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A sleek red convertible with tan interior and top down is parked in a display indoors
Like an actor cast in a role, this 1985 Modena Spyder California was chosen to play the part of a Ferrari 250 GT California Spyder in the movie Ferris Bueller’s Day Off. / Photo by Matt Anderson


For those who haven’t visited Henry Ford Museum of American Innovation in recent months, we have a wonderful new display space created in partnership with the Hagerty Drivers Foundation. Each year, we’ll share a couple of significant automobiles included on the foundation’s National Historic Vehicle Register. The (currently) 32 vehicles on the register each made a lasting mark on American history—whether through influence on design or engineering, success on the race track, participation in larger national stories, or starring roles on the silver screen.

Our first display vehicle is Hollywood through and through. It’s a “1961 Ferrari 250 GT California Spyder” (those quotes are intentional) used in the 1986 Gen-X classic Ferris Bueller’s Day Off. Those who’ve seen the film know that the car is a crucial part of the plot—ferrying Ferris, Sloane Peterson, and Cameron Frye around Chicago; threatening to expose their secret skip day; and forcing a difficult conversation between Cameron and his emotionally distant father.

In true movie fashion, though, not all is what it appears to be.

Black-and-white photo of sleek, low convertible with top down parked in a display indoors
This 1958 Ferrari 250 GT California is the real thing, as featured in Henry Ford Museum’s Sports Cars in Review exhibit in 1965. / THF139028

The Ferrari 250 is among the most desirable collector cars in the world. GT street versions sell at auction for millions of dollars. And GTO competition variants—well, the sky’s the limit. Even in the mid-1980s, these autos were too pricey for film work—particularly when the plot calls for the car to be (spoiler alert) destroyed. Instead, Ferris Bueller director John Hughes commissioned three replicas for the shoot: two functional cars used for most scenes, and a non-runner destined to fly out the back of Mr. Frye’s suburban Chicago garage.

Replica cars were nothing new in the 1980s. For years, enterprising manufacturers had been offering copies of collector cars that were no longer in production and too expensive for most enthusiasts. The coveted Duesenberg Model J is a prime example, having been copied by replica manufacturers for decades. Some replica cars were more about convenience than cost. Glassic Industries of West Palm Beach, Florida, produced fiberglass-bodied copies of the Ford Model A with available niceties like automatic transmissions and tape decks. Occasionally, the line between “real” and “replica” got blurry. Continuation cars like the Avanti II (based on Studebaker’s original) or post-1960s Shelby Cobras (based on Carroll Shelby’s racing sports cars) were sometimes built with formal permission or participation from the original automakers.

So, if the Ferris Bueller car at The Henry Ford isn’t a real Ferrari, then what is it?

The replica’s builder, Modena Design & Development, was founded in the early 1980s by Californians Neil Glassmoyer and Mark Goyette. When John Hughes read about Modena in a car magazine, he called the firm. As the story goes, Glassmoyer initially hung up on the famous writer/director—believing that it had to be a prank. Hughes phoned again, and Modena found itself with a desirable movie commission. Paramount Pictures, the studio behind Ferris Bueller, leased one car and bought two others.

The Modena replicas featured steel-tube frames and Ferrari-inspired design cues like hood scoops, fender vents, and raked windshields. While the genuine Ferrari bodies used a blend of steel and aluminum components, Modena’s bodies were formed from fiberglass—purportedly based on a British MG body and then fine-tuned for a more Ferrari-like appearance.

Page from magazine or catalog with images of Ford Torino cars and text
The replica Ferrari’s V-8 was sourced from a 1974 Ford Torino, not too different from these 1973 models. / THF232097

The most obvious differences were under the cars’ skin. Rather than a 180-cubic-inch Ferrari V-12, the Modena at The Henry Ford features a 302-cubic-inch Ford V-8 (originally sourced from a 1974 Ford Torino). While the Ford engine was rated at 135 horsepower from the factory, this one has been rebuilt and refined—surely capable of greater output now. And instead of the original Ferrari’s four-speed manual gearbox, the Modena has a Ford-built three-speed automatic transmission. (According to lore, actor Matthew Broderick wasn’t comfortable driving a manual.)

After filming wrapped, the leased car was sent back to Modena’s El Cajon, California, facility. After some work to repair damage from a stunt scene, the car was sold to the first in a series of private owners. By 2003, this beloved piece of faux Italiana/genuine Americana had been relocated to the United Kingdom. The current owner purchased it at auction in 2010 and repatriated the car to the United States. The Modena was much modified over the years, so the current owner had it carefully restored and returned to its on-screen appearance—as you see it today.

Imitation can be the sincerest form of flattery, but it can also be the quickest route to a lawsuit. Following the release of Ferris Bueller’s Day Off, Ferrari sued Modena Design & Development (along with other replica builders). The matter was settled out of court when Modena agreed to make some minor changes per the Italian automaker’s specifications. Replica production then resumed for a few more years.

The Modena Spyder California may not be a real Ferrari, but it’s certainly a real pop-culture icon. That’s reason enough to include it on the National Historic Vehicle Register, and to celebrate it at The Henry Ford.


Matt Anderson is Curator of Transportation at The Henry Ford.

Henry Ford Museum, Europe, 1980s, 20th century, Illinois, California, by Matt Anderson, popular culture, movies, cars

Large glass display case containing mannequins wearing clothing, signs and graphics, and additional hung clothing
Our latest installation of What We Wore: Bonnie Cashin. / THF191461


The current What We Wore exhibit in Henry Ford Museum of American Innovation features clothing by Bonnie Cashin. American designer Bonnie Cashin’s ideas, radical when introduced, have become timeless.

Who was Bonnie Cashin? An inscription in her senior yearbook provided a hint of things to come: “To a kid with spark—may you set the world on fire.” She did. By the 1950s, Cashin had become “a mother of American sportswear” and one of the most influential fashion designers of the 20th century.

Born in 1908 in California, Bonnie Cashin apprenticed in her mother’s custom dress shop. At 16, she began designing chorus costumes for a Hollywood theater. Next stop—the Roxy Theatre in New York City, where the 25-year-old was the sole designer. The street clothes Cashin designed for a fashion-themed revue led to a job at the prestigious ready-to-wear firm Adler & Adler in 1937. Cashin left for California in 1943, where she spent six years at 20th Century Fox, designing costumes for approximately 60 films.

Black-and-white photo of a woman in a suit and hat standing at a table in a restaurant showing a poster to a man seated at a table
Cashin’s designs for the 1944 movie Laura were the most influential of her 20th Century Fox creations. Motion pictures of the 1940s tended to showcase female stars as wealthy and glamorous women. Cashin’s designs for actress Gene Tierney suggested clothing chosen by the character of Laura herself, rather than costumes worn for an actress’s role. A revolutionary concept for the time, the garments reflected Cashin's real-life views. / THF700871

Black-and-white photo of two women standing in front of a closet with hanging clothing, looking at a blouse or jacket one of them is holding
Cashin and actress Olivia de Haviland look over costumes created for the motion picture The Snake Pit in 1948. / THF703254

In 1949, back in New York, Cashin created her first ready-to-wear collection under her own name. Cashin designed for “the woman who is always on the go, who is doing something.” She introduced the concept of layering, with each piece designed to work in an ensemble, alone, and in different combinations. The fashion world took notice. In 1950, Cashin won both the prestigious Coty American Fashion Critics’ Award and the Neiman Marcus Fashion Award.

Advertisement with impressionistic black-and-white drawing of a woman in a raincoat holding an umbrella; also contains text
This 1952 ad dates from the year Bonnie Cashin opened her own design studio. It captures the spirit of Cashin’s intended customers—women always on the go. / THF701655

In 1952, Cashin opened her own one-woman firm, Bonnie Cashin Designs. Cashin insisted on total creative control as she worked with the manufacturers who produced her designs. Cashin chose craftsmanship over commercial success. She never wavered in her artistic vision—functional simplicity and elegant solutions.

Jacket in brown, beige, navy, and rust-colored check or hounds tooth pattern
Jacket (Wool, Brown Leather Binding, Brass Toggle Closures), 1965–1970, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188918

Dark camel-colored suede pants
Trousers (Suede), 1955–1960, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188947

Many Cashin designs were practical solutions to problems she herself experienced. Her tailored poncho was born after she cut a hole in a blanket to cope with temperature fluctuations while driving her convertible through the Hollywood Hills.

Apple green, mustard yellow, and brown plaid boxy mohair coat with wide sleeves
Coat (Mohair, Suede Bindings, Brass Clip Closure), 1955–1964, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188928

Apple green sweater with three-quarter sleeves and small buttons up the front
Sweater (Cashmere, Brass Buttons), 1955–1964, Designed by Bonnie Cashin, New York City, and Made by Ballantyne, Innerleithen and Peebles, Scotland. / THF188908

Mustard-colored leather pants with triangular flap at fly buttoning at two places at the waist
Trousers (Leather, Brass Toggle Closures), 1965–1970, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188945

Cashin is most well-known for her innovative use of leather, mohair, suede, knits, and nubby fabric, as well as heavy hardware used as fastenings. Cashin had a deep love of color and texture—she personally selected, designed, or commissioned her fabrics.

Ad with text and photo of woman in blue denim shirt and red leather pants or skirt standing at table with sewing machine and fabric; more fabric is stacked on shelves behind her
In this 1972 ad for Singer sewing machines, examples of Bonnie Cashin’s favored textiles—suede, leather, knits, and nubby tweeds—appear on the shelves behind her. / THF700873

Traveling widely during her career, Cashin closely studied the traditional clothing of other cultures. Her international focus and attention to refining traditional shapes down to their most modern and mobile forms led to her distinctive “Cashin Look.”

Shirt with nubbly yellow, red, and beige plaid pattern, elbow-length sleeves, and red leather piping down the placket
Jacket (Mohair Bouclé, Leather Bindings, Brass Sweater Guard Closure), about 1965, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City; Fabric Made by Bernat Klein, Galashiels, Scotland. / THF188913

Bonnie Cashin created dazzling costumes for the stage and screen—then excelled at exquisite minimalism in her sportwear. The intersection? Cashin’s garments always moved with the wearer and were designed to be set against a backdrop—whether a theatrical scene or contemporary life.

Charcoal gray wool coat with red leather piping around the collar and down the placket
Coat (Wool, Leather Binding), 1965–1972, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188933

Burnt-orange leather pants with button at side of waist and also at side of knee
Trousers (Leather, Brass Toggle Closures), 1965–1972, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188943

Burnt-orange leather jacket with Nehru collar, narrow long sleeves and three brass toggles down front
Jacket (Leather, Brass Toggle Closures), 1965–1972, Designed by Bonnie Cashin and Made by Philip Sills & Co., New York City. / THF188938

Innovative and influential, Cashin continued to design until 1985. Following her death in 2000, among the handwritten notes jotted on scraps of paper in her apartment was one that read, “How nice for one voice to ignite the imaginations of others.”


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

20th century, California, New York, women's history, What We Wore, movies, making, Henry Ford Museum, fashion, entrepreneurship, design, by Jeanine Head Miller

Man with glasses and white hair wearing an an argyle sweater and khaki pants sits at an office cubicle with a computer and silver archival boxes nearby
The author at his desk at The Henry Ford. / Photo by Jeanine Head Miller

I grew up on Detroit’s far west side, just north of Dearborn, during the 1950s and 1960s. History was always my favorite subject, and I fondly remember school field trips to what was then called Henry Ford Museum and Greenfield Village. I can trace my interest in American history to those visits and remember thinking how great it would be to work there someday.

I graduated from the University of Michigan at Ann Arbor in 1975 with a bachelor's degree in history. My original intention was to become a history teacher, but with teaching positions few and far between in those days, I ended up accepting a position in the mortgage department of Comerica Bank and stayed there for nearly 30 years.

I retired in 2008 and became a volunteer at The Henry Ford. After three years of doing computer data entry in the marketing department and helping at special events like Maker Faire, Old Car Festival, and Motor Muster, I met Jeanine Head Miller, Curator of Domestic Life at The Henry Ford. Jeanie was looking for a volunteer curatorial research assistant to work with her in the Historical Resources department. She was willing to take a chance on me, even though my professional life had been spent in banking, not historical research. The learning curve was steep, but with Jeanie’s knowledge and patience, I learned the ropes.

My primary focus as a volunteer has been to research the lives of some of the people who owned, made, or used the objects in The Henry Ford’s collection. Most of them were ordinary people, using these objects as part of their everyday activities.

Uncovering People’s Stories


I first look for clues in the object’s accession file—a file that contains whatever information we know about the object. Sometimes I find letters from the donor, often a descendent of the original owner, providing some family history and information about the maker or owner of the object, or how it may have been used. More often, though, there may be only a few clues—a name or a place. From these clues, I start my search to learn more about the background of the individual or family and the context of the object.

The advent of the Internet and genealogy websites like Ancestry.com—with access to census records, city directories, birth and death records, and other information—make researching the life of someone born more than a hundred years ago much easier. The census records are a particularly valuable tool in my research. They provide information about a person’s occupation, age, place of birth, marital status, immigration status, place of residence, home ownership, and more. The census also lists all the people living in the same home and their relationship to the head of the household.

Sites like Newspapers.com, with its access to many newspapers nationwide, can provide a wealth of information. I often find marriage and birth announcements, obituaries, and other information. Local historical societies are also a great research resource. I encounter other dedicated volunteers willing to search local records for information on people I am searching for—information not available online.

Conrad Hoffman’s Violin


Very typical-looking wooden violin
Violin used by Conrad Ambrose Hoffman, 1793. / THF180694

A few years ago, The Henry Ford acquired a violin used by Conrad Ambrose Hoffman (1839–1916), a musician and teacher from Pontiac, Michigan. The violin had been made in 1793 by Czech violin maker Johann Michael Willer (1753–1826). The family not only donated Hoffman’s violin and bow, but also related archival materials, including concert programs, sheet music and librettos, calling cards, and stationery.

These materials helped provide some information about Hoffman. But further research in sources like Ancestry.com, Newspapers.com, and the Palmer Family Papers: 1853–1940 at University of Michigan’s Bentley Historical Library helped me enrich Hoffman’s story.

The United States census records for Conrad Hoffman revealed that he was born in New York in 1839, but moved to Oakland County, Michigan, with his family by 1840. His father, Ambrose D. Hoffman (1806–1881), made his living as a farmer and cooper. The 1870 census revealed that 31-year-old Hoffman was employed as a music teacher and was living at the family home in Pontiac, Michigan, with his parents and two sisters.

Most of the information I discovered about Hoffman’s life as a musician and teacher came from a biography that I found on Google Books, Biographical Sketches of Leading Citizens of Oakland County, Michigan, published in 1903. The account recalled Hoffman’s early interest in music, the musical abilities of his mother and sisters, and his study of the violin as a young boy—including his traveling to Dresden, Germany, to study music at the Dresden Conservatorium.

Paper concert program containing text
Hoffman and his orchestra performed at Clinton Hall in Pontiac, Michigan, on May 27, 1868. / THF279100

Hoffman’s biography also revealed that he served in the Union Army during the Civil War as a musician with the 15th Michigan Volunteer Infantry. In the years following the war, Hoffman organized an orchestra in the Pontiac area.

Paper concert program containing text
Conrad Hoffman performed at this concert at the Music Hall in Holly, Michigan, on May 24, 1866. / THF279106

Concert programs from the 1860s and 1870s document Hoffman’s performances in places like Birmingham, Holly, and Pontiac, Michigan. He performed as a solo violinist, as well as a conductor.

I discovered through a marriage announcement, published in the Detroit Free Press on September 25, 1900, that Conrad Hoffman married for the first time at the age of 60. His bride was childhood friend and pianist Philomela Cowles Palmer (1851–1930). Philomela was the daughter of Charles Henry Palmer (1814–1887) of Pontiac, an entrepreneur who was instrumental in helping develop Michigan’s copper industry.

Conrad Hoffman died in 1916. His obituary, found on Newspapers.com, was published in the Detroit Free Press on December 9, 1916. The obituary described Mr. Hoffman as a well-known violinist, the owner of a collection of old violins, and the instructor of several of the best-known Michigan violinists and violin teachers.

Audrey Wilder’s Dress


Display case containing four dresses on mannequins, each with a sign nearby
Audrey Wilder’s blue 1920s dress is second from the right.

In the fall of 2019, Jeanie Miller asked me to find out what I could about the life of Audrey Kenyon Wilder (1896–1979) of Albion, Michigan. Jeanie planned to use Wilder’s 1920s dress for an exhibit called What We Wore: A Matter of Emphasis in Henry Ford Museum of American Innovation. My task was to find out as much as I could about Wilder to help tell the story of the dress and the woman who wore it.

The donor correspondence in the accession file for Wilder’s dress provided just a few clues—her name and place of residence. I guessed Audrey Wilder’s birth date would be about 1900, based on the age of the dress. I was able to find four-year-old Wilder in the 1900 U.S. Census, living with her parents at the home of her paternal grandparents in Albion, Michigan. Her father was the owner of a lumber yard in Albion.

Yearbooks from high schools and colleges, which I found on Ancestry.com, provided information about Wilder’s education and career. I learned that she graduated from Albion High School in 1914, Albion College in 1918, and earned a master's degree from Columbia University in 1921. Wilder began teaching English at Albion College that same year.

In 1928, Audrey Wilder left Albion College to serve as Dean of Women at Ohio Northern University in Ada, Ohio. I was able to find an article written about her on Google Books, which shed some light on Audrey’s life and activities during this period of her life. The November 1935 issue of her college sorority newsletter, Anchora of Delta Gamma, published a story about Audrey’s life and career, entitled “Audrey Kenyon Wilder, Ohio Northern’s Dynamic Dean.” She is described as a woman “of exquisite grooming” and as having established the first social hall for women on the Ohio Northern campus, providing a setting for the female students on campus to hold teas, receptions, and co-ed dinners.

Mannequin wearing blue and silver sleeveless drop-waist shift dress with firework- or foliage-patterned top and solid blue handkerchief skirt
Dress owned by Audrey Wilder, 1927–1929 / THF177877

Tying an object to the story of its owner is the goal of my research. It is not hard to imagine Audrey Kenyon Wilder, the dynamic dean of exquisite grooming, attending a campus social function wearing the dress which is now part of the collection at The Henry Ford.

“Shopping” for the Collection


At times, I have assisted the curatorial staff in locating items for the museum’s collection. The curators identify a desired object and I then search eBay and other Internet sites to try to locate one in good condition. I then show the possibilities to the curator or curators, who select and acquire the object. These Internet sites make the search easier, but it often requires patient searching—sometimes for months.

Camel-colored suitcase with brown trim and gold hardware; keys and a label sit nearby
Amelia Earhart brand overnight case made by the Orenstein Trunk Company, 1943–1950. / THF169109

One example is an Amelia Earhart brand suitcase. Earhart endorsed various products, including a line of luggage, in order to finance her aviation activities. I searched for six months and found one in like-new condition with the original price tag and keys! Though this example dates from the decade following Earhart’s disappearance, it attests to the staying power of the Earhart brand—this luggage line sold well for decades. This suitcase is on display in the museum’s Heroes of the Sky exhibit, in the section dedicated to Amelia Earhart.

I could not have asked for a more rewarding and interesting way to spend some of my time during my retirement years. I was finally able to find that “job” that I thoroughly enjoy and never get tired of. With millions of artifacts in the collection at The Henry Ford, there is always another life to explore and, for me, another adventure.


Gil Gallagher is Curatorial Research Volunteer at The Henry Ford.

Heroes of the Sky, women's history, Henry Ford Museum, What We Wore, fashion, Michigan, music, musical instruments, violins, The Henry Ford staff, #Behind The Scenes @ The Henry Ford, by Gil Gallagher, research

We are quickly drawing closer to the November 20 opening of our newest permanent exhibit in Henry Ford Museum of American Innovation: Miniature Moments: A Journey Through Hallmark® Keepsake Ornaments. With just a few weeks to go, we checked in with Jeanine Head Miller, Curator of Domestic Life, and Donna R. Braden, Senior Curator and Curator of Public Life, to collect their thoughts on our collection of nearly 7,000 Hallmark Keepsake Ornaments. Check out their answers below.

What is the oldest Hallmark Keepsake Ornament in The Henry Ford’s collection?


Round white Christmas ornament with image of 5 young children with fine hair holding musical instruments and sheet music around a small Christmas tree
One of Hallmark’s first ornaments from 1973, designed by artist Betsey Clark. / THF178137

Jeanine Head Miller (JHM): The ornaments in this collection date back to the first year that Hallmark produced Christmas ornaments—1973. That year, the company offered six decorated ball ornaments and twelve yarn ornaments. While the shape of Hallmark’s ball ornaments was traditional, the artwork, printed on a plastic sleeve and then heat-shrunk to the ornament, was an innovation. Hallmark’s simple yarn figures evoked nostalgic visions of Christmases long ago—the years leading up to America’s American Revolution Bicentennial celebration saw an increased interest in “early American” traditions.

Toy soldier ornament with blue yarn body, red felt hat, suspenders, and boots, and white felt face
Hallmark’s 1973 yarn ornament series included this colorful toy soldier. / THF177677

What is the newest Hallmark Keepsake Ornament in The Henry Ford’s collection?


JHM: The newest ornaments are the 269 made in 2009. (Yes—the number of ornaments released by Hallmark each year has grown!) These later ornaments reflect the increasing complexity of Hallmark’s designs. The vast majority of the company’s ornaments by this time were figurals (shapes that represent objects), with many being highly detailed. Ornaments sporting traditional Christmas themes were joined by an ever-evolving array of popular culture and technology-themed decorations. Customers appreciated the way that Hallmark’s designs helped them “personalize” their tree—a growing trend in Christmas tree decorating—using ornaments that reflected their own interests and experiences.  

Christmas ornament depicting a boy wearing glasses in a pink full-body bunny suit
Hallmark’s 2009 "Ralphie's Pink Nightmare" ornament from the movie A Christmas Story depicts an unhappy Ralphie dressed in Aunt Clara’s pink bunny suit gift. / THF177263

Christmas ornament showing a reindeer wearing a red tshirt, blue jeans, a backwards red-and-white baseball cap, and earphones, sitting cross-legged while looking at a handheld device
Hallmark’s 2009 "Wired for Fun" teenage reindeer multitasks as he entertains himself with up-to-date digital technology—an MP3 player and a wireless video game. / THF358063

Ornament of a snowman wearing a red apron with a spatula in the pocket and a colander on its head, holding a bowl of dough in one hand and a card labeled "Recipes" in the other
For the passionate culinary wizard, Hallmark’s 2009 "Snow Much Fun to Cook" ornament. / THF357697

What is the most common Hallmark Keepsake Ornament in The Henry Ford’s collection?


Donna R. Braden (DRB): This is a bit of a difficult question to answer. There is no easily available information on ornaments that were either produced or purchased in the greatest quantities, or those that are the easiest to find today. However, we might assume that those might align with the categories of ornaments that tend to be produced in the greatest number and variety. This varies over the years, but today—according to the 2022 Dream Book (and probably characteristic of the more recent years of our collection)—they are ornaments with classic Christmas themes, series favorites, Disney ornaments, meaningful moments and milestones, and popular culture characters, including Star Wars, Star Trek, superheroes, Harry Potter, toys, Peanuts, and Barbie.

What is the rarest Hallmark Keepsake Ornament in The Henry Ford’s collection?


DRB: Again, this is difficult to pin down. Lots of eBay listings for Hallmark Keepsake Ornaments say “extremely rare,” but these don’t necessarily cost a lot of money. Rarity can be based on the look, the artist, the date, the number in the series (especially firsts), and the popularity of the topic. Five rare ornaments I’ve seen listed follow below. The 1973 Betsey Clark ornament Jeanie notes as one of the earliest in our collection also seems to be rare.

Ornament with large-headed , brown-haired child/angel wearing a yellow dress with transparent wings sitting on transparent cloud; green box with image of ornament sits next to it
"Mary's Angels Series: Buttercup,” 1988, is the first in its series. / THF182250

Ornament of Santa sitting in an old-fashioned open red car with "1979" on side and bag of toys in the backseat; a green box with clear plastic front for the ornament sits next to it
“Santa's Motorcar,” 1979, is the first in the Here Comes Santa series. / THF176990

Colorful ornament of a blue steam locomotive sits next to a cream-colored box with green velvet insert and clear plastic top
"Tin Locomotive,” from 1982, is also rare. / THF177179

Ornament of Miss Piggy in blue-and-white ice skating costume with long white gloves, arms and legs in dramatic pose, sitting next to box with image of the same ornament on the front
Another rare listing is “Miss Piggy” from 1983. / THF177327

Ornament of spaceship with Christmas light extending from it, sitting next to gold-and-green box with image of the same ornament on the front
"Starship Enterprise" is rare, even though it’s less than 40 years old. / THF177369

What is the largest Hallmark Keepsake Ornament in The Henry Ford’s collection?


JHM: Over the years, many Hallmark ornaments have grown in size—some five inches high or more—and complexity, adding narrative embellishment through visual detail, light, motion, and sound effects. Some—designed to be displayed on a flat surface—are more like figurines.

Ornament depicting Santa Claus sitting behind a desk with sign "Mr. Claus," looking at a piece of paper, with many toys on and around the desk
This large 2006 “Letters to Santa” ornament—about 5 ½ inches high and made to be hung on the tree—not only brims with charming detail, it offers motion and sound features. Pulling the bell below this battery-powered ornament causes several toys around Santa’s desk spring to life, as eight humorous recordings of children reading their letters to Santa are heard. / THF362217

Ornament depicting four men in identical black suits, three holding guitars and one seated at a drum set
This 1994 “Beatles Gift Set,” four inches high, commemorates the 30th anniversary of the Beatles’ 1964 appearance on the Ed Sullivan Show—one of the first times Hallmark Keepsake Ornaments had attempted likenesses of real people. / THF352350

Vignette of part of room, with stockings hung from mantel, a Christmas wreath above the fireplace, and a dog and cat lying on pet beds, as well as other furniture
The 2002 scene “The Family Room”—five inches high—was a group effort, with details of this homey design contributed by 19 Hallmark artists. / THF362466

What is the most valuable Hallmark Keepsake Ornament in The Henry Ford’s collection?


DRB: This is difficult to pin down, as it varies by changing collectability over the years—and The Henry Ford doesn’t collect based on monetary value, but instead on historical significance. However, the one ornament that shows up over and over is a 2009 ornament representing Cousin Eddie’s RV from the movie National Lampoon's Christmas Vacation.

Ornament of rusted beige RV with wreath on door, dangling from round silver button reading "National Lampoon's Christmas Vacation," sitting next to a white box with an image of the same ornament on it
Hallmark "National Lampoon's Christmas Vacation: Cousin Eddie's RV" Christmas Ornament, 2009. / THF361864

What is your favorite Hallmark Keepsake Ornament in The Henry Ford’s collection?


JHM: Hmmm… while I admit being partial to Hallmark’s small buildings, my favorite ornament—if I had to choose just one—is "Christmas Cookies!" from 2004. Why do I love it? This tiny stove with its charming cooking-making details immediately immerses me into happy childhood memories of baking Christmas cookies with my mother and sisters. A few years ago, my husband located one of these nearly 20-year-old ornaments online and gave it to me as a Christmas gift.

Ornament of cream-colored stove with one oven door cracked to show a tray of cookies inside; another tray of cookies, a bowl of dough, and a teapot and two mugs of hot chocolate are on top of stove
Hallmark’s "Christmas Cookies!" ornament, 2004. The lights inside the oven glow, and a fragrance insert emits the sweet scent of cookies “baking.” / THF177744

DRB: “Baby’s First Christmas,” from 1990, is my favorite ornament for personal reasons. My daughter Caroline was born that year. We were not big Hallmark ornament purchasers yet (that mushroomed later), but we saw this and it really “spoke” to us as a perfect symbol of this important milestone in our lives. We imagined being able to relive the memories of that milestone every year. And we do! More than 30 years later, it still occupies a prominent place on our Christmas tree every year.

Ornament with a baby or toddler in a walker with "Baby's 1st Christmas" written on it and "1990" on a bib around the baby's neck; it sits next to a green and red box with an image of the same ornament on it
Baby’s First Christmas, 1990. / THF177026


Jeanine Head Miller is Curator of Domestic Life at The Henry Ford, Donna R. Braden is Senior Curator and Curator of Public Life at The Henry Ford, and Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.

2000s, 21st century, 1990s, 1980s, 1970s, 20th century, popular culture, Miniature Moments, home life, holidays, Henry Ford Museum, Hallmark, Christmas, by Jeanine Head Miller, by Ellice Engdahl, by Donna R. Braden

Yellow wooden cart with text on the side with a large wooden beater at one end
International Harvester Manure Spreader, circa 1905 / THF89810


The act of farming draws nutrients from the soil. If the nutrients are not returned, the soil will become depleted and lose productivity. One of the best ways to restore the soil is to recycle what was removed from it by spreading manure. Manure spreaders made this dirty job not-so-dirty.

Caring for the Land: Forgotten—Then Rediscovered


To Europeans living in the American colonies, the availability of land in North America seemed limitless. Farmers paid little attention to caring for the soil, quickly abandoning the fertilizing activities they had practiced in Europe. These farmers felt it more cost effective to simply move on to new land when the soil lost productivity, rather than put in the effort to restore its fertility.

By the 1800s, this strategy had begun to run its course. As land went fallow—first in the east, and later in the Midwest and plains—American farmers had to rediscover the soil stewardship practices they had lost generations earlier. Since much of the grain grown on a farm is fed to livestock, farmers began to gather up barnyard manure from cows, horses, pigs, and other animals and spread it on their fields to restore the soil’s fertility.

Wooden-handled pitchfork with four metal tines
This short-handled manure fork (dated 1875-1890) could be used in a stall, wagon, or other confined area. / THF173108

The Dirtiest of the Dirty Jobs


Spreading manure is one of the most unpleasant and labor-intensive jobs on a farm. It requires a lot of effort and a strong constitution to scoop up raw manure and straw bedding from the barnyard and stalls into a wagon, and then fork it out evenly over many acres of fields. David C. Voorhees, a farmer in Somerset, New Jersey, wrote in his diary of spreading 215 loads of manure in September 1875 following the harvest. Spreading manure needs to be done properly to be effective. Too much manure in one spot can “burn” the soil, so clumps need to be broken up before they are tossed on the field.

If ever there was a farm task that was ripe for mechanization, it was spreading manure. Throughout the 1800s, dozens upon dozens of patents were issued for manure spreaders. By the 1870s, the design of manure spreaders had been sufficiently refined, and the manufacturing process had developed enough to make manure spreaders both effective and affordable.

Yellow brochure cover with text
This pamphlet for a Kemp & Burpee Manufacturing Co. manure spreader described its operation and included many testimonials. The company was absorbed by International Harvester in 1906. / THF125272

How to Make the Manure Fly


The more successful manure spreaders had two key design features: a continuously moving apron, or floor, which automatically moved manure toward the back of the wagon to be spread; and a beater at the back of the spreader to pulverize manure and spread it evenly across the field. With a good manure spreader, one person could do the work of five or more—and those other people were surely happy to do some other job.

Wooden beater with spikes on the end of a yellow wooden wagon in a large room
The beater on this circa 1905 manure spreader broke the manure up into small pieces and spread it evenly on the field. / THF89816

A Remarkable Survivor


If spreading manure was hard on farmers, it was even harder on farm equipment, since manure rapidly corrodes and rots manure spreader parts. Consequently, early manure spreaders rarely survived to be passed on to the next generation, much less make it into a museum.

The Henry Ford’s circa 1905 International Harvester manure spreader is one of these very rare survivors. It is all the more extraordinary because it retains its original paint and parts. It is an excellent example of the prevailing manure spreader design of the early 1900s.

A Sustainability Hero


In many ways, farm practices can work against nature. The manure spreader is a great example of a tool that helped farmers reestablish the natural cycle by recycling the bounty of the soil back into the soil. The manure spreader does the dirtiest job on the farm—but it is a key part of making farming a sustainable undertaking.


Jim McCabe is former Collections Manager/Acting Curator of Agriculture and the Environment at The Henry Ford.

Henry Ford Museum, horse drawn transport, environmentalism, farms and farming, farming equipment, agriculture, by Jim McCabe

Glass display case containing a sign with text and images and model cars, both whole and in parts and pieces
Barney Korn’s work is featured in The Henry Ford’s exhibit Driven to Win: Racing in America. / Photo by Matt Anderson


In the 1930s and 1940s, race fans who didn’t have the budget or the bravery for full-size auto racing could find big thrills in small scale through the world of tether cars. These gas-powered model cars were raced by adults in organized competition. The models either raced against the clock, running in circles while tethered to a pole, or they raced against each other on a scaled-down board track fitted with guide rails.

The fastest tether cars topped 100 miles per hour—real miles, not scale miles—which explains another name given to them: spindizzies. (Imagine watching a little car zooming around a pole and the name makes perfect sense.) Though they look like toys, these models could be expensive. By the time you bought the car, the engine, the tools, and the accessories, you could be looking at more than $100—at a time when you could by a Ford DeLuxe Convertible for well under $1,000. At the hobby’s peak, some 25 major manufacturers and hundreds of individual builders produced tether cars. But few makers matched the skill and craftsmanship of Barney Korn.

Engine with chain and brass, silver, and gold parts
Barney Korn’s skill was apparent from his high school days, as when he built this working engine in shop class. / THF160779

Bernard Barney Korn was born in Los Angles on April 24, 1903. He showed his modeling talents at an early age, building an elaborate water-cooled model engine as a project for his high school shop class. After high school, Korn honed his skills in part by working as a machinist for aviation innovator Howard Hughes, whom he joined in 1924.

Long green model car with text and numbers on side, hood removed and sitting next to car
One of Barney Korn’s “Indianapolis” models, with the hood removed to expose the single-cylinder gas engine. / THF157084

As tether cars became more popular, Barney Korn joined the booming business and formed B.B. Korn Specialty Manufacturing Company in 1939. His first production model, the “Meteor,” was also his rarest. Only 18 examples are known to have been made. The following year, Korn began production of his best-known and, many would say, best-looking model: the “Indianapolis.” Based on real Indianapolis 500 race cars of the time, Korn’s “Indianapolis” was handsome and well proportioned. It was a big model, with an overall length over 20 inches. Many were also exceptionally detailed. The “Liberty Special” car even had a working compass in its dashboard! But the “Indianapolis” was rare too. It’s believed that Korn produced fewer than 70 examples in total. Most featured rear-wheel drive trains and aluminum bodies, though a few had lightweight magnesium bodies. When materials were restricted during World War II, Korn mixed and matched aluminum and magnesium components as needed.

Piece of equipment with silver metal rectangular base with gears, wires, and other components
Korn’s working dynamometer measured engine performance in his model cars. / THF159749

Barney Korn used precision tools, molds, and patterns to build his model cars. In a particularly impressive feat, Korn even built a working dynamometer to test his cars’ performance. Like full-size dynamometers, Korn’s version was basically a treadmill for engines. It allowed a model car’s drive wheels to spin while the car itself remained stationary. Korn’s dyno measured the power and torque of the .60-cubic inch engine as it delivered power to the wheels. The little dynamometer was even adjustable to accommodate both front and rear-wheel drive models.

Metal model car chassis sitting next to carved, unpainted block of wood in the shape of a car body
This unfinished Korn “Indianapolis 29” kit would have appealed to the budget-conscious tether car buyer. / THF162913

The B.B. Korn Manufacturing Company provided a few options for budget-conscious buyers. Instead of a standard “Indianapolis” model, they could purchase one of Korn’s “Indianapolis 29” cars. Everything about the “29” series was smaller—from the .29-cubic inch engines (source of the name), to the dimensions, to the all-important price tags. Those wanting to save even more could opt for an unassembled “Indianapolis 29” kit rather than a fully assembled car. With the kit, it was up to the buyer to finish rough edges on the balsa wood body, and to source an engine separately.

Barney Korn’s tether cars were beautifully made and carefully detailed, but that quality came at a price—in dollars and in performance. Korn’s models were too expensive for amateur hobbyists and too slow for serious racers. Poor sales made the B.B. Korn Manufacturing Company unsustainable, and it closed just a few years after it opened.

Barney Korn went on to a career in modelmaking for special effects work in films. His detailed miniatures can be seen in movies like To Please a Lady, a 1950 racing melodrama staring Clark Gable and Barbara Stanwyck, and Moby Dick, the 1956 adaptation of Herman Melville’s novel directed by John Huston. In the early 1980s, Korn even built a few improved versions of his original tether car designs.

Barney Korn died in Los Angeles on October 23, 1996, but his craftsmanship survives. Replicas of Korn’s models are readily available today, and originals are highly prized by collectors. It’s a proud legacy for a talented artist who some regard as the Leonardo da Vinci of the tether car hobby.

Explore Further


“Barney Korn: Tether Car Craftsman” expert set
“Tether Cars: Big Thrills in Small Scale” expert set
Driven to Win: Racing in America exhibit information
Artifacts related to tether cars in our Digital Collections


Matt Anderson is Curator of Transportation at The Henry Ford.

engineering, engines, making, Henry Ford Museum, Driven to Win, toys and games, by Matt Anderson, cars, racing

Color postcard showing a complicated curving multilevel freeway interchange with a city behind it

America’s car culture is a subject for music, movies, and postcards—and for serious study and preservation. / THF104062

There’s an exciting new changing exhibit in Henry Ford Museum of American Innovation. In partnership with our friends at the Hagerty Drivers Foundation, we’re spotlighting some of the nation’s most significant automobiles and trucks. Some of these vehicles introduced new ideas in engineering or design, others found glory on the race track, and a few lit up the silver screen. In all cases, these vehicles left a mark on American history important enough to earn them a place on the National Historic Vehicle Register.

We inaugurate this collaborative display with a car from the world of popular culture. For those of us who were teens in the 1980s, the movies of writer-director John Hughes were inescapable. Films like Sixteen Candles, The Breakfast Club, Weird Science, and Pretty in Pink captured the Reagan-era teenage zeitgeist—and timeless teenage angst—to a T. But for self-styled Gen-X slackers, one film in the Hughes catalog stands above the rest: Ferris Bueller’s Day Off.

There’s probably no need to summarize the well-known plot (see here if you disagree). Suffice it to say, high school senior Ferris (Matthew Broderick) convinces best friend Cameron (Alan Ruck) and girlfriend Sloane (Mia Sara) to join him on his own personal skip day through Chicago. The plot really gets rolling, so to speak, when Ferris convinces Cameron to let them take his father’s 1961 Ferrari 250 GT California on their adventures. It doesn’t end well. The Ferrari becomes the target of Cameron’s longstanding anger with his father, and its accidental destruction forces some serious interpersonal growth.

Black-and-white photo of sleek light-colored convertible sportscar
This (genuine) 1958 Ferrari 250 GT California was part of Henry Ford Museum’s 1965 Sports Cars in Review exhibit. / THF139028

We’re delighted to be able to exhibit that Ferrari. Well, not that Ferrari… the one that got destroyed. For that matter, what we’re showing isn’t even a Ferrari. It’s a 1985 Modena Spyder California—an authentic-looking replica built by Modena Design & Development in El Cajon, California. It’s one of three Modena replicas used in shooting the movie. (Even in the mid-1980s, a genuine Ferrari 250 GT was too valuable to risk in film work.) This beloved pop-culture car is a playful way to kick off our celebration of a serious project: the National Historic Vehicle Register.

The National Historic Vehicle Register has its roots in the Historic American Engineering Record (HAER). Established jointly in 1969 by the National Park Service, the American Society of Civil Engineers, and the Library of Congress, HAER documents significant sites and structures associated with America’s engineering and industrial history. According to established HAER guidelines, nominated structures are documented with written reports, photographs, and technical drawings. These materials are then deposited in the Library of Congress. Generally, a listing in the HAER does not, in itself, protect a structure from possible demolition. It does, however, “preserve” that structure for the future via HAER’s extensive documentary materials.

HAER has documented buildings, bridges, and even airplanes, but it’s never documented cars. Recognizing the need for some similar mechanism to record significant automobiles and trucks, the Historic Vehicle Association (HVA) was formed in 2009. Modeling itself on HAER, the HVA had four founding principles:

  1. To document and recognize significant vehicles in a national register
  2. To establish and share best practices for the care and preservation of significant vehicles
  3. To promote the historical and cultural importance of motor vehicles
  4. To protect automotive history through affiliations with museums and academic institutions, through educational programs, and through support of relevant legislation


The Historic Vehicle Association, in collaboration with the U.S. Department of the Interior, established the National Historic Vehicle Register (NHVR) in 2013 and, in January 2014, it added the first car to its list. HVA selected a 1964 Shelby Cobra Daytona Coupe, one of six built by Carroll Shelby and his Shelby American team to compete in sports car races. Apart from Mr. Shelby himself, the Cobra Daytona Coupe was also developed with legendary racing figures like Pete Brock, Ken Miles, and Phil Remington.

Black-and-white photo of low racecar with long hood on a track in front of fans
CSX2287, the first Shelby Cobra Daytona Coupe, won the 12 Hours of Sebring in 1964. Fifty years later, it became the first entry on the National Historic Vehicle Register. / THF130368

We should pause to note that, of necessity, the National Historic Vehicle Register contains individual cars. The register does not list the Cobra Daytona Coupe as a model. Rather, it specifically includes chassis number CSX2287—the first of the six built, and the only one built completely at Shelby American’s Venice, California, shop. CSX2287 won the GT class at the 1964 Sebring 12-Hour race, competing as number 10, with drivers Dave MacDonald and Bob Holbert. The car later set 27 national and international land speed records at the Bonneville Salt Flats, with Craig Breedlove at the wheel. CSX2287 is now in the collections of the Simeone Foundation Automotive Museum in Philadelphia, Pennsylvania.

Following its selection, the Cobra Daytona Coupe—like all subsequent vehicles on the register—was thoroughly documented for the NHRV. Specialists researched the car through written documents and spoken interviews, they photographed it from multiple angles, and they measured the car using sophisticated laser scanners. (You can learn more about the scanning process in this clip from The Henry Ford’s Innovation Nation.) The resulting materials were then sent to the Library of Congress for long-term preservation.

The Historic Vehicle Association was founded with philanthropic support from Hagerty, the world’s largest specialist insurance provider for historic vehicles. In more recent years, the work of the HVA has been folded into the Hagerty Drivers Foundation, which manages the National Historic Vehicle Register with the U.S. Department of the Interior.

Black-and-white photo of an old-fashioned race car on a dirt track in front of stands filled with fans
The Marmon Wasp driven by Ray Harroun, winner of the 1911 Indianapolis 500. / THF229391

To date, more than 30 vehicles have been added to the National Historic Vehicle Register. There are celebrated race cars like the 1907 Thomas Flyer that won the 1908 New York to Paris Automobile Race, the 1911 Marmon Wasp that won the first Indy 500, and one of NASCAR’s “Fabulous Hudson Hornets” driven by Herb Thomas.

Magazine advertisement page with aerial image of two vans and text at the bottom
Volkswagen’s groundbreaking Type 2 Transporter is represented on the NHVR by a van that served a higher purpose: supporting Black Americans in the Civil Rights Movement. / THF105564

There are vehicles that participated in large national events, like a 1918 Cadillac employed by the U.S. Army in World War I, or a 1966 Volkswagen Transporter used in humanitarian efforts supporting Black Americans on Johns Island, South Carolina, during the Civil Rights Movement, or a 1969 Chevrolet Corvette driven by Apollo astronaut Alan Bean, who landed on the Moon in November 1969.

Green car model connected by a wire to a black joystick-like object, in front of a purple, green, and black product box for the car
The 1964 Chevrolet Impala lowrider is a car culture icon, illustrated by this remote-controlled model. / THF151539

The wide world of American car culture is wonderfully represented by a 1932 Ford V-8 hot rod built by Bob McGee,  a 1951 Mercury Coupe modified for Masato Hirohata by “King of Kustomizers” George Barris, and the pioneering 1964 Chevrolet Impala lowrider “Gypsy Rose,” customized by Jesse Valadez.

Black-and-white photo of man in suit and woman in fancy dress standing with two other women by a car in front of a curtain; man waves to crowd
Preston Tucker’s 1948 Tucker 48 made a mark in life and on screen. / THF135047

The register doesn’t overlook the automobile’s contributions to popular culture. Apart from the replica Ferrari used in Ferris Bueller’s Day Off, the list includes a 1968 Ford Mustang driven by Steve McQueen during the influential car chase in Bullitt, and a 1981 DeLorean DMC-12 that carried Michael J. Fox’s Marty McFly to 1955 before returning him back to the future. Preston Tucker’s 1947 Tucker 48 prototype is something of a movie car too. Yes, it inspired a real-life production vehicle, but it also inspired the 1988 film Tucker: The Man and His Dream, starring Jeff Bridges.

Green Model T car with writing on sides in a large glass case at night on a pathway with the U.S. Capitol lit up behind it
The 15 Millionth Ford Model T traveled from Greenfield Village to the National Mall in April 2018, after it was added to the NHVR. / Photo courtesy Hagerty Drivers Foundation

Some of you may be wondering if anything from The Henry Ford’s collections is listed on the National Historic Vehicle Register. I’m happy to report that, yes, we are represented by (what else) a Ford Model T added to the list in 2018. It’s not just any T, of course, but the 15 Millionth Ford Model T, which was the ceremonial “last” Model T built before Ford ended production in favor of the 1928–1931 Model A. Like most of the vehicles added to the register, our 15 Millionth Model T traveled to Washington, D.C., where it was displayed on the National Mall—to honor the car, but also to draw attention to the NHVR and the importance of preserving America’s automotive heritage. The NHVR research team also produced a 23-minute documentary on the Ford Model T and its enormous influence.

The register continues to grow. Likewise, The Henry Ford will continue to display a rotating selection of register cars in the years ahead. It’s a fun way to celebrate America’s car culture, but it’s also an opportunity to recognize the important and ongoing work of the National Historic Vehicle Register.


Matt Anderson is Curator of Transportation at The Henry Ford.

Model Ts, race cars, racing, popular culture, movies, by Matt Anderson, Henry Ford Museum, cars

A display case holds paper items by a graphics-covered wall and a sign with text

Photo by Kristen Gallerneaux/Katherine White

A new temporary exhibit, OUT!: LGBTQ+ Visibility and Identity, is now on view until August 15, 2022, in Henry Ford Museum of American Innovation. The exhibit, co-curated by Kristen Gallerneaux and Katherine White, contains recent acquisitions that relate to the history and lived experiences of LGBTQ+ people. The content of the exhibition is replicated in this post (with slightly expanded descriptions) for those unable to see it in person.

The first theme explored in this exhibit focuses on how LGBTQ+ communities have used a variety of communication networks—from print media to Internet platforms—to advocate and educate, to resist discrimination, and to unapologetically celebrate identity.

The second major theme gathers collections that relate to queer-positive and diverse forms of gender expression. These artifacts include stories of gay pride and trans visibility through acceptance, body positivity, and pronoun advocacy.

These artifacts do not sit still. The stories and lives represented here are evidence of turning points and triumphs—and ongoing battles—of the LGBTQ+ community individually, communally, and societally.

Getting the Word Out


In the 1960s, LGBTQ+ people faced a largely unaccepting American society and legal landscape that restricted how they could express themselves. Queer bars and clubs were among the only private, “safe” spaces, for LGBTQ+ patrons but they were also easy targets for police, who harassed and arrested patrons. On June 28, 1969, New York City police raided the Stonewall Inn, a gay club in Greenwich Village. A riot ensued.

Queer bars and clubs also became sites of community and connection—even amidst persecution and harassment—and became fertile soil for the burgeoning queer liberation movement.  LGBTQ+ newspapers were distributed in these spaces, broadcasting news unlikely to be shared in mainstream media. Print media like these unified queer/LGBTQ+ people in the fight for acceptance and equality through sharing manifestos, organizing protests, and recruiting members.

Today, we recognize the legacy of the Stonewall Riots as the genesis for the Pride marches that celebrate the LGBTQ+ community every June, in cities big and small across America. 

Front page of newsletter with headlines, text articles, and a cartoon
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Bright pink piece of paper with text
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These fliers were created by New York City’s chapter of The Mattachine Society, one of the oldest gay rights groups in America, in the months following the Stonewall Riot. They illustrate the urgency felt by the queer community in the wake of persistent and brutal police violence.

Raising Awareness


In the early and mid-1980s, activist collectives formed to raise awareness of HIV and AIDS. This advocacy was critical, since government and public health organizations initially refused to act or acknowledge the developing crisis. Misinformation about HIV and AIDS transmission was widespread, and so LGBTQ leaders and allies spoke up—demanding an end to negligence, access to testing, treatment options, and vetted public education about HIV prevention.

Black poster with pink triangle and text "SILENCE=DEATH"
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Yellow poster with image of Ronald Reagan with purple eyes and text "AIDSGATE"
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The Silence=Death Collective’s “AIDSgate” poster condemns then-president Ronald Reagan’s lack of response to the AIDS epidemic. In 1981, the first AIDS cases in the United States; President Reagan did not recognize AIDS in a public speech until September 1985.

Line drawing depicting group of people arm-in-arm, some with hands in the air, one holding a sign reading "Gay Is Good"
THF627364

Line drawing of four people, one in a wheelchair, marching and holding signs with text
THF627366

Howard Cruse, author of the acclaimed graphic novel Stuck Rubber Baby, uses the slogan of the Gay Liberation Front in the top drawing above: “We’re here, we’re queer, get used to it!” The “Gay is Good” illustration mimics historical photographs of protestors at the 1969 Stonewall Uprising that were also referenced in the “Gay Liberation” poster by Su Negrin, Peter Hujar, and Suzanne Bevier.

Poster with text and photo of cake with large number "10" and Keith Haring-esque figure kicking open a door on it
THF190487

In 1988, Richard Eichberg and Jean O’Leary founded Coming Out Day to provide resources for LGBTQ+ people wishing to publicly declare their identity. The pair believed that “coming out” would promote solidarity and acceptance while reducing homophobia. The Human Rights Campaign (an LGBTQ+ advocacy and political lobbying group) sponsors this event in the United States. This poster commemorates the 10th anniversary of the observance, which remains active in 2022. The logo of a person dancing their way out of a closet depicted on the cake on this poster references artist Keith Haring’s original NCOD logo.

Online Identity & Safe Spaces


Online platforms can act as digital “safe spaces” for LGBTQ+ community-building. Beginning with Usenet bulletin board systems in the 1980s and transitioning to LiveJournal, Twitter, and Tumblr in the 2000s, these sites can act as support networks for LGBTQ+ people—including those who live in isolated areas or in situations where openly exploring identity poses challenges AFK (away from keyboard). 

Several screenshots from a tumblr blog, featuring images and text
Photo by Kristen Gallerneaux/Katherine White

Zack Arad launched a microblog on July 21, 2010. Arad, who self-identifies as gay, has been active on social media since he was a teenager. His popular Tumblr blog and YouTube vlogs explore themes like gay pride, pop culture, humor, dating, and political issues.

Photo of man, arch-shaped fabric with shiny silver squares, and four booklets with graphic of mouth with teeth and text
Photo by Kristen Gallerneaux/Katherine White

This “mini-quilt” was created by Zak Foster, a textile artist who identifies as gay and has a strong online following for their work, selling one-of-a-kind upcycled quilts on Etsy. With Grace Rother, Foster also created this collection of “zines,” and distributed them online “as a love offering … to all the queer folks in the quilting community.”

Identity & Solidarity


Buttons, patches, badges, and pins are consciousness-raising, inexpensive, quick to create, and able to be distributed widely. Wearing a button can be a method of activism. When simply being “out” as LGBTQ+ means possible danger and discrimination, choosing to wear a visible symbol of queerness is a courageous act. 

Black motorcycle covered with more than a dozen pins and buttons
THF189705

The cap above was worn by a member of a California-based gay motorcycle club. Among the oldest gay organizations in the United States, these clubs emphasized hypermasculinity, which appealed to many gay men who had long been stereotyped as effeminate.

Six pins/buttons with text related to LGBTQ+ issues, most also featuring triangles
Photo by Kristen Gallerneaux/Katherine White

Many of the buttons featured here use symbols or terms that were once weaponized against the LGBTQ+ community but were later reclaimed. The inverted pink triangle, for example, has its roots in the Holocaust, when Nazis forced queer people to wear a pink triangle as a form of identification and persecution. By repurposing these symbols, a shared and recognizable language of identity and solidarity is created among LGBTQ+ people and allies.

Trans Acceptance


Transgender and nonbinary people have always existed, across time and in every corner of the world—just as have gay, bisexual, lesbian, and other queer communities. But acceptance by the broader world has been difficult to achieve. Even the early leaders of the LGBTQ+ equality movement pushed the transgender community to the fringes. For many transgender and nonbinary individuals, the realization that their gender identity does not align with their assigned-at-birth gender comes long before even their own acceptance and celebration of it.

Khaki-colored knapsack or backpack with cross made out of red duct tape and striped patches at top
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Photo of people in protest march, some walking bicycles or holding signs; person in center carries a white flag with a red cross; also contains text
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Miley Kirby came out publicly and applied trans flag patches to her medic bag during Detroit’s Black Lives Matter protests, which held supplies used to provide medical care to fellow protestors. Kirby is visible carrying this same bag in the center of the press photo above, published in the Detroit News during the Black Lives Matter protests of Summer 2020.

“The people I met at the [George Floyd] protest were one of the first groups of people that encouraged me to be me. They refused to let me cop out on pronouns, names, or hand-waving of my transness for others comfort. We yelled our message in the streets, why not scream your identity to the world? My time in those protests found me my voice as Miley Kirby, or at least the beginning of one.” – Miley Kirby 

Floor-length, long-sleeved, v-necked purple dress with lavender and black paisley pattern and tie at waist
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Allie Zecivic listened to an insistent inner voice and purchased this dress, her first article of women’s clothing. It helped her to accept her gender identity as a transwoman.

“Hot Topic skinny jeans and too tight graphic tees were alright, but this was a dress. A long, flowy, spinny dress. I spent a lot of time sitting alone in my room wearing it, my heart racing and the paranoia spinning horrible outcomes in my head, but it felt right. The validation that dress brought was freeing. It was this feeling in the face of trepidation of being caught, that solidified my need for more. And such my wardrobe grew.” – Allie Zecivic 

Orange plastic prescription bottle with white lid and white label containing text (some of which is blacked out)
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Small glass prescription bottle with silver cap and white and red label containing text
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Laura Bowman began the medical transition to female with these hormone replacement therapy medications. She crossed out her “deadname”—the male name she was given at birth—and kept these bottles as symbols of her journey.

“Hormones don't make a transperson trans, but for many of us they are the beginning of the end. The end of the old life, and the beginning of a new experience, a new chance to be who we want to be, to make the outside fit how we feel inside. When I first picked up these pill bottles, I felt a giant weight off my chest as it felt like I was going to be able to make some progress on that person in the mirror and come to like her just a little better. The major part of that comes when you change the way you perceive yourself, but damn do the hormones help!” –Laura Bowman

Body Positive 


Carrie Metz-Caporusso is an artist and tattooer who identifies as queer and non-binary. They began tattooing in 2011 and are committed to challenging traditions in tattooing culture that sometimes stigmatize LGBTQ+ and larger-bodied people. After experiencing fat shaming in the tattooing world, Carrie brainstormed a way to celebrate—rather than conceal—plus-sized body types with custom “roll flower” tattoos. These tattoos align with the body positivity movement by embracing the natural folds and creases on client’s backs or sides, which serve as a “stem” for flowers and leaves emerging from above and below.

Line drawing of partial silhouette of body with flowers drawn on it
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Line drawing of partial silhouette of body with botanical design drawn on it
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These signature “roll flower” tattoo flash designs were drawn and donated by Metz-Caporusso to The Henry Ford. In 2022, The Henry Ford commissioned Metz-Caporusso to create illustrations for apparel, which will soon be available in museum stores. 

Smiling person in black gloves tattoos another person's arm; framed art hangs on a wall behind them
Photo courtesy of Carrie Metz-Caporusso

Mother of the Movement


Marsha “Pay It No Mind” Johnson was a New York City–based drag performer and activist who identified as a gay transvestite (the term transgender was not used at that time).

She was tireless in her advocacy for gay rights. From the mid-1960s on, she was an active presence—often a mischievous instigator—at almost every major uprising, parade, and political action connected to the LGBTQ+ equality movement. She clashed with police during the Stonewall Uprising, helped create the Gay Liberation Front, and participated in AIDS awareness group ACT-UP. With Sylvia Rivera, Johnson was a “house mother” for the Street Transvestite Action Revolutionaries—a political collective and homeless shelter for trans youth of color. Johnson died under suspicious circumstances in 1992—believed by many to be a victim of anti-gay violence.

Poster with illustration of person wearing black jacket with rainbow pocket among blue and pink flowers; also contains text
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This print, created by Julia Feliz in 2018, honors the intersectional legacies of Black LGBTQ+ leaders, as well as Daniel Quasar’s redesign of the Pride Flag to include stripes for BIPOC (Black, Indigenous, and people of color) and trans people.

Listening to the Community


The stories and lives represented in this exhibit just barely scratch the surface of what it means to be LGBTQ+ in the United States. Visibility often increases vulnerability—and backlash. In 2022, bigotry, discrimination, and social justice issues related to equal rights and access continue to impact LGBTQ+ people around the world.

In 2021, The Henry Ford began to seek community feedback for ways to update and improve our permanent exhibit With Liberty and Justice for All. This temporary exhibit, OUT!: LGBTQ+ Identity and Visibility, is connected to ongoing work related to this project, which will continue throughout 2022.


Kristen Gallerneaux, Curator of Communications & Information Technology at The Henry Ford, and Katherine White, Associate Curator at The Henry Ford, collaboratively produced this exhibit and blog.

Henry Ford Museum, by Katherine White, by Kristen Gallerneaux

A large red piece of farm equipment moves through a field of brown plantsSoybean Harvesting / Photo courtesy of the United Soybean Board


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

Close-up shot of brown plants with pods entangled in the tines of agricultural machinery in a field
A Close-Up of the Modern Soybean Harvesting Process / Photo courtesy of the United Soybean Board

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

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

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

Black-and-white photo of man driving a tractor with large equipment attachment behind it through a field
Man Driving an Allis-Chalmers Tractor Pulling an Allis-Chalmers All-Crop Harvester at Michigan and Southfield Roads, Dearborn, Michigan, October 1936 / THF286727

The Crop


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

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

Close-up of brown, slightly hairy pods on a plant against a blue sky
Soybean Pods Ready for Harvesting / Photo courtesy of the United Soybean Board

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

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


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

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

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

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

Black-and-white photo of a person riding a tractor through a field, pulling agricultural equipment containing crops behind it
A Ford-Ferguson Model 9N Tractor Pulling an Allis-Chalmers “All-Crop” Harvester, Macon, Michigan, November 1939 / THF701486

Black-and-white photo of person on tractor pulling a piece of agricultural equipment behind them through a field
Rear view of the Allis-Chalmers “All-Crop” Harvester, pulled by a Ford-Ferguson Model 9N Tractor, Macon, Michigan, November 1939 / THF701489

More Crop in the Hopper


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

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

Large yellow piece of agricultural equipment with large tines at front below a cab, in a large space with wooden floor and other agricultural equipment
The New Holland TR70 Axial Flow Combine, 1975, with Corn Attachment, on Exhibit in Henry Ford Museum of American Innovation / THF57471

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

Page with text and image of yellow agricultural equipment with reel in front harvesting a crop in a field
Sperry Rand Corporation - Sperry New Holland Division Catalog, "TR70 Twin Rotor Combine," 1977, Page 10 Detail / THF298867

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

Large blue and yellow piece of agricultural equipment harvesting crops in a field
Ford New Holland Agricultural Equipment, 1985, Detail / THF277369

For additional information:

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

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

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


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

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

Large museum display case containing four mannequins wearing clothing, luggage, and signage

Our latest installation of What We Wore: Traveling by Ocean Liner. / THF190376

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

Postcard of large ocean liner at sea; also contains text
Postcard of Cunard’s White Star Line RMS Queen Mary, about 1949. / THF256419

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

Beige page with text and red decorations, including the outline of a ship
Passenger list for Cunard White Star Line’s RMS Queen Mary, 1949. / THF701257

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

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



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

Black-and-white photo of three people seated at a table look toward the camera; two more people stand behind the table
Catherine Roddis (shown here with her daughter Augusta and husband Hamilton) wore the evening dress below in the Champlain Dining Room of the SS Nieuw Amsterdam, 1948. / Photo courtesy of the Estate of Augusta Denton Roddis

White or beige dress with short-sleeved lace top and long, slim skirt
Evening Dress, about 1941, worn by Catherine Roddis. / THF166578

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

Beige dress with pattern of flowers and fairies, short flutter sleeves, and mid-calf skirt
Day Dress, 1945. Worn by Augusta Roddis. / THF166561

Black-and-white photo of a woman and man seated at a tablecloth-covered table among other diners
Augusta Roddis, with her luncheon partner, in the first-class dining room of the RMS Queen Mary, September 1949. / Photo courtesy of the Estate of Augusta Denton Roddis

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

Light bluish-gray lace dress with translucent three-quarters sleeves, full shirt, and sweetheart bodice
Dress, about 1948, worn by Catherine Roddis. / THF166563

Black-and-white photo of two men in tuxedos and two women in evening gowns and short fur jackets
Catherine Roddis (shown here with her son-in-law and daughter, Henry and Sara Jones, and husband Hamilton) wore the dress depicted above during a trip to Europe onboard the RMS Queen Elizabeth in 1950. / Photo courtesy of the Estate of Augusta Denton Roddis

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

Tan-colored man's suit
Suit, 1951, worn by Hamilton Roddis. / THF165826

Black and white photo of man in suit and woman in dress playing shuffleboard on a boat with passengers in lounge chairs nearby
Hamilton Roddis and his daughter Augusta play shuffleboard on the SS Manhattan in 1938. / Photo courtesy of the Estate of Augusta Denton Roddis


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

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