In my last blog post, I discussed how Sidney Houghton (1872–1950), a British interior designer and interior architect, met and befriended Henry Ford during World War I and, following the war, became part of the Fords’ inner circle.

The Benson Ford Research Center at The Henry Ford holds significant correspondence, designs, and records relating to commissions between Houghton and Henry and Clara Ford. Probably the single document that details the variety of Ford commissions associated with Houghton is a brochure, more of a portfolio of projects, published by Houghton in the early 1930s, to promote his design firm.


Cover of Houghton brochure. / THF121214

From Houghton’s reference images, we can document many commissions that no longer survive, as well as provide background for some that are still do. This post centers on two projects, the Fair Lane rail car and Henry and Edsel Ford’s offices in the Ford Engineering Laboratory, which still exist. Fortunately, aspects of both still exist in The Henry Ford’s collection!

The Fair Lane Rail Car

The Fair Lane rail car. / THF80274


Edsel and Eleanor Ford, Henry and Clara Ford, and Mina and Thomas Edison pose on the car’s rear platform about 1923. / THF97966


Images of the Fair Lane rail car from Houghton brochure. / THF121225a

The Fair Lane rail car was built by the Pullman Rail Car Company in Pullman, Illinois, and delivered to Henry and Clara Ford in Dearborn, Michigan, in summer 1921. A detailed history and background on the rail car by Matt Anderson, The Henry Ford’s Curator of Transportation, can be found here.

Sidney Houghton was responsible for creating the interiors and furnishings for the car. Many sources state that he worked with Clara Ford on the designs. What is likely is that Clara Ford approved or disapproved of Houghton’s design work. This is especially evident in the public rooms of the rail car—what Houghton called the “dining saloon” and the “observation parlour.”


Dining saloon in 1921. / THF148009


The same view in 2021. / THF186285


Glassware storage. / THF186283

The dining room walls are paneled in dark walnut, with veneered elements of mahogany. The effect suggests a richly appointed room from which to view the passing scenery. The styles that Houghton employed, and Clara Ford approved, derived from a combination of eighteenth-century English classical styles, including the caned and oval-backed side chairs and the elegantly carved three-quarter relief columns around the walls. China and glassware were stored in built-in units fitted with slots or pegs to keep the objects from shifting during travel.


The observation saloon in 1921. / THF148015


The observation saloon in 1921. / THF148012


The observation saloon in 2021. / THF186264


Detail of the observation saloon. / THF186263

What Houghton called the “observation saloon” was where passengers would spend their days while traveling. It was fitted out with sets of upholstered armchairs below the windows and a slant front desk and bookcase against the inner wall. This was an extremely useful piece of furniture; while at the desk, you could read or write correspondence, and when done, store your letters in one of the many drawers in the desk. The upper case allowed plenty of room to store books and other reading materials. Dials above the door to the observation platform displayed the miles per hour, the time, and the outdoor temperature.

As you can see in the recent photographs, over time the painted woodwork in this room was stripped and refinished. Also, the wonderful slant front desk and original light fixtures have not survived. Fortunately, after the Fords sold the rail car in 1942, a subsequent owner lovingly restored the interior, including reproducing much of the furniture, before donating it to The Henry Ford.

The Ford Engineering Laboratory Offices

In the early 1920s, Henry Ford commissioned his favorite architect, Albert Kahn, to design what Ford called his Engineering Laboratory in Dearborn. Completed in 1923, this building came to be the heart of the Ford Motor Company enterprise. Both Henry and his son, Edsel, had offices in the building, and Henry commissioned Sidney Houghton to design identical furniture and woodwork for each. Both offices survive, as does most of the furniture, which is now in the collections of The Henry Ford. Of all of Houghton’s projects for the Fords, it is the best preserved.


Henry Ford’s office in 1923. / THF237704


Henry Ford’s office in 1923. / THF237702


Edsel Ford’s office (top) and Henry Ford’s office (bottom) from Houghton brochure. / THF121221a

In looking at the offices, one thing comes to mind: they were designed to impress. Like the rail car, they are paneled in rich walnut, with matching walnut furniture. Both have large conference tables; Henry’s is round, while Edsel’s is rectangular.


Conference table used in Edsel Ford’s office. / THF158754

The chairs and tables all feature heavy, turned, and curved legs, known as cabriole legs. They are also inlaid with woods with their grains carefully arranged to their fullest and most luxurious effect.


Desk chair. / THF158365


Armchair. / THF158349


Easy chair. / THF158367


Sofa. / THF158750

The style of this furniture is English Jacobean, deriving from forms used in the seventeenth century. The intent with this furniture was to show off wealth and good taste—as befit a person of Henry Ford’s status.


Console table. / THF158371

This console table, seen in the photograph behind Henry Ford’s desk, is inlaid with matched veneers along the drawer front and handles in the shapes of shells. The elaborately turned legs, which look like upside down trumpets, are characteristic of the Jacobean style in England. Combined with the cabriole legs on the chairs, Houghton has mixed and matched English furniture styles here in what decorative arts historians call an eclectic fashion.


Tall Case Clock, works by Waltham Clock Company. / THF158743

If the rest of the office furniture was meant to impress, the tall case clock takes it over the top. Henry Ford was known for his love of clocks and watches. This piece was undoubtedly something that he was proud to possess and show off to guests in his office.

We know from documents that Henry Ford rarely used his office. He preferred to be out in the field visiting with employees or, in later years, in Greenfield Village. Consequently, the furniture shows little signs of wear. Further, there are few photographs of Henry Ford in his office, other than those taken in 1923 when it was newly installed.


Henry Ford’s office in 1949. / THF149868

Taken two years after Henry Ford’s death in 1947, this image shows how he used the office.


Henry Ford by Edward Pennoyer, 1931. / THF174088

On the wall behind the desk is a painting by artist Edward Pennoyer, used as an illustration for a 1931 advertisement. Henry Ford undoubtedly liked the image of himself with the Quadricycle, his first automobile, and hung it behind his desk.


Photograph of Henry Ford with Lord Halifax, to Henry Ford’s right, surrounded by unknown figures, November 1941. / THF240734


Henry Ford with Lord Halifax, November 1941. / THF241506


Henry Ford with Lord Halifax, November 1941. / THF241508

Only three photographs survive of Henry Ford in his office. All date to November 1941, when the British Foreign Secretary, Lord Halifax, visited Henry Ford and toured the Rouge Factory. Guests to the Engineering Laboratory were almost always photographed outside the building or in the adjacent Henry Ford Museum or Greenfield Village.

The third photograph above shows another work of art in the office. The landscape shows Henry Ford’s Wayside Inn, in South Sudbury, Massachusetts, purchased in 1923. This, of course, was a place near and dear to Henry Ford, and helped him to realize his goal of creating Greenfield Village.

As we can see, Sidney Houghton was close to Henry and Clara Ford, designing Henry’s office and the Fair Lane rail car intimate environment, used on a very regular basis. In the next blog post, I will look at the most intimate of the Fords’ interiors—their Fair Lane Estate, onto which Houghton put his own influence during the first half of the 1920s.


Charles Sable is Curator of Decorative Arts at The Henry Ford. Thanks to Sophia Kloc, Office Administrator for Historical Resources at The Henry Ford, for editorial preparation assistance with this post.

Additional Readings:

• The Webster Dining Room Reimagined: An Informal Family Dinner
  Fully Furnished
  
• Designs for Aging: New Takes on Old Forms
  
• The Enigmatic Sidney Houghton, Designer to Henry and Clara Ford

decorative arts, Sidney Houghton, railroads, Michigan, Henry Ford, furnishings, Ford Motor Company, Fair Lane railcar, Edsel Ford, design, Dearborn, by Charles Sable

Our new limited-engagement exhibit, Collecting Mobility: New Objects, New Stories, opening to the public October 23, 2021, takes you behind the scenes at The Henry Ford to show you how we continue to grow our vast collection of more than 26 million artifacts. One key question the exhibit asks is why we collect the items we collect. To get more insight on the artifacts on exhibit and future trends that may impact our collecting, we reached out to several of our partners. In this post from that series, our friends at the Michigan Department of Transportation (MDOT) and the Michigan Economic Development Corporation (MEDC) tackle questions about the infrastructure of mobility.

Our cars are increasingly "connected," whether for navigation, communication, or entertainment. What challenges does this pose for our current infrastructure, and what improvements are most urgently needed to keep pace with technology?

MDOT:

First, the balance between data-sharing and privacy. The Michigan Department of Transportation leads all our efforts with safety first. Our agency looks to find opportunities to solve modern traffic challenges as cars become increasingly connected with technology that meets the need for navigation, communication, and/or entertainment.

Due to today’s connectivity, MDOT has the means to share data and asset information relevant to roadway users—for example, wrong-way driving alerts and information directly connected to infrastructure, vehicles, and other devices. But as more consumers purchase connected vehicles, there are increased opportunities for exploitation by hackers using cellular networks and/or wi-fi. Therefore, software vulnerabilities, privacy, and other cybersecurity concerns must be addressed as quickly as the technology progresses.


Early standalone consumer GPS units, like this 1998 Garmin “Personal Navigator” system, had limited or no integration with the rest of a car. As vehicles become increasingly connected, potential safety and security concerns increase too. / THF150113

Second, leaving room for solutions, opportunities, and collaboration. It is imperative to remain technology-agnostic and interoperability is critical. Today’s vehicles meet many needs and should be able to work with many devices and operating systems.

A recent decision by the Federal Communications Commission (FCC) to reallocate a portion of the radio spectrum from public safety to commercial use has been the most significant impact to date. This introduces the potential of not having enough spectrum to operate the technology to improve safety and mobility. Continued collaboration with other governmental agencies, private companies, and academia leads to a safer, better user experience for motorists.


Challenges in allocating limited radio spectrum frequencies aren’t new. In 1977, at the height of the CB radio craze, the FCC yielded to popular demand by expanding the number of citizens band channels from 23 to 40. / THF106547

MEDC:

The increase in connectivity between vehicles challenges our current infrastructure because infrastructure upgrades are not able to happen as quickly as the vehicle technology is advancing. First, we need to make sure our current infrastructure is maintained and suitable for the vehicles we do have on the roads. The next improvements would be continuing to implement vehicle-to-everything (V2X) technology on our roadways, and to explore connected infrastructure projects, such as a public-private partnership to establish and manage a connected roadway corridor.

Navigation apps like Waze leverage user data and intelligent transportation systems (ITS) to provide real-time updates, helping drivers avoid construction and other traffic congestion. Does MDOT have its own advanced technologies and services to enhance these platforms and keep Michigan drivers safe and on the move?

MDOT:

MDOT utilizes a variety of methods to reach out to our citizens to provide traveler information. Drivers can access our Mi-Drive link for detailed information regarding construction projects, etc. Our traffic operations centers post information for incidents and rerouting on our dynamic message signs located on our freeway system.


This 2018 Waze beacon, on display in Collecting Mobility through January 22, 2022, eliminated dead spots in GPS navigation by placing battery-powered beacons in tunnels where GPS satellite signals couldn't reach. / THF188371

As vehicles and roadways transition to the future state of connectivity, there will continue to be many vehicles on the road that are not equipped with these technologies. How will the new systems accommodate older or non-connected vehicles?

MDOT:

MDOT works with industry partners on that transition, and as new technologies are implemented, we are always considering the users and amount of saturation for vehicles to take advantage of them. For example, MDOT provides information on our dynamic message boards, and we can also provide that information into connected vehicles. It would be difficult to remove those dynamic message signs currently, as the number of connected vehicles on the road today is not high enough. The technologies will become more prevalent as drivers get new vehicles and aftermarket technologies are implemented on older vehicles. Systems already exist on vehicles coming off the assembly line that are improving safety, such as blind spot and forward collision warnings, and adaptive cruise control.


The coming transitional period, in which connected cars share roads with non-connected vehicles, will mirror the mobility transition of the early 20^th century, when horse-drawn vehicles coexisted with automobiles. / THF200129

MEDC:

It’s important to note that connected roadways will not cancel out the use of non-connected vehicles—there will be a transitional period where a lot of non-connected vehicles will use aftermarket Internet of Things (IoT) solutions that allow them to take advantage of the connected roadways. The non-connected vehicles may not be able to take advantage of all the benefits of the connected roadways, like communication and navigation, but there will be solutions to upgrade their vehicles to accommodate them.

We've long depended on gasoline taxes to finance road construction and maintenance. But as the percentage of electric vehicles (EVs) grows, gas tax revenues decrease. Should we be looking at new funding methods? What alternatives should we consider?

MDOT:

This will be an important public policy discussion going forward. In Michigan, road funding legislation signed by then-Governor Rick Snyder in 2015 included increased registration fees for EVs. Roads in Michigan are primarily funded through registration fees and fuel taxes. More creative mechanisms will be necessary to continue to maintain our roads and bridges. Legislation in Michigan tasked MDOT with conducting a statewide tolling study, which is ongoing. New public-private partnerships will be vital to creating and maintaining charging infrastructure. 


Gas taxes won’t pay for roads in an electric-vehicle world. This modern problem could be solved in part with an ancient solution: toll roads. Learn more about highway funding challenges in our “Funding the Interstate Highway System” expert set. / THF2033

States could look to local governments and other state agencies to encourage charging infrastructure inclusion in building codes and utility company build-out plans. There is also uncertainty at the moment around what federal programs might be created as a result of the draft infrastructure plan being debated by Congress.

MEDC:

Yes, absolutely. With more electric vehicles coming to market, there is an opportunity for more creative ways to finance roads while ensuring no more of a burden on electric vehicle drivers than on gasoline vehicle drivers. Some alternatives include a VMT (vehicle miles traveled)–based fee that electric vehicle owners could opt into. The fee would be based on a combination of the vehicle’s metrics and miles driven, to accurately reflect road usage and the gas taxes that gasoline vehicle owners pay. This is also a policy recommendation in the Michigan Council on Future Mobility and Electrification’s annual report, which will be published in October 2021.

In the 1950s, there were experiments with guidewire technology that enabled a car to steer itself by following a wire embedded in the pavement. Today we're experimenting with roads that can charge electric vehicles as they travel. Is it time to rethink the road itself—to connect it directly with our cars?

MDOT:

Thankfully, infrastructure continues to become “smarter” due to intelligent transportation systems, smart signals, and more—for example, the simplification of the driving environment for connected autonomous vehicles (CAVs). In 2020, MDOT established a policy to increase the width of lane lines on freeways from four to six inches to support increasing use of lane departure warning and lane keeping technologies.


Our roadways evolve with our technologies. This 1956 brochure promotes the proposed Interstate Highway System—which was then a brand-new idea, not yet implemented. / THF103981

Similarly, the roadway can be evolved to optimize travel in EVs. The development of a wireless dynamic charging roadway in Michigan is a step forward in addressing range anxiety and will accelerate better understanding of infrastructure needs moving forward. This inductive vehicle charging pilot will deploy an electrified roadway system that allows electric buses, shuttles, and vehicles to charge while driving. The pilot will help to accelerate the deployment of electric vehicle infrastructure in Michigan and will create new opportunities for businesses and high-tech jobs.


Some of Michigan’s “smart infrastructure.” / Infographic courtesy MDOT

MEDC:

It is time to rethink the road itself—as new advancements in mobility and electrification roll out for vehicles, it’s only natural to rethink the infrastructure these vehicles operate on. As computers got smaller and more compact over time, so did their chargers. It’s a similar thing with vehicles and their infrastructure. As vehicles get smarter and more connected, the infrastructure will have to follow suit.


Matt Anderson is Curator of Transportation at The Henry Ford, Michele Mueller is Sr. Project Manager - Connected and Automated Vehicles at Michigan Department of Transportation, and Kate Partington is Program Specialist - Office of Future Mobility and Electrification at Michigan Economic Development Corporation (MEDC). The Michigan Department of Transportation is responsible for Michigan's 9,669-mile state highway system, and also administers other state and federal transportation programs for aviation, intercity passenger services, rail freight, local public transit services, the Transportation Economic Development Fund, and others. The Michigan Office of Future Mobility and Electrification within the MEDC was created in February 2020 to bring focus and unity in purpose to state government’s efforts to foster electrification, with a vision to create a stronger state economy through safer, more equitable, and environmentally conscious transportation for all Michigan residents. See Collecting Mobility for yourself in Henry Ford Museum of American Innovation from October 23, 2021, through January 2, 2022.

autonomous technology, alternative fuel vehicles, Michigan, technology, roads and road trips, cars, by Kate Partington, by Michele Mueller, by Matt Anderson

The original “Sweepstakes,” on exhibit in Driven to Win: Racing in America in Henry Ford Museum of American Innovation.

Auto companies often justify their participation in auto racing by quoting the slogan, “Win on Sunday, sell on Monday.” When Henry Ford raced in “Sweepstakes,” it was a case of win on Sunday to start another company on Monday. On October 10, 2021, we commemorate the 120th anniversary of the race that changed Ford’s life—and ultimately changed the course of American automotive history.

In the summer of 1901, things were not going well for Henry. His first car company, the Detroit Automobile Company, had failed, and his financial backers had doubts about his talents as an engineer and as a businessman. Building a successful race car would reestablish his credibility.

Ford didn’t work alone. His principal designer was Oliver Barthel. Ed “Spider” Huff worked on the electrical system, Ed Verlinden and George Wettrick did the lathe work, and Charlie Mitchell shaped metal at the blacksmith forge. The car they produced was advanced for its day. The induction system was a rudimentary form of mechanical fuel injection, patented by Ford, while the spark plugs may have been the first anywhere to use porcelain insulators. Ford had the insulators made by a Detroit dentist.


1901 Ford "Sweepstakes" Race Car. / THF90168

The engine had only two cylinders, but they were huge: bore and stroke were seven inches each. That works out to a displacement of 538 cubic inches; horsepower was estimated at 26. Ford and Barthel claimed the car reached 72 miles per hour during its road tests. That doesn’t sound impressive today, but in 1901, the official world speed record for automobiles was 65.79 miles per hour.

Ford entered the car in a race that took place on October 10, 1901, at a horse racing track in Grosse Pointe, Michigan. The race was known as a sweepstakes, so “Sweepstakes” was the name that Ford and Barthel gave their car. Henry’s opponent in the race was Alexander Winton, who was already a successful auto manufacturer and the country’s best-known race driver. No one gave the inexperienced, unknown Ford a chance.

When the race began, Ford fell behind immediately, trailing by as much as 300 yards. But Henry improved his driving technique quickly, gradually cutting into Winton’s lead. Then Winton’s car developed mechanical trouble, and Ford swept past him on the main straightaway, as the crowd roared its approval.


Henry Ford behind the wheel of his first race car, the 1901 "Sweepstakes" racer, on West Grand Boulevard in Detroit, with Ed "Spider" Huff kneeling on the running board. / THF116246

Henry’s wife, Clara, described the scene in a letter to her brother: “The people went wild. One man threw his hat up and when it came down he stamped on it. Another man had to hit his wife on the head to keep her from going off the handle. She stood up in her seat ... screamed ‘I’d bet $50 on Ford if I had it.’”

Henry Ford’s victory had the desired effect. New investors backed Ford in his next venture, the Henry Ford Company. Yet he was not home free. He disagreed with his financiers, left the company in 1902, and finally formed his lasting enterprise, Ford Motor Company, in 1903.

Ford sold “Sweepstakes” in May of 1902, but eventually bought it back in the 1930s. He had a new body built to replace the original, which had been damaged in a fire, and he displayed the historic vehicle in Henry Ford Museum of American Innovation. Unfortunately, Ford did not keep good records of his restoration, and over time, museum staff came to believe that the car was not an original, but a replica. It was not until the approach of the 1901 race’s 100^th anniversary that the car was closely examined and its originality verified. Using “Sweepstakes” as a pattern, Ford Motor Company built two running replicas to commemorate the centennial of its racing program in 2001.

Ford gifted one of the replicas to us in 2008. That car is a regular feature at our annual Old Car Festival in September. Occasionally, it comes out for other special activities. We recently celebrated the 120^th anniversary of the 1901 race by taking the replica to the inaugural American Speed Festival at the M1 Concourse in Pontiac, Michigan. The car put on a great show, and it even won another victory when it was awarded the M1 Concourse Prize as a festival favorite.


The “Sweepstakes” replica caught the attention of Speed Sport TV pit reporter Hannah Lopa at the 2021 American Speed Festival. / Photo courtesy Matt Anderson

The original car, one of the world’s oldest surviving race cars, is proudly on display at the entrance to our exhibit Driven to Win: Racing in America presented by General Motors. You can read more about how we developed that display in this blog post.

Specifications

Frame: Ash wood, reinforced with steel plates Wheelbase: 96 inches Weight: 2,200 pounds Engine: 2-cylinder, horizontally opposed, water cooled Bore: 7 inches; Stroke: 7 inches; Displacement: 538 cubic inches (8.8 liters) Horsepower: 26 @ 900 rpm (estimated) Drivetrain: 2-speed planetary transmission, with reverse; chain drive to rear axle

 

Bob Casey is Former Curator of Transportation at The Henry Ford. This post was adapted from our former online series “Pic of the Month,” with additional content by Matt Anderson, Curator of Transportation at The Henry Ford.

Additional Readings:

• Driven to Win: Sports Car Performance Center
  
• Barney Oldfield: America’s Racer
  
• Fast Cars and Warm Quilts: Auto Racing’s "Quilt Lady"
  
• 2016 Ford GT Full-Size Clay Model, 2014

20th century, 1900s, 21st century, 2020s, racing, race cars, race car drivers, Michigan, making, Henry Ford Museum, Henry Ford, Driven to Win, design, cars, car shows, by Matt Anderson, by Bob Casey, #Behind The Scenes @ The Henry Ford

A 15th birthday is very special for many young women in Hispanic culture. Quinceañera, Spanish for “15 years,” marks her passage from girlhood to womanhood. Both a religious and a social event, quinceañera emphasizes the importance of family and community in the life of a young woman.


Invitation to Detroiter Maritza Garza’s quinceañera mass and reception, April 4, 1992. / THF91662

Historically, the quinceañera signified that a girl—having been taught skills like cooking, weaving, and childcare—was ready for marriage. The modern celebration is more likely to signal the beginning of formal dating. Today, the custom of quinceañera remains strongest in Mexico, where it likely originated. It is also celebrated not only in the United States, but also in Spanish-speaking countries in the Americas.


Maritza Garza in her formal quinceañera gown. She selected a dress in a traditional pastel color, pink, purchasing it at a local bridal shop in Detroit. / THF91665


Quinceañera tiara, 2011. / THF150077

An occasion shared with family and friends, the celebration is as elaborate as the family’s wishes and budget allow. The honoree wears a formal gown, along with a tiara or other hair ornament. The oldest tradition was a white dress, with other conventional choices being light pink, blue, or yellow. Now, quinceañera dresses come in many shades—from pastels to darker hues.


Maritza Garza’s quinceañera court of honor. / THF207367

A “court” of family and friends help her celebrate her special day—the young women wear dresses that match and the young men don tuxedos.


Maritza Garza during her quinceañera mass at Most Holy Redeemer Catholic Church in April 1992. Holy Redeemer is located in the heart of Detroit’s Mexicantown neighborhood. Here, masses have been offered in Spanish since 1960 for the Mexican American congregation. / THF91666

A quinceañera begins with a religious service at a Catholic church. Then comes a party with food and dancing. Dancing at the “quince” traditionally includes a choreographed waltz-type dance—one of the highlights of the evening. Toasts are often offered. Sometimes, the cutting of a fancy cake takes place. Symbolic ceremonies at this celebration may include swapping out the honoree’s flat shoes for high heels, slipped onto her feet by her father or parental figure.


Quinceañera celebrations may also include a ride in a lowrider. Arising from Mexican American culture, lowriders are customized family-size cars with street-scraping suspensions and ornamental paint. / THF104135

Some girls choose to celebrate their 15^th birthday in a less traditional way, perhaps with a trip abroad. Like other celebrations and rites of passage, quinceañera traditions continue to evolve.

Traditional or non-traditional, a quinceañera celebration makes a young woman feel special as she continues her journey to adulthood.


Jeanine Head Miller is Curator of Domestic Life at The Henry Ford. Many thanks to Sophia Kloc, Office Administrator for Historical Resources at The Henry Ford, for editorial preparation assistance with this post.

Michigan, Detroit, home life, childhood, women's history, Hispanic and Latino history, by Jeanine Head Miller

Fans of The Henry Ford know that we are a big, (wonderfully) complicated, messy (in a good way) place—we are definitely not just a car museum. Our collections are so broad that they can sometimes confuse visitors. As just one example, take a look at the five most-viewed artifacts in our Digital Collections during the second quarter of 2021.


This GIF shows the most-viewed artifacts in our Digital Collections during Q2 2021: 1) 1896 Ford Quadricycle Runabout, First Car Built by Henry Ford; 2) Slave Collar, circa 1860; 3) Melting Pot Ceremony at Ford English School, July 4, 1917; 4) "Whites Only" Drinking Fountain, 1954; and 5) Letter from Clyde Barrow to Henry Ford Praising the Ford V-8 Car, 1934. / THF90758, THF13425, THF106481, THF13419, THF103458

Do you see any connections? Right off the bat, perhaps you see a connection between the Quadricycle (the first car built by Henry Ford) and the alleged Clyde Barrow letter about the Ford V-8—certainly both revolve around the larger-than-life figure of Henry Ford. Or maybe it seems obvious that the slave collar and the segregated drinking fountain both tell a story of the oppression of Black Americans over time.

But The Henry Ford’s collections contain many more artifacts than just these five, and there are many ways to find connections between them. When The Henry Ford’s curatorial, digital, experience, and web teams, as well as our experience design partners at Bluecadet, began working on Intersection of Innovation, a new multimedia experience in Henry Ford Museum of American Innovation, we set out to explore the various ways the artifacts in our collection work together as a disparate yet cohesive whole to tell a variety of stories.


You’ll find the Intersection of Innovation right under the Douglas DC-3 in the center of Henry Ford Museum of American Innovation. / Photo by Marvin Shaouni

One of the features you’ll see in the Intersection, probably the one that involved the most work, is a twelve-foot-long touch table. This table contains images and a little bit of information on nearly 32,000 artifacts from our collection, a number that will continue to grow. But it will never contain all of our digitized artifacts, and it is not meant to be the deep dive into individual artifacts or stories that our Digital Collections and online content are—instead, it’s designed to help quickly reveal connections between artifacts in a responsive, fun, and colorful interface. Those connections take two distinct forms, each with their own strengths and limitations.

First, we started with connections created by our curators. Curators are used to illuminating the many interweaving connections between seemingly different artifacts. We tried to go beyond very straightforward connections (for example, artifacts used by George Washington Carver, or artifacts created in New York) and find unexpected connections that might catch your attention. If you’ve ever watched one of our Connect3 videos, you might be familiar with this kind of connection.

For example, for the table, we used the concept of weaving to connect an oriole’s nest, a machine used to strand transatlantic cable, and a childhood artwork by Edsel Ford in which he wove a bear out of brown yarn. These connections are surprising, unexpected, and often subtle—something artificial intelligence might not (at least today) be able to achieve. But the limitation to human-created connections is the physical limitations of the human—our staff will never be able to create these types of complex connections for tens of thousands of artifacts.


Do these artifacts make you think of weaving? / THF164049, THF98041, THF234948

So we also added connections created by artificial intelligence. The computer that runs the table analyzes the artifact images in bulk and creates threads between them according to their color and shape—no human intervention required. The advantage of artificial intelligence connections is that computers can process much more information much more quickly than any human brain. There is no way that we could ever establish the mass of interconnections that the table’s computer does. Artificial intelligence can also pick up fine distinctions of color and shape that may be challenging for human eyes. However, the drawback of artificial intelligence is that, despite what science-fiction books and movies may tell us, computers do not function like the human brain (which is probably for the best).


Some of the early results of artificial intelligence analysis of shape (left) and color (right) gradients among our collections artifacts. We were excited to see that the computer analysis got better as it looked at more artifacts—the machine really did learn! / Image courtesy Bluecadet

Our conclusion, therefore, was that both humans and computers bring something to the table (pun intended). Artificial intelligence can help our visitors and staff see our collections in new ways—but humans also provide a unique sensibility that computers cannot, at least today.

The entire Intersection of Innovation, including the connections table, suffered from an incredibly unfortunate accident of timing—it was installed in the museum just before The Henry Ford closed for three months last year due to the worldwide COVID-19 pandemic. When we reopened, the table remained turned off until we were sure it could be operated safely. But today it is on—and it really is a lot of fun. Swiping your fingers along the table bring up seemingly infinite dynamic and colorful strings of artifacts for which you can explore both human- and artificial intelligence-created connections.


Try to resist the connections table—we dare you. / Media courtesy Bluecadet

If you haven’t yet had a chance to check out the table, we hope you’ll stop by and check it out, along with the rest of the Intersection. And if you are a tech geek (or just really interested), Bluecadet has a nice general overview of the table on their website, and an in-depth article about the process of tweaking and training the artificial intelligence on Medium.


Ellice Engdahl is Digital Collections and Content Manager at The Henry Ford.

Michigan, Dearborn, 21st century, 2020s, technology, Henry Ford Museum, digital collections, by Ellice Engdahl, #Behind The Scenes @ The Henry Ford

“Women at the Wheel,” like the duster-clad driver at the controls of this 1907 Cadillac Model K, were spotlighted at this year’s Old Car Festival.

After a longer-than-usual pause, Old Car Festival returned to Greenfield Village on September 11–12, 2021. Our celebration of early American motoring included more than 700 registered cars, trucks, motorcycles, and bicycles dating from the 1890s to 1932.

Each year we shine our spotlight on a particular make, model, or theme. For 2021, we celebrated “women at the wheel” in commemoration of the 101^st anniversary of the ratification of the 19^th Amendment, which gave American women the right to vote. The automobile played a significant part in the fight for women’s suffrage. Cars expanded the range and reach of suffragists, allowing them to spread their message to smaller villages and hamlets located away from railroads. The automobile also provided a prominent mobile platform on which to hang signs and banners, and a traveling stage from which to make speeches and calls to action.


Ford Motor Company advertisements promoted the Model T as a source of freedom for American women.

From the start, automakers appealed specifically to women with targeted advertisements and booklets. Makers of early electric cars made a special point of advertising to well-to-do female buyers. Unlike early gasoline cars, electrics were clean, quiet, and required no crank starting or gear shifting. But many women weren’t bothered in the least by the gasoline car’s disadvantages. Alice Huyler Ramsey drove a gas-powered Maxwell across the United States in 1909, becoming the first woman to make the coast-to-coast road trip.


This 1912 Baker Electric was used by five First Ladies of the United States. / THF67884

We celebrated women at the wheel with a very special 1912 Baker Electric Victoria. It was purchased for use at the White House by President William Howard Taft and driven by First Lady Helen Taft. When the Tafts left, the Baker stayed behind and was used by four subsequent First Ladies: Ellen Wilson, Edith Wilson, Florence Harding, and Grace Coolidge. The Baker was retired in 1928 and, shortly thereafter, made its way to The Henry Ford. Guests who made their way to The Lodge at Christie & Main saw the Baker on display alongside our 1922 Detroit Electric, and our replicas of Henry Ford’s 1896 Quadricycle and his 1901 “Sweepstakes” race car.


Dancing under the streetlights, to the music of the River Raisin Ragtime Review, capped off Saturday evening.

Show participants and guests enjoyed a variety of activities built around the three decades represented by Old Car Festival’s vehicles. From the 1900s, we had a group of aged Civil War veterans enjoying a Grand Army of the Republic picnic. From the 1910s, we had a Ragtime Street Fair with music and dancing up and down Washington Boulevard. We had a few American doughboys stationed near Cotswold Cottage as well, lest we forget the Great War and its impact on daily life and industrial production. We commemorated the Roaring ’20s with a community garden party near the Bandstand, and—in keeping with our theme—with a presentation by historian Joseph Boggs on the “New Woman,” who challenged traditional gender norms during that exciting decade.


Expert narrators commented on cars, like this rare 1907 Richmond Merry Widow built by Wayne Works, during Pass-in-Review.

Naturally, those who came for the cars weren’t disappointed. We had everything from Auburns to Willys-Knights parked on every patch of open grass in Greenfield Village. As usual, our team of expert historians was on hand to narrate Pass-in-Review parades that included everything from 19^th-century bicycles (brought by the always entertaining Michigan Wheelmen) to commercial trucks, wreckers and depot hacks. (If you weren’t able to see the Pass-in-Review in person, or would like to catch something again, you can watch the early vehicles, commercial vehicles, and bicycles parades on our Facebook page.) We finished off on Saturday evening with the gaslight tour. Anyone who’s experienced it will agree that watching those early autos parade through the village with their flickering gas and early electric lamps is a magical sight.


Old Car Festival attracts a variety of motive power, but steam cars like this 1909 White Model O are always a hit.

There’s just something special about Old Car Festival. Several participants have told me that the show is the highlight of the year for them—bigger than birthdays and holidays. I think we all found a little extra joy this time out, resuming a beloved tradition that’s been a part of Greenfield Village for 70 years. We’ll look forward to seeing all our friends again in 2022.


Matt Anderson is Curator of Transportation at The Henry Ford.

Michigan, Dearborn, 21st century, 2020s, women's history, voting, Old Car Festival, Greenfield Village, events, cars, car shows, by Matt Anderson

As students everywhere settle into a new school year, let’s take a look back at the Henry Ford Trade School, founded in 1916.


The first six boys and three instructors, 1916. / THF626066

The school was formed to give young men aged 12–19 an education in industrial arts and trades. Boys who were orphans, family breadwinners, or from low-income families from the Detroit area were eligible for training and split their time between classroom and shop.


Henry Ford Trade School students and teachers in classroom, October 31, 1919. / THF284497


Students working on machinery at the Rouge Plant, 1935. / THF626060

The school started at the Highland Park plant, expanded to the neighboring St. Francis Orphans Home, and then to the Rouge plant and Camp Legion.


Henry Ford Trade School building, August 1, 1923. / THF284499


Trade School students on campus at the Rouge Plant, 1937. / THF626062

While students were receiving their education, they were also being paid an hourly wage, as well as a savings balance that was available to them at graduation. Students started off repairing tools and equipment, and as they gained more experience, moved on to working on machinery.


Student repairing goggles, Rouge Plant, 1938. / THF626064


Trade School student at the Ford Motor Company Rouge Plant, August 3, 1942. / THF245372

Students also got four weeks of vacation and daily hot lunches.


Students at lunch in the Rouge B Building cafeteria, 1937. / THF626068

The students were trained in a wide range of courses, both shop and academic, using textbooks created by the trade school. Shop courses ranged from welding to foundry work, and academic classes from English to metallurgy.



Shop Theory, 1942: cover and page 149. / THF626070, THF626075

When Ford Motor Company participated in various World’s Fairs, top trade school students were selected to demonstrate their unique style of learning.


Henry Ford Trade School demonstration, California Pacific International Exposition, San Diego, 1935. / THF209775

Students also had time for sports and clubs, including baseball, football, and radio club.


Henry Ford Trade School baseball team and manager, August 1927. / THF284507


Henry Ford Trade School football team, 1923. / THF118176


Claude Harvard with other Radio Club members, Henry Ford Trade School, March 1930. / THF272856

The Henry Ford Trade School closed in 1952. In its 36 years of operation, the school graduated over 8,000 boys from Detroit and the surrounding area. Students graduating from the trade school were offered jobs at Ford but were free to accept jobs elsewhere; among the graduates who later worked for Ford was engineer Claude Harvard (shown above). Other students went on to work in a wide range of endeavors from the automotive industry to arts and design, and even medicine and dentistry.

You can view more artifacts related to Henry Ford Trade School in our Digital Collections, or go more in-depth on our AskUs page. While the reading room at the Benson Ford Research Center remains closed at present for research, if you have any questions, please feel free to email us.


Kathy Makas is Reference Archivist at The Henry Ford. This post is based on a September 2021 presentation of History Outside the Box as a story on The Henry Ford’s Instagram channel.

school, childhood, Michigan, 20th century, sports, making, History Outside the Box, Ford Rouge Factory Complex, education, by Kathy Makas, books, archives

Identification badge worn by Gerry Gomes while on assignment at Ground Zero in September 2001. / THF185942

This year marks the 20^th anniversary of events that have changed the course of American history: the terrorist attacks of September 11, 2001, commonly known as “9/11.” In their online FAQs, the 9/11 Memorial & Museum explains briefly what happened that day:

“9/11” is shorthand for four coordinated terrorist attacks carried out by al-Qaeda, an Islamist extremist group, that occurred on the morning of September 11, 2001.

Nineteen terrorists from al-Qaeda hijacked four commercial airplanes, deliberately crashing two of the planes into the upper floors of the North and South Towers of the World Trade Center complex and a third plane into the Pentagon in Arlington, Virginia. The Twin Towers ultimately collapsed because of the damage sustained from the impacts and the resulting fires. After learning about the other attacks, passengers on the fourth hijacked plane, Flight 93, fought back, and the plane was crashed into an empty field in western Pennsylvania about 20 minutes by air from Washington, D.C.

The attacks killed 2,977 people from 93 nations: 2,753 people were killed in New York; 184 people were killed at the Pentagon; and 40 people were killed on Flight 93.

The attacks shocked, saddened, scared, and angered Americans. In their aftermath, the United States instituted new air safety regulations; embarked on the longest-running war in our history, in Afghanistan (from which we just exited last month); and created a new federal department, the Department of Homeland Security. It’s safe to say that most Americans who were adults in 2001 remember where they were and what they were doing when they first learned of the attacks, and most Americans have felt their effects in some way.


The front page of the September 12, 2001, issue of the Detroit Free Press referred to the terrorist attacks of the previous day as “America’s Darkest Day.” / THF625308

One person this is particularly true of is Gerald “Gerry” Gomes, one of The Henry Ford’s dedicated volunteers. Gerry donated a number of the artifacts seen in this post, related to his work responding to 9/11.

Around 1990, Gerry became involved with the National Disaster Medical System (NDMS), which, NDMS explains, is “a federally coordinated health care system and partnership of the Departments of Health and Human Services, Homeland Security, Defense, and Veterans Affairs.” Its mission is “to supplement our nation’s public health and medical resources…. NDMS mobilizes resources through specialized teams that provide human and veterinary healthcare, mortuary assistance, patient movement coordination, and definitive care during times of need.” Those affiliated with NDMS have regular jobs and lives, but must be packed and ready to deploy at a moment’s notice when they are called up to duty. In more than 20 years of NDMS service, Gerry assisted with many disasters (such as devastating Florida hurricanes) and key events (such as presidential inaugurations and Olympics games) at both the state and federal levels.

Within NDMS, Gerry worked on a Disaster Medical Assistance Team, or DMAT. The DMATs are made up of doctors, nurses, EMTs, firemen, paramedics, and other staff who support them. Their role is to provide medical care during public health emergencies and “National Security Special Events,” which might include presidential inaugurations, visits by significant international dignitaries, or international conferences and important gatherings. When deployed, Gerry’s team could process up to 200 casualties per hour. His role on the team was in communications—keeping the team in contact with command. He was given the role as they needed someone who had field experience and could interact effectively with people at the scene of an emergency.


"National Disaster Medical System" patch worn by Gerry Gomes while on assignment at Ground Zero in September 2001. / THF185941

Gerry’s day-to-day job was in communications at Ford Motor Company. On September 11, 2001, his boss called and told him that planes had hit the Twin Towers of the World Trade Center, and that he thought Gerry would be activated by the NDMS. And indeed he was. It wasn’t long before Gerry was boarding an airplane at Detroit Metro airport, with military planes and helicopters flying overhead. Despite an order issued by the Federal Aviation Administration less than an hour after the first plane hit the World Trade Center that required all civilian flights then in the air to land and barred any further departures, Gerry’s flight departed under the auspices of the federal government, escorted by multiple other planes all the way to New York’s LaGuardia airport.

In the first of three missions there, Gerry’s DMAT team was deployed to the World Trade Center site, known as Ground Zero—or, to the responders who worked there after the towers collapsed, “The Pile.” Their initial mission objective was to serve as a casualty response team, triaging survivors, so they set up three field hospitals near the remains of the World Trade Center Marriott Hotel, between the Twin Towers. However, it quickly became clear that there were few survivors. The team then pivoted to providing medical care for the other responders “working The Pile.” Gerry said many of those they treated would have their shoes burned off, as the smoldering remains of the towers were still so hot.


After the September 11 attacks, many individuals, organizations, and corporations were eager to provide assistance in whatever way they could to responders at Ground Zero. Because many of the New York-New Jersey Port Authority’s vehicles were destroyed during 9/11, Ford Motor Company loaned them 15 pre-production prototypes—including this one—of the Ranger FX4, a heavy-duty, 4-wheel drive truck with special off-road equipment. / THF1368

The team’s first mission lasted two weeks. After that, they had a four-week mission recovering the remains of victims. Their third and final mission was to close down the site and make sure all the equipment was retrieved.

The work was mentally taxing. Every day, everyone who was working at The Pile had to undergo a psychological evaluation. Gerry’s team was also scheduled to work overnights—from midnight to noon—which added an additional strain. Gerry told the story of bonding with a firefighter as fellow “coffeehounds,” sharing a mutual love of coffee. Gerry later found out that firefighter had previously been stationed near Ground Zero, and that many of those he had been stationed with had been killed in the attack. The firefighter had not talked since that time—but he would talk to Gerry. He later told Gerry he had begun to realize it was not his fault he was not killed along with his colleagues that day.

When asked how he dealt with the constant emotional toll, Gerry responded, “You learn to close out the ambient. You’re there functioning in your job the best you can.” The team is not just one person, Gerry emphasized, but instead everyone working together. “That’s how we achieve more,” he added. His DMAT was made up of “A-type personalities, people at the top of their field with nothing to prove,” who worked together to get the job done despite the challenges. In fact, the team’s motto was “Semper Gumby,” indicating they were always flexible and would do what it takes.


As Gerry and so many others worked at Ground Zero, communities across the United States found ways to mourn and come together. These photographs are from the “Peace and Unity Candlelight Vigil” held in front of Henry Ford Museum on September 19, 2001. / Digital Collections

There was also worry from the families of the responders at The Pile—Gerry and his team felt very safe there, but Gerry noted that “families don’t know that.” Gerry’s son, in the U.S. Navy, would call, along with his commanding officer, to try to get information on what was going on—but Gerry was not allowed to speak about his work at the time. He could not even tell anyone where he was staying—but now can say that the team stayed at the Waldorf Astoria New York.

Though Gerry worked on a series of challenging and complicated projects for the NDMS over decades, he noted that the World Trade Center was “the most terrible time.” He also added that such work is “a thankless job and sometimes the people in the group thank you”—as Gerry’s team was honored by the Michigan Senate when they returned.


Gerry’s team at Ground Zero, pictured with the remains of the Marriott behind them. Gerry is wearing the yellow rain jacket—the “yellow canary,” as he put it. / THF625013

Gerry also received thanks from an unexpected source during his Ground Zero deployment. On a coffeebreak in the “Green Tarp Inn,” the tent where meals were provided for the responders at the site, he met a young woman who was volunteering to feed staff. She asked if she could sit with the group, told them she was Canadian, and asked them questions about their assignment. Each day, she would join them for coffee. Gerry added: “The only problem was I did not know that she was a singer/songwriter. The last day of my assignment, Alanis gave us a hug and thanked us for just sitting there and talking with her. She asked if she could sign our hats. When I got home, one of my daughters saw the signature of Alanis Morrisette on the hard hat and asked, ‘Did you meet her?’ I said, ‘Yes, we had coffee together every morning.’ Well, my daughter began to educate me on her.”



Two views of the hard hat that Gerry Gomes wore during his deployment at Ground Zero. Beyond Alanis Morrisette’s signature, you can see decals on the hat. “Semper Gumby” was the team’s motto, indicating their flexibility to do what it takes to get the job done. The American flag includes the phrase “United We Stand,” the motto of workers at Ground Zero. The “I Love New York” decal was “our way to support the people not at Ground Zero,” while police and firefighter stickers were a “thank you” from officers stationed at Ground Zero that Gerry’s team supported. / THF188516, THF188517

Gerry is now retired both from Ford Motor Company and from the NDMS, but we are lucky to have had him as a volunteer at The Henry Ford since 2018, helping out first at Edison Illuminating Company’s Station A in Greenfield Village and the model trains in Henry Ford Museum of American Innovation, and later with our major car shows, Motor Muster and Old Car Festival. We are grateful for his volunteer work for us—as well as for his work at Ground Zero, on behalf of all Americans, 20 years ago.

To see more artifacts related to 9/11, visit our Digital Collections—or dig even deeper with the stories and collection of New York’s 9/11 Memorial and Museum.


Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford. Many thanks to Gerry Gomes for sharing his fascinating story and answering many questions.

The Henry Ford staff, New York, Michigan, 21st century, 2000s, healthcare, Ford workers, communication, by Ellice Engdahl

THF90487

The 1943 Willys-Overland Jeep above, currently on exhibit in Driving America in Henry Ford Museum, represents the millions of vehicles, aircraft, and military items produced by American automakers during World War II. With many men fighting overseas, women joined the workforce in unprecedented numbers. Ford’s Willow Run plant, which produced B-24 bomber airplanes, showed just how important these women were to America’s war effort.


The character “Rosie the Riveter” is celebrated in this sheet music from 1942. / THF290068

More than 42,000 people worked at Willow Run. Approximately one-third were women. Riveting was an essential craft there—each B-24 had more than 300,000 rivets. The skilled women who accomplished this work at Willow Run and elsewhere inspired the symbolic character “Rosie the Riveter.” Women also served in clerical and support staff positions at the plant. Women and men earned the same pay for the same work.


Real-life Rosies rivet B-24 tail cones at Ford’s Willow Run Bomber Plant, June 1944 / THF272701

Willow Run produced 8,685 B-24 bombers. The plant captured the public’s imagination, with Rosie the Riveter appearing on government-sponsored posters and magazine ads, encouraging more women to join the war production effort. Rosies built plenty of Jeeps, too. Willys-Overland manufactured 380,000 of them, and women and men at Ford built another 279,000 Jeeps, identical to the Willys models, at six plants across the country.


Ford Motor Company humble-bragged about its wartime production, including Jeeps, tanks, B-24 bombers, and more, in this 1943 ad. / THF93700

Altogether, the women and men who worked in American automotive plants during World War II built 4 million engines, 2.8 million tanks and trucks, and 27,000 aircraft—fully one-fifth of the country’s military materials. Many women came to enjoy the independence and economic freedom provided by their jobs. But, when men returned at war’s end, the same government that called women to the factories now encouraged them to go back to working in the home, so men could reclaim factory jobs.

The women who labored in wartime factories were essential to America’s Arsenal of Democracy. They made Rosie the Riveter into an enduring feminist icon—and a powerful symbol of women’s contributions to the American economy.

This post was adapted from a stop on our forthcoming “Hidden Stories of Manufacturing” tour of Henry Ford Museum of American Innovation in the THF Connect app, written by Matt Anderson, Curator of Transportation at The Henry Ford. To learn more about or download the THF Connect app, click here.

Additional Readings:

• Driving America
  
• 1981 Checker Marathon Taxicab
  
• The Henry Ford’s Tollbooths and the Cost of Good Roads
  
• 1955 Chevrolet Bel Air Hardtop

Michigan, airplanes, Driving America, THF Connect app, by Matt Anderson, Ford workers, Ford Motor Company, women's history, World War II, Henry Ford Museum

Mose Nowland, with wife Marcia and daughter Suzanne, at The Henry Ford in June 2021.

The Henry Ford lost a dear friend and a treasured colleague on August 13, 2021, with the passing of Mose Nowland. When he joined our Conservation Department as a volunteer in 2012, Mose had just concluded a magnificent 57-year career with Ford Motor Company—most of it in the company’s racing program—and he was eager for something to keep himself occupied in retirement. We soon discovered that “retire” was just about the only thing that Mose didn’t know how to do.

To fans of Ford Performance, Mose was a legendary figure. He joined the Blue Oval in 1955 and, after a brief pause for military service, he spent most of the next six decades building racing engines. Mose led work on the double overhead cam V-8 that powered Jim Clark to his Indianapolis 500 win with the 1965 Lotus-Ford. Mose was on the team behind the big 427 V-8 that gave Ford its historic wins over Ferrari at Le Mans—first with the GT40 Mark II in 1966 and then again with the Mark IV in 1967. And Mose was there in the 1980s when Ford returned to NASCAR and earned checkered flags and championships with top drivers like Davey Allison and Bill Elliott.


Mose with one of his creations during Ford’s Total Performance heyday.

Following his retirement, Mose transitioned gracefully into the role of elder statesman, becoming one of the last remaining participants from Ford’s glory years in the “Total Performance” 1960s. Museums and private collectors sought him out with questions on engines and cars from that era, and he was always happy to share advice and insight. Mose’s expertise was exceeded only by his modesty. He never claimed any personal credit for Ford’s racing triumphs—he was just proud to have been part of a team that made motorsport history. Mose was able to see that history reach a wider audience with the success of the recent movie Ford v Ferrari.

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Michigan, Dearborn, The Henry Ford staff, 21st century, 20th century, racing, race cars, philanthropy, Old Car Festival, Model Ts, Mark IV, making, in memoriam, Henry Ford Museum, Greenfield Village, Ford workers, Ford Motor Company, engines, engineering, collections care, cars, by Matt Anderson, #Behind The Scenes @ The Henry Ford