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Activating The Henry Ford Archive of Innovation

On August 25, 2016, the National Park Service celebrated its 100th birthday, a celebration that encouraged us to seek connections within our collections. This blog post is the first part of four that will trace Edsel Ford’s relationship to the national parks.

The landscapes preserved by the national parks are a source of inspiration. Not only do they document the natural history of America, but they are also integral in telling the story of humanity on the continent. They remain powerful educational tools, allowing citizens to reflect on their collective history and where they want society to go in the future. Responsible for protecting these historical, cultural, and scenic landscapes, the National Park Service owes much of its existence to the forward-thinking industrialists who supported the early environmental movements in America.

The National Park Service's birth can largely be attributed to the efforts of millionaire industrialist Stephen Mather. Using his wealth and political connections, Mather secured the job of Assistant to the Secretary of the Interior and went to Washington. Once there, he worked to lobby, fundraise, and promote an agency that could manage America's national parks and monuments. Finding success, Mather became the first director of the newly-formed National Park Service in 1916. At times, he even funded the agency's administration and bought land out of his own pocket. Mather was not the only affluent American to donate his time and wealth to the National Park Service.

The Rockefellers and Mellons, two of America's wealthiest families in the early 20th century, also became champions of the national parks. Specifically during this time period, the biggest player in national park philanthropic efforts was John D. Rockefeller Jr., the only son of oil magnate John D. Rockefeller. Among his many other National Park Service donations, Rockefeller Jr. was noteworthy for purchasing the land or donating the money that helped create the national parks of Acadia, Great Smoky Mountains, and Shenandoah, including the expansion of Grand Teton and Yosemite National Parks. Rockefeller dominated this philanthropic scene and ultimately influenced the only son of another wealthy industrialist to join him in his cause.

Edsel Ford, born to Henry and Clara Ford in 1893, was not born into wealth, but the success of Ford Motor Company in the early years of the 20th century led his father to become one of the richest men in America. This set Edsel down a path to inherit the responsibility of that wealth, a position in which he would thrive. Remarking that wealth "must be put to work helping people to help themselves," Edsel understood the elite position he was in and acted with grace throughout his life. Often described as altruistic, sensible, reserved and most importantly modest, Edsel would go on to channel his family's money into countless philanthropies including medical research, scientific exploration, the creative arts and America's national parks.

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While this photograph was taken during the Fords' 1909 trip to Niagara Falls, they posed for the shot in a studio and were later edited into a photo of the falls. THF98007

At a young age, Edsel experienced some of the monuments and landscapes that make up our current national park system, creating memories that surely influenced him later in life. Family trips in 1907 and 1909 took Edsel to Niagara Falls, today a National Heritage Area in the park system. For the Alaska-Yukon-Pacific Exposition of 1909, Edsel accompanied his father by train to Denver and from there they took a scenic drive to Seattle where the exposition was being held. In 1914, he joined Thomas Edison, John Burroughs and his family as they spent time camping in the Florida Everglades. He also had the opportunity to visit the Grand Canyon at least four times in his life, with his first glimpse of the gorge occurring during a family trip to Southern California in 1906.

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Visiting the Grand Canyon in 1906, Edsel sits here with his mother, Clara Ford, and Clara's mother, Martha Bryant. The canyon can be faintly seen in the background. THF255176

Edsel recorded a subsequent trip to the canyon in his diary during January of 1911. He wrote that he spent time hiking, visiting the Hopi House to watch Native American dances, and photographing the canyon. Photography would become one of many artistic hobbies Edsel pursued over the course of his life. Undoubtedly the beautiful vistas of the Grand Canyon provided a spark of creativity for the burgeoning young artist. The national parks and monuments had inspired creative sparks previously, allowing Edsel to illustrate this picture of the Washington Monument in 1909. These forays into the arts helped Edsel later become the creative force that took Ford Motor Company beyond the Model T and successfully into the industry of automobile design.

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Edsel recorded his second Grand Canyon trip in his diary. Interestingly, Edsel also mentions he has heard of the deaths of Arch Hoxsey and John B. Moisant, two record-breaking pilots who died while performing separate air stunts on New Year's Eve of 1910. THF255172

Before Edsel made his dreams of car design a reality, Ford Motor Company had played a role in helping to improve accessibility to the landscapes of the national parks by making the automobile, specifically the Model T, affordable to the masses. In 1915, at age 21, Edsel took off in a Model T on a cross-country road trip with six of his friends. Departing from Detroit and heading to San Francisco, the trip allowed Edsel to again witness the scenic changes in the countryside as he traveled across the continent, something he had experienced on numerous family trips before. This time though, he was in charge of the places he explored. Making various stops during his expedition, Edsel visited the Rocky Mountains of Colorado, the desert of New Mexico and the Grand Canyon for a third time.

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Edsel Ford and friends hike down Bright Angel Trail while visiting the Grand Canyon during their 1915 cross-country road trip. THF243915

The Grand Canyon must have left quite the impression on Edsel because, in November of 1916, he brought his new wife Eleanor Clay there on the way to their honeymoon in Hawaii. He wrote his parents from the El Tovar Hotel saying "We are surely having a great time. Walking and breathing this great air." They had spent the previous day visiting Grandview Point, a spot that continues to provide park goers with breathtaking views of the canyon. Edsel's new wife Eleanor would play an important role in his future national park endeavors. She exposed him to the rugged shores and natural beauty of the Maine coast -- a place where Edsel would cross paths with John D. Rockefeller Jr., establishing a friendship that would last a lifetime.

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Operated by the Fred Harvey Company, which owned a chain of railroad restaurants and hotels, El Tovar Hotel was opened in 1905 through a partnership with the Santa Fe Railway. THF255180 

Ryan Jelso is Associate Curator, Digital Content, at The Henry Ford. 

travel, nature, philanthropy, by Ryan Jelso, Ford family, Edsel Ford, national parks

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We continue to work on our IMLS-grant funded project to conserve, catalog, photograph, rehouse, and digitize 900 artifacts from our electrical distribution equipment collection.  A number of the meters and other artifacts we’ve turned up during that project were created by the Fort Wayne Electric Works (also known as the Fort Wayne Electric Corporation), an Indiana company that manufactured electrical equipment and other items in the late 19th century.  To accompany the artifacts, we’ve just digitized photographs from our Fort Wayne Electric Works archival collection, which show various parts of the factory around 1894—including this shot of the testing and calibrating laboratory. 

Connect our Fort Wayne artifacts with our Fort Wayne photographs for yourself by visiting our Digital Collections.

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

digital collections

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If you’ve visited Henry Ford Museum, this bench might look familiar to you.  In fact, you might have sat on this bench or one of about two dozen exactly like it during your visit.  However, this one is now off-limits to sitting, as it has found a place in our collections.  The bench was commissioned in 1939 by Edsel Ford for use at what was then known as the Edison Institute, now The Henry Ford.  It was designed by Walter Dorwin Teague, a leader in early industrial design, at the height of his career.  We’ve just digitized the
bench—visit our Digital Collections to see other artifacts from our collections related to Walter Dorwin Teague, including correspondence and blueprints associated with the bench.


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

digital collections

THF231106Pete Henderson, #16 Duesenberg, Ora Haibe, #14 Sebring, John Aitken, #2 Peugeot, Sheepshead Bay, 1914. THF231106

If you’re a fan of the Disney musical Newsies, you may remember the character Racetrack singing about obtaining "a permanent box at the Sheepshead races" in the song King of New York. While Racetrack was referring to a horse racing track located in Sheepshead Bay, New York, that same facility was later converted to a board track for automobile racing. While board tracks around the country had a limited lifespan, they set the stage for the eventual creation of modern paved oval racetracks and the expansion of automobile racing across the United States.

THF111772Barney Oldfield riding the "Blue Streak" on the Salt Palace Board Track, Salt Lake City, Utah, circa 1900. THF111772

The earliest oval board tracks in the United States, commonly known as motordromes at the time, were constructed around 1910. With designs based on the velodromes used for bicycle racing in Europe, they utilized thousands of small, wooden boards in their construction. For the one mile long track at Playa del Rey, California, over 300 miles worth of boards were used to create the racing surface.  Many of the board tracks also included steep banked corners, adding to the excitement. The wooden surface was cheaper to install than a paved one at the time, although the upkeep did create additional costs over the years.  

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Board track racing on the track in Playa Del Rey, California. THF228751

Over the next 20 years, board tracks were constructed in cities around the country, including Chicago, Tacoma, Omaha, and Brooklyn. Smaller communities also had tracks: Valley Junction, Iowa; Hopwood, Pennsylvania; Sharonville, Ohio; and Salem, New Hampshire, to name a few.  They ranged in length from half a mile to 2 miles, with thousands of people attending races. The American Automobile Association (AAA), which had established its Contest Board in 1908, sanctioned championship level races on these tracks. From 1920 through 1931, 82 of the group's 123 championship events were staged on wooden raceways. Early motor racing stars, such as Joe Nikrent and Louis Disbrow, found success on the boards as well as paved tracks.

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Joe Nikrent and Louis Disbrow racing in Oakland, California. THF229073

There were some drawbacks to the board tracks though. Safety issues, including high rates of speed in corners, extreme G-forces on the drivers, flying splinters and debris, and the basic tire technology of the time, led to accidents and fatalities on the tracks. Spectators, especially those at motorcycle races, were vulnerable to out of control vehicles veering off the track. Track upkeep was extremely expensive, with the tracks needing to be resurfaced every five years or less. Stories remain of repairs being made to the tracks as cars raced overhead. Lack of competition with the increase overall speeds was another drawback; generally the fastest car at the start of the race crossed the finish line first.

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Dave Lewis's Race Car Stopped on the Board Track at Altoona Speedway, Tipton, Pennsylvania, in 1925. THF73131

Major races ceased to be held on boards after 1932, although a few tracks prolonged their lives by hosting midget racing competitions. In the end, the majority of the tracks were torn down, the land utilized for other purposes. Alas, this was the fate of the Sheepshead Bay Speedway. The track, built in 1915 on the site of the old horse racing facility, only operated until 1919. The land was sold four years later and redeveloped for residential purposes, with no trace of the facility remaining today. Relegated to memory, it is important to remember the integral role that this board track and others like it played in the expansion of automobile racing across the United States.  

Janice Unger is Processing Archivist , Archives & Library Services for the Benson Ford Research Center, at The Henry Ford.

cars, by Janice Unger, racing

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The Grand Army of the Republic (often known by its abbreviation, G.A.R.) was an organization of U.S. Civil War veterans who had served for the Union.  In existence from 1866 through 1956, it peaked in 1890 at over 400,000 members and 7,000 posts.  The G.A.R. scheduled meetings and other gatherings for members, provided charitable donations to the needy, supported the construction and maintenance of Civil War memorials and sites, and became a powerful political lobbying group.  In 1868, the group’s commander-in-chief initiated an observance known as Decoration Day, which we still commemorate today as Memorial Day.

We’ve just digitized over 30 G.A.R. badges, medals, and insignia from our collections, including
this badge from a 1908 encampment at Toledo, Ohio.  Browse all of the digitized G.A.R.-related artifacts by visiting our Digital Collections.

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

Grand Army of the Republic, by Ellice Engdahl, veterans, digital collections, Civil War

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The collections of The Henry Ford contain dozens of bandboxes, 19
th-century containers originally used to store neckbands (the source of their name), but frequently also used to hold hats or other clothing/accessories. These inexpensive containers were made of pasteboard or wood and then covered in paper—in many cases, as with this vibrant example, wallpaper.  Over 70 of these fragile objects can now be viewed in our Digital Collections—and check out the ones that have 360-degree views, showing interiors lined with newspapers of the time.

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

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“Opening the Door” is an unusual and large ( 6 feet tall and 4 feet wide) painting that recently received some much-needed conservation here at The Henry Ford. 

Painted in the 1840s by self-trained artist George W. Mark, it depicts a young girl holding a flower. She stands in an elaborately-painted open doorway. Behind the girl a bust and lamp are visible on the table in a very shadowy room. The intent is to present a life-size vision that fools the eye into thinking that we are looking into a real space. 

If you have the opportunity to take part in a VIP or Special Access tour of our Benson Ford Research Center storage, you will see this painting. It is greatly admired and it is positioned in a prominent location in the state-of-the-art storage facility here at The Henry Ford.

The painting needed conservation attention because it was not in stable condition after years of storage and many moves. Some of the damages were due to the challenges of handling – the painting is not framed, so corners got crushed when it was set down with too much force. And past attempts to hang it resulted in old patched holes near the top.

Take a look behind the scenes to see some of our work conserving "Opening the Door." This project was made possible by the generous support of The American Folk Art Society and Susan and Henry Fradkin.

thf-conservation-teamCurator of Decorative Arts Charles Sable, Conservator Celina Contreras de Berenfeld, and Senior Conservator Clara Deck examine the work in progress.

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This image shows the last old, yellowed varnish as it was removed from the paint surface.

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This is a microscopic image of the thick varnish, before and during removal. The cracks (which are actually quite small!) are expected in a painting of this age and type.

Many paintings suffer over time due to the natural aging that darkens the once-clear protective varnish coat. As the varnish darkens, it shifts colors that were originally intense and bright; they become murky and brownish. Varnish removal restores the painting’s original colors. It is not unusual for old varnishes to require renewal, and this was done as part of an extensive conservation treatment completed last year.

Old patches were also redone so that they are invisible from the front and the whole painting was lined with stable backing material to support its large size. The restoration of damaged areas of the paint was done by “in-painting” only the small areas of lost paint. Finally a new, reversible varnish was applied overall.

The final result is a stronger, stable painting that can survive for at least another 171 years in the care of The Henry Ford.

Continue Reading

art, paintings, collections care, by Clara Deck, conservation

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We are closing in on the end of our multi-year project to digitize photographs related to the buildings in Greenfield Village, and one of the most recent buildings we’ve tackled has been the William Holmes McGuffey Birthplace.  In the 1830s, McGuffey created a series of textbooks commonly known as McGuffey’s Readers, intended to teach reading and writing to various grade levels of schoolchildren.  Henry Ford used these readers as a child and considered them an important influence in his life, so he moved the Washington County, Pennsylvania birthplace of McGuffey to Greenfield Village in the early 1930s, dedicating it on September 23, 1934, the 134th anniversary of the author’s birth.  Among the several dozen images we’ve just digitized is this 1845 portrait of Harriet Spining McGuffey, who became William Holmes McGuffey’s wife in 1827. 

Visit our Digital Collections to view all of the newly digitized images, or browse through other McGuffey-related artifacts, including a number of McGuffey Readers.

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

imls-logoIf you’ve ever walked by the conservation labs at the back of Henry Ford museum, you’ve probably seen the conservators at work on a variety of objects, of a variety of sizes. With a grant from the Institute of Museum and Library Services, we are primarily working on “bench-top” objects – which can be picked up and moved by hand. There are, however, a handful of extra-large objects that we have planned to work on over the course of the grant, including (but not limited to!) historically significant motors, electrostatic producers, and transformers. These objects are important within the electrical scope of the grant, and they need work to be stabilized and preserved for the future. 

Note that “extra-large” for us is a lot different than extra-large for the rest of the museum – the Allegheny is magnitudes larger than anything we are working with, for example! The “extra-large” objects that we are working on range up to 2 tons in weight, and require specialized equipment such as forklifts to move. We draw the line at artifacts requiring specialist rigging or outside contractors. These sorts of objects do bring their own issues – moving them from one place to another is difficult and requires careful planning, they require a good deal of space in the lab, and the treatments can take a significant length of time. We’re moving at a quick pace with the work on this grant, so taking two to three weeks just working on one object isn’t a good solution for us.

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The first extra-large object we’ve grabbed, viewed top-down – a Sprague streetcar motor.

So how do we balance the amount of time it takes to treat very large objects with the need to keep up a pace in order to achieve completion goals? We’ve tackled this perennial problem in an interesting way. Since we don’t have an enormous number of extra-large objects to complete, we are allowing three months for the conservation of each. What this means practically is that we can bring the object into the lab, give it a space, and then as we have breaks between work on smaller objects, we can dedicate a few hours to it here and there. Breaking up the conservation work in this way has been very successful so far!

The first object that we’ve treated in this way is a Sprague streetcar motor. This is a really interesting and important object, believed to have been used in Richmond, Virginia on the first major electric street railway system, and dating to the end of the 19th century.

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Two of the coils on the motor before treatment.

In the image above are shown two of the coils on the motor before treatment – the textile covering was loose and dirty, and in some places the damage extended to the layer below the outer wrapping as well. The treatment for this object required not only cleaning, but repair to these areas of damage.

motor-after-treatment

Their ‘tails’ have been rewound and reattached, and the dust and dirt have been removed. The area around the coils has also been cleaned and the wire wrappings have been tidied. The engine overall is nearing completion, but does have some areas that still need cleaning. It’s been great to have it as a project we can come back to for small spurts of time, which is exactly what we were hoping for our extra-large object treatment plan. 

Louise Stewart Beck is IMLS Conservator at The Henry Ford.

#Behind The Scenes @ The Henry Ford, collections care, conservation, by Louise Stewart Beck, IMLS grant

Although medical history is not currently a focus of The Henry Ford’s collections, we do have numerous medical artifacts because they relate in some way to a different area of our collections, such as public life, transportation, buildings and architecture, or design. New Associate Curators of Digital Content, Katherine White and Ryan Jelso, combed through The Henry Ford’s collection looking for artifacts that were medically innovative, either as physical innovations or as representations of innovations in the medical profession. The objects they found were initially acquired for their relation to a different collections area, but they tie closely to the development of today's medical technologies and practices.

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A Civil War surgeon used this government-issued Field Operating Kit, initially acquired by The Henry Ford as a public history artifact, at the Battle of Chancellorsville in May of 1863. It contains all the tools needed to perform the most common Civil War medical procedure – amputation.

New Weapons Technology Leads to New Surgical Techniques
In 1849, French military officer Claude-Etienne Minié invented a hollow-based cylindrical bullet, which was more accurate over long distances than its predecessors and more quickly loaded into a rifle barrel due to its slightly smaller size. The minié bullet provided a significant advantage to those on the offensive; however, the bullet was immensely destructive to those on the defensive. Due to its hollow nature, the projectile became misshapen upon impact and its ragged edges caused significantly more internal damage than the solid bullets used previously.

Both the Union and Confederate Armies utilized the minié bullet extensively during the American Civil War. The damages wrought by this particular bullet surely contributed to the war’s astronomical death count, but also contributed to the advancement of amputation surgery. While amputation had been used throughout the ages, Civil War surgeons innovated numerous surgical advancements. Immediate amputation of an injured limb before infection spread to healthy tissue became standard and drastically decreased battlefield mortality rates.

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The Henry Ford's broad transportation collection covers the motorization of ambulances during World War I. Take a look at a few archival photographs that document the Model T's role in this important part of ambulance history, here.

The Motorization of Medical Care
The Industrial Revolution of the 18th and 19th centuries spurred technological innovations that would change how wars were conducted in the decades to come. By the beginning of World War I in the early 20th century, military units had become increasingly motorized, replacing the horses and wagons of past wars. Armies employed mechanized military vehicles like tanks, airplanes and submarines along with new forms of chemical warfare to inflict mass casualties during what became known as "The Great War." With a surge in casualties, quick transportation of the wounded away from the battlefronts to safer hospitals became a life-saving priority. To meet this need, volunteer services and individual armies experimented with and developed motor ambulance corps, eventually making them commonplace.

The torn up roads, heavily shelled areas, and muddy terrain of the war-torn European continent made lighter vehicles preferable. While other makes and models were present, lightweight Ford Model Ts made up a large percentage of the ambulances in service during World War I. The vehicles’ ability to traverse the war environment along with their easy maneuverability made them popular among ambulance drivers. Other advantages of Model T ambulances included their low cost, economical fuel usage, and ease of operation for the average solider or volunteer. The standardization of Model T parts also meant that maintenance for these ambulances could be performed readily, extending each vehicle's service life and allowing medical professionals to tend to the wounded quicker than ever before.

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As a part of the historic building collection in Greenfield Village at The Henry Ford, Doc Howard's office serves as an example of the 19th century origins from which modern American medicine would evolve.

A Snapshot of Mid-19th Century Medicine
Representative of a typical early rural doctor's office, this mid-19th century building is where Dr. Alonson Bingley Howard (1823-1883) practiced an eclectic combination of conventional, botanical, and homeopathic medicine. Born in New York, Howard moved to Tekonsha, Michigan, and began his career as a farmer, eventually deciding that he wanted to become a physician. He first attended Cleveland Medical College from 1850-1851, later entering the University of Michigan's School of Medicine, where he took classes from 1851-1852. Although medical school records list him as a non-graduate, Howard moved back to Tekonsha and went on to practice medicine until his death in 1883.

In the 19th century, medical professionals had a limited understanding of illnesses and often relied on bloodletting or other purging methods to "balance" the body and keep diseases at bay. Along with minor surgery, these common practices were available to Dr. Howard as he traveled across his community attending to pregnancies, chronic diseases, tuberculosis, dental problems, and various wounds. To aid him in treating his patients, he relied on the early pharmaceutical medicines that could be found on the market during this period. However, he also kept a laboratory in his office where he could experiment with developing his own medicines through a wide personal stock of plants and minerals.

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The Henry Ford obtained this Eames Molded Plywood Leg Splint as a design history artifact. It can be found in design museums throughout the world and is included in The Henry Ford Museum’s “Fully Furnished” exhibit.

Experimentation with Plywood Provides Medical Solution
The Museum of Modern Art held a design competition in 1940 entitled Organic Design in Home Furnishings, which aimed to spur development of modern furniture that adequately addressed the era’s changing way of life. Charles Eames and Eero Saarinen, friends and peers at Michigan’s Cranbrook Academy of Art, entered multiple molded plywood chair designs into the competition and won two of the six categories. At the time, molding or bending plywood was still a quite progressive process and molded plywood was not yet commonly used in mass-produced goods for the public. Along with his wife, Ray, Charles Eames continued experimentation with molded plywood after the competition.

America’s entry into World War II brought shortages of many materials, including metal. Splints for broken limbs had historically been produced of metal, although metal splints were not ideal for military use due to their weight and inflexibility. Charles and Ray Eames, perpetual problem-solvers, designed a lightweight, strong, and flexible leg splint produced through their innovative method of molding plywood. The Eames molded leg splint became a highly effective solution for the military as well as a highly sculptural design object.

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Represented in The Henry Ford's large American public life collection is the late 19th- and early 20th-century phenomenon of patent medicines, over-the-counter drugs that consumers used to self-medicate.

Consumerism Helps Standardize Early Medicines
In the late 19th century, an increasing body of medical knowledge had begun to revolutionize the practice of medicine. However, a lack of scientific understanding of early medical drugs meant that drugs used in treatment were often inadequate and could even exacerbate illnesses. At a time when disease was still widespread, Americans sought cures for any number of maladies and tried nearly anything to get relief. Entrepreneurs took advantage, using advertising to make claims and promise cures with manufactured patent medicines. Such patent medicines rose to popularity in the last quarter of the 19th century, but the industry was unregulated and manufacturers were secretive about their recipes.

Some of these concoctions contained harmful ingredients or ingredients used in unsafe quantities. Cocaine, alcohol, opium, and heroin were some of the common ingredients that could be found in early patent medicines. These examples, as well as other additives, could result in addiction or even death, prompting national legislation that prohibited misleading health claims and required manufacturers to list their product's contents. In the United States, the Pure Food and Drug Act of 1906 helped stop the manufacture of drugs and products considered poisonous, adulterated or mislabeled.

Some of the patent medicines in our collection were analyzed in 2013 through a partnership between The Henry Ford's conservation staff and the Chemistry & Biochemistry Department at University of Detroit Mercy. Their findings, as well as more information on patent medicines can be found here in our Digital Collections.

An artifact, especially an innovative artifact, often has multidisciplinary significance. An object that is distinctly medical in nature may be equally as significant, or even more significant, as a public history or design history artifact. The Henry Ford’s collections boast countless significant artifacts with histories that reach across subject matter boundaries, such as this grouping of medically innovative artifacts. 

By Katherine White and Ryan Jelso, Associate Curators, Digital Content, at The Henry Ford. This post was made possible in part by our partners at Beaumont. Beaumont is a leading high-value health care network focused on extraordinary outcomes through education, innovation and compassion. For the latest health and wellness news, visit beaumont.org/health-wellness

Eames, patent medicines, Greenfield Village buildings, Greenfield Village, Dr. Howard's Office, design, by Ryan Jelso, by Katherine White, healthcare