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Activating The Henry Ford Archive of Innovation

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In 2021, The Henry Ford acquired the papers of noted computer-generated film and new media artist Lillian F. Schwartz as part of the larger Lillian F. Schwartz & Laurens R. Schwartz Collection.

The papers, perhaps the most complex set of materials ever brought into the holdings of the archives and library at The Henry Ford, contain multiple formats, including documents, graphics, audio, still and moving images, and books in both physical and digital forms.

In addition to the archival and library materials, the larger collection includes many three-dimensional items, such as sculpture, clothing, and large framed artworks, with our collections management and registrar staff being responsible for the care of those items.

The collection’s journey to the archives and library began by receiving the shipment into a large project area in Henry Ford Museum of American Innovation, and then unwrapping and unloading pallets.

Pallet filled with boxes, all wrapped with clear plastic, sitting in storage area among other boxes and pallets
Photo by Brian Wilson

Pallet containing many wide, shallow boxes, all wrapped in clear plastic wrap, sitting in a storage area among other similarly packaged material
Photo by Brian Wilson

Boxes were sorted so that we could check them against existing inventory lists and create additional inventories if needed. Any unlabeled boxes were given temporary paper labels so that they could be tracked.

As the inventories were reviewed, determinations were made about where materials would be stored in the Benson Ford Research Center (BFRC). Storage locations were specified based on the format of the material with, for example, film being placed in cold storage, and books being transferred to library storage.

Once we understood how much we had and where we wanted to put it, we began making shelf space in the BFRC. Many existing collections had to be relocated to create room, with location data for each of those collections requiring updates in our collections management system. In several cases, moving a collection required moving one, two, or three other collections to make efficient use of available shelving. In the end, we made 95 shelves and 16 flat file drawers available for the Schwartz papers. With each shelf being 40 inches wide, this added up to over a football field in length of shelving!

Shelves containing a variety of labeled archival boxes
Photo by Brian Wilson

Long set of empty shelves
Photo by Brian Wilson

The newly cleared shelves and drawers were slowly filled with boxes and folders over several weeks as the materials were moved from the museum to the BFRC.

Shelves stretching into the distance filled with a variety of archival boxes
Photo by Brian Wilson

Large flat filing cabinet opened in a waterfall fashion to show flat folders and papers inside
Photo by Brian Wilson

In addition to storing the physical materials, we’ve also been reviewing the electronic data included in the papers. Located on multiple “carriers,” including computers, external hard drives, and backup disks, the data includes thousands of text, image, and video files. We’re noting the type, storage size, manufacturer, and part and serial number for each carrier and have created disk images of the most recently used hard drive to improve access to and preserve that data.

Our next steps in this journey will be to expand and refine the original inventories by reviewing the entire collection in the BFRC box-by-box, folder-by-folder, and hard-drive-by-hard-drive with the goal of creating a single master inventory. This inventory will become the starting point for access to the papers for our staff and researchers.

Be sure to visit our Digital Collections to see items from the entire collection that have already been digitized, and contact the archives and library at research.center@thehenryford.org if you’d like more information on this collection—or any of the hundreds of others in our holdings.


Brian Wilson is Senior Manager of Library and Archives at The Henry Ford.

2020s, 21st century, women's history, technology, Michigan, drawings, Dearborn, computers, collections care, by Brian Wilson, art, archives, #Behind The Scenes @ The Henry Ford

Leo Goossen

November 21, 2022 Archive Insight

Blueprint of technical drawing of engine

Supercharger Assembly Drawing of Offenhauser Engine by Leo Goossen, April 21, 1934 / THF175170

Leo Goossen was an automotive draftsman, engineer, and one of the most influential engine designers in American auto racing. In a presentation from our monthly History Outside the Box series on Instagram earlier this year, Processing Archivist Janice Unger recognized Goossen’s 130th birthday with a quick biography and look at some of Goossen’s work from our collections. If you missed it on Insta, you can watch below.

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California, 20th century, racing, race cars, Michigan, History Outside the Box, engines, engineering, drawings, cars, by Janice Unger, by Ellice Engdahl, archives

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

Large stone columns with black iron gates between them and green vines growing down over the tops; one is hung with a banner with text and an image of a car
Banners with vintage Lincoln artwork welcomed visitors to the 2022 Old Car Festival at Greenfield Village. / Photo by RuAnne Phillips


We observed a beloved late-summer tradition September 10–11, 2022, with Old Car Festival, our annual celebration of automobiles built between the 1890s and 1932. First held in 1951, Old Car Festival is the longest-running antique automobile show in the United States. (Though we should probably put an asterisk on that, thanks to 2020, when Old Car Festival—like most events—was canceled.)

Old-fashioned black car with open sides and dash and whitewall tires, with people standing nearby
Luxury was often synonymous with a higher cylinder count. Cadillac delivered with this 1915 V-8 touring car. / Photo by Matt Anderson

Each year, we turn our spotlight on a special make, model, individual, or theme. February 2022 brought the 100th anniversary of Ford Motor Company’s acquisition of Lincoln Motor Company, so it seemed fitting to feature the broader subject of “Early American Luxury.” (We’d already celebrated Lincoln specifically at this year’s Motor Muster.) Certainly, this theme includes Lincoln, but it also encompasses names like Packard, Cadillac, LaSalle, Pierce-Arrow, and Peerless. These are the marques that defined the very term “luxury car” in the early decades of the 20th century.

Spectators look at a row of cars displayed behind barriers in an open, shed-like building
Detroit Central Market housed a selection of luxury vehicles from show participants and from The Henry Ford’s own collection. / Photo by Matt Anderson

This year was our first opportunity to incorporate the Detroit Central Market building into Old Car Festival activities. We took advantage of the spacious new structure to show select upmarket American cars drawn from show participants and from The Henry Ford’s own collection. Among the museum’s cars on view were a 1915 Cadillac Type 51 touring car, representing the first mass-produced V-8 automobile, and a 1923 Lincoln Model L touring car that once belonged to Thomas Edison. We also showed our 1922 Detroit Electric coupe. The little coupe might not have seemed so impressive alongside the big touring cars, but there was a time when electric automobiles were purposely marketed to well-to-do women.

Old-fashioned car with white doors and black top, with open space where windows and dash would be, displayed in an open building with people nearby
This 1915 Packard Twin Six (Packard’s term for its V-12 engine) embodies our “Early American Luxury” theme. / Photo by Matt Anderson

Several magnificent participant cars rounded out our Central Market display. From Packard, we had a 1915 Twin Six touring car and a 1927 Series 626 sedan. From Franklin, we had a 1931 Series 151 sedan. Auburn—part of E.L. Cord’s Auburn-Cord-Duesenberg empire—was represented by a pair of beautiful 1929 models, including a cabriolet and one of the company’s beloved boat-tail speedsters. Our special exhibit wasn’t limited to exclusive marques. Luxury cars for customers of (relatively) more modest means were represented by a 1928 Studebaker President sedan and a 1930 LaSalle coupe.

Old-fashioned truck with wooden sides and whitewall tires with green rims, parked in front of a mustard-colored wooden building
Model T cars, wagons and trucks were everywhere at Old Car Festival, including this 1924 depot hack parked near Sarah Jordan Boarding House. / Photo by RuAnne Phillips

We had more than 730 vehicles registered for this year’s show. Automobiles, station wagons, trucks, bicycles, and even a few military vehicles were spread throughout Greenfield Village over the weekend. Visitors could enjoy the sights and sounds of a 1910s ragtime street fair along Washington Boulevard. They could attend a 1920s-era community garden party near Ackley Covered Bridge. They could watch the Canadian Model T assembly team put together a Ford automobile in mere minutes. Or they could hear about wartime struggles on the Western Front outside Cotswold Cottage. At the Ford Home, near the village entrance, Old Car Festival visitors could take in an exhibition of tractors and internal-combustion engines that took some of the backbreaking labor out of early-20th-century farming. For festival participants in a matrimonial mood, our friends at Hagerty arranged a Drive-Thru Vow Renewals experience. Registered show-car owners could drive their antique vehicles past the makeshift altar in front of Edison Illuminating Company’s Station A and “re-light” their nuptials.

A row of cars are parked behind a string barrier on a lawn in front of a building with a white wood and red brick steeple; people stand by some of the cars
Martha-Mary Chapel provided an inspiring backdrop for cars on the Village Green. It also housed a series of special programs throughout the weekend. / Photo by RuAnne Phillips

Speaking of altars, Martha-Mary Chapel hosted several programs and presentations during Old Car Festival. Tom Cotter, author and host of the popular web series Barn Find Hunter, presented twice during the weekend. On Saturday, he went behind the scenes of his car-seeking show with “A Barn-Finding Life.” On Sunday, Cotter recalled the 3,000-mile journey chronicled in his book Ford Model T Coast to Coast. On both days, longtime festival participant Daniel Hershberger discussed early auto touring and roadside camping. Hershberger dedicated his talks to the memory of Randy Mason, a former curator of transportation at The Henry Ford who passed away earlier this year. Also on both days, historian Joseph Boggs looked at the fascinating relationship between automobiles and 1920s Prohibition. Cars factored into both sides of the equation—used by rumrunners and law enforcement officers alike.

Of special interest were two panel discussions on early American luxury cars, held on Saturday and Sunday. Through the generous support of the Margaret Dunning Foundation, we brought together three experts in the field: Bob Casey, retired curator of transportation at The Henry Ford; David Schultz, president of the Lincoln Owners Club; and Matt Short, former curator at the Auburn-Cord-Duesenberg Automobile Museum and former director of America’s Packard Museum. Our panelists discussed the innovators, manufacturers, and automobiles that defined luxury motoring into the 1930s. Their Sunday session was livestreamed and can be viewed here on The Henry Ford’s Facebook page.

A row of old-fashioned cars are parked on a green lawn in front of a white building with columns decorated with red, white, and blue bunting
Select participating vehicles at Old Car Festival were judged for various class awards. From those winners, one grand champion was selected each day. / Photo by RuAnne Phillips

Visitors may not be aware of a special distinction (apart from chronology) that separates Old Car Festival from our Motor Muster show. Participants at Old Car Festival can choose to have their vehicles judged by a team of vintage-automobile experts. The judges determine Vehicle Class Awards based on authenticity, quality of the restoration work, and care with which each car is maintained. First-, second-, and third-place prizes are awarded in 11 different classes. One overall Grand Champion is selected on each day of the festival. Additionally, two Curator’s Choice Awards are presented to unrestored vehicles, and guests and participants are invited to vote for their favorites in the People’s Choice Awards. The full list of our 2022 award winners may be viewed here.

Old-fashioned trucks are parked in a line on a green lawn with large trees and buildings behind them and people nearby
Old Car Festival includes trucks, too. Commercial vehicles line Christie Street during the event. / Photo by RuAnne Phillips

Great crowds, good weather, and impressive vehicles made for a perfect show in 2022. While it’s always hard to say goodbye to summer, Old Car Festival is certainly a fine way to do it. We look forward to next year’s event already.


Matt Anderson is Curator of Transportation at The Henry Ford.

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

A long, burgundy-colored convertible with dramatic lines drives past a man with a microphone in front of grandstands with seated spectators

Lincoln was in our Motor Muster spotlight, but that didn’t mean we couldn’t enjoy this beautiful 1953 Cadillac Series 62 convertible. Perfect weather added to the show’s success. / Photo by Matt Anderson

It was a Motor Muster to remember as more than 600 cars, trucks, motorcycles, and bicycles—all dating from 1933 to 1978—gathered in Greenfield Village over the weekend of June 18–19, 2022. We couldn’t have asked for better weather, with both Saturday and Sunday boasting sunny skies and mild temperatures in the mid-70s.

Onlookers check out two cars behind stanchions with signage under a large open shed
It’s been a century since Ford purchased Lincoln—a perfect time to bring out two Lincoln Continentals from The Henry Ford’s collection: a 1941 convertible and a 1964 limousine. / Photo by Matt Anderson

Our spotlight this year fell on Lincoln Motor Company. One hundred years ago, on February 4, 1922, Henry and Wilfred Leland sold their struggling firm to Henry and Edsel Ford. After that shaky start, Lincoln thrived under Ford management—particularly under the leadership of Edsel Ford—and produced designs and nameplates that continue to inspire today’s enthusiasts.

Large low building with open sides, filled with cars and spectators
Detroit Central Market featured Lincoln Continentals from every styling generation within Motor Muster’s 1933–1978 time period. / Photo by Matt Anderson

This was our first Motor Muster with the Detroit Central Market building, which opened earlier this year. We took full advantage of the beautiful structure, using it as a showcase for our Lincoln Motor Company theme. With generous assistance from some of our participants, and by drawing on The Henry Ford’s own collections, we assembled a complete set of at least one Lincoln Continental from every styling generation produced in our Motor Muster time frame of 1933 to 1978. Highlights included our 1941 Lincoln Continental convertible—a personal car of Edsel Ford who, with designer Bob Gregorie, created the original Continental—and our 1964 Lincoln Continental stretch limousine modified for Pope Paul VI. Other special vehicles included a full set of Lincoln’s top-of-the-line Mark-series Continentals representing the Mark III, VI, and V models. For good measure, we also included a couple of Continental Mark II cars—even though, strictly speaking, they’re not Lincolns.

Copper-colored Jeep-like vehicle parked among other vehicles in front of a gray wooden building
This 1977 Ford Bronco looked just fine posed in front of the Logan County Courthouse where—speaking of Lincolns—Abraham Lincoln tried cases in the 1840s. / Photo by Matt Anderson

Our familiar decade vignettes returned for 2022. We recognized the 1930s with a re-created Civilian Conservation Corps camp, cooking demonstrations, and a wonderful selection of blues music by singer-guitarist Robert Jones. For the 1940s, we honored American efforts during World War II with a re-created wartime scrap drive and a horse-drawn milk delivery wagon—an appropriate fuel-saving measure and a reminder of days when the local dairy delivered right to your doorstep.

Display of motors on stands under red tents in front of a lake or other body of water
Outboard boat motors—and even a few boats—highlighted the “Tailfins and Two-Tones” boating display at Suwanee Lagoon. / Photo by Matt Anderson

The 1950s and 1960s had three interesting expressions at Motor Muster this year. We had our suburbia-inspired selection of vintage lawn mowers, as well as regular musical performances of ’50s hits by the Village Cruisers. New for 2022 was our “Tailfins and Two-Tones: Outboard Boating’s Golden Age” display on the banks of Suwanee Lagoon. Some of our show participants staged a selection of vintage outboard boat motors, along with a small flotilla of (trailered) motorboats exhibiting the same bright colors and tall tailfins seen on automobiles of the time.

Small, boxy, sky-blue car with hood open on a lawn among trees and walkways
Something truly unusual: a 1978 VAZ 21011 sedan built in the Soviet Union—but flying Ukrainian flags in support of that besieged nation. / Photo by Matt Anderson

We celebrated the 1970s with another trio of programs. Costumed participants enjoyed a 1976 Bicentennial picnic near Ackley Covered Bridge. The band Classic Gold provided mini concerts of classic rock hits at the nearby gazebo. And, at the Herschell-Spillman Carousel, the vintage band organ pumped out music of a different vintage as it played hits by ’70s Swedish pop phenom ABBA throughout the weekend.

A turquoise and white 1950s vehicle on a road with onlookers and other vehicles nearby
Regular pass-in-review programs provided expert commentary on participating cars, like this 1955 Pontiac Star Chief. / Photo by Matt Anderson

As always, Motor Muster visitors could choose to walk throughout Greenfield Village to see the cars arranged in chronological groupings, or they could find a seat in the bleachers on Main Street and let the cars come to them. Our pass-in-review programs, held throughout the weekend, had participant cars parading past the reviewing stand where expert narrators provided commentary on the various vehicles—design elements, engineering achievements, and personal stories from the collectors who shared their cars with us at the show.

After a couple of unusual years, it was good to be back at a Motor Muster that felt so close to normal. We’ve missed the cars for sure, but we’ve missed the camaraderie even more. Ask any of the show’s participants—the cars might draw us into this hobby, but it’s the stories and the friendships that keep us hooked.


Matt Anderson is Curator of Transportation at The Henry Ford.

Michigan, Dearborn, 21st century, 2020s, Motor Muster, Greenfield Village, Ford Motor Company, events, cars, car shows, by Matt Anderson

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

On April 30, The Henry Ford was thrilled to welcome 150 student inventors from across the state to participate in the state finals of Invention Convention Michigan (ICM), the Michigan affiliate for Invention Convention Worldwide. The event marked the return of an in-person Invention Convention after two years of virtual programming.

A group of children, many wearing green t-shirts and lanyards, pose on the floor of a museum
Out of 1,290 young inventors who competed in regional STEM competitions across the state of Michigan, 150 were selected to participate in Invention Convention Michigan. / Photo by Purple Frog Photography

The atmosphere was electric as students in grades 3 through 12 presented their original inventions on the floor of Henry Ford Museum of American Innovation alongside some of the greatest innovations in American history. The young inventors were buzzing with nervous energy when it came time for judging, but once the pressure was off, they felt a rush of accomplishment and were free to explore the museum, garnering more inspirational energy for the year ahead.

A young man stands by a trifold display board, talking to a group of people circled around him
A young girl in a green t-shirt talks to two other people in front of a trifold display board on a table
Students pitch their inventions to volunteer judges and share their process, from identifying a problem to developing a solution and designing a prototype
. / Photos by Purple Frog Photography

During their lunch break, students were given the opportunity to participate in the Innovation Passport Zone. Traveling from booth to booth around the plaza, inventors learned about some of ICM’s sponsors—including Hagerty, Michigan Soybean Committee, and presenting sponsor Delta Dental of Michigan—and got their “passports stamped” for a chance to win a hefty grand prize of donations offered by the sponsors.

Three people look at a sign next to a table draped with a black cloth, behind which are two people in black t-shirts, in a room with other people and displays
A man marks a child's lanyard in front of a table in a large space with other people and displays
A group of children and adults stand by a table filled with small cups, behind which is a woman in a gray shirt
Students interact with representatives from Delta Dental of Michigan, Hagerty, and Michigan Soybean Committee in the Innovation Passport Zone. / Photos by Purple Frog Photography

After the scores had been tabulated, students gathered under the DC3 for the awards ceremony, which began with a special word from the president of The Henry Ford, Patricia Mooradian, and a keynote address by Kwane Watson, inventor of the mobile dental unit.

Someone dressed in a tooth costume, with a large smiley face and green hat, gloves, and shoes, entertains a group of people
A man in a blue t-shirt talks to a group of children and adults
Students enjoyed interacting with Dazzle, mascot for Delta Dental of Michigan, and The Henry Ford’s own Mike Moseley served as emcee for the event. / Photos by Purple Frog Photography

In all, over $3,500 in cash prizes was awarded to 21 of Michigan’s student inventors. Of these, 13 students were selected to advance to the Raytheon Technologies Invention Convention U.S. Nationals taking place at The Henry Ford June 1-3. To watch a replay of the awards ceremony, click here.

A group of children stand on a low stage and pose for the camera
Congratulations to these 21 student inventors, who were recognized with awards during the awards ceremony. / Photo by Purple Frog Photography

A girl in a black shirt and top holds an award and smiles for the camera next to a woman in a black t-shirt and jeans
A special congratulations goes out to Meera R., who was the Grand Prize Winner, presented by Delta Dental of Michigan, as well as the winner of the Make the World Award, presented by Stanley Black & Decker; the Originality Award, presented by Hagerty; and the Safety Award, presented by Hitachi Astemo. Meera will also be among the 13 inventors selected to represent Michigan at U.S. Nationals in June. / Photo by Purple Frog Photography

It was wonderful to see the museum plaza filled with passionate and joyous students, along with proud families and educators. We look forward to experiencing the thrill of Invention Convention U.S. Nationals in a few weeks and want to congratulate all of our student inventors once again for all of their hard work.


Katie Dallos is Program Coordinator, Invention Convention Michigan, at The Henry Ford and Samantha Rhoads is inHub Marketing Specialist at The Henry Ford.

Michigan, events, Henry Ford Museum, philanthropy, by Katie Dallos, by Samantha Johnson, education, inventors, childhood, innovation learning, Invention Convention Worldwide

Two-story white building with columns and second-floor balcony with two small trees in front on a grassy lawn

Photo by KMS Photography

When it comes to dining experiences, Eagle Tavern in Greenfield Village is one of a kind. The stagecoach tavern was built in 1831 in Clinton, Michigan. Calvin Wood and his wife Harriet operated it from 1849 to 1854, offering food, drink, and accommodations to the locals and those who came through the town. In 1927, Henry Ford purchased the tavern and brought it to Greenfield Village as the Clinton Inn, where it first served as a cafeteria for Edison Institute students and then for visitors. In April 1982, Eagle Tavern officially opened as the restaurant we know today. Forty years later, Eagle Tavern continues to delight members and guests with mid-1800s food and drink.

As we celebrate the beginning of the 2022 Greenfield Village season, Sous Chef Kasey Faraj shares three of his favorite Eagle Tavern recipes for you to try at home.

Woman in a 19th-century dress and bonnet pours water for a modern-dressed couple at a wooden table in front of a fireplace
Photo by Emily Berger

“My absolute favorite thing about the tavern is the overall guest experience,” said Faraj. “There is simply no place like this anywhere in America where we are taking our guests on a journey to the past. Everything from our Calvin and Harriet Wood characters chatting with our guests to the food, to the look of the bill of fare and restaurant, and the servers in period clothing, we all collectively create an experience that is unique, historically accurate, and unmatched by any establishment.”

Faraj found inspiration for his menus from classic mid-1800s era cookbooks, like Mrs. Putnam’s Receipt Book and The Kentucky Housewife. It was in these wonderful books that he was inspired to create dishes such as our delicious Asparagus Soup, Pork and Potato Balls, and Bouilli Beef.

Eagle Tavern’s Asparagus Soup

serves many

Shallow white bowl with green floral pattern filled with steaming pea-colored soup, sitting on wooden table in front of window

Ingredients

  • ½ pound unsalted butter
  • 1 ½ cups yellow onion, medium dice
  • 1 teaspoon fresh garlic, minced
  • 5 pounds asparagus, trimmed
  • 1 ½ cups celery, diced
  • 2 bay leaves
  • ¾ gallon vegetable broth
  • ½ cup cornstarch
  • 1 quart half-and-half
  • Salt and pepper to taste


Method

  • Heat a stockpot and melt the butter.
  • Add the onions and garlic and cook over medium-high heat until onions are translucent.
  • Add the asparagus, celery, bay leaves, and vegetable broth. Bring to a boil.
  • Once boiling, turn heat to low and simmer until asparagus is tender.
  • Add the cornstarch and half-and-half and puree the mixture with a hand blender until smooth. (You can also slowly break down the asparagus with a potato masher.)
  • Add salt and pepper to your liking.
  • Adjust the cornstarch if thicker or thinner soup is desired.
  • Strain if you wish to have a lighter-style soup. Serve with fresh bread or crackers.


“The awesome curators here at The Henry Ford and I collaborate to find these menu items in cookbooks from the past,” said Faraj. “I then take said items and build the menu through both seasonal availability and the story of Harriet and Calvin Wood. It is not as simple as, ‘I found a recipe for a mid-1800s era style corn soup, so we are going to offer that soup.’”

Faraj and team take everything into consideration:

  • How did season and local availability influence the meals that a tavernkeeper like Harriet Wood might have prepared for her tavern customers?
  • What foodstuffs could have been imported in southern Michigan in 1850?
  • What type of meals and desserts might Harriet Wood have had time to prepare over an open hearth in her busy tavern kitchen?


“In-depth research from period American cookbooks found in our research center, and expertise from our curators, help us find our way to these answers,” he said. “The ability to find a recipe from a book written almost two centuries ago, test that recipe, and then place it on a menu (that is seasonally accurate!) is what makes a chef working in historic dining challenging—yet fun!”

 

Eagle Tavern’s Pork and Potato Balls

serves many

Shallow white bowl with green floral pattern around rim, filled with fried meatballs, sitting on wooden table

Ingredients

  • 3 pounds cooked Idaho potatoes
  • 3 fresh eggs
  • 1 pound cooked pork-sage sausage, crumbled
  • Salt and pepper to taste
  • 1 pound unsalted butter


Method

  • Put cooked potatoes in a large mixing bowl. Using a potato masher, mash the potatoes until there are very few lumps.
  • In a separate bowl, whisk the eggs.
  • Add the crumbled sausage, salt, and pepper to the eggs and mix until evenly distributed.
  • Using a spoon or a small scooper, shape the mix into small balls no larger than a golf ball.
  • Heat a nonstick pan and melt the butter.
  • Cook the balls in the butter until browned on all sides and the internal temperature is 165° F. When cooked, sprinkle with additional salt and pepper and serve with extra butter, if desired.


One last recommendation from Chef Faraj: Eagle Tavern’s Bouilli Beef. “This dish is great served with roasted potatoes and mashed parsnips,” he said.

 

Eagle Tavern’s Bouilli Beef

serves many

White plate filled with beef with gravy topped with chopped vegetables, scalloped potatoes, and asparagus, sitting on wooden table


Ingredients

  • 3 pounds beef, cut into 8-oz. portions (preferably chuck eye roll)
  • Salt and pepper to taste
  • 3 ounces vegetable oil
  • 1 pound turnips, cut into 1-inch pieces
  • ¼ pound yellow onion, medium dice
  • ¼ pound peeled carrots, medium dice
  • ¼ pound celery, medium dice
  • 1 ½ gallons beef stock
  • 2 bay leaves
  • ½ teaspoon ground cloves
  • 6 cloves fresh garlic
  • 1 ounce soy sauce
  • 2 ounces Dijon mustard
  • 4 ounces cornstarch
  • 4 ounces chopped sweet pickles


Method

  • Season the beef with salt and pepper. Heat the vegetable oil in a stockpot on the stove and sear the meat on all sides.
  • Add the rest of the ingredients except for the soy sauce, mustard, cornstarch, and pickles.
  • Bring it all to a boil; once boiling, turn the heat down to a low setting and cover. Let cook slowly until the meat is almost fall-apart tender, 2-3 hours. Turn off and leave on stove.
  • Take half the stock the beef was cooked in and strain. Whisk together the soy sauce, mustard, and strained stock in a small saucepot over medium heat. Add the cornstarch and bring to a slow boil; cook until gravy is slightly thick. Add the cooked beef and plate with the turnips it was cooked with.
  • Ladle 2-3 ounces of gravy over each piece and top with chopped pickles.


Large, two-story white wooden building with columns and second-floor balcony, among trees
Eagle Tavern, Greenfield Village /
THF1918

Want to learn more about Eagle Tavern? Look below for links to blog posts, Innovation Nation segments, and artifact records.

 

All About Eagle Tavern
Drink Recipes

 

Dig Deeper



Lish Dorset is Marketing Manager, Non-Admission Products, at The Henry Ford.

making, Michigan, recipes, food, restaurants, by Lish Dorset, Greenfield Village buildings, Greenfield Village, Eagle Tavern

Black-and-white photo of man sitting in early open race car in front of building
Frank Kulick sitting in a 1910 Ford Model T race car. / THF123278


Frank Kulick (1882–1968) was a lucky man who beat rivals and cheated death on the race track. But his greatest stroke of luck may have been being in the right place at the right time. Born in Michigan, Kulick started his first job—in a Detroit foundry—at age 12. He was listed as a spring maker in the 1900 census. But in 1903 he was working for Northern Manufacturing Company—an automobile company founded by Detroit auto pioneer Charles Brady King.

That’s where Frank Kulick met Henry Ford.

Ford stopped by Northern to borrow a car. Impressed with young Kulick, Ford lured him to his own Ford Motor Company, where Kulick signed on as one of Ford Motor’s first employees. Kulick was there at Lake St. Clair in January 1904 when Henry Ford set a land speed record of 91.37 miles per hour with his “Arrow” racer. Not long after, Ford told Kulick, “I’m going to build you a racing car.” By that fall, Frank Kulick was driving to promote Ford Motor Company on race tracks and in newspapers.

Matted black-and-white photo of group of men around an early open car; names written on the mat
Frank Kulick scored his early victories driving this four-cylinder Ford racer. Its engine consisted of a pair of two-cylinder (1903) Model A engines mated together. / THF95388

Kulick went head-to-head with drivers who became legends in American motorsport—people like Barney Oldfield, whose cigar-chomping bravado set the mold for racing heroics, and Carl Fisher, who established Indianapolis Motor Speedway in 1909 and the Indianapolis 500 two years later. Kulick firmly established his credentials with an improbable win at Yonkers, New York, in November 1904. Through skillful driving in the corners and a bit of good luck (which is to say, bad luck for his competitors), Kulick’s little 20-horsepower Ford pulled out a win against a 90-horsepower Fiat and a 60-horsepower Renault. Kulick covered a mile in 55 seconds—an impressive racing speed of 65 miles per hour.

Black-and-white photo of three men standing near and three men working on early open race car on a beach
Frank Kulick (second from right) and Henry Ford (third from left) were photographed in New Jersey with the Model K racer in 1905. / THF95015

Frank Kulick’s four-cylinder, 20-horsepower car was superseded in 1905 by a larger car with a six-cylinder, 60-horsepower engine. It was one of a series of cars using engines based on the six-cylinder unit that appeared in the Ford Model K. The bigger engine did not bring better results. Henry Ford himself drove one of the cars twice in the summer of 1905, chasing new land speed records on the New Jersey beach. But the car came up short each time.

With Kulick at the wheel, Ford tried again for a record at Ormond Beach, Florida, in January 1906—this time with the six-cylinder engine improved to 100 horsepower. But Kulick had trouble with the soft sand, and he managed no better than 40 miles per hour on the straightaway. (The record was broken at the Ormond Beach event—but by a steam-powered Stanley that hit 127.66 miles per hour.)

The end of the road for Ford’s six-cylinder racers nearly ended Frank Kulick’s career—and his life. It happened in October 1907, on the one-mile oval at the Michigan State Fairgrounds near Detroit. Kulick was trying to lap the dirt track in fewer than 50 seconds—a speed better than 72 miles per hour. His latest car was dubbed “666”—a name that simultaneously called attention to its cylinder count and paid homage to Henry Ford’s earlier “999.” In retrospect, that nefarious name was a bad omen.

Black-and-white photo of two men staring at the crashed remains of a car in a field
Miraculously, Frank Kulick survived this crash in 1907, but it left him with a broken leg and a permanent limp. / THF125717

As Kulick was going through a turn on the fairgrounds oval, his rear wheel collapsed. Car and driver went careening off the track, through the fence, and down a 15-foot embankment. When rescuers arrived, they found Kulick some 40 feet from his wrecked racer. He was alive, but with his right kneecap fractured and his right leg broken in two places. Frank Kulick survived the crash, but his injuries healed slowly and imperfectly. He wore a brace for two years, and he walked with a limp for the rest of his life—his right leg having come out of the ordeal 1 ½ inches shorter than his left leg. The “666” was repaired, but it never competed again.

Henry Ford was horrified by Kulick’s accident, and he very nearly swore his company off racing for good. It wasn’t until 1910 that Kulick competed again under the company’s colors. By then, Ford Motor Company wasn’t building anything but the Model T, so Kulick naturally raced in a series of highly modified T-based cars. Arguably, his first effort in the renewed campaign was more show business than sport. Kulick went to frozen Lake St. Clair, northeast of Detroit, that February to challenge an ice boat. He easily won the match and earned quick headlines for the Model T.

Black-and-white photo of two men sitting in an early open car on a street with other cars, people, and buildings in the background
Kulick posed in a Model T racer at the Algonquin Hill Climb, near Chicago, in 1912. / THF140161

Over the next two years, Kulick and his nimble Model T racers crossed the country competing—and frequently winning—road races and hill climbs. Despite Kulick’s success, Henry Ford remained lukewarm on racing. Ford Motor Company built nearly 70,000 cars in 1912 and still struggled to meet customer demand, so it certainly didn’t need the promotion—or problems—that came with an active motorsport program. Kulick later recalled that, after a race at Detroit in September 1912, Henry pulled $1,000 in cash from his pocket and told Frank, “I’ll give you that to quit racing.” Despite the generous offer (almost $30,000 in today’s dollars), Kulick continued a bit longer.

Frank Kulick may have started having second thoughts the next month. While practicing for the Vanderbilt Cup road race in Milwaukee, he grew concerned about the narrow roadway. There wasn’t enough room to pass another car without dipping into a ditch, so Kulick protested and dropped out of the contest. His concerns proved well founded when driver David Bruce-Brown was killed in the next round of practice.

It was the 1913 Indianapolis 500 that finally changed Kulick’s career path. Then in its third running, the Indy 500 was well on its way to becoming the most important race in the American motorsport calendar. Henry Ford was determined to enter Kulick in a modified Model T. But Indy’s rules specified a minimum weight for all entries. The Ford racer weighed in at less than 1,000 pounds—too light to meet the minimum. Indy officials rejected the modified T, and a frustrated Henry Ford reportedly replied, “We’re building race cars, not trucks.” With that, there would be no Ford car in the Indianapolis 500—in fact, there would be no major factory-backed Ford racing efforts for 22 years.

Black-and-white photo of three people sitting in an early open car with text on side, parked in front of buildings and a masonry arch
Kulick’s later career involved more genteel assignments, like driving the ten millionth Ford on a coast-to-coast publicity tour in 1924. Here, he takes a back seat to movie stars Mary Pickford and Douglas Fairbanks. / THF134645

Frank Kulick’s racing days were over, but he remained with Ford Motor Company for another 15 years. His assignments varied from research and development to publicity. In 1924, Kulick was charged with driving the ten millionth Ford Model T on a transcontinental tour from New York to San Francisco. Three years later, Kulick was called on to help celebrate the 15 millionth Model T. This time, rather than driving it across the country, Kulick—as one of Ford Motor Company’s eight senior-most employees—had the honor of helping stamp digits into the engine’s serial number plate. It was perfectly fitting that, as someone who’d done so much to promote the Model T through racing, Kulick was there to make his mark on the ceremonial last T. Kulick left Ford not long after that. He had done well investing in real estate, which afforded him a comfortable retirement.

Frank Kulick passed away in 1968. He survived to see Ford Motor Company achieve its great racing triumphs at Indianapolis and Le Mans during the “Total Performance” era. He also lived long enough to sit for an interview with author Leo Levine, whose 1968 book, Ford: The Dust and the Glory, remains the definitive history of Ford racing in the first two-thirds of the 20th century. Levine wrote a whole chapter on Frank Kulick—but then, Frank Kulick wrote a whole chapter in Ford’s racing history.


Matt Anderson is Curator of Transportation at The Henry Ford.

Michigan, Model Ts, Indy 500, cars, by Matt Anderson, Ford workers, Ford Motor Company, Henry Ford, race cars, race car drivers, racing

Bluffs with pine trees overlook a large body of water
"Pulpit Rock on Presque Isle," Lake Superior near Marquette, Michigan, 1898. / THF118818

The border between the United States and Canada runs through four of the five lakes that constitute the world’s largest freshwater system—the Great Lakes. Policy makers on both sides of this fluid border have agreed to protect access and use of these bodies of water and their bays, arms, and inlets for more than 100 years.

Man in a rowboat paddles near a larger steamer in a harbor in front of docks and a town
View from the Harbor, Petoskey, Michigan, circa 1906. / THF118856

In the Boundary Waters Treaty of May 5, 1909, the United States and Great Britain (speaking for its Dominion of Canada) agreed to ensure free access and shared use of the navigable waterways. This sustained lucrative transportation and trade networks that the locks at Sault Ste. Marie, Michigan, helped facilitate.

Large ships travel through narrow canals with locks
Photochrom Print, "The Locks, Sault Ste. Marie, Michigan," 1905. Ships moved between Lake Superior and Lake Huron via these locks. / THF113687

The Boundary Waters Treaty of 1909 also stressed the shared responsibility for protecting water quality. Specifically, the United States and Great Britain “agreed that the … boundary waters … shall not be polluted on either side to the injury of health or property on the other” (Article IV).

Black-and-white photo of man in suit drinking from stone well on a lawn near houses or other buildings
Man Drinking from Flowing Well, Wequetonsing, Michigan, circa 1906. / THF119004

Increased populations, however, created problems that the partners had to solve. The treaty called for a six-person International Joint Commission (IJC) to mediate or investigate issues that arose. When cholera outbreaks increased in 1912, the IJC launched a comprehensive study of the boundary waters. Research conducted over five years confirmed that untreated water polluted with raw sewage carried bacteria that caused cholera and typhoid. Findings affirmed transnational responsibility for protecting public health and drew attention to the need for communities to ensure drinking water purity. You can read the final report from 1918 here. And this work continues, as “The Great Lakes Water Quality Centennial Study – Phase 1 Report” (2021) underscores.

Industrial pollution, especially the release of manufacturing waste into boundary waters, further increased the sense of urgency to maintain Great Lakes water quality.

Aerial view of what appear to be houses, offices, and industrial buildings near a body of water, with smoke billowing from a smokestack
View from Incline Railway, Duluth, Minnesota, circa 1908. / THF119376

Beautiful postcards, like this illustration of the bridge over the Mackinac Straits, could not compete with the evidence of growing Great Lakes degradation.

Long white suspension bridge over bright blue water
Postcard, Mackinac Straits Bridge, circa 1957 / THF144098

Growing public concern over industrial pollution found an outlet in Earth Day, April 22, 1970. That same year, the IJC released a report that stressed the “grave deterioration of water quality” in the Great Lakes, drawing on the Boundary Waters Treaty of 1909 as precedent for reaffirming the rights and obligations of both parties to not pollute boundary waters. 

On April 15, 1972, representatives from Canada and the United States signed the Agreement on Great Lakes Water Quality. The two countries pledged to restore and enhance water quality in the Great Lakes. This included general objectives to keep the boundary waters free from substances that result from human activity and that might negatively affect aquatic life or waterfowl, be toxic or harmful to humans, or create a nuisance, including concentrations that could encourage aquatic weeds or algae. The agreement also itemized specific water quality objectives and targets around controlling phosphorus and monitoring vessel design, construction, and operation, as well as vessel waste and other forms of shipping pollution. It specified procedures for handling polluted dredged spoil (the waste material produced by dredging) and discharge of pollutants into boundary waters. You can read this 1972 agreement here.

April 15, 2022, marks the 50th anniversary of this transnational agreement to protect the Great Lakes ecosystem. The IJC continues to function as established in the Boundary Waters Treaty of 1909. You can read more about how the IJC links the ongoing transnational work to your life here.

Black-and-white image of dock with long low building on it and several large ships in the water around it
Mission Point and Arnold Dock, Mackinac Island, Michigan, circa 1905. / THF114337

And if you find yourself in the boundary waters, recognize the long-term investment in Great Lakes environmental sustainability that helps protect those waters today.


Debra A. Reid is Curator of Agriculture and the Environment at The Henry Ford.

Michigan, environmentalism, by Debra A. Reid