy and with whom Susana lived in her later years. After Jeanie’s masterful presentation at the GRAM exhibition opening on the quilts and the related materials she has collected, she conducted a question and answer session with Tommie, his wife, Susie, and the audience. What a delight.The personal nature of the memories and tales of Susana Hunter’s quilting had the audience’s rapt attention.
The opening was great fun - food, wine, and people to share the excitement of the evening. But the sense of pride I felt to be associated with an institution that had the foresight to acquire and preserve such a remarkable piece of American history will stay with me always.
20th century, women's history, quilts, Michigan, making, events, design, by Marilyn Zoidis, Alabama, African American history, #Behind The Scenes @ The Henry Ford
Walk into Greenfield Village and 300 years of American history is in motion. Model Ts chug along the streets, the smells of open-hearth cooking and canning fill the air at working century-old farmhouses, Thomas Edison’s Menlo Park Laboratory and the Wright Brothers Cycle Shop are charged with activity and excitement. And all are waiting for you to step inside, make yourself welcome and experience longtime traditions.
In one quiet corner sits Cohen Millinery, moved to Greenfield Village from its original location in Detroit, Michigan’s Corktown, where it was operated in the 1890s by Mrs. “D.” Elizabeth Cohen. The young widow lived upstairs and supported her four children by selling “fancy goods, dry goods and gents’ furnishings” on the first floor. Cohen became best known, however, for her fabulous hats, which she bought wholesale and trimmed with a wide assortment of silk flowers, colorful ribbons, feathers and even whole stuffed birds.
Thanks to celebrities such as Kate Middleton, the Duchess of Cambridge, more and more women are experimenting with hats again. But for ladies in the late 1800s, hats weren’t optional accessories worn for fun. A respectable woman never left home without one — the more frills, the better.
“The more you had on your hat, the wealthier you were thought to be,” said Greenfield Village historic presenter Anora Zeiler, one of seven milliners working at Cohen Millinery today.
Greenfield Village guests visiting the charming shop can browse a colorful array of authentic antique hats and other accessories, such as ornate hair combs and hatpins, delicate ladies’ gloves, and men’s suspenders and ties. They can also chat with the milliners — all dressed in period costume — as they layer a variety of adornments on felt or straw hats, always keeping with the style of the 1880s and 1890s.
“We sew on each piece separately and in the proper order, careful to hide the stitches,” Zeiler said.
Continue Reading1890s, 19th century, women's history, shopping, Michigan, making, hats, Greenfield Village buildings, Greenfield Village, fashion, entrepreneurship, Detroit, design, Cohen Millinery
