University City (UCity), a suburb of St. Louis, Missouri, began its curbside recycling program in March 1973. This makes it one of the first cities in the country to do so. By the early 1970s, many communities had created a recycling drop-off center and encouraged residents to haul their recycling to that destination. This required extra effort, and the city manager and public works staff in University City believed that other solutions needed to be developed. These recycling bins document the launch of this solution and the change required over time to reduce, reuse, and recycle. It certainly required rethinking!
The first Earth Day helped galvanize public engagement in environmentalism, and recycling was one of the primary issues in University City. Residents supported innovative thinking, and city officials assigned Public Works Director Allan Dierckgraef responsibility for figuring out how to get environmental materials out of a home or business while keeping them out of the dump and funneling them to recycling processors. UCity officials decided that they would start with newspapers, so in March 1973 they launched the TreeSaver program.
Recycling Bin, Designed for Use in University City, Missouri, 1973. / THF181541
Dierckgraef reached out to the Monsanto Corporation, headquartered in St. Louis, to design a durable container to hold two weeks of newspaper. The yellow plastic TreeSaver container resulted from this work. UCity purchased 12,000 of these bins for $43,000 and distributed one to each home along with instructions about how to use them. Need exceeded supply, and the city ordered more containers. The one pictured above is from the second run.
The sanitation division picked the containers up every two weeks, and the city contracted with the Alton (Illinois) Box Board Company to haul the materials away for further processing. Two years into the process, in March 1975, the St. Louis Post-Dispatch claimed that the "U. City Recycling Program [Was] In Trouble." The fee received from Alton Box Board Co. ($10 per ton) was below the market rate ($35 per ton) for newsprint. This reflected the rapid adoption of newspaper recycling programs—because supply exceeded demand, the amount processing companies were willing to pay dropped. City officials continued to justify the cost by turning to real environmental savings. City Manager Charles T. Henry (1959–1975) called the city-wide newspaper salvage “one of the most important recent accomplishments” (Post-Dispatch, May 15, 1975). Eight years into the program, in 1981, city officials estimated that recycling newsprint kept 85,000 trees from the paper mill.
Recycling Bin, 18-Gallons, Designed for Use in University City, Missouri, 1988-1989. / THF181537
The yellow bins supported one recycling effort—newsprint. When UCity began expanding the program to divert other materials—metal cans and plastics—from the landfill during the 1980s, the city had to redesign its bins. They retained the yellow bin for newsprint and paper but added a blue bin for other materials to support the new dual-stream recycling initiative. The city also had to purchase new equipment to facilitate pick-up. This included new specially designed two-sided trucks. Public works staff picked up the yellow TreeSaver bins and emptied them on one side while they emptied the contents of the blue bins on other side. This physically taxing labor occurred at the transition point from home to recycling stream.
TreeSaver Recycling Bin, 18 Gallon with the Recycling Logo and the Larger Waste-Management System Specified, Designed for Use in University City, Missouri, 1988-1989. / THF181538
During the early days of mixed recycling, markets did not exist for non-sorted materials. Thus, UCity had to build a sorting facility and hire staff to separate the cans, glass, and plastic. Each then had a separate point of sale to recycled material processors.
These recycling bins represent some of the many details that municipalities had to manage to launch and sustain recycling programs. The act of collecting materials at the curb is just one small step in the enormous undertaking of reducing waste streams.
Debra A. Reid is Curator of Agriculture and the Environment at The Henry Ford.
This April 1956 issue of Liberation magazine featured the Montgomery bus boycott on its cover. / THF139343
In the 2021 book, Time to Teach: A History of the Southern Civil Rights Movement, Civil Rights movement leader Julian Bond (1940–2015) stated that the Montgomery bus boycott provides a case study of how a social movement starts, develops, and grows. Such movements, Bond continued, begin with a concrete, precipitating event (in this case, Rosa Parks’s arrest), but they are usually the result of known or shared incidents on the part of the participants. A successful movement, he added, contains agitation, fosters fellowship, sustains morale, and develops tactics. The Montgomery bus boycott embodied all of these things—aided by both the words and actions of well-known leaders, such as Reverends Martin Luther King, Jr., and Ralph Abernathy, and the active involvement of countless others.
This 1957 comic book, produced by the international Fellowship of Reconciliation, highlighted the leadership of Martin Luther King, as well as featuring Rosa Parks and the Montgomery bus boycott. / THF110738
How did the Montgomery bus boycott begin? By 1955, Black activists and community leaders in Montgomery, Alabama, were exploring the idea of a city-wide bus boycott—an organized refusal to ride the buses after decades of humiliating incidents and indignities that the Black community suffered. But they knew they would need the united support of the city's African American bus riders, a notion that was unprecedented, untested, and likely to fail, given past experience. After some fits and starts in trying to find an appropriate test case, they finally found that test case when Rosa Parks was arrested on December 1, 1955, for refusing to give up her seat to a white man on a city bus. Rosa Parks’s arrest led directly to a city-wide bus boycott, during which members of the Black community willingly walked, shared rides, and worked out carpools for 381 days—despite continual resistance from white segregationists in the community.
Bus in which Rosa Parks refused to give up her seat, currently in Henry Ford Museum of American Innovation. / THF134576
Accompanying The Henry Ford’s acquisition of the Rosa Parks bus in 2001 was a binder of newspaper clippings recounting the events of Rosa Parks’s arrest and the ensuing bus boycott in Montgomery, Alabama. These had been clipped, dated, taped onto pieces of blank white paper, and compiled in chronological order into a binder by Montgomery bus station manager Charles “Homer” Cummings.
I had initially naively thought that these articles would contain a neat, objective recounting of the bus boycott. A closer perusal, however, revealed that this was, of course, not the case. Newspaper journalists write with a story-based angle in mind, one that will capture the attention of their readers—and these accounts are no exception. Moreover, even though the newspapers included here—primarily the Montgomery Advertiser—had a large following among both Black and white citizens, the journalists who wrote these articles were white, as were the newspaper company owners, the Montgomery city bus company owners and operators, and the local Montgomery government that maintained ties with both of these.
Keeping these perspectives in mind, this selection of clippings—with occasional added content to provide context—provides a portal to the events that unfolded during the first three months of the twelve-month boycott. These clippings not only offer a powerful lens into how quickly and deeply the boycott divided members of the Montgomery community, but they also uncover a clear sense of the Black community’s collective strength and resilience when faced with continual obstacles.
Note that the images below were adapted from the original articles to emphasize the headlines; if you want to read the entire articles or see the original scrapbook pages, you can find links to those pages in the image captions.
“5000 at Meeting Outline Boycott; Bullet Clips Bus,” by Joe Azbell, Montgomery Advertiser, December 5, 1955 / adapted from THF147008
As the boycott began, an estimated 90–100% of local African Americans chose to participate. They walked, shared rides, and worked out carpools
This “mass demonstration of black pride” took by surprise the city’s white leaders, who were certain the boycott would end soon. Mayor W.A. Gayle was said to have remarked, “comes the first rainy day and the Negroes will be back on the buses.
But the Black community held fast and strengthened their resolve, inspired by ongoing mass meetings led by community and church leaders. Reverend Martin Luther King, Jr., arose as a key leader, increasingly articulating a vision for nonviolent protest.
“Negroes to Continue Boycott,” Montgomery Advertiser, December 5, 1955 / adapted from THF147011
According to this article, on the evening of the first day of the boycott, “an estimated 5000 hymn-singing Negroes” packed the Holt Street Baptist Church and voted to continue “a racial boycott against the Montgomery City buses.” The “emotional group” unanimously passed a resolution “with roaring applause” to extend the boycott beyond the first day, refraining from riding city buses “until the bus situation is settled to the satisfaction of its patrons.”
Detailed in the article is the speech given at the meeting by “the Rev. M.L. King, pastor of the Dexter Avenue Baptist Church,” who told the crowd that the “tools of justice” must be used to attain the “day of freedom, justice and equality.” He urged “unity of Negroes,” for “we must stick together and work together if we are to win and we will win in standing up for our rights as Americans.”
City officials assumed there would be violence but found little. The headline of this article reported that a bullet hit the rear of a city bus but further reading revealed that the bus driver could not determine from where it had been fired.
“Bus Boycott Conference Fails to Find Solution,” Montgomery Advertiser, December 9, 1955 / adapted from THF147024
On December 8, a delegation of Black leaders issued a formal list of requests to the city bus company and political officials, one of several attempts to reach a compromise. Led by Rev. King, the Black delegation assured bus company officials that “they were not demanding an end to segregated seating (as this was the law).” Instead, they issued three requests: more courteous treatment on the buses; the hiring of Black drivers on routes serving Black neighborhoods; and a first-come-first-serve seating by race, back to front and front to back, with no one having to give up their seat or stand over an empty seat.
City and bus company officials expressed surprise at these grievances and refused to comply with them. The bus company responded only by disciplining a few of its employees while avoiding the larger questions of systemic racial inequity and injustice on city buses. They also declared that they had no intention of hiring “Negro drivers” (stating “the time is not right in Montgomery”) and dismissed the third demand as illegal under existing segregation laws.
According to the article, Rev. King’s response was simple: “We are merely trying to peacefully obtain better accommodations for Negroes.”
“Notice to Bus Patrons,” Montgomery Advertiser, December 10, 1955 / adapted from THF147026
The Montgomery city bus company, lacking its usual business, soon raised fares, cut services to Black neighborhoods, begged local citizens to use the buses for Christmas shopping, and asked the city for help. The year ended with the mayor and other city officials determined to get tough, to find new ways of dealing with the Black community’s united display of nonviolent resistance to segregation with their own united response.
“Negro Rule in Boycott Is to Walk,” Alabama Journal, December 12, 1955 / adapted from THF147029
As the boycott continued into the second week, Black taxicab operators told their drivers to charge only 10 cents a person for Black passengers—the same price as bus fare. Almost immediately, Police Commissioner Clyde Sellers threatened to arrest any Black taxi driver who charged less than the minimum 45-cent fare.
Responding to this, Black leaders implemented a carpool system to support citizens taking part in the boycott. They called on car owners to volunteer their vehicles and urged those with licenses to volunteer as drivers. Ministers also volunteered to drive cars. These “car pools” had to be organized and executed precisely, with an intricate web of pickup and drop-off points that were developed by postal workers who knew the layout of neighborhoods.
Eventually 275 to 300 Black-owned vehicles transported thousands of boycotters, while thousands more walked. As the article described, “None thumbed rides. As each car passed, the Negro driver would inquire of the men and women on the street corner where they were going. If they were going in the same direction, they loaded in.” In addition, “scores of Negroes were walking, their lunches in brown paper sacks under their arms. None spoke to white people. They exchanged little talk among themselves. It was an event almost solemn.”
While the newspaper article claimed that the police were out in force to “protect” the boycotters, in fact, police harassment was formidable. Local police pulled over cars, intimidated drivers, and gave tickets for real or imagined infractions.
“White Citizens of Central Alabama / Rally to the Support of Your Central Alabama Citizens Council,” Montgomery Advertiser, December 15, 1955 / adapted from THF147035
This announcement is a membership appeal to white segregationists in the Montgomery community. In Fall 1955, a local group of the White Citizen’s Council (WCC) had been established in Montgomery to provide organized economic, political, and at times physical resistance to impending desegregation. Before the boycott, the council had less than 100 members. But after the boycott started, membership swelled to 14,000 members in three months.
The WCC played an increasing role in public life, believing that white citizens’ way of life was under siege. Whites were pressured to join—in fact, it was dangerous to be white and not join, as such people could be accused of sympathizing with the Black community.
“Mayor Stops Boycott Talk,” Montgomery Advertiser, January 24, 1956 / adapted from THF147077
In January, tensions were rising. The Montgomery bus company was on the verge of bankruptcy. WCC members supported economic reprisals. Mayor Gayle, who had been previously known as “pleasant and easy to approach,” now felt increased pressure from hardline segregationists, and urged putting an end to the boycott. Leaders of the Black community continued to take the stance that, “More than 99 per cent of the Negro citizens of Montgomery have stated their positions and it remains the same. The bus protest is still on and it will last until our proposals are given sympathetic treatment.”
But Mayor Gayle had had enough. This article describes his new “get tough” policy—stating that he would hold the line against integration and that there would be “no more discussions with the Negro boycott leaders until they are ready to end the boycott.” According to the article, Gayle remarked that, “We have pussyfooted around on this boycott long enough and it has come time to be frank and honest.” Furthermore, he made the accusation that, “The Negro leaders have proved they are not interested in ending the boycott but rather in prolonging it so that they may stir up racial strife.”
The city commissioners and members of the WCC were convinced that most Blacks wanted to ride the buses, but that they were tricked and manipulated by the boycott leaders, whom city officials began to refer to as “a group of Negro radicals.” Furthermore, they assumed that there was a single instigator behind the boycott, someone behind it who was inciting otherwise cooperative Black community members to boycott. They pinpointed Rev. King as that instigator, certain that getting rid of him would put an end to the boycott once and for all. They attacked King through words (calling him, among other names, a “troublesome outsider”) and, soon, through action.
“End to Free ‘Taxi Service,’”Montgomery Advertiser, January 25, 1956 / adapted from THF147081
One of Mayor Gayle’s first moves in his new “get tough” policy was to crack down on Black carpool drivers, especially urging white Montgomerians to halt the practice of using their automobiles as “taxi services for Negro maids and cooks who work for them.” As Gayle remarked, “When a white person gives a Negro a single penny for transportation or helps a Negro with his transportation, even if it’s a block ride, he is helping the Negro radicals who lead the boycott.” He also insisted, “We are not going to be a part of any program that will get Negroes to ride the buses again at the price of the destruction of our heritage and way of life.”
At this point, police were told to step up their issuing of tickets to Black drivers, whether they were deserved or not. They also harassed boycotters waiting at pickup stations, accusing some of “vagrancy.”
“None Injured after Bombing of King Home,” Montgomery Advertiser, January 31, 1956 / adapted from THF147091
Once city and WCC leaders (now one and the same) decided that Rev. King was the “ringleader” of the boycott, they focused their efforts on going after him. They arrested him for speeding and threw him in jail—attracting bigger and noisier mass meetings and more determination by the Black community to continue the boycott. King received threatening letters and phone calls from both angry white segregationists and members of the Ku Klux Klan.
This anger led to outright violence on January 30, when a bomb was thrown through a window of King’s home. As a crowd of about 300 anxious members of the Black community gathered outside his house, Rev. King asked the group to be “peaceful.” “I did not start this boycott,” he told the crowd. “I was asked by you to serve as your spokesman. I want it to be known the length and breadth of this land that if I am stopped this movement will not stop. If I am stopped our work will not stop. For what we are doing is right. What we are doing is just. And God is with us.”
"Grand Jurors Told to Probe Legality of Bus Boycott," Alabama Journal, February 13, 1956 / adapted from THF147126
The month of February saw both sides digging in, strengthening their resolve. The racial divide grew wider. White pushback increased, with more arrests. Black determination gained strength.
Continuing the Mayor’s “get tough” policy, a local circuit judge impaneled a Montgomery County grand jury to determine whether the bus boycott was legal. “If it is illegal,” Mayor Gayle said, “the boycott must be stopped.” He declared the jurors to be the “supreme inquisitorial body” and called the grand jury system “democracy in action.”
“Plan to End Bus Boycott is Rejected,” Mobile Register, February 21, 1956 / adapted from THF147150
This article reports that, on the eve of the grand jury report, Black leaders rejected a supposed “compromise plan for ending the boycott.” They argued that they did not see any change. The proposed seating was similar to the plan they had already rejected. Promises for driver courtesy were not called out and individual bus drivers still had the authority to assign seats. Finally, boycotters were not promised that there would be no retaliation against them for their participation in the boycott. At a mass meeting, the Black community voted to continue the boycott with a count of 3,998 to 2.
In “a prepared statement following the meeting,” Rev. Ralph Abernathy stated that, “We have walked for 11 weeks in the cold and rain. Now the weather is warming up. Therefore, we will walk on until some better proposals are forthcoming from our city fathers.”
“The protest is still on,” he confirmed, “and approximately 50,000 colored persons have stated that they will continue to walk.”
“75 Nabbed by Deputies on Boycott Indictments,”Montgomery Advertiser, February 23, 1956 / adapted from THF147165
The city called more than 200 Blacks to testify before the grand jury, including King, 23 other ministers, and all carpool drivers. The indictment was based upon an obscure 1921 state law prohibiting boycotts “without just cause or legal excuse” (and referencing an earlier 1903 law that outlawed boycotts in response to Black streetcar protests). Those indicted were accused of taking an “active part in the 12-week-old racial boycott” against the Montgomery City lines buses.
Rev. Abernathy called it a “a great injustice.” Many indicted boycott leaders showed defiance by voluntarily turning themselves in and drawing attention away from singular blame on Martin Luther King. Hundreds of Black spectators shouted encouragement, cheered, and applauded as leaders showed up one by one to be “taken through the arrest process at the county jail.” The act of being arrested had become a badge of honor.
"Boycotters Plan ‘Passive’ Battle," Montgomery Advertiser, February 24, 1956 / adapted from THF147180
The boycott indictments strengthened the resolve of the Black community. At a mass meeting that an estimated 5,000 attended, Black leaders called for a Prayer and Pilgrimage Day and asked all Black citizens to walk that day.
The Central Alabama White Citizens Council was incensed about the continuation of the boycott. State Senator Sam Englehardt of Macon County, Chairman of the Central Alabama Citizens’ Council, said, “If these people [who were indicted] succeed in getting the Negroes of Montgomery to break this law, and get away with it, then who’s to say what unlawful act they will advocate next?”
Rosa Parks reflected the feelings of the Black community that day by remarking, “The white segregationists tried to put pressure to stop us. Instead of stopping us, they would encourage us to go on.”
These events, as documented through a selection of newspaper clippings compiled in a bus manager’s scrapbook, mark just the first three months of the Montgomery bus boycott. The boycott went on to last more than one year—381 days to be exact—with members of the Black community enduring continual arrests, bombings, jailing, threats, and general harassment until the U.S. Supreme Court finally declared segregation on Alabama buses to be unconstitutional. Before it was over, it would become what Julian Bond referred to in his book as nothing short of “a struggle to achieve democracy in the mid-20th century.”
Donna Braden is Curator of Public Life at The Henry Ford. Many thanks also to Hannah Glodich, Graphic Designer at The Henry Ford, for adapting the original scrapbook pages into the images shown in this post.
In the early 1930s, tensions were running high between two competing news sources: newspaper publishers were feeling the strength of their monopoly slipping away as the public’s appreciation for radio news broadcasts grew. This time of conflict in communications history is known as “The Press-Radio War.”
Publishers felt especially threatened by the nimbleness of radio networks. Broadcasters could share breaking news immediately over the airwaves, rather than having to wait for the next day’s run of newspapers to be printed and distributed. At first, newspaper companies tried to boycott radio’s ability to grow into something more than just an entertainment medium by asking wire services to block the flow of newsworthy information to radio stations. But eventually, the two media formats settled into a truce by the late 1930s, partly owing to the demand for reliable information-sharing as the threat of World War II grew.
The Detroit News “autogiro” aircraft flies over the WWJ transmitter towers on the roof of the Detroit News building. The autogiro used a swiveling camera to take aerial photos of newsworthy events and quickly transported reporters to the sites of developing stories. /THF238502
Some newspapers saw the financial benefit in blending formats and went so far as to cut out the competition by starting their own radio news stations. The Detroit News was one of the first newspapers in the United States to incorporate a commercial radio station into its operations. In August 1920, WWJ (then owned by the Detroit News) launched its program of nightly broadcasts under the call sign 8MK. As of 2020, WWJ has been on-air for 100 years!
In this image, the Detroit News autogiro flies over downtown Detroit. The Penobscot Building—site for the News’s experimental W8XWJ station—appears in the foreground. The original vertical “whip” antenna is just visible on the ball that tops the metal tower. /THF239963
In 1936, the Detroit News launched experimental audio broadcasting station W8XWJ from the 47th floor of the Penobscot Building in downtown Detroit. W8XWJ was formed under the FCC’s ultra-high short-wave “Apex” station program, an experiment designed to provide listeners with higher quality AM signals. The station’s original 100-watt AM vertical “whip” antenna was attached to the beacon sphere that tops the metal tower perched on the roof of the Penobscot Building. The height of the Penobscot—the tallest skyscraper in the city at that point—helped to disperse the radio waves over the entire city. Many people are familiar with the glowing red beacon at the top of the Penobscot, but its connection to the growth of radio in the city is not as well known.
From 1938-1940, W8XWJ ran a fascinating but ultimately short-lived experiment with an emerging technology called “radio facsimile.” Customers would hook a special “radio printer” up to their own radio, which would print the news overnight while they slept. In the morning, the news would be ready to enjoy with morning coffee – no need to deliver a physical newspaper!
One of the original Finch Facsimile Transmitters from W8XWJ, complete with original station badge visible and a sample of a radio fax. /THF160295
At W8XWJ, a Finch Facsimile Transmitter was used to convert images and text into audio tones. These signals would arrive in customer’s home via radio waves, where their “radio printer” would translate the tones into human language. Everything would print out onto continuous rolls of thermal paper.
This is a Crosley Reado Radio Printer – the type of device that people would connect to their home radio and would receive their faxed newspapers on. When The Henry Ford conserved this artifact through an Institute for Museum and Library Services grant, our conservators were excited to find an example of a facsimile still on the drum inside the machine. In this image, you can see an original radio facsimile portrait of Boris Karloff, who was famous for his 1931 portrayal of Frankenstein’s monster.
The Henry Ford’s collections also include the original transmitter and amplifier that powered the W8XWJ station.
W8XWJ’s Western Electric 500 Watt Ultra Shortwave Transmitter and Amplifier. These two devices are visible in their original installation here. /THF173159, THF173165
The idea behind W8XWJ’s radio facsimile experiment was revolutionary, but the process was slow and fussy. It could take over 20 minutes to print a single page of news, and signal reception became unreliable beyond a mile or two away from the transmitter. In 1940, W8XWJ ended its radio facsimile project.
While the original “whip” antenna for W8XWJ was replaced by a FM antenna in the early 1940s, if you look toward the top of the Penobscot building today, there is a tangle of communication equipment visible from street level. And in the interesting way that the new and the old can merge and converge within the histories of technology, some of this contemporary equipment fulfills radio facsimile’s promise to provide easily accessible information—the top of the Penobscot now serves as an important hub for Detroit’s wireless Internet network.
Kristen Gallerneaux is Curator of Communications & Information Technology at The Henry Ford.
This full-color, large-format book is a compilation of Buster Brown comic strips that originally ran in the New York Herald in 1903 and 1904.THF297428
You may not know his name, but you’re likely familiar his work. Richard Outcault, a talented comic illustrator with a keen eye for marketing, found his ultimate success with the character Buster Brown in the early 1900s.
Born in Lancaster, Ohio, in 1863, Richard Felton Outcault showed an early interest in art. As a teenager, he attended the McMicken School of Design (now the Art Academy of Cincinnati) and found work painting decorative scenes for a Cincinnati safe manufacturer. By 1889, Outcault had taken a position as an artist at Thomas Edison’s West Orange, New Jersey, laboratory, working primarily on corporate exhibitions.
Richard Outcault created this illustration for Edison’s exhibit at the 1889 Exposition Universelle in Paris. It depicts the Menlo Park laboratory complex in 1879, when Edison first demonstrated his experimental lighting system. THF236600
Around 1890, Outcault left West Orange for New York City, where he began contributing mechanical drawings to technical publications like Electrical World and Street Railway Journal. He also submitted comic illustrations to some of the popular weekly humor magazines that had emerged in the 1880s, including Judge, Life, and Puck.
As public interest in comic publications grew, new advances in color printing technology became available, and newspaper publishers saw an opportunity to cash in. In 1893, the New York World introduced a weekly color comic supplement that, at first, reprinted illustrations from the humor magazines it mimicked. Richard Outcault joined the staff of the World as a cartoonist and published his first original comic for the paper in September 1894.
The Yellow Kid By 1896, one of the recurring characters in Outcault’s comics – a little baldheaded boy wearing a bright yellow nightshirt – had become a sensation. World readers began buying the paper every Sunday to check in on the adventures of the “Yellow Kid,” who the paper also licensed for merchandising. The Yellow Kid became the face of a wide range of products, from cigarettes and packaged foods to fashion accessories and household appliances.
The Yellow Kid’s popularity demonstrated the commercial value of comics and helped establish the medium as a newspaper fixture. Richard Outcault likely never benefitted directly from the licensing of the Yellow Kid – at that time, newspapers owned the rights to the images published in them, and copyright law didn’t protect characters – but he noted the marketing potential of a popular comic character.
Buster Brown With the success of the Yellow Kid, Outcault himself became something of a commodity. Demand for his comics kept him busy, and Outcault continued illustrating for several newspapers and magazines through the turn of the century. In 1902, he introduced Buster Brown, a mischievous 12-year-old boy from a well-heeled Manhattan family. Readers went crazy for Buster Brown’s shenanigans (and for his pet dog, Tige). Outcault had another hit on his hands.
Richard Outcault was a pioneer in the strip style of comic illustration, with sequential image panels and accompanying text (often in speech bubbles) that contributed to the narrative. By about 1900, this format had become standard for comics. THF297493
This time, he managed to profit from it. Though he never owned the legal rights to Buster Brown, Outcault licensed the character’s name and face to hundreds of companies. Buster Brown promoted everything from bread and cigars to toys and – perhaps most famously – shoes.
This bank is just one example of the hundreds of products manufactured during the first quarter of the twentieth century that bore Buster Brown’s likeness. Buster’s canine companion, Tige, sits at the horse’s feet. THF304975
The St. Louis-based Brown Shoe Company (now Caleres) is probably the best-known Buster Brown licensee. Buster and Tige promoted the Brown company’s shoes – commonly called “Buster Browns” – into the 1990s. THF297402
Americans purchased these branded products for decades after Outcault introduced Buster Brown. The character became a household name that outlived its comic strip, which was last published in 1921. By then, Richard Outcault was focusing less on illustrating and more on marketing. Eventually, he stepped away from comics altogether, returning to painting before his death in 1928. Eighty years later, the comic industry formally recognized Outcault’s important career, inducting him into its hall of fame at the 2008 San Diego Comic Convention.
Saige Jedele is Associate Curator, Digital Content at The Henry Ford
A special section of The New York Times this month compiled a list of the 10 coolest museums in the world. With shout-outs to the Lego House in Denmark and the International Spy Museum in Washington, D.C., we were excited and honored to see Henry Ford Museum of American Innovation kick off the list.
Visitors to the museum have long known what makes it such a cool destination, as The New York Times pointed out – we're "chock-full of inventions, machines and pieces of Americana to explore, including a 1952 Wienermobile."
But what else makes our museum so cool? Take a look at just a few of the well-known artifacts, exhibits, and experiences that inspire our younger visitors every day and challenge them to think differently.
The Rosa Parks Bus Inside this bus on December 1, 1955, Rosa Parks, a soft-spoken African-American seamstress, refused to give up her seat to a white man, breaking existing segregation laws. Today you can step inside the bus yourself and take a seat as you immerse yourself in the courage of Rosa Parks.
Driving America Driving America is an opportunity to look at America’s favorite mode of transportation in a different way. Stand back in awe as you explore some of the earliest automobiles to take to America's roads, and then immerse yourself in our interactive exhibits to dive deep into our digital collections.
Build a Model T Do you think you could build a Model T just like Henry Ford? Pick up a wrench and see if you could build a quality product in 2018.
Dymaxion House Enter Buckminster Fuller's circular aluminum dwelling, and sample a suburbia never realized. To some people Dymaxion is a giant Hershey’s Kiss. Others sense a kinship with the Airstream travel trailer. Painstakingly restored, it’s the only remaining prototype in the world.
Steer the Allegheny What does it look like from the conductor's perspective on the Allegheny, one of the largest steam locomotives ever built? Step up to seat and see for yourself.
Maker Faire Detroit Which event is a wild two-day spectacle of maker inventions and creations at the home of American innovation? Maker Faire Detroit, housed inside and outside of Henry Ford Museum of American Innovation.
Who else made The New York Times list? Take a look.
Visitors to the 1964 New York World’s Fair’s IBM Pavilion were submerged in a futuristic world made possible by computers. A world imaginatively conjured up by an intricately detailed fake newspaper with the headline “Computer Day at Midvale!”
The one-of-a-kind aluminum panel was created by the Eames Office, the studio of famed designers Charles and Ray Eames. Hand-painted with imagined newspaper headlines and draped with patriotic bunting, it hung on the back of one of the pavilion’s “Little Theatres” and was surrounded by lights, intended to lure visitors.
“The themes in the Midvale panel, and the IBM Pavilion on the whole, document a critical moment where people were being exposed to the culture of computing on a mass scale,” said Kristen Gallerneaux, The Henry Ford’s curator of communications and information technology. “Accessible systems like the IBM/360 were just around the corner, whose adoption would touch (and potentially disrupt) the lives of information and office workers. IBM needed to address this wariness of technology — they needed to humanize computers. The company found their solution in the playful visual communication skills of the Eames Office.”
Last year, The Henry Ford acquired the aluminum panel from its original owners, whose father, Robert Charles Siemion, had worked as an engineer and manager at the 1964 IBM Pavilion.
“The ephemeral nature of those fairs was such that most of the displays — and even the architecture — would be dismantled after the fair was over,” said Gallerneaux, who learned about the panel in an article on antique pricing. “But Siemion, as a manager, was invited to take home part of the pavilion as a memento. We’re lucky that he chose to salvage this panel and that his children knew to hold onto it all these years.”
The Eames Office employees who designed the pavilion are listed on the newspaper’s left in a credits area. The panel is among several IBM Pavilion-related objects The Henry Ford has acquired and the third such artifact associated with Charles and Ray Eames.
“Charles and Ray Eames were fascinated with the circus and early Americana, and there’s a wonderful sense of these themes coming together with high technology in the panel,” Gallerneaux said. “The IBM Pavilion was designed to send you into another head space so you could synthesize the concepts coming together at the time. It was an interesting collision of computing history and design history happening in one place.”
From a conservation standpoint, the panel, well maintained by its owners, only required minimal treatments. “It’s interesting to think about the public as stewards of material culture,” Gallerneaux said. “We acquire a lot of interesting collection items that way.”
The “Computer Day at Midvale” panel will appear in a future exhibit at The Henry Ford about communications and information technology.
DID YOU KNOW? The 1964 New York World’s Fair featured 140 pavilions spread over 646 acres. Continue Reading
In 2014, the Detroit News donated over 220 photographic negatives to The Henry Ford. They depict photos of and taken from various News aircraft between the mid-1920s and mid-1930s, including a Lockheed Orion and a Lockheed Vega. A substantial number relate to the 1931 Pitcairn-Cierva Autogiro, which has been in The Henry Ford’s collection for over 80 years and is currently on display within Henry Ford Museum in the Heroes of the Sky exhibit. The image shown here includes a hand-written note on the envelope: “Airplanes to ship newspapers.” We have just digitized the complete set of negatives, so you can now visit our online collections to browse the Autogiro-related images, or everything related to the Detroit News, including all of these images.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.