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Posts Tagged by ryan jelso

For centuries in America, Black history has been relegated to the margins, with stories of Black lives only recorded by those who had the means or the motivation—or perhaps the hope that future generations would value them. The second-class treatment of Black history, the result of entrenched sociocultural discrimination, is painfully obvious to historical professionals looking to the written record for answers about the past lives of Black Americans.

While a major discrepancy still exists between the quality and quantity of Black historical records when compared to white counterparts, scholarship and re-examination, aided by new technologies, have helped in making new and old information alike more accessible. With barriers to information accessibility lessened to some degree, assembling these pieces of information into individual stories remains the biggest and most puzzling challenge. A prime example of this challenge can be found in the analysis of a document from The Henry Ford’s Digital Collections—an 18th-century apprenticeship contract.

Printed document with hand-written cursive notes and signatures
This apprenticeship document was gifted to Henry Ford in 1928 by William Van Rensselaer Abdill of Titusville, New Jersey. Abdill was a well-known collector whom Ford and others called upon to locate certain objects from history. This item was most likely part of a larger document collection that Abdill had amassed. / THF129623

On the surface, this apprenticeship document shows no indications of being related to Black history, but a careful examination proves otherwise. To start, there’s a name, “John Thompson” (or “John Thomson,” as signed at the bottom); there’s an age, “fourteen years, eight months, twenty-seven days”; and there’s a date, September 11, 1794. Other information from the document tells us that John Thomson was from Salem, Massachusetts, and was apprenticing to be a “mariner.” A careful sifting of this information through genealogical resources reveals that in May of 1809, this same John Thomson applied for a Seamen’s Protection Certificate. The application confirmed Thomson’s birth in 1780 in Salem, Massachusetts, and described him as a “negro, born-free.”

Reproduction of printed document with handwritten, cursive text
John Thomson’s application for a Seamen’s Protection Certificate included identifying information. The document states he was about five feet, three inches, in height and had several scars above his left eyebrow, as well as a scar from a smallpox inoculation on his left elbow and marks from a dog bite on his left arm. / Citation: The National Archives and Records Administration; Washington, D.C.; Proofs of Citizenship Used to Apply for Seamen's Certificates for the Port of Philadelphia, Pennsylvania, 1792-1871

Further historical context helps illuminate John Thomson’s life and experiences. During the “Age of Sail,” when global commerce was facilitated by sailing ships, the city of Salem, Massachusetts, was a bustling international port. In the centuries before Thomson’s apprenticeship, slavery played a major role in Salem’s maritime economy, not only in the city’s involvement in the slave trade, but in the lives of those who worked its ships and docks. Even after Massachusetts became the first state to abolish slavery in 1783, slavery’s discriminatory legacy continued. As one of the few occupations open to them, free Blacks found life on the sea as a sailor to be a more integrated and less racially tense working environment. In port cities like Salem, these kinds of employment opportunities helped lay the foundation for Black communities in the early years of America.

John Thomson’s 1794 contract also reveals clues about how the then-14-year-old spent the next six years of his work life apprenticed to Captain Robert Emery on the ship Diana. Information on the ship and its captain (in contrast to Thomson) is plentiful. We know that the Diana was built in 1790 up the coast in Amesbury, Massachusetts, and was used to carry trade with Europe. Sometime in 1793, a change of ship masters occurred in New York City and the Diana was transferred to Emery, who was merely 20 years of age at the time.

Portion of document with printed and handwritten, cursive text
Information from the first part of the document tells us that Robert Emery was the master of the ship Diana (whose owners were based in Boston), and that John Thomson’s apprenticeship would last just over six years. / THF129623, detail

In 1794, Emery was hiring a crew for an upcoming trip to Bristol, England, and needed an apprentice. Apprenticeships were standard in a variety of trades during this period of American history. Usually, a boy of about 13 or 14 would be indentured to a master until he reached the age of 20 or 21. In return, the master would provide food, clothing, shelter, and, most importantly, training. For Black adolescents like John Thomson, whose opportunities were limited, a stable source of food, clothing, and training could be life changing. Racially integrated crews were common for ships sailing out of Northern port cities. In 1805, five years after Thomson’s apprenticeship ended, Emery hired another racially integrated crew to sail out of Salem for India aboard the vessel Golden Age. Among the group were two local Black men: a “first mate” (next rank under captain) and a “boy” (another name for an apprentice).

Portion of document with printed and handwritten, cursive text
As part of the agreement, John Thomson would be provided “meat, drink, apparel, washing and lodging” during his apprenticeship. / THF129623, detail

Threats abounded for Black sailors when John Thomson agreed to his apprenticeship contract in 1794. A year earlier, the 1793 Fugitive Slave Act was passed, giving slaveholders the right to recover an escaped slave. Abuse of the law began immediately, as it offered no procedural protections for free Blacks to avoid being seized as slaves—no right to a lawyer or a trial by jury, or even to speak on their own behalf. Furthermore, the British were struggling to staff a massive navy and actively forced thousands of unwilling American sailors into service. In an effort to stop illegal impressment by the British, Congress began issuing Seamen’s Protection Certificates in 1796, which worked as identification papers and proof of a sailor’s American citizenship. These kinds of papers would have been doubly important to Black sailors who were also under constant threat of being enslaved.

Portion of printed document showing handwritten, cursive text in margin along side
“J.W. Keese” of the “City of New York” notarized the agreement at some point in time. / THF129623, detail

In the years preceding Seaman’s Protection Certificates, around the mid-1780s sailors began carrying papers that helped prove their identity. These could have been copies of parish or town records or a notarized statement by a reputable person who could attest to the bearer’s American citizenship. Notarizing this apprenticeship document, most likely Thomson’s only proof of identification, would have been vitally important. The writings along the side of the document speak to this, as they show that this document was notarized by John Keese of New York City—a notary public, attorney, and founding member of the New York Manumission Society. As New York was a major port city, it’s likely Thomson would have been there at some point, and while the Manumission Society played a paternalistic guardian role in lives of New York’s slaves and free Blacks, it would have been one of the only groups advocating for Black rights in general. For free Blacks like John Thomson, having Keese’s name on the document carried weight if anyone questioned his identity.

Page with handwritten, cursive text at top and some text bleeding through from reverse side below
The reverse side of the agreement confirms Thomson finished his apprenticeship in Salem on October 8, 1800. / THF129624

We know little about Thomson’s time on the Diana, except for the fact that at some point in the late 1790s, Emery armed the ship for protection against the French. According to the reverse of the contract, Thomson’s apprenticeship ended in Salem in 1800. Details about the remainder of Thomson’s life and career remain lost (or at least very well hidden) to history—whether or not he had a family (some sources suggest he married Violet Wilkins in 1817), if he joined fellow Black sailors in defending the nation during the War of 1812, or even when he died. What has endured though, are the pieces of information that provide enough clues to tell a meaningful part of Thomson’s story—and offer an important lens into the lives of early Black Americans.


Ryan Jelso is Associate Curator, Digital Content, at The Henry Ford. He would like to point out that numerous digital resources were used in the researching of this blog—from genealogical resources like Ancestry.com and academic resources like JSTOR, to the digitized collections of many other institutions.

research, by Ryan Jelso, African American history

Long black piece of machinery
THF140091


The cast-iron lathe shown above, dating to the 1860s, proved the wood-cutting prowess of inventor Thomas Blanchard’s original 1818 design. While today it is motionless in the Made in America exhibit in Henry Ford Museum of American Innovation, when in-motion, Blanchard’s lathe was a pivotal technological development in standardization and mass production during the Industrial Revolution. Its ability to duplicate or copy irregular wood designs was a big improvement on the time-consuming and skill-demanding task of carving wood products by hand. Originally built for manufacturing rifle stocks at Blanchard’s employer, the Springfield Armory in Massachusetts, the lathe found usage in other industries, like creating shoe forms that helped standardize shoe sizes.

The lathe could be used by semi-skilled operators and made copies using a rotating blade whose position was guided by the shape of a prototype—similar to today’s modern key-cutting machine. Much like the movements of a cutting tool against a key blank are constrained by the shape of the original key, Blanchard's lathe consists of a frame into which a master pattern and a blank can be fixed. A carriage, responsible for guiding the cutting tool, then moves the length of the lathe carrying a revolving cutter and what Blanchard termed a friction point. The carriage’s position against the master pattern determines the degree to which the cutter bites into the blank. The major difference between the key-duplicating machine and Blanchard's lathe is that the former cuts a profile in the edge of a key, while Blanchard's lathe was designed to shape a three-dimensional duplicate of the master pattern.

Close-up shot of black machinery mechanism
Lathe mechanism. / THF140086

Not only was Blanchard’s lathe an early example of a machine that could be programmed, but its ability to duplicate irregularly shaped, three-dimensional objects ushered in a wave of standardized interchangeable parts that reshaped the trajectory of the Industrial Revolution.


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 Ryan Jelso, Associate Curator, Digital Content, at The Henry Ford. To learn more about or download the THF Connect app, click here.

THF Connect app, manufacturing, Made in America, Henry Ford Museum, by Ryan Jelso

Image of red house behind large green lawn with man on riding lawnmower
With the rise of the suburban neighborhood at the end of the 19th century and its explosive growth in the years that followed World War II, maintaining a "perfect" lawn became the new standard. Manufacturers promoted a whole set of specialty equipment to support this American obsession. / THF620523


A quintessential icon of modern American suburbia, the “lawn” has roots as deep as America itself. In the early days of the nation, the importation of European taste highly influenced the architecture and interior decoration style of the wealthy—which included the adoption of the green spaces that began appearing in French and English landscape design during the 18th century.

During his time representing the young United States in Europe, Thomas Jefferson witnessed the “tapis vert,” or “green carpet,” at the Palace of Versailles, as well as the large green swaths of closely mown grass that were common to English country estates. Both impressed upon Jefferson a grandeur that he tried to emulate at Monticello, his plantation. This European influence also extended to George Washington’s Mount Vernon plantation, where Washington hired English landscape gardeners to help create his own versions of English lawns and gardens.

These plantation sites were heavily enmeshed in the American psyche as Washington and Jefferson became mythologized over time. During the 19th century, inexpensive and easily acquired prints made both of these plantation homes, including their grounds, some of the most famous buildings in America, and gave wealthy Americans images of what they could aspire to.

Wooden box with some blocks in it and other blocks scattered around; top of box contains image of house and grounds
A toy picture puzzle, dating to 1858–1863, featuring a picture of George Washington’s Mount Vernon on the right. The dissemination of Mount Vernon images in the 19th century showed Americans an idyllic version of the grounds. / THF168885

In the mid-19th century, citizens of increasingly industrialized cities with growing populations sought respite from the urbanization of their landscape. A solution to their problems came in the form of advocacy by prominent landscape designer Andrew Jackson Downing for the creation of suburbs outside cities, as well as public parks. When Downing died unexpectedly in 1852, Frederick Law Olmsted stepped up to deliver on Downing’s visions—and bring to life some of his own.

Often considered the father of American landscape architecture, Olmsted started his career in the 1850s when he co-designed New York City’s Central Park with architect Calvert Vaux. He’d go on to design parks in Boston, Chicago, Montreal, and many other places. Olmsted not only popularized the use of green spaces in public parks, but also co-designed suburbs with Vaux—like Riverside, Illinois, in which each residential home had its own lawn or “green space.”

Page with handwritten text and painting of park with grass, trees, paths, and a building, with people on foot, on horses, and in carriages
An early watercolor drawing of New York City’s Central Park, featuring the design work of Frederick Law Olmsted and Calvert Vaux. / THF221839

Riverside, Illinois, marked the beginning of the migration that lawns took from city parks and wealthy estates to individual yards. By the 1890s, they were becoming a fixture of the suburban landscape as improvements in transit allowed city suburbs to grow.

With this new hobby came new technology. Enhancements to mass-production procedures over the course of the 19th century meant new machinery, like mechanical mowers, could be manufactured at a relatively low cost to help homeowners keep their lawns trimmed (no more sheep or servants needed!). While sprinklers would require cities to invest in and build municipal water systems, the ability to own a home with a lawn was slowly becoming possible for more and more Americans as infrastructure advanced in the early 20th century. Over the next 50 years, what was once uncommon would become synonymous with suburban living.

Girl in blue dress with red sash pushes reel mower across a lawn in front of a large house
Trade Card for the Clipper Mower, Made by Chadborn & Coldwell Mfg. Co., 1880-1890 / THF297561

The mid-20th century saw the maturation of modern American lawn culture—a culture that remains relatively unchanged today. The unprecedented economic growth of post–World War II America brought a need for inexpensive housing to accommodate returning GIs and their young families. An early solution to this problem was Levittown, New York, one of the first “cookie-cutter” affordable-housing suburbs, built between 1948 and 1952 by Abraham Levitt on Long Island. The easy-to-manufacture homes of Levittown came with a lawn—along with rules on how it should look—and represented the suburbanization that was taking place across American cities at the time.

Black-and-white photo of 50s car parked in front of a lawn and house
A photo of a 1955 Ford Fairlane Town Sedan, possibly used in advertising, captures the idealized 1950s “American dream”—a house, a car, and a nice lawn. / THF116716

Today’s lawn standards arise from the scientific and technological developments of the post-war period, when rotary mowers were introduced along with a number of pesticides and fertilizers now needed to keep a lawn “healthy.” Since then, the lawn has become ubiquitous in suburban living and a symbol of the middle-class American dream, as well as a big business. While the pursuit of a perfect lawn remains a pillar of identity in America, shifting cultural perceptions around how environmentally sustainable lawn culture is continue to shift the conversation on this icon of American communities.


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

design, home life, by Ryan Jelso, lawn care

Illustration of standing woman in elaborate dress and jewelry, holding fan

Image of Martha Coston from her 1886 autobiography. (Not from the collections of The Henry Ford.)

Inventor Martha Coston overcame 19th-century gender stereotypes to help change the course of the Civil War, as well as boating safety. In 1848, tragedy struck when Martha’s husband, a successful inventor formerly employed in the Washington Navy Yard, died as a result of chemical exposure from his gas lighting experiments. His death was followed by the deaths of two of their children and a mother Martha was close to, and a relative mishandling Martha's remaining money. Martha was left a single mother with minimal support.

Illustration of elaborate pedestal topped with urn or jar, surrounded by  smaller illustrations and decorative elements
Sylvic Gas Light, B. Franklin Coston, Patentee, Washington City, D.C. N.B., Gas Light Generator, 1845. / THF287321

Martha needed a way to support herself and her two remaining children. Within her husband's papers, she discovered drawings for a pyrotechnic night signal that could be used by ships to communicate. After finding that the invention didn't work, she took on years of experiments in hopes of creating a functional signal flare. With no knowledge of chemistry or scientific methodology, Martha relied on others for help. Men often ignored her, didn't take her seriously, or deceived her.

Twisted wires stranded together and banded on both ends and in the middle with brass
Section of the First Transatlantic Cable, 1858. / THF77301

The signal set used three colors to create coded messages. As a patriotic woman, Martha wanted flares that burned red, white, and blue. While she had developed recipes for red and white, blue remained elusive. A breakthrough came in 1858, when Martha was in New York City watching fireworks during celebrations for the first transatlantic cable.

Etching with crowd of people, statue, fireworks and lights in a night sky; also contains text
Illustration from an 1858 Harper's Weekly depicting the New York translatlantic cable firework celebration. / THF265993

Inspired by the fireworks, Martha wrote New York pyrotechnists looking for a strong blue, corresponding under a man's name for fear that she would be ignored. Instead of a blue, Martha was able to locate a recipe for a brilliant green. In 1859, Patent No. 23,536, a pyrotechnic night signal and code system, was granted, with Martha Coston as administrator—and her late husband as the inventor.

Gun with wooden stock and very short barrel
U.S. Army Model 1862 Percussion Signal Pistol, circa 1862. / THF170773

The U.S. Navy showed high interest in Martha's invention, but stalled the purchase of the patent until 1861, after the Civil War erupted. With a blockade of Southern ports in place, the Navy needed Martha's flares to communicate. Her business, the Coston Manufacturing Company, produced the flares and sold them at cost for the duration of the war. New York gun manufacturer William Marston produced the signal pistol above to exclusively fire Coston's multicolored signal flare.

Three men in elaborate uniforms, two standing, one seated
A carte-de-visite depicting the "Official Escorts for the Japanese Ambassador's Visit to the United States,” circa 1860. Admiral David Dixon Porter is pictured right. / THF211796

In her 1886 autobiography, A Signal Success: The Work and Travels of Mrs. Martha J. Coston, Martha acknowledged the use of her flares in the success of the blockade. Confederate ships known as blockade-runners regularly sailed at night, and Coston's flares helped Union ships pursue these runners effectively, often resulting in prize money for the ship's officers. Admiral David Porter, pictured on the right above, wrote Martha about the impact her flares had on military operations, saying:

"The signals by night are very much more useful than the signals by day made with flags, for at night the signals can be so plainly read that mistakes are impossible, and a commander-in-chief can keep up a conversation with one of his vessels."

In January 1865, Wilmington, North Carolina, remained the last open port of the Confederacy. To cut the port off, Admiral David Porter and Major General Alfred Terry coordinated a joint assault of sea and land forces. The ensuing conflict, known as the Battle of Fort Fisher, resulted in a Union victory.

Etching of ships with fireworks bursting above them
Illustration from an 1865 Harper's Weekly depicting the fall of Fort Fisher. / THF287568

According to Admiral Porter, Martha Coston's flares played a critical role. He later reminisced, "I shall never forget the beautiful sight presented at ten o'clock at night when Fort Fisher fell.... The order was given to send up rockets without stint and to burn the Coston Signals at all the yard-arms."

After the war, Martha Coston continued to improve upon her invention, filing several more patents—this time in her own name. When the United States Life-Saving Service, precursor to the United States Coast Guard, began using the Coston flare, Martha's invention became standard safety equipment for all boating vessels. Worldwide adoption of her invention led to the success of Martha's business, Coston Supply Company, which focused on maritime safety and stayed in business until the late 20th century.

Several images with men in wet-weather gear, working
Illustration from an 1881 Harper's Weekly depicting the United States Life-Saving Service using the Coston flare. / THF287571


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

#THFCuratorChat, women's history, inventors, Civil War, by Ryan Jelso

Claude Harvard faced many racial obstacles over the course of his young life, but when he addressed a crowd of students at Tuskegee University in 1935, he spoke with confidence and optimism:

“Speaking from my own experience, brief as it is, I feel certain that the man or woman who has put his very best into honest effort to gain an education will not find the doors to success barred.”

One of the few, if not the only, Black engineers employed by Henry Ford at the time, Claude had been personally sent to Tuskegee by Ford to showcase an invention of his own creation. Even in the face of societal discrimination, the message of empowerment and perseverance that Claude imparted on that day was one that he carried with him over the course of his own career. For him, there was always a path forward.

Four men in suits wearing headphones sit at a table with equipment on the table and along the wall behind them
Claude Harvard practicing radio communication with other students at Henry Ford Trade School in 1930. / THF272856

Born in 1911, Claude spent the first ten years of his life in Dublin, Georgia, until his family, like other Black families of the time period, made the decision to move north to Detroit in order to escape the poor economic opportunities and harsh Jim Crow laws of the South. From a young age, Claude was intrigued by science and developed a keen interest in a radical new technology—wireless radio. To further this interest, he sold products door-to-door just so he could acquire his own crystal radio set to play around with. It would be Claude’s passion for radio that led him to grander opportunities.

At school in Detroit, Harvard demonstrated an aptitude for the STEM fields and was eventually referred to the Henry Ford Trade School, a place usually reserved for orphaned teen-aged boys to be trained in a variety of skilled, industrial trade work. His enrollment at Henry Ford Trade School depended on his ability to resist the racial taunting of classmates and stay out of fights. Once there, his hands-on classes consisted of machining, metallurgy, drafting, and engine design, among others. In addition to the manual training received, academic classes were also required, and students could participate in clubs.

Young men sit around a long table looking at a man standing at one end
Claude Harvard with other Radio Club members and their teacher at Henry Ford Trade School in 1930. / THF272854

As president of the Radio Club, Claude Harvard became acquainted with Henry Ford, who shared an interest in radio—as early as 1919, radio was playing a pivotal role in Ford Motor Company’s communications. Although he graduated at the top of his class in 1932, Claude was not given a journeyman’s card like the rest of his classmates. A journeyman’s card would have allowed Claude to be actively employed as a tradesperson. Despite this obstacle, Henry Ford recognized Claude’s talent and he was hired at the trade school. By the 1920s, Ford Motor Company had become the largest employer of African American workers in the country. Although Ford employed large numbers of African Americans, there were limits to how far most could advance. Many African American workers spent their time in lower paying, dirty, dangerous, and unhealthy jobs.

The year 1932 also saw Henry Ford and Ford Motor Company once again revolutionize the auto industry with the introduction of a low-priced V-8 engine. By casting the crankcase and cylinder banks as a single unit, Ford cut manufacturing costs and could offer its V-8 in a car starting under $500, a steal at the time. The affordability of the V-8 meant many customers for Ford, and with that came inevitable complaints—like a noisy rattling that emanated from the engine. To remedy this problem, which was caused by irregular-shaped piston pins, Henry Ford turned to Claude Harvard.

Engine sitting on a stand
1932 Ford V-8 Engine, No. 1 / THF101039

To solve the issue, Harvard invented a machine that checked the shape of piston pins and sorted them by size with the use of radio waves. More specifically, the machine checked the depth of the cut on each pin, its length, and its surface smoothness. It then sorted the V-8 pins by size at a rate of three per second.  Ford implemented the machine on the factory floor and touted it as an example of the company’s commitment to scientific accuracy and uniform quality. Along with featuring Claude’s invention in print and audio-visual ads, Ford also sent Harvard to the 1934 World’s Fair in Chicago and to the Tuskegee Institute in Alabama to showcase the machine.

Machine on display under a sign with text, with images along wall behind
Piston Pin Inspection Machine at the 1934 World’s Fair in Chicago, Illinois. / THF212795

During his time at Tuskegee, Harvard befriended famed agricultural scientist George Washington Carver, who he eventually introduced to Henry Ford. In 1937, when George Washington Carver visited Henry Ford in Dearborn, he insisted that Claude be there. While Carver and Ford would remain friends the rest of their lives, Claude Harvard left Ford Motor Company in 1938 over a disagreement about divorcing his wife and his pay. Despite Ford patenting over 20 of Harvard’s ideas, Claude’s career would be forced in a new direction and over time, the invention of the piston pin sorting machine would simply be attributed to the Henry Ford Trade School.

Despite these many obstacles, Claude’s work lived on in the students that he taught later in his life, the contributions he made to manufacturing, and a 1990 oral history, where he stood by his sentiments that if one put in a honest effort into learning, there would always be a way forward.


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

#THFCuratorChat, technology, radio, manufacturing, making, Ford workers, Ford Motor Company, engines, engineering, education, by Ryan Jelso, African American history

Black box with knobs and text; two batteries at side

Pocket Radio, circa 1925, manufactured by the Auto Indicator Company of Grand Rapids. / THF156309

Today, the portability of audio entertainment has become second nature to most people around the world. With relative ease, a person can put in/on a pair of headphones, wirelessly connect to a handheld device of their choosing and pick from a wide variety of options, including music, podcasts, audio books, etc. While we have become accustomed to this comfort and convenience today, in the early 1920s, “portable” and “wireless” tech, like the battery-powered “Pocket Radio” manufactured by the Auto Indicator Company of Grand Rapids, Michigan, was considered cutting edge in the audio entertainment industry.

The roots of the portable nature of the Pocket Radio can be traced back to Thomas Edison’s 1877 unveiling of his phonograph. The machine, which was the first to practically demonstrate that sound could be recorded and reproduced, proved that an audience didn’t have to be physically present in order to enjoy a listening experience. By the 1910s, subsequent improvements of the phonograph by other inventors and companies had brought a booming audio entertainment industry to the masses.

Three men in suits, two standing and one seated, around a piece of equipment
Thomas Edison, Charles Batchelor and Uriah Painter with Edison's Phonograph, April 18, 1878. / THF111744

Consumers grew used to the idea that the sounds they enjoyed could be listened to on their own time and in their own space – all with the help of their own personal phonograph. When World War I broke out, portable versions of phonographs found their way to the front lines not only for military use in the training of recruits, but also to entertain troops. The much-needed musical reprieve provided through a phonograph boosted morale by helping soldiers, individually or in groups, briefly escape the terror happening around them.

Wooden cabinet with four thin legs and decorative elements; top open to show machinery
Edison Diamond Disc Phonograph, 1919. In the years just after World War I, Americans loved listening to music on their phonographs. Thomas Edison's Diamond Disc Phonograph Company was at its peak of production. / THF63458

Wartime also provided an opportunity to explore another cutting-edge technology that had gained traction before the war – wireless communication in the form of radio waves. During World War I, the U.S. government took over the fledgling radio industry and instituted a ban on civilian use of radio in order to further their wartime experimentation. After the war, the ban was lifted in 1919, and by mid-1922 a “radio craze” was sweeping the nation, as Americans became infatuated with the new technology. Around the country, broadcasting stations began to spring up to serve the thousands of listeners seeking to tune in to hear music, news and more.

Man at a microphone is surrounded by many people with various noise-making items
Behind the Scenes of a Radio Drama, 1923 / THF120581

In 1924, partners in the Auto Indicator Company of Grand Rapids sought entry into this market with their Pocket Radio. As one of the first companies to patent and manufacture signal lights for automobiles, their demonstrated business savvy showed they understood that the increasing affordability of the automobile and a booming post-war economy meant more consumers on the go – and these consumers wanted to take their audio entertainment with them.

Small group of people in a field with two cars and a table covered in gear
Like many Americans during the 1920s, these two couples, their children, and a family dog, answered the call of the open road. The families have set up in an open field while auto touring. / THF105461

By today’s standards, the four pound (12 x 3 x 3 inches) “Pocket Radio” would not be considered “pocket-sized.” But in 1924, the summer tourist or picnicker that bought this radio for $23.50 would have understood that “pocket” referred to the pocket door of an automobile, where the radio could be stored. Without having to worry about bringing physical records to play on a portable phonograph or lugging around an early battery-powered table-top sized radio, a Pocket Radio owner could tune in to any broadcast station within five miles, and, with the addition of an aerial or ground receiver, could listen to a broadcast station that was 1,000 miles away.

Piece of equipment
Operadio 2 Portable Broadcast Receiver, 1923-1927. The Operadio 2 was among the first generation of commercial portable radios. While a "mobile" device weighing 30 pounds may be laughable to us now, the Operadio was a groundbreaking device. / THF160275

A seemingly smart product, the Pocket Radio didn’t bring the business partners of the Auto Indicator Company much success. By the mid-1920s, they had given up on the radio and molded their former business into the Multi-Selecto Phonograph Company, an unwise decision in a turbulent time. Throughout the 1920s, while the phonograph remained a viable product, the industry underwent significant strain with the changes brought on by the advent of the “Golden Age of Radio.” While companies tried to stay afloat by selling hybridized products that combined the radio and the phonograph, like many other phonograph companies of the time, the Multi-Selecto Phonograph Company wouldn’t make it out of the Great Depression.

Wooden cabinet with knobs and machinery inside
Victor Electrola, 1927. By the late 1920s, radio tuners, phonographs, amplifiers, and loudspeakers began to condense into one unit. Manufacturers housed this technology within attractive wooden consoles, accepted as furniture within consumer's living rooms. / THF159418

Today, the Pocket Radio serves as documentation of an exciting time in the history of technology, where new ideas met at a crossroads to provide the consumer with more personal freedom in how and where they enjoyed their entertainment choices.


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

portability, technology, radio, Michigan, communication, by Ryan Jelso

Actually, the Tri-Motor of this story wasn't small at all. The all-metal airplane was rugged, dependable and equally adaptable to passenger and freight service. Built by Ford Motor Company from 1926 to 1933, the Ford Tri-Motor flew in many early American airline fleets and became the most popular airliner of the late 1920s and early 1930s.

In all, 199 Tri-Motors were built during its seven-year production run. Over the course of their lives, many of the planes found varying uses, including the 48th Tri-Motor built, purchased in 1928 by Reid, Murdoch & Company. The manager of the sales department for Ford's Lincoln division, Arthur Hatch, had completed the sale of the plane while traveling by train with the president of Reid, Murdoch, & Company. The Chicago-based company had big plans for their Tri-Motor and turned its interior into a showroom for their Monarch Foods brand. A few of the canned items stocked on the plane included sweet pickles, peanut butter, popcorn, toffees, sardines, peas, asparagus, lima beans and corn.

THF94915
Ford Tri-Motor 4-AT-48 Used as a "Flying Grocery Store" for Reid, Murdoch and Company's Monarch Foods, 1928. THF94915

When it came time for the delivery of the Tri-Motor, the president of Reid, Murdouch & Co. insisted on coming to the Dearborn, Michigan, plant to personally turn the check over to Arthur Hatch. Named "Independence," the modified plane began its life as a flying salesroom, carrying samples of over 200 different food products to airports throughout the country. Occasionally, Monarch's pint-sized advertising characters, "The Teenie Weenies," also accompanied the plane on its stops.

THF285025
William B. Mayo, Head of Ford's Aircraft Division, Edsel B. Ford, president of Ford Motor Company, the president of Reid, Murdoch & Co. and Arthur Hatch, manager of the Lincoln sales department. THF285025

The Teenie Weenies
, a popular comic strip created by cartoonist and author William Donahey, began appearing in the Chicago Tribune during 1914. The adventures of the 2-inch tall "Teenie Weenies" took place in a town made-up of buildings created from recycled household products like shoes or food containers. In 1924, the Chicago Tribune discontinued the comic series allowing Reid, Murdoch & Co. to take advantage of the characters for use in advertising their Monarch Foods brand. In the company's advertisements, the cartoon characters used Monarch food containers for their buildings. On occasion, real-life examples of the characters (child actors) made appearances with Monarch's Tri-Motor.

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"The General" and "The Policeman" inspect the Ford Tri-Motor known as the Independence. THF94917

Besides the Ford Tri-Motor, the Teenie Weenies have another Michigan connection. On the shores of Lake Superior, east of Pictured Rocks National Lake Shore, sits a tiny town that goes by the name of Grand Marais. In the mid-1920s, Reid, Murdoch & Co. built William Donahey a summer cabin there. Inspiration for the building came right from Donahey's Teenie Weenies comic strip. The result – a building in the shape of a pickle barrel – today welcomes visitors as the Pickle Barrel House Museum.

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

by Ryan Jelso, childhood, shopping, food, Ford Motor Company, airplanes

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Examining the social and economic context of The Henry Ford's rare Paul Revere teapot. Other examples can be seen in some of the country's premier art museums. THF 166148

Today, coffee and tea are enjoyed by millions of people, including blog readers. While connoisseurs of these beverages take their enjoyment very seriously, the relative affordability of these caffeinated drinks means that almost anyone can “benefit” from a caffeine boost and also enjoy their flavors. The resulting billion-dollar industries help power the world economy – and its workforce.

America has an especially close relationship with these drinks, one that dates back to before the country was formed. In modern times, coffee has dominated American tastes, but until the 20th century, Americans favored tea. Although still popular, tea drinking in America can be traced back to trade with China by Dutch merchants in the early 1600s.

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Today, fast-paced Americans prefer their caffeinated beverages on the go, often consuming them from disposable drinkware. This is in marked contrast to colonial America, where these beverages would have been served from vessels made to impress and consumed as part of elaborate entertainments expressing the host’s good taste. THF 102595


Dutch traders not only introduced Chinese tea to their colony in present-day New York, but also introduced it to Europe. The hot drink quickly rose in popularity and by the end of the 1600s, tea became the most favored hot beverage in Britain. To support the mass consumption by its citizens at home and in its colonies, England became heavily involved in the China trade and the importation of tea.  

As social customs evolved around the drinking of tea, so did the equipment used to consume the beverage. Wealthy citizens could afford to have their teapots fashioned in silver and silversmiths in the colonies, like Paul Revere, learned how to create silver designs from imported English examples. Son of Apollos Rivoire, a French immigrant and Boston silversmith, Paul Revere got his start as his father's apprentice. 

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Pictured here, an English teakettle-on-stand. Paul Revere imitated designs from English silver objects and pattern books in order to create silver in the most fashionable styles. THF 155178 

After his father died in 1754, Revere started his career producing a wide variety of silver objects, including elaborate teapots for his wealthier clients. By the 1760s, the colonies faced increased taxation as England attempted to pay off their war debt from the French and Indian War. High taxes on imports like tea angered colonists, resulting in boycotts that affected what Revere could produce as a silversmith.

These taxes led Revere to join a resistance group known as the "Sons of Liberty" whose members included some of his customers angered by the increased taxation. The organization helped fuel anti-British sentiment in the colonies and Revere aided the groups’ cause by printing propaganda that provoked colonist anger towards the Crown. 

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As a member of the Sons of Liberty, Paul Revere helped energize the movement toward American independence by printing illustrations like this one of the Boston Massacre. An active citizen, he was part of numerous other civic organizations. THF 8141

In 1773, with tensions mounting, Paul Revere and the Sons of Liberty protested England's control over the tea trade by boarding recently docked British tea ships in the Boston harbor and dumping some of their tea chests overboard. The British responded to the event, known as the Boston Tea Party, by shutting the port of Boston and stripping the Massachusetts colony of its right to self-government. 

War erupted in 1775 when Britain moved to seize the colonists' gunpowder and firearms outside of Boston. Revere made his famous midnight ride during this time to warn some of his fellow patriots that the British were on their way to arrest them. While patriot duties limited Paul Revere's silversmithing during the Revolutionary War, he returned to his craft as the war came to an end in the 1780s.  

Post-war American silver customers preferred the neoclassical design that became popular in Europe during the war. In the years before the War, silver customers had preferred the Rococo style, an aesthetic known for its ornate decorations and curvilinear body designs. In contrast, neoclassical silver celebrated the classical style of Greece and Rome, making use of symmetry, hard lines, and an emphasis on simple forms. As a master craftsman, Revere developed an elegant and personal interpretation of the neoclassical style.

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This 1782 teapot shows Revere’s experimentation with the neoclassical style.


The neoclassical teapot shown above was created in 1782 by Revere. Only six teapots featuring this cylindrical body are known to exist and were some of the last that Revere hand-forged, hammering or "raising" them up from a block of silver. In 1785 Revere acquired silver rolling machinery that he used to produce silver sheets. These sheets were cut to form standardized pieces and allowed Revere's shop to produce silver products more quickly. An example of a Revere teapot made from this later method can be seen in our collections here.

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On the bottom of the 1782 teapot, the clear markings of Revere are stamped next to a monogram that can be attributed to Joseph and Sarah Henshaw of Boston. THF 166147

With the assistance of the Massachusetts Historical Society, home of the Revere Family Papers, Revere's own record books identified Joseph Henshaw as the patron for this teapot. The records show that on February 22, 1782 Paul Revere made a note that he needed to make a teapot and spoons for Joseph Henshaw. By April 27, 1782 it appears that Revere had completed the order and marked the weight of the teapot as "16-17". This weight of "16-17" can be seen scratched on the bottom of the teapot in the upper right of the picture above.

Joseph Henshaw was a prominent Boston merchant. With his wife Sarah, the two used their home to help plan further American resistance by occasionally hosting "Sons of Liberty" meetings. It was his membership in this radical group that led Joseph Henshaw to form a friendship with Paul Revere. While this teapot is a good representation of the tea culture that existed in the colonies, it is also a symbol of Revere and Henshaw's relationship, a relationship that helped establish the United States of America.

See more on Paul Revere's life from our Digital Collections in this expert set.

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

design, making, #THFCuratorChat, by Ryan Jelso, decorative arts, beverages

Great Smoky Mountains and Shenandoah

During his 1927 summer retreat to Seal Harbor, Maine, Edsel Ford spent time having discussions with his neighbor John D. Rockefeller Jr. on the importance of the national parks to the American public. One year before, in 1926, Arno B. Cammerer, then Associate Director of the National Park Service, had initiated his career-defining project of establishing numerous national parks in the Eastern United States when Congress authorized the National Park Service's Great Smoky Mountains and Shenandoah park proposals. At the time, Lafayette National Park, now Acadia National Park, was the only park east of the Mississippi and despite growing travel to western parks, Cammerer was concerned that only a very small portion of those living east of the Mississippi would ever have the time or the money to visit them.

Realizing that there were millions of people in "the congested areas of the East who never will see the western parks," Cammerer helped the National Park Service establish an unofficial commission composed of park experts to ascertain whether there were lands in the East that would meet the National Park Service standards. The commission, partly funded by John D. Rockefeller Jr., focused on the Southern Appalachian Mountain region, concluding that the lands that would eventually make up the Great Smoky Mountains National Park and Shenandoah National Park should be set aside for the American public. West of the Mississippi, parks could be easily carved out of large public land holdings. In the East, however, a majority of land was privately held which meant that although these Eastern park projects had been authorized in 1926, they could not be fully established until a majority of the land in the planned areas had been bought by the state and deeded to the U.S. government. Cammerer soon realized that land purchasing financed by state funding and small public donations would not be enough to make the Eastern park project a reality.

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Several popular tourist stops in the Great Smoky Mountains National Park appear on this pennant. THF238700

To remedy the funding problem, Cammerer again turned to one of the wealthiest men in America and the largest benefactor of the East's first national park, John D. Rockefeller Jr. After helping to fund the commission, Rockefeller Jr. had previously mentioned to Cammerer that he was very much interested in continuing his support of the Eastern national parks project. This prompted Cammerer to write him in the beginning of August 1927 at Rockefeller Jr.'s Seal Harbor home, "The Eyrie." Cammerer's letter explained that while he had intended for public donations to be split fifty-fifty between the Great Smoky Mountain project and the Shenandoah project, the Great Smoky Mountains project was further along and more time-sensitive, as some of the lands set aside for the project were being clear-cut of their primitive forests before being sold. Securing the land for the Great Smoky Mountains project had become the utmost priority.

Expressing that the potential Great Smoky Mountains park “appeals to him more than any national park," Cammerer also enclosed photographs in his letter that he thought illustrated the “wonderful scenic character of the country proposed for inclusion in the park.” In Seal Harbor, Rockefeller Jr. brought the issue to the attention of his philanthropic partner, neighbor, and avid photographer, Edsel Ford. Sparking an interest with Edsel to contribute to the project, Rockefeller Jr. relayed to Cammerer that Edsel would possibly be willing to donate, spurring Cammerer to contact Edsel in the beginning of September 1927. In his letter to Edsel, Cammerer added, “I am taking the liberty to enclose a considerable number of photographs showing the superb scenic qualities of the region, which Mr. Rockefeller also has seen, which I believe Mrs. Ford and you will enjoy looking over."

Over the course of September 1927, Cammerer kept sending Edsel information on the Eastern parks project, reiterating that the Great Smoky Mountains park in Tennessee and North Carolina continued to be the top priority. He also explained that the land required for the Shenandoah park consisted of mostly Virginian farmland and would take much longer to acquire. Luckily, the proposed Shenandoah park would include part of the Shenandoah Valley, which happened to be the birthplace of Harry F. Byrd, the Governor of Virginia at the time. The son of a wealthy apple grower from the Shenandoah Valley, Governor Byrd supported the idea of establishing a national park in his state and worked to make it a reality. Governor Byrd's brother, Admiral Richard E. Byrd, also happened to be a world-renowned explorer, pioneering aviator, and friend of Edsel Ford. Edsel would be responsible for helping to fund Richard Byrd's expeditions to the Arctic and Antarctic, including convincing Rockefeller Jr. to aid in funding the latter.

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Running the entire length of Shenandoah National Park, Skyline Drive offers 105 miles of scenic views along the Shenandoah Blue Ridge. This souvenir pennant depicts the 670-foot-long Mary's Rock Tunnel -- the only tunnel on the drive. THF239213

Rockefeller Jr. wrote Edsel from Seal Harbor at the end of September looking for a decision, noting that the Great Smoky Mountains project still needed money to purchase land and that Edsel had “expressed an interest in this project" when Rockefeller Jr. saw him in Seal Harbor a few weeks ago. Rockefeller sent him a copy of his pledge hoping that his letter of gift might be suggestive to the amount of money Edsel would donate. Edsel responded the same day saying, "I feel like I would like to help in this great undertaking," but financial obligations like a new home and other philanthropic efforts required him to donate "less than I would like to do if the circumstances were otherwise." Nonetheless, Edsel was "very glad to contribute $50,000 dollars" to the Great Smoky Mountains project and also would "be very glad to consider increasing" the pledge the next year if additional funds were needed.

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In this letter from Edsel Ford to Rockefeller Jr., Edsel mentions his various other philanthropic activities, including an explanation on how important Richard Byrd's South Pole expedition will be. Due to Edsel's convincing justification above, Rockefeller Jr. would later help fund Byrd's expedition. THF255218

On October 6th, referring to their new partnership in funding the Great Smoky Mountains National Park, Rockefeller Jr. wrote Edsel saying, “It is particularly gratifying to me that we are to be associated together with it." By November of 1927, Edsel had contacted Cammerer to declare that he intended to subscribe $50,000 to help establish the Great Smoky Mountains National Park, which Cammerer graciously accepted. In February 1928 though, the Great Smoky Mountains project hit delays. Lagging fundraising meant that the lands designated for the park, which had yet to be acquired, were still under constant threat of being logged and needed to be procured immediately. The only public pledges to the park had been the ones made by Edsel and Rockefeller Jr. For the park to go forward, five million dollars would need to be raised in order to match the five million dollars in state funds already set aside to buy land for the park. With Edsel's pledge of $50,000 and Rockefeller Jr.'s pledge of $1,000,000, they had fallen well short of that goal.

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Edsel Ford's signed letter to Arno B. Cammerer, stating that he is interested in contributing to the Great Smoky Mountains National Park project that Rockefeller Jr. had brought to his attention. THF255210

With time being of the essence, Rockefeller Jr. wrote Edsel with his proposed solution to the problem. The trustees of the Laura Spelman Rockefeller Memorial, a fund established by Rockefeller Jr.'s father in memory of his mother and headed by Rockefeller Jr., decided that an enterprise of this kind would have made a "very strong appeal" to Mrs. Rockefeller. The foundation would cover the entire five million dollars needed to match the state funds, helping to acquire all of the land needed to establish the Great Smoky Mountains National Park. With the total cost covered for the first park, Rockefeller Jr. suggested that Edsel transfer his donation over to the Shenandoah project, to which Edsel obliged.

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While Edsel admitted that he had not taken a deeper look into the Shenandoah National Park project, he did accompany his family on a 1921 camping trip to the Blue Ridge Mountains of Maryland, a location less than hundred miles north of Shenandoah and geographically similar. Possible memories from this trip could have also played a role in Edsel's decision to donate to Shenandoah. THF255214

On February 28th, 1928, Edsel withdrew his pledge to the Great Smoky Mountains National Park and promptly informed Cammerer that he would be transferring the same pledge over to the Shenandoah National Park fund. Rockefeller Jr. sent a letter thanking Edsel for his understanding and the transfer, ending the note with, “Looking forward to the reunion of our summer colony at Seal Harbor.” Cammerer also sent a letter thanking Edsel for his cooperation, noting, "There is nothing finer available in the East than these two areas selected for national park establishment and this is the psychological time, as the history of our country goes, to still procure these outstanding scenic beauty spots for the millions who will not have a chance to see the western wonderlands reserved in the national park system." Rockefeller Jr. would also contribute to the Shenandoah National Park fund as well.

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This letter illustrates the pivotal role that Seal Harbor, Maine played in the friendship of Rockefeller Jr. and Edsel Ford. THF255212

In 1932, the state of Virginia began to collect the pledges that had been made to the Shenandoah National Park fund. Edsel reaffirmed his interest in this philanthropic endeavor with a letter to the Governor of Virginia saying, "It has been a great pleasure to contribute" to the fund. By 1935, Shenandoah had officially been established as a national park and, in 1936, they held a dedication ceremony to which Edsel was invited. Unfortunately, Edsel was leaving for Europe soon, which he explained to Cammerer, but his good friend Rockefeller Jr. was able to send a transcript of the dedication speech given by Secretary of the Interior Harold Ickes. Part of the speech thanked Edsel for his contribution.

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A page from Harold L. Ickes' Shenandoah National Park dedication speech. Named Secretary of the Interior by Franklin D. Roosevelt, Ickes held the position for thirteen years from 1933 to 1946. Known for being brutally honest, tough, and sharp-tongued, Ickes worked with Arno B. Cammerer to dramatically increase national park land even though the two constantly quarreled. THF255228

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

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

Part 2: Mount Desert Island, Maine
Located off the coast of Maine, Mount Desert Island is one of the largest islands in the United States and home to Acadia National Park. Long known for its rocky coast, mountainous terrain, and dense wilderness, Mount Desert Island was popularized in the mid-19th century by the Hudson River School. The painters from this art movement focused on scenic landscape paintings, creating works of art that inspired many prominent citizens from the East Coast to build their summer homes on the island. By the late 19th century a resort tradition that became locally known as "rusticating" had taken root on Mount Desert. Wealthy East Coast families known as "rusticators" would spend their summers relaxing in their island mansions, taking in the scenery, and socializing with other prosperous families doing the same. In the early 20th century, the "rusticators" on Mount Desert Island also began to include affluent Detroit families as well.

Eleanor Lowthian Clay, Edsel Ford's future wife, was accustomed to affluence and spent her summers vacationing on Mount Desert Island as a child. Eleanor's wealthy uncle, Joseph Lowthian Hudson, was successful in the Detroit department store scene. As patriarch of the family, the childless J.L. Hudson cared for his other family members and allowed Eleanor's family, as well as some of his other nieces and nephews, to live with him. Hudson employed most of them in his business and groomed his four Webber nephews, Eleanor's cousins, to take over the family trade. Their sister, Louise Webber, married Roscoe B. Jackson, a business partner of J.L. Hudson. In 1909, Jackson helped formed the Hudson Motor Car Company with backing from Hudson. Jackson had found early success with the Hudson Motor Car Company and after inheriting the department store company, the Webber brothers were able to continue its success as well. The wealth and status that these families enjoyed allowed them to later choose Mount Desert Island as the location for their summer retreats and influenced Edsel to do the same.

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Eleanor, right, and her sister Josephine, left, vacationing in Maine with their family. THF130536

The wealth of J.L. Hudson had helped establish Eleanor's cousins and acquaint Eleanor with the son of another wealthy Detroiter in Edsel Ford. While Edsel courted Eleanor, her sister Josephine was simultaneously being courted by up-and-coming lawyer Ernest Kanzler. Edsel became close friends with Kanzler, his future brother-in-law, who eventually was hired by Henry Ford to help manage the Fordson tractor company. By the early 1920's, Edsel and Eleanor along with the Kanzlers, Webbers and Jacksons were all vacationing on Mount Desert Island. Edsel began his Mount Desert residency by renting summer homes there, occasionally inviting his parents to vacation with him. During the late summer or early fall of 1922, Edsel purchased property in the area known as Seal Harbor. Sitting 350 feet above sea level on what is known as Ox Hill, Edsel's property had a panoramic view of the surrounding sea and sky. Also within walking distance of Acadia, then Lafayette National Park, Edsel soon found that his property adjoined the property of the neighborhood national park's biggest benefactor, John D. Rockefeller Jr.

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Edsel with his sons Henry II and Benson spending time at the beach in Seal Harbor. THF95355 

Rockefeller Jr. first visited Mount Desert Island in 1908 and immediately became enamored with the area. He built a large estate in Seal Harbor and by the time he became neighbors with Edsel in 1922, Rockefeller Jr. had already used his wealth to donate large tracts of land to his local national park. During this time he was also in the process of building a network of carriage roads that allowed the beautiful vistas of Acadia to be accessed by the public. Preferring the quiet serenity of horse-drawn carriages over the noisy automobiles, Rockefeller Jr. worked personally with the engineers to ensure that the carriage roads captured the tranquil scenery the park had to offer. The beautiful landscapes of the area would become the topic that Rockefeller Jr. used to initiate his friendship with Edsel Ford.

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Panoramic view of Seal Harbor located on Mount Desert Island, Maine. THF255236
 

Initially writing in December of 1922, Rockefeller Jr. didn't hide his feelings when congratulating Edsel on the purchase of his Seal Harbor property. He had visited Edsel's property at the top of Ox Hill during sunset one night and stated in his letter, "I do not know when I have seen a more magnificent and stunning view than that which met my eye on every side. You have certainly made no mistake in selecting a site for your home.” He concluded the letter by expressing how happy he and his family were at the thought of having Edsel as a permanent summer neighbor. In Edsel's gracious response to Rockefeller Jr., he mentioned that he would be using architect Duncan Candler to design his Seal Harbor home. Candler had previously designed the neighboring Rockefeller home, as well as other note-worthy properties on the island.

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John D. Rockefeller Jr.'s initial letter to Edsel congratulating him on the purchase of Edsel's Seal Harbor property. This letter lead to a life-long friendship that would be fueled by the spirit of philanthropy. THF255332

Christened with the name "Skylands" due to the unbroken views of the Maine horizon line that the property provided, Edsel's summer retreat was built between 1923 and 1925. In 1924, familiar with his new summer neighbor's philanthropic efforts and swayed by his past experiences, Edsel began donating yearly to the National Parks Association, known today as the National Parks Conservation Association. Created by industrialist Stephen Mather in 1919, the organization's mission was to protect the fledgling National Park Service, of which Mather was the director. For eight years Edsel would donate $500 annually to the National Parks Association, until the Depression years of 1932 and 1933 when other business and philanthropic demands restrained his monetary donations.

By the time Edsel's summer home was done in 1925, he and Rockefeller Jr. had become good friends and philanthropic partners. They shared a love for the arts, beautiful scenery, social justice, and civic responsibility. Although twenty years his senior, Rockefeller Jr. found Edsel's situation relatable. Both men were the only sons of immensely wealthy industrialist fathers and both had inherited the responsibility of their massive family fortunes. Each looked to use those fortunes to serve humanity and steer society towards a positive future. Rockefeller Jr. cherished the trait of modesty, a trait that he saw Edsel strongly demonstrate throughout his life. For that reason, Rockefeller Jr. held Edsel, "in the highest regard and esteem," describing him as, "so modest and so simple in his own living and in his association with his fellow men." Their summers spent together at Seal Harbor would undoubtedly include conversations about where they could best direct their philanthropic efforts.

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

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