Our cars are increasingly "connected," whether for navigation, communication, or entertainment. What challenges does this pose for our current infrastructure, and what improvements are most urgently needed to keep pace with technology?
First, the balance between data-sharing and privacy. The Michigan Department of Transportation leads all our efforts with safety first. Our agency looks to find opportunities to solve modern traffic challenges as cars become increasingly connected with technology that meets the need for navigation, communication, and/or entertainment.
Due to today’s connectivity, MDOT has the means to share data and asset information relevant to roadway users—for example, wrong-way driving alerts and information directly connected to infrastructure, vehicles, and other devices. But as more consumers purchase connected vehicles, there are increased opportunities for exploitation by hackers using cellular networks and/or wi-fi. Therefore, software vulnerabilities, privacy, and other cybersecurity concerns must be addressed as quickly as the technology progresses.
Early standalone consumer GPS units, like this 1998 Garmin “Personal Navigator” system, had limited or no integration with the rest of a car. As vehicles become increasingly connected, potential safety and security concerns increase too. / THF150113
Second, leaving room for solutions, opportunities, and collaboration. It is imperative to remain technology-agnostic and interoperability is critical. Today’s vehicles meet many needs and should be able to work with many devices and operating systems.
A recent decision by the Federal Communications Commission (FCC) to reallocate a portion of the radio spectrum from public safety to commercial use has been the most significant impact to date. This introduces the potential of not having enough spectrum to operate the technology to improve safety and mobility. Continued collaboration with other governmental agencies, private companies, and academia leads to a safer, better user experience for motorists.
Challenges in allocating limited radio spectrum frequencies aren’t new. In 1977, at the height of the CB radio craze, the FCC yielded to popular demand by expanding the number of citizens band channels from 23 to 40. / THF106547
The increase in connectivity between vehicles challenges our current infrastructure because infrastructure upgrades are not able to happen as quickly as the vehicle technology is advancing. First, we need to make sure our current infrastructure is maintained and suitable for the vehicles we do have on the roads. The next improvements would be continuing to implement vehicle-to-everything (V2X) technology on our roadways, and to explore connected infrastructure projects, such as a public-private partnership to establish and manage a connected roadway corridor.
Navigation apps like Waze leverage user data and intelligent transportation systems (ITS) to provide real-time updates, helping drivers avoid construction and other traffic congestion. Does MDOT have its own advanced technologies and services to enhance these platforms and keep Michigan drivers safe and on the move?
MDOT utilizes a variety of methods to reach out to our citizens to provide traveler information. Drivers can access our Mi-Drive link for detailed information regarding construction projects, etc. Our traffic operations centers post information for incidents and rerouting on our dynamic message signs located on our freeway system.
This 2018 Waze beacon, on display in Collecting Mobility through January 22, 2022, eliminated dead spots in GPS navigation by placing battery-powered beacons in tunnels where GPS satellite signals couldn't reach. / THF188371
As vehicles and roadways transition to the future state of connectivity, there will continue to be many vehicles on the road that are not equipped with these technologies. How will the new systems accommodate older or non-connected vehicles?
MDOT works with industry partners on that transition, and as new technologies are implemented, we are always considering the users and amount of saturation for vehicles to take advantage of them. For example, MDOT provides information on our dynamic message boards, and we can also provide that information into connected vehicles. It would be difficult to remove those dynamic message signs currently, as the number of connected vehicles on the road today is not high enough. The technologies will become more prevalent as drivers get new vehicles and aftermarket technologies are implemented on older vehicles. Systems already exist on vehicles coming off the assembly line that are improving safety, such as blind spot and forward collision warnings, and adaptive cruise control.
The coming transitional period, in which connected cars share roads with non-connected vehicles, will mirror the mobility transition of the early 20th century, when horse-drawn vehicles coexisted with automobiles. / THF200129
It’s important to note that connected roadways will not cancel out the use of non-connected vehicles—there will be a transitional period where a lot of non-connected vehicles will use aftermarket Internet of Things (IoT) solutions that allow them to take advantage of the connected roadways. The non-connected vehicles may not be able to take advantage of all the benefits of the connected roadways, like communication and navigation, but there will be solutions to upgrade their vehicles to accommodate them.
We've long depended on gasoline taxes to finance road construction and maintenance. But as the percentage of electric vehicles (EVs) grows, gas tax revenues decrease. Should we be looking at new funding methods? What alternatives should we consider?
This will be an important public policy discussion going forward. In Michigan, road funding legislation signed by then-Governor Rick Snyder in 2015 included increased registration fees for EVs. Roads in Michigan are primarily funded through registration fees and fuel taxes. More creative mechanisms will be necessary to continue to maintain our roads and bridges. Legislation in Michigan tasked MDOT with conducting a statewide tolling study, which is ongoing. New public-private partnerships will be vital to creating and maintaining charging infrastructure.
Gas taxes won’t pay for roads in an electric-vehicle world. This modern problem could be solved in part with an ancient solution: toll roads. Learn more about highway funding challenges in our “Funding the Interstate Highway System” expert set. / THF2033
States could look to local governments and other state agencies to encourage charging infrastructure inclusion in building codes and utility company build-out plans. There is also uncertainty at the moment around what federal programs might be created as a result of the draft infrastructure plan being debated by Congress.
Yes, absolutely. With more electric vehicles coming to market, there is an opportunity for more creative ways to finance roads while ensuring no more of a burden on electric vehicle drivers than on gasoline vehicle drivers. Some alternatives include a VMT (vehicle miles traveled)–based fee that electric vehicle owners could opt into. The fee would be based on a combination of the vehicle’s metrics and miles driven, to accurately reflect road usage and the gas taxes that gasoline vehicle owners pay. This is also a policy recommendation in the Michigan Council on Future Mobility and Electrification’s annual report, which will be published in October 2021.
In the 1950s, there were experiments with guidewire technology that enabled a car to steer itself by following a wire embedded in the pavement. Today we're experimenting with roads that can charge electric vehicles as they travel. Is it time to rethink the road itself—to connect it directly with our cars?
Thankfully, infrastructure continues to become “smarter” due to intelligent transportation systems, smart signals, and more—for example, the simplification of the driving environment for connected autonomous vehicles (CAVs). In 2020, MDOT established a policy to increase the width of lane lines on freeways from four to six inches to support increasing use of lane departure warning and lane keeping technologies.
Our roadways evolve with our technologies. This 1956 brochure promotes the proposed Interstate Highway System—which was then a brand-new idea, not yet implemented. / THF103981
Similarly, the roadway can be evolved to optimize travel in EVs. The development of a wireless dynamic charging roadway in Michigan is a step forward in addressing range anxiety and will accelerate better understanding of infrastructure needs moving forward. This inductive vehicle charging pilot will deploy an electrified roadway system that allows electric buses, shuttles, and vehicles to charge while driving. The pilot will help to accelerate the deployment of electric vehicle infrastructure in Michigan and will create new opportunities for businesses and high-tech jobs.
Some of Michigan’s “smart infrastructure.” / Infographic courtesy MDOT
It is time to rethink the road itself—as new advancements in mobility and electrification roll out for vehicles, it’s only natural to rethink the infrastructure these vehicles operate on. As computers got smaller and more compact over time, so did their chargers. It’s a similar thing with vehicles and their infrastructure. As vehicles get smarter and more connected, the infrastructure will have to follow suit.
Matt Anderson is Curator of Transportation at The Henry Ford, Michele Mueller is Sr. Project Manager - Connected and Automated Vehicles at Michigan Department of Transportation, and Kate Partington is Program Specialist - Office of Future Mobility and Electrification at Michigan Economic Development Corporation (MEDC). The Michigan Department of Transportation is responsible for Michigan's 9,669-mile state highway system, and also administers other state and federal transportation programs for aviation, intercity passenger services, rail freight, local public transit services, the Transportation Economic Development Fund, and others. The Michigan Office of Future Mobility and Electrification within the MEDC was created in February 2020 to bring focus and unity in purpose to state government’s efforts to foster electrification, with a vision to create a stronger state economy through safer, more equitable, and environmentally conscious transportation for all Michigan residents. See Collecting Mobility for yourself in Henry Ford Museum of American Innovation from October 23, 2021, through January 2, 2022.
Auto companies often justify their participation in auto racing by quoting the slogan, “Win on Sunday, sell on Monday.” When Henry Ford raced in “Sweepstakes,” it was a case of win on Sunday to start another company on Monday. On October 10, 2021, we commemorate the 120th anniversary of the race that changed Ford’s life—and ultimately changed the course of American automotive history.
In the summer of 1901, things were not going well for Henry. His first car company, the Detroit Automobile Company, had failed, and his financial backers had doubts about his talents as an engineer and as a businessman. Building a successful race car would reestablish his credibility.
Ford didn’t work alone. His principal designer was Oliver Barthel. Ed “Spider” Huff worked on the electrical system, Ed Verlinden and George Wettrick did the lathe work, and Charlie Mitchell shaped metal at the blacksmith forge. The car they produced was advanced for its day. The induction system was a rudimentary form of mechanical fuel injection, patented by Ford, while the spark plugs may have been the first anywhere to use porcelain insulators. Ford had the insulators made by a Detroit dentist.
The engine had only two cylinders, but they were huge: bore and stroke were seven inches each. That works out to a displacement of 538 cubic inches; horsepower was estimated at 26. Ford and Barthel claimed the car reached 72 miles per hour during its road tests. That doesn’t sound impressive today, but in 1901, the official world speed record for automobiles was 65.79 miles per hour.
Ford entered the car in a race that took place on October 10, 1901, at a horse racing track in Grosse Pointe, Michigan. The race was known as a sweepstakes, so “Sweepstakes” was the name that Ford and Barthel gave their car. Henry’s opponent in the race was Alexander Winton, who was already a successful auto manufacturer and the country’s best-known race driver. No one gave the inexperienced, unknown Ford a chance.
When the race began, Ford fell behind immediately, trailing by as much as 300 yards. But Henry improved his driving technique quickly, gradually cutting into Winton’s lead. Then Winton’s car developed mechanical trouble, and Ford swept past him on the main straightaway, as the crowd roared its approval.
Henry Ford behind the wheel of his first race car, the 1901 "Sweepstakes" racer, on West Grand Boulevard in Detroit, with Ed "Spider" Huff kneeling on the running board. / THF116246
Henry’s wife, Clara, described the scene in a letter to her brother: “The people went wild. One man threw his hat up and when it came down he stamped on it. Another man had to hit his wife on the head to keep her from going off the handle. She stood up in her seat ... screamed ‘I’d bet $50 on Ford if I had it.’”
Henry Ford’s victory had the desired effect. New investors backed Ford in his next venture, the Henry Ford Company. Yet he was not home free. He disagreed with his financiers, left the company in 1902, and finally formed his lasting enterprise, Ford Motor Company, in 1903.
Ford sold “Sweepstakes” in May of 1902, but eventually bought it back in the 1930s. He had a new body built to replace the original, which had been damaged in a fire, and he displayed the historic vehicle in Henry Ford Museum of American Innovation. Unfortunately, Ford did not keep good records of his restoration, and over time, museum staff came to believe that the car was not an original, but a replica. It was not until the approach of the 1901 race’s 100th anniversary that the car was closely examined and its originality verified. Using “Sweepstakes” as a pattern, Ford Motor Company built two running replicas to commemorate the centennial of its racing program in 2001.
Ford gifted one of the replicas to us in 2008. That car is a regular feature at our annual Old Car Festival in September. Occasionally, it comes out for other special activities. We recently celebrated the 120th anniversary of the 1901 race by taking the replica to the inaugural American Speed Festival at the M1 Concourse in Pontiac, Michigan. The car put on a great show, and it even won another victory when it was awarded the M1 Concourse Prize as a festival favorite.
The “Sweepstakes” replica caught the attention of Speed Sport TV pit reporter Hannah Lopa at the 2021 American Speed Festival. / Photo courtesy Matt Anderson
Bob Casey is Former Curator of Transportation at The Henry Ford. This post was adapted from our former online series “Pic of the Month,” with additional content by Matt Anderson, Curator of Transportation at The Henry Ford.
A 15th birthday is very special for many young women in Hispanic culture. Quinceañera, Spanish for “15 years,” marks her passage from girlhood to womanhood. Both a religious and a social event, quinceañera emphasizes the importance of family and community in the life of a young woman.
Invitation to Detroiter Maritza Garza’s quinceañera mass and reception, April 4, 1992. / THF91662
Historically, the quinceañera signified that a girl—having been taught skills like cooking, weaving, and childcare—was ready for marriage. The modern celebration is more likely to signal the beginning of formal dating. Today, the custom of quinceañera remains strongest in Mexico, where it likely originated. It is also celebrated not only in the United States, but also in Spanish-speaking countries in the Americas.
Maritza Garza in her formal quinceañera gown. She selected a dress in a traditional pastel color, pink, purchasing it at a local bridal shop in Detroit. / THF91665
An occasion shared with family and friends, the celebration is as elaborate as the family’s wishes and budget allow. The honoree wears a formal gown, along with a tiara or other hair ornament. The oldest tradition was a white dress, with other conventional choices being light pink, blue, or yellow. Now, quinceañera dresses come in many shades—from pastels to darker hues.
Maritza Garza’s quinceañera court of honor. / THF207367
A “court” of family and friends help her celebrate her special day—the young women wear dresses that match and the young men don tuxedos.
Maritza Garza during her quinceañera mass at Most Holy Redeemer Catholic Church in April 1992. Holy Redeemer is located in the heart of Detroit’s Mexicantown neighborhood. Here, masses have been offered in Spanish since 1960 for the Mexican American congregation. / THF91666
A quinceañera begins with a religious service at a Catholic church. Then comes a party with food and dancing. Dancing at the “quince” traditionally includes a choreographed waltz-type dance—one of the highlights of the evening. Toasts are often offered. Sometimes, the cutting of a fancy cake takes place. Symbolic ceremonies at this celebration may include swapping out the honoree’s flat shoes for high heels, slipped onto her feet by her father or parental figure.
Quinceañera celebrations may also include a ride in a lowrider. Arising from Mexican American culture, lowriders are customized family-size cars with street-scraping suspensions and ornamental paint. / THF104135
Some girls choose to celebrate their 15th birthday in a less traditional way, perhaps with a trip abroad. Like other celebrations and rites of passage, quinceañera traditions continue to evolve.
Traditional or non-traditional, a quinceañera celebration makes a young woman feel special as she continues her journey to adulthood.
Jeanine Head Miller is Curator of Domestic Life at The Henry Ford. Many thanks to Sophia Kloc, Office Administrator for Historical Resources at The Henry Ford, for editorial preparation assistance with this post.
The 1943 Willys-Overland Jeep above, currently on exhibit in Driving America in Henry Ford Museum, represents the millions of vehicles, aircraft, and military items produced by American automakers during World War II. With many men fighting overseas, women joined the workforce in unprecedented numbers. Ford’s Willow Run plant, which produced B-24 bomber airplanes, showed just how important these women were to America’s war effort.
The character “Rosie the Riveter” is celebrated in this sheet music from 1942. / THF290068
More than 42,000 people worked at Willow Run. Approximately one-third were women. Riveting was an essential craft there—each B-24 had more than 300,000 rivets. The skilled women who accomplished this work at Willow Run and elsewhere inspired the symbolic character “Rosie the Riveter.” Women also served in clerical and support staff positions at the plant. Women and men earned the same pay for the same work.
Real-life Rosies rivet B-24 tail cones at Ford’s Willow Run Bomber Plant, June 1944 / THF272701
Willow Run produced 8,685 B-24 bombers. The plant captured the public’s imagination, with Rosie the Riveter appearing on government-sponsored posters and magazine ads, encouraging more women to join the war production effort. Rosies built plenty of Jeeps, too. Willys-Overland manufactured 380,000 of them, and women and men at Ford built another 279,000 Jeeps, identical to the Willys models, at six plants across the country.
Ford Motor Company humble-bragged about its wartime production, including Jeeps, tanks, B-24 bombers, and more, in this 1943 ad. / THF93700
Altogether, the women and men who worked in American automotive plants during World War II built 4 million engines, 2.8 million tanks and trucks, and 27,000 aircraft—fully one-fifth of the country’s military materials. Many women came to enjoy the independence and economic freedom provided by their jobs. But, when men returned at war’s end, the same government that called women to the factories now encouraged them to go back to working in the home, so men could reclaim factory jobs.
The women who labored in wartime factories were essential to America’s Arsenal of Democracy. They made Rosie the Riveter into an enduring feminist icon—and a powerful symbol of women’s contributions to the American economy.
This post was adapted from a stop on our forthcoming “Hidden Stories of Manufacturing” tour of Henry Ford Museum of American Innovation in the THF Connect app, written by Matt Anderson, Curator of Transportation at The Henry Ford. To learn more about or download the THF Connect app, click here.
Detroit & Mackinac Railway Combination Car, 1901-1905 / THF80600
Combination cars were designed to carry passengers and baggage/freight. Although many were built for mainline express trains, they were particularly attractive on branch lines or other areas where passenger traffic was light and the need for flexibility was high.
There was no standardized layout for combines—they were made for railroads in many configurations according to specific needs. Many combines were cars that had been modified from earlier cars by their owners—an approach that carries over to virtually all railroad equipment, subject as it was to constant modification, improvement, and improvisation according to the changing needs of the railroad business.
The Detroit & Mackinac Railway combination car pictured above, which you can also see in Henry Ford Museum of American Innovation, has baggage, parlor, and smoking areas, and might have been converted from a plain baggage/parlor combine.
This post is adapted from an educational document from The Henry Ford titled “Transportation: Past, Present, and Future—From the Curators.”
Debra A. Reid, Curator of Agriculture and the Environment at The Henry Ford, answers some questions about the Vegetable Building from Detroit’s Central Market, which is currently being reconstructed in Greenfield Village, on The Henry Ford’s Instagram account, August 5, 2021.
To celebrate National Farmers Market Week last week, some of our staff interviewed Debra A. Reid, Curator of Agriculture and the Environment at The Henry Ford, on site in Greenfield Village, where the Vegetable Building from Detroit’s Central Market is being reconstructed. In case you missed this story on our Instagram account, catch up below! And you can read even more about the Vegetable Building’s history and The Henry Ford’s plans for its future in prior blog posts.
Tell us about the Detroit Central Market Vegetable Building project.
The Detroit Central Market Vegetable Building project is a great museum project because museums collect, preserve, and interpret. We collected this building back in 2003, and it was in storage for almost 20 years, protected. Now it's being reconstructed in Greenfield Village as a hub for future food-related programs.
What is the significance of this Vegetable Building structure from the Detroit Central Market?
This structure is historically significant for a few different reasons. The master builders who are reconstructing it say that it's the most ornate timber-frame structure in North America that they've seen. That relates to another aspect of its significance, because it was designed by an architect who came from Bavaria, John Schaffer. He created the plans, and then there would have been a builder and master timber framers who erected it back in 1860, before it opened in 1861.
One of the original ornamental wooden brackets from the Detroit Central Market Vegetable Building. / THF173219
It's also an opportunity for us to talk about rural and urban connections, because the City of Detroit established the market to make sure that the citizens in the city could get food. So, it furthered food access and brought the farmers to the city.
How did The Henry Ford acquire the Vegetable Building from Detroit Central Market?
The Henry Ford acquired this building in 2003, purchasing it from the City of Detroit as an effort to save it from demolition—because it was planned for demolition. That was in its 140th year. It had spent 30 years downtown in Detroit, between 1861 and 1894, and then 110 years on Belle Isle. During that 110 years, it had seen plenty of use as a shelter for vehicles and horses, as a riding stable, and as a storage building. Saving it really preserved a huge part of Detroit culture—but also public space culture, because it had been in use that whole 110 years on the public park on Belle Isle.
What’s the process for moving and restoring a historic structure in Greenfield Village?
After The Henry Ford purchased the building, staff and contractors then had to dismantle it, and it was stored until we had the financial support to reconstruct it. Master timber framer Christian and Sons, Incorporated, was hired to dismantle it—and almost 20 years later, they also oversaw the reconstruction of the timber frame roof. The Henry Ford’s recently retired Curator of Historic Structures and Collections Manager Jim McCabe worked with them on the whole process, with the reconstruction currently underway in Greenfield Village. Right now, the master tradesmen are putting purlins on the roof, and sheeting for the slate shingles that will top off the historic structure.
When the Vegetable Building was deconstructed on Belle Isle in 2003, the original materials were carefully tracked and stored so that eventually they could be reconstructed in Greenfield Village. / THF113552
What are the most interesting facets of working on the Detroit Central Market Vegetable Building project?
Working on this project allows me to do history research, which is what I absolutely love to do. I also know that guests have interests that don’t necessarily involve digging into the historic archive.
When we talk to guests, they often ask how much of a building is original. It's an interesting aspect of preservation for this project that half of the columns, 16 of the 32, will be original, and half of them will be replicas, to make sure that the structure is compliant with code and structurally sound engineering.
What’s the significance of National Farmers Market Week?
National Farmers Market Week is important for us because we are able to share this work in progress and get to some of the nuances about farmers markets. Detroit Central Market was Detroit’s public market: It was constructed, owned, and operated by the city and engaged many more people, many more vendors, than farmers and market gardeners alone.
But today you might hear the term farmers market, and it often means a farmer-owned and -operated cooperative venture in a community to ensure that farmers who grow produce have customers to sell to directly. So this opportunity to share during National Farmers Market Week helps us celebrate our work, the work of artisans, and the ongoing engagement between growers and you, the consumer.
Debra A. Reid is Curator of Agriculture and the Environment at The Henry Ford.
Central Market in Downtown Detroit, Michigan, circa 1890. / THF96803
As a 2021 Simmons intern at The Henry Ford, my experience, skillset, and reverence for community engagement, localization, and food justice combined into a recipe for growth.
I came to this work having spent the winter working with staff from The Henry Ford and a group of my peers on a script for a Central Market character that will debut in Greenfield Village in 2022. I also brought my knowledge of the local food environment, agroecological issues, museology, key contacts, and equity methodology. This confluence of background knowledge enabled me to envision a plan for weekly open-air historical markets in Greenfield Village that will preserve slow food culture in an urban environment. Ultimately, this has brought me one step closer to my career in designing and interpreting agroecological landscapes with communities before I head off to Burlington, Vermont, to start my PhD in Food Systems.
By now you have likely read of the reconstructed Central Market Vegetable Building in Greenfield Village. You may even know how The Henry Ford plans to bring it to life in Spring 2022 through the resurrection of historical markets for visitors to purchase fresh cut flowers, fruits, vegetables, and honey, or to pick up a cup of coffee and hear stories from market characters such as Mary Judge. This weekly educational market experience will offer a dozen growers a space to share their story, practices, and agricultural knowledge with highly engaged visitors, providing them access to the thousands of members and visitors who come to Greenfield Village every day.
Central Market vegetable shed reconstruction by Christian & Son, Inc. construction company on July 15, 2021. / Photo taken by Ayana Curran-Howes.
These markets will begin with a spring flower market in April 2022, where visitors can purchase lilies, pansies, and sweet peas, to name a few. This will whet the appetites of museumgoers for the weekly Saturday markets, from mid-June through mid-August, where 12-24 farmers (scaled up over time) will sell honey, fruit, vegetables, flowers, dairy, poultry, eggs, value-added items (like jams, pickles, salsa, and bread), and refreshments (such as coffee, cider, and donuts).
People look at flowers for sale at the Central Market, undated (BHC glass neg. no. 2553). / Detail of image from Burton Historical Collection, Detroit Public Library. (EB02e878)
I conducted historical research to answer the questions, “What fruits, vegetables, and other foodstuffs were being sold in the Central Market? When? By whom? Where in the market?” This work focused on bookending the market, looking extensively at the 1860s and 1890s. I conducted primary research using Michigan Farmer from the 1850s and 1860s, seed catalogs and nurserymen specimen books from The Henry Ford’s Digital Collections, the Biodiversity Heritage Library, and the Detroit Free Press archives.
D.M. Ferry & Co. Seed Annual Descriptive Catalogue, 1883, front and back covers. / THF620066, THF620067
Michigan Farmer journals were particularly helpful for identifying notable growers and specific varieties beloved by growers. In the 1863 Michigan Farmer, the most popular varieties of pears described for growers are Belle Lucrative, Flemish Beauty, and the Bartlett, which “deservedly stands without a rival.” This journal also introduces growers to new varieties like Clapp’s Favorite, which is “similar to Bartlett in form, but less musky in flavor” (Michigan Farmer, October, 1863, pg. 162–163). These specific varieties will be important for prioritizing heritage varieties in the market, a key component of slow food culture.
Description and depiction of pear varieties, Michigan Farmer, October 1863, pg. 163. / via Google Books, reproduced from the University of Michigan.
In order to paint a picture of what vendors sold within the market, we used city directories, George W. Hawes’ Michigan State Gazetteer, the Prairie Farmer Annual, Detroit Free Press advertisements, and some references to stall-keepers within newspaper articles from the Detroit Free Press and Detroit News. When we could identify what stalls individual hucksters, market gardeners, florists, butchers, and fishmongers occupied, we still had to discern where these stalls were located inside the vegetable shed. One Detroit News article was particularly helpful in orienting where certain types of vendors were situated: “Just at this time the southern row of stalls in the vegetable market is a center of floral radiance and beauty” (Detroit News, “Seen on the Streets,” May 24, 1891). Central Market shoppers found butchers in the Central Market building and fruit vendors on many corners around the market, and hired unskilled laborers, such as chimney sweeps, at the east entrance of the Central Market vegetable shed.
Sanborn Fire Insurance Map from Detroit, Wayne County, Michigan. / Sanborn Map Company, Vol. 2, 1884, with annotations by Ayana Curran-Howes.
Then, to bring this historical research forward, I had to identify key farmers, as well as community organizations and other markets, who should be involved—in order to ensure the longevity and impact of this initiative. To not remain purely about the past, but to connect the past to the present and inspire the future, we had to become aware of how this Central Market project would be perceived and could be supported by the incredible urban agriculture community that exists in Detroit today and in southeast Michigan at large.
Consequently, I crafted an interpretation plan to ensure the markets become a sustainable, vital part of the slow food movement in Southeast Michigan. This plan is grounded in several desires: to be seen by market gardeners as a profitable venture and by the community as an asset, to be relevant to the local food environment (e.g., not to be redundant or competitive with other local markets), and to be feasible for staff of The Henry Ford and participating farmers. Additionally, we want to make sure that the market both showcases the ingenuity of late 19th-century market gardeners and hucksters and continues to foster ingenuity in present-day farmers, as this is what helps them to thrive on the outskirts of the market economy.
Simmons intern Ayana Curran-Howes, presenting on July 22, 2021, to 30+ staff of The Henry Ford and affiliates, including Debra Reid, Curator of Agriculture and the Environment, at the annual Historical Resources internship presentations, organized by Sophia Kloc (featured left), Office Administrator for Historical Resources. / Photo captured by Deirdre Hennebury, Associate Director of the Museum Studies Program at University of Michigan.
This is also a significant component of larger initiatives underway. Jennifer Junkermeier-Khan, this year’s other Simmons intern, has drafted a five-year strategic plan to “Inspire and provide training for the next generation of food entrepreneurs, innovators, and visionaries with a focus on sustainability, health, and social justice.” Community engagement is one of four pillars of this plan and is imperative for making the Central Market vegetable building installation a springboard into a new era for The Henry Ford: an era that not only speaks openly about difficult histories, including violence and racism (past and present) in the food system, but also seeks to create a counter-narrative and opportunities for social justice hyper-locally.
Consequently, we want this work to be founded in equity from the start, given the legacy of—and ongoing—racism within our food system and market economy. This will require long-term relationship development with the surrounding community and careful selection of vendors. Thus, I created criteria for selecting vendors to ensure that farmers who can benefit the most are approached, as well as those who have knowledge to share with visitors on farming practices, produce varieties, and their own cultural and food traditions. Some of the criteria for vendors include whether they are minority-owned and -operated; using family or fair-wage labor; using integrated pest management, mixed livestock-crop, and no-till systems; and growing heritage varieties and breeds.
This historic marketplace will allow growers to develop their narrative around their practices, varieties, and cultural heritage, immortalizing their stories and recording their history in ways they are not currently captured and appreciated.
Not many growers specialize in heirloom varieties in this area—this may be something they are interested in but are not currently growing due to slow production, financial costs, and lack of demand from consumers. By incentivizing and making heirlooms more visible, we can increase demand by consumers and increase their feasibility for farmers.
Lastly, for the Central Market vegetable building and its weekly markets to have a lasting impact on visitors and lead to the food systems change we hope to see, they have to have a “big idea” and a few key messages. Within broader institutional initiatives, the Central Market will “transform relationships between consumers and the origins of their food through immersive historic market educational experiences that center the stories of diverse producers, past and present, to progress slow food culture.”This big idea will be supported by key messages for visitors to take home with them.
First, the current industrial agricultural system supports fast food culture. This harms the environment through soil erosion and nutrient degradation. It is also extremely inefficient at producing “real” food. Vast monocultures (or the cultivation of single crops in a given area) occupy most agricultural lands in the United States, resulting in products used for biofuels, animal feed, and processed foods. Our current agricultural system is also discriminatory and disconnects consumers from their food and those who produce it.
Second, slow food culture, preserved and practiced in museum spaces, and led by diverse producers in the local food environment, can heal this metabolic and sociocultural rift. This is done in large part by the replacement of genetically modified organisms (GMOs) with heirloom crops and livestock bred to produce way beyond their bodily means with heritage varieties. With the preservation of genetic diversity through heritage and heirloom crops, farmers gain resilience against climate change. Diversity protects farmers against devastation to their crops and provides environmental benefits like erosion prevention. Growing heirlooms can also improve human health through the nutritional quality of food and can preserve cultural heritages. “Every culture in the world has a history of growing and cooking food for health, taste, beauty, and affordability,” and it is our goal to be a part of active preservation—not simply in the museum’s collections for perpetuity, but practiced in real time (Waters et al. 2021, pg. 118).
Simmons Interns Jennifer Junkermeier-Khan (left) and Ayana Curran-Howes (right), with Debra Reid, advisor and The Henry Ford’s Curator for Agriculture and the Environment. / Taken July 15, 2021, outside Lovett Hall at The Henry Ford.
Many genes incorporated into GMOs are stolen (biopiracy) from indigenous varieties, so that corporations profit from centuries of stewardship and plant knowledge by Black, Indigenous, Latina/o, and other marginalized groups (Shiva, 2016). Taking practices out of context and without the wisdom of those who stewarded them into existence only ensures that they are co-opted and watered down. Thus, the third key message of the Central Market vegetable building and its weekly markets is that social justice and supporting BIPOC (Black, Indigenous, and People of Color) farmers is restorative agriculture, and the practices of restorative agricultural practices are only carried forward from the past by diverse producers.
Lastly, visitors will walk away with an understanding and appreciation for public markets, where entrepreneurship, opportunity, struggle, and community all collide. All these messages will be told through the sights, sounds, smells, and tastes at the market—through performances, signage, and experiences, such as cooking demonstrations and magicians roaming the market vying for visitors’ attention.
Shiva, Vandana. Who Really Feeds the World?: The Failures of Agribusiness and the Promise of Agroecology. North Atlantic Books, 2016.
Waters, Alice, et al. We Are What We Eat: A Slow Food Manifesto. Penguin Press, 2021.
Fair Lane, Henry and Clara Ford’s private railroad car. / THF80274
Fair Lane, the private Pullman railroad car built for and used by Henry and Clara Ford, turns 100 years old in 2021. It provides a fascinating window into business and pleasure travel for the wealthy in the early 20th century.
By 1920, the Fords found it increasingly difficult to travel with any degree of privacy. Henry, in particular, was widely recognized by the public. He’d been generating major headlines for a decade, whether for his victory against the Selden Patent, his achievements with mass production and worker compensation via the Five Dollar Day, or his misguided attempt to end World War I with the Peace Ship. The Fords could travel privately for shorter distances by automobile, and their yacht, Sialia, provided seclusion when traveling by water. But anytime they entered a railroad station, the couple was sure to be pestered by the public and hounded by reporters. Their solution was to commission a private railroad car for longer overland trips.
Private railroad cars are nearly as old as the railroad itself. America’s first common-carrier railroad, the Baltimore & Ohio, opened in 1830. Little more than ten years later, President John Tyler traveled by private railcar over the Camden & Amboy Railroad to dedicate Boston’s Bunker Hill Monument in 1843. Not surprisingly, railroad executives and officials were also early users of private railroad cars. Cornelius Vanderbilt, president of the New York Central Railroad, used a private car when traveling over his line, both for business and for pleasure. For a busy railroad manager, the private railcar served as a mobile workspace where business could be conducted at distant points on the railroad line, far from company headquarters.
Pullman cars on the First Transcontinental Railroad, circa 1870. / THF291330
Following the Civil War, the Pullman Palace Car Company earned a reputation for its opulent public passenger cars with comfortable sleeping accommodations. Company founder George Pullman designed a private railcar to similar high standards. Pullman named the car P.P.C.—his company’s initials—and used it when traveling with his family. Pullman enjoyed lending the car to other dignitaries, by which he could simultaneously impress VIP passengers and advertise his company. Eventually, Pullman began renting the car out to patrons who could afford the daily rate of $85 (more than $2,000 today).
Clara and Henry Ford ordered their private railroad car from the Pullman Company on February 18, 1920. They hoped to have it delivered by that September, for a planned trip to inspect properties Henry had recently purchased in Michigan’s Upper Peninsula. But delays pushed the car’s actual delivery date back by about nine months. Some of those delays were due to changes to the car’s interior. Clara designed the interior spaces, working with Sidney Houghton of London, who had earlier provided the same service for the Fords’ yacht.
The finished railroad car was delivered on June 23, 1921. The Fords named it Fair Lane—the same name they’d given to their estate in Dearborn, Michigan. (Fair Lane was the area in County Cork, Ireland, where Mr. Ford’s grandfather was born.) The final bill for the railcar came to $159,000 (about $2.3 million today). The Fords paid 25 percent of that cost upon placing their order, a further 25 percent during construction, and the final 50 percent on delivery.
Surely the finished Fair Lane was worth the wait and expense. The car included accommodations for six passengers and sleeping quarters for two additional staff members. When traveling, Fair Lane typically was staffed by a porter to attend to the passengers’ needs and a cook to prepare meals.
Fair Lane’s lounge offered the best views of passing scenery. / THF186264
At the rear of the car, a comfortable lounge provided a spot to read, relax, or simply watch the passing scenery through the large windows.An open porch-like platform at the very rear of the car was particularly enjoyable at moderate train speeds. Typically, Fair Lane was coupled to the end of a train, meaning that the view from the platform would not be obstructed.
Bedrooms in Fair Lane were cozy but comfortable. / THF186273
From the lounge, a narrow hallway ran most of the car’s length. Four bedrooms were located along the corridor. These rooms were cozy but comfortable. Each room had a bed, but berths could be unfolded from above to provide additional sleeping space if needed. Dressers and small desks rounded out the furnishings. Likewise, the bathrooms in Fair Lane were small but serviceable. Each one had hot and cold running water and a toilet. The master bath also included a shower.
Fair Lane’s passengers dined in this area. An on-board cook prepared meals to order. / THF186285
The dining area, near the front of the car, featured an extension table that comfortably seated six adults at one time. The chandelier, which hung directly above the table, was secured with guys that kept it from swaying as the car rolled down the railroad track. Built-in cabinets housed the car’s glassware and china. Clara Ford stocked Fair Lane with 144 various glasses, 169 pieces of silverware, and 230 crockery items. Wood posts and rails kept things from sliding around or falling out of the cabinets.
The car’s kitchen was small but sufficient for elaborate meals. / THF186289
Logically, the kitchen was located just in front of the dining room. Finished in stainless steel, the kitchen included an oven, a stovetop, a sink, and numerous additional cabinets. Food and supplies were loaded through the door at the car’s front end, so as not to disturb the riders farther back in the car. Staff quarters were located in the front of the car too. Compared with the other bedrooms, the staff room was sparse and utilitarian.
Using Fair Lane was not like driving a limousine or flying a private airplane. The railcar’s travels had to be coordinated with the various host railroads that operated America’s 250,000-mile rail network. Usually, Fair Lane was coupled to a regularly scheduled passenger train. The fee for pulling the private car was equivalent to 25 standard passenger tickets. One standard ticket on a train from Detroit to New York City in the early 1920s cost around $30, meaning the Fair Lane fee worked out to about $750 (around $10,000 today). If Fair Lane required a special movement—that is, if it was moved with a dedicated locomotive and not as a part of a regular train—then the fee jumped to the equivalent of 125 standard tickets.
The fee structure was different when Fair Lane moved over the Detroit, Toledo & Ironton Railroad. Henry Ford personally owned DT&I from 1920 to 1929. It was considered official railroad business when Mr. Ford used his private car on DT&I, so he did not need to pay a fare for himself. But he did pay fares for Fair Lane passengers who weren’t directly employed by DT&I.
Edsel and Eleanor Ford, Henry and Clara Ford, and Mina and Thomas Edison pose on the car’s rear platform about 1923. / THF97966
The Fords made more than 400 trips with Fair Lane in the two decades that they owned the car. Annual excursions took Henry and Clara Ford to their winter homes in Fort Myers, Florida, or Richmond Hill, Georgia. Likewise, Edsel and Eleanor Ford, Henry and Clara’s son and daughter-in-law, occasionally used Fair Lane to visit their own vacation home in Seal Harbor, Maine. The Fords hosted several special guests on the car too. Presidents Warren Harding and Calvin Coolidge both spent time on the car, as did entertainer and humorist Will Rogers. Not surprisingly, Thomas and Mina Edison—among Henry and Clara Ford’s closest friends—also traveled aboard Fair Lane.
Clara Ford enjoyed trips to New York City, where she could visit friends or patronize specialty boutiques and department stores. Fair Lane could be coupled to direct Detroit–New York trains like New York Central’s Wolverine or Detroiter. Both trains arrived at the famous Grand Central Terminal in the heart of Manhattan. In 1922, an overnight run from the Motor City to the Big Apple on the Wolverine took 16 hours.
Both Henry Ford and Edsel Ford used Fair Lane when traveling on Ford Motor Company business. Chicago, New York, Boston, and Washington, D.C., were all frequent destinations on these trips. Of course, they’d travel to distant Ford Motor Company properties too, including those previously mentioned holdings in Michigan’s Upper Peninsula.
Detroit’s Michigan Central Station, where most of Fair Lane’s journeys began and ended. / THF137923
Most of the car’s trips started and ended at Detroit’s Michigan Central Station, ten miles east of Dearborn. The large station had facilities to clean and stock Fair Lane, and crews to switch the car onto regular passenger trains. Michigan Central was a New York Central subsidiary, and New York Central trains provided direct service from Detroit to Chicago, New York, Boston, and many places in between. For longer trips, New York Central coordinated with additional railroad lines to transfer Fair Lane to other trains at connecting points, making the trip as seamless as possible for the Fords.
When Fair Lane wasn’t traveling out on a railroad, the car was stored in a shed built for it near Henry Ford’s flour mill on Oakwood Boulevard in Dearborn. The shed was just west of Dearborn’s present John D. Dingell Transit Center, where Amtrak trains stop today.
The Fords considered updating or replacing Fair Lane at different times. As early as March 1923, Ernest Liebold, Henry Ford’s personal secretary, wrote to the Pullman Company to inquire about building a larger car surpassing Fair Lane’s 82-foot length. Whatever Pullman’s reply, Ford did not place a new order. Twelve years later, Edsel Ford wrote to Pullman to ask about adding air conditioning to Fair Lane. The company responded with an estimate of $12,000 for the upgrade. Apparently, the cost was high enough for the Fords to once again consider building an entirely new, larger private railcar. The Pullman Company prepared a set of drawings for review but, once again, no order was placed.
Fair Lane in November 1942, at the end of its time with the Fords. / THF148020
By the early 1940s, Fair Lane was aging and in need of either significant repairs or outright replacement. Henry and Clara Ford were aging too, and weren’t traveling quite as much as they had in earlier years. On top of this, the United States joined World War II following the attack on Pearl Harbor in December 1941. Wartime brought with it restrictions on materials, manufacturing, and travel—each on its own enough to sidetrack further work on Fair Lane. Somewhat reluctantly, Henry and Clara Ford sold their private railroad car in November 1942.
The St. Louis Southwestern Railway purchased Fair Lane from the Fords for $25,000. The company used the car for railroad business, carrying executives on its lines concentrated in Arkansas and Texas. In 1972, St. Louis Southwestern donated Fair Lane to the Cherokee National Historical Society. The organization used the car as an office space for the Cherokee Nation in Tahlequah, Oklahoma.
Richard and Linda Kughn purchased Fair Lane in 1982. They moved it to Tucson, Arizona, and began a four-year project to restore the car to its original Ford-era appearance. At the same time, they updated Fair Lane with modern mechanical, electrical, and climate-control systems. The Kughns enjoyed the refurbished railcar for several years before gifting it to The Henry Ford in 1996. Today Fair Lane is back in Dearborn—a testament to the golden age of railroad travel, as experienced by those with gilded budgets.
Sustenance is not usually associated with flowers or the horticultural industry, but cut flowers and ornamental plants have been nourishing humans for centuries. Flowers aid people through hard times by providing joy, mental health benefits, and ephemeral beauty unmatched in many eyes. Additionally, cut flower cultivation is a critical source of revenue and ecosystem service for agricultural entrepreneurs.
Stereograph of a blooming tree peony, circa 1865 / THF66255
The horticulture industry grew rapidly during the 19th century. New businesses, such as Mount Hope Nursery and Gardens out of Rochester, New York, used an expanding transportation infrastructure to market ornamental plants to Midwesterners starting during the 1840s. Yet, while consumers’ interest in ornamentation grew, so did their displeasure with distant producers distributing plants of unverifiable quality. Soon enough, local seed companies and seedling and transplant growers met Detroiters’ needs, establishing greater levels of trust between producer and consumer (Lyon-Jenness, 2004). D.M. Ferry & Co., established in Detroit in 1867, sold vegetable and flower seeds, as well as fruit tree grafts, direct to consumers and farmers.
At the heart of horticulture lies a tension between respect for local, native species and the appeal of newly engineered, “perfect” cultivars. Entrepreneurs such as Hiram Sibley invested in the new and novel, building fruit, vegetable, and flower farms, as well as distribution centers, in multiple states.
Hiram Sibley & Co. Seed Box, Used in the C.W. Barnes Store, 1882-1888 / THF181542
Plant breeders such as Luther Burbank sought a climate to support year-round experimentation. As a result, he relocated from Massachusetts to California, where he cultivated roses, crimson poppies, daisies, and more than 800 other plants over the decades. Companies in other parts of the country—Stark Bro’s Nurseries & Orchards Co. in Louisiana, Missouri, and the W. Atlee Burpee Company in Philadelphia, Pennsylvania—partnered with Burbank or established their own California operations to maintain a competitive edge. These larger farms had to send their flowers by rail across the country and as such, engineered for consistency and mass production.
Field of Burbank's Rosy Crimson Escholtzia, April 13, 1908, Santa Rosa, California. / THF277209
Advertising fueled growth. Companies marketed seeds directly to homeowners, farmers, and market gardeners through a combination of colorful packets, seed boxes, catalogs, specimen books, trade cards, and purchasing schemes. Merchants could reference colorful trade literature issued by D.M. Ferry & Company as they planned flower seed purchases for the next year. The 1879 catalog even oriented merchants to its seed farms and trial grounds near Detroit. A D.M. Ferry trade card (seen below) advertised more than the early flowering sweet pea (Lathyrus odoratus) in 1889, featuring twelve “choice kinds” available in Ferry seed boxes or through orders submitted by merchants directly to the company (Little and Kantor, Journal of Heredity, 1941). Customers who returned ten empty seed packets earned a copy of Ferry’s Floral Album.
Trade Card for Sweet Pea Seeds, D.M. Ferry & Company, 1889. / THF214415
Additionally, magazines such as Vick’s Illustrated Family Magazine, published by Rochester, New York, seedsman James Vick, served as a clearinghouse of information for consumers and growers alike.
Flowers were not always grown in isolation. Cultivating and selling vegetables side-by-side with flowers was common practice, as it provided farmers diversity in income with the ebb and flow of seasons. The addition of flowers proved mutually beneficial to both profits and productivity for farms, as they attract pollinators and receive a high mark-up in the market. Furthermore, flowers could be placed alongside vegetables on farm stands as a means to decorate and draw the attention of market goers.
Market gardeners who also grew flowers saw the potential in Detroit, and this helped develop the floriculture industry. John Ford, a Scottish immigrant, gained visibility through his entries at the Annual Fair of Michigan State Agricultural Society, winning awards for cut flowers, dahlias, and German asters, as well as culinary vegetables, strawberries, and nutmeg melons, throughout the 1850s and 1860s (The Michigan Farmer, 1855, 1856, 1857, 1858, 1861/62, 1863/64). Ford served on the Detroit City Common Council. After that body approved construction, in 1860, of a new Vegetable Shed for Detroit’s City Hall Market (also known as Central Market), Ford or members of his family operated a stand in the market until at least 1882.
Another market gardener, John Breitmeyer, an immigrant from Bavaria, settled in Detroit in 1852 and grew a booming floral business. He anticipated the growth of the floral industry, building hot houses for roses in 1886 and establishing the first florist shop in Detroit in 1890 off Bates Street (The American Florist, April 28, 1900, pg. 1213). He worked with his two sons, who had studied floriculture in Philadelphia, to raise plants and flowers, but “the latter seemed the most profitable” (Detroit Journal, reprinted in Fort Worth Daily Gazette, August 12, 1889, pg. 4). There were 200 floral shops in Detroit by 1930, when the Breitmeyer family operation grew to specialize in “chrysanthymums [sic], carnations, and sweet peas” in addition to roses (Detroit Free Press, April 6, 1930).
Detroit City Business Directory, Volume II, 1889-1890, page 125 / THF277531
Florists sold cut flowers to satisfy consumers willing to part with hard-earned money on such temporary satisfaction. Many factors influenced their decisions: weddings, funerals, and other rites of passage; brightening a home interior; thanking a host; or treating a sweetheart. Whatever the reason, Breitmeyer and Ford and others responded to the zeal for floral ornamentation.
Memorial Floral Arrangement, circa 1878 / THF210195
The Michigan Farmer encouraged readers to “bring a few daisies and butter-cups from your last field walk, and keep them alive in a little water; aye, preserve but a branch of clover, or a handful of flower grass—one of the most elegant, as well as cheapest of nature’s productions and you have something on your table that reminds you of the beauties of God’s creation, and gives you a link with the poets and sages that have done it most honor. Put but a rose, or a lily, or a violet, on your table, and you and Lord Bacon have a custom in common.” (July 1863, pg. 32). Though the preferences varied, flowers inside the home were simultaneously a luxury and something that everyday people could afford, and connected them to poets and lords.
Publications encouraged the trade through how-to columns on decorating with flowers. This clipping from the Michigan Farmer explained how to construct a centerpiece featuring cut flowers.
Description of simple DIY floral ornaments in the household. Excerpt from Michigan Farmer, August, 1863/64, pg. 84. / Image via HathiTrust
What types of flowers might growers raise to fill their baskets and ornament their tables? The Michigan Farmer indicated that “no garden” should be without dahlias “as a part of its autumn glory” (April 1857, pg. 115) and that growers should “never be without” a Moutan peony (February 1858, pg. 48).
Urban markets featured many more plants and cut flowers to satisfy consumer demand. The Detroit News reported in May 1891 that “tulips of every hue and the modest daisy or bachelor’s button still linger on the stalls, but they are the first floral offerings of the spring, and their day is now about over.” The florists rapidly restocked, filling their southern row of stalls in the vegetable market with “floral radiance and beauty…. The hydrangeas with their pink or snow-white balls; fuchsias, with their bell-like cups and purple hearts; geraniums, in all the colors of the rainbow; the heliotrope, with its light-pink blossom; the begonia, with its wax green leaves; verbenas in pink, purple and white; the marguerite, with its white and yellow star; the kelseloria [Calceolaria] in blushing red or golden yellow; the modest mignonette, with its neutral tints but exquisite perfume; and the blue and fragrant forget-me-not” (“Seen on the Streets,” May 24, 1891).
Florists stood at the ready to satisfy customers’ needs, especially for a beau seeking a bouquet to woo his lover (Detroit Free Press, June 19, 1870). On one occasion, a woman reluctantly bought sunflower seeds and catnip instead of climbers that would make her house look “almost like Paradise,” fearing that this ornamentation would cause the landlord to raise her rent (Detroit Free Press, April 27, 1879). In other instances, men “commissioned” by their wives stopped by the flower stands in Central Market, perusing “roses, pansies, and hyacinth bulbs” (Detroit Free Press, January 10, 1890).
Shoppers at Central Market crowd around potted lilies and cut flowers wrapped in paper, undated (BHC glass neg. no. 1911). / Image from Burton Historical Collection, Detroit Public Library (EB02e398)
By the late 19th century, customers had many options to satisfy their appetite for flowers. Many Detroiters purchased their flowers and ornamental plants at the Vegetable Building in Central Market. One huckster turned florist, Mary Judge, engaged customers at her Central Market floral stand with a pretty rose bush for a quarter (not 20 cents, or she’d make no profit), geraniums for 10 cents, or a “beyutiful little flower” for 5 cents (Detroit News, May 24, 1891).
They could also frequent florist shops like John Breitmeyer’s by 1890, or purchase seed from merchants to raise their own. Many reasons motivated them, from satisfying a sweetheart to keeping up with their neighbors’ ornamental plantings. No doubt, beautiful trade cards helped stir up allure and demand for popular garden flowers such as pansies.
Trade Card for Pansies Seeds, D. M. Ferry & Co., 1889 / THF298777
The entrepreneurs and florists of the 19th century sowed the seeds for an industry that remains vigorous but is far more globalized. There are botanic stories still to uncover and after centuries of cultivation, these beautiful ornaments still sustain something deeper within us.
Stewart, Amy. Flower Confidential: The Good, the Bad, and the Beautiful. Algonquin Books, 2008.
Lyon-Jenness, C. (2004). Planting a Seed: The Nineteenth-Century Horticultural Boom in America. Business History Review,78(3), 381-421. doi:10.2307/25096907
Welcome to the 1880s. Baseball fever is sweeping the country! Urban centers boast professional teams of paid, recruited players, like the Detroit Base Ball Club pictured on the trade card below, part of the National League from 1881 to 1888. (The Detroit Tigers were created in 1901, as part of the newly organized American League.) The Detroit Base Ball Club is gaining some notoriety. They'll win the pennant (the forerunner of the World Series) in 1887, beating the St. Louis Browns of the American Association in 10 out of 15 games.
Trade Card for the Detroit League Base Ball Club, Sponsored by "Splendid" Plug Tobacco, P. & G. Lorillard, 1886 / THF225148
Chief among the team's heroes is star catcher Charley Bennett (pictured upper right). Charley is the first professional-league catcher to wear a chest protector outside his uniform. Detroit fans so adore him that they will name their first official ballyard Bennett Park. Charley is the team's "muscle"; center fielder and team captain Ned Hanlon (pictured center) is its "brains."
The passion for baseball is equally evident in small-town America. Amateur clubs show up just about anywhere that nine men can agree on a time and place to practice. Games against rival towns and villages engender fierce local pride. Over in the village of Waterford, Michigan, some country lads have formed a team called the Lah-De-Dahs. Their exploits are well documented in the local newspaper. On September 2, 1887, local fans will smile to read, "George Wager is the best catcher in the township and of the Waterford nine; if he fails to catch the ball with his hands he will catch it with his mouth."
The back of the trade card features an ad for Lorillard’s “Splendid” plug tobacco, as well as the home and “abroad” schedules for Detroit. / THF225149
See the Lah-De-Dahs in Action
Would you like to see the Lah-De-Dahs in action? You can, every summer in Greenfield Village. Our own team borrows the look and playing style of an 1880s amateur baseball club like the original Waterford Lah-De-Dahs.
When you go to a Historic Base Ball in Greenfield Village game, you will notice some different baseball terminology. For example, instead of "batter up," the umpire will declare "striker to the line." When he notes "three hands dead," he simply means that the side is retired.
Visit a Historic Base Ball game this summer and learn some new terminology for yourself!
Donna R. Braden is Senior Curator and Curator of Public Life at The Henry Ford. This article was adapted from the May 1997 entry in our previous “Pic of the Month” online series.