William Clay Ford, grandson of Henry Ford, was the longest standing Chairman of the Board of The Henry Ford. He held the position for 38 years from 1951-1989. Through his vision and leadership, the institution, founded in 1929 by his grandfather, began its transformative evolution to the premier American history destination that it is today.
Mr. Ford recognized the national significance of The Henry Ford, its unparalleled collections and educational importance and he was committed throughout his life to the ongoing health and vitality of the institution.
As the largest donor in the history of the institution, his generosity helped restore Greenfield Village and build new visitor experiences in Henry Ford Museum, most notably, "With Liberty and Justice for All" and "Driving America," the country’s most significant automotive exhibition. During his tenure as Chairman of our Board from 1951 to 1989, he influenced the addition of many visitor amenities and collecting initiatives including programs such as Old Car Festival, Motor Muster and Hallowe'en in Greenfield Village, the acquisitions of John F. Kennedy’s Limousine, Firestone Farm, the Allegheny and the DC3 and the building of Greenfield Village’s railroad to name just a few.
In recognition and honor of Mr. Ford’s many contributions, the museum hall was named the William Clay Ford Hall of American Innovation.
At the time of his passing, Mr. Ford was Chair Emeritus, serving The Henry Ford for a total of 63 years. In recent years, he visited the institution often and enjoyed touring the archives, the Village and museum exhibitions.
Recently, when recounting his memories of The Henry Ford, Mr. Ford simply said, “I was brought up with it.” He spoke fondly of roller skating and riding bicycles on the floor of Henry Ford Museum and spending time with his grandparents Henry and Clara Ford in Greenfield Village as a child.
We are deeply saddened by this loss and grateful for Mr. Ford’s lifelong dedication and commitment to The Henry Ford. He will be greatly missed.
We encourage you to take a moment and share your thoughts or memories honoring Mr. Ford’s legacy. Visit our online collections to see more images of Mr. Ford.
Dearborn, Michigan, 21st century, 20th century, William Clay Ford, philanthropy, in memoriam, Henry Ford Museum, Greenfield Village, Ford family
Last year I was invited to serve as a guest judge for the CASI Cup at the Detroit Autorama, the signature hot rod and custom car show that comes to Cobo Center every March. I’m happy to report that the Autorama team invited me back this year, but with a nice amendment – this time I got to give out an award created and sponsored by The Henry Ford.
The Henry Ford’s members and visitors know that our institution is dedicated to American innovation, a commitment reflected in our mission statement. Hot rods and custom cars were born of the time-honored American traits of ingenuity and individuality, and the Detroit Autorama showcases the finest examples of creatively modified automobiles. The Henry Ford’s Past Forward Award celebrates these traditions. Winning cars are those that best evoke the spirit of hot rodding and customization. These vehicles:
- Combine traditional inspirations with modern innovations
- Exhibit a highly skilled technique
- Show a decided sense of whimsy
- Capture the “anything goes” attitude behind the rodder’s and customizer’s craft
With these criteria to guide me, I hit the show floor in search of potential winners. To be sure, there was no shortage of candidates. The show seems to get bigger each year, and more than 1,000 exhibits filled Cobo Center for 2014. While pre-war Fords, post-war Mercurys and late 1950s Chevrolets were all present in big numbers, I was struck by the number of more recent cars. Fieros, Camaros and Mustangs from the 1980s all appeared. It seems that rodders from my generation are drawing on the cars from our youth for inspiration, just as the Boomers have done for years. While I haven’t seen a chopped Plymouth Horizon yet, it seems there’s hope.
After a few trips around the floor, I settled on three possibilities. With only one award to give, though, I let the crowd help me make my final choice. While every car had its admirers, there was a steady stream of people drawn to “Orange Crush,” a 1969 Chevrolet Chevelle owned by Joseph Messina of Fair Haven, Michigan. The Chevy had presence – even beyond that electric orange paint. What really struck me in talking to Joe, though, was the pride he took in the small details. He boasted about the car’s stainless steel bolts, explaining that he spent 20 minutes grinding and polishing each one personally. The companion washers were all laser-cut to exacting specifications. It was the perfect blend of new technology and old fashioned craftsmanship that the Past Forward award is all about. Plus, I loved the double meaning in the name. Sure, the car’s color looked a lot like the soft drink, but it’s also clear that Joe had a deep “crush” on his car and was rightfully proud of his work. I hope he’s proud to be our 2014 Past Forward Award winner, too.
And so another great Autorama came to a close. It was a much-appreciated reminder that, despite all the bitter cold and snow this winter, it won’t be long before these cars come off of their mirrored platforms and start hitting the streets as cruising weather returns.
Matt Anderson is Curator of Transportation at The Henry Ford.
21st century, 2010s, Michigan, Detroit, cars, car shows, by Matt Anderson, Autorama
By late 1935, Edsel Ford, in consultation with the L.G. Treadway Company of New York City, was hard at work on a plan to add additional accommodations. A promotional brochure published by Treadway sums up the need for expansion:
“The Inn eventually became so popular that additional guest rooms were necessary. As the architectural plan of the Inn would not, with good taste or economic soundness, allow an addition, it was decided, after a thorough survey of the problem, to build separate cottages, or houses, to accommodate travelers. To be in keeping with the traditional environment these should be, externally, exact replicas of houses famous in American history, and, inside, afford the same comfort as enjoyed by guests at the Inn. The scheme calls for several houses to be grouped harmoniously as a Colonial Village.”
The brochure goes on to state that the landscape was to be carefully arranged, “such as might have grown around the original houses.”
The Treadway Company managed the Inn and the “Colonial Village” for just three more years, until 1939, when their contract expired. The Inn and the reproduction homes have endured and prospered over the decades. Today, visitors to Dearborn may experience these houses in much the same manner as guests in the 1930s. Fortunately for us, the Marriott Corporation, who manages the Village and Inn, have maintained the high standards set in the 1930s.
20th century, 1930s, Michigan, hotels, furnishings, Ford family, Edsel Ford, Dearborn Inn, Dearborn, by Charles Sable
Visitors to The Henry Ford may have noticed that we have a very special guest in the Driving America exhibit: GT40 chassis number 1075, one of the world’s most celebrated race cars. The car has six race victories to its credit, but it is best known for winning the 24 Hours of Le Mans – twice. Race fans know that Le Mans is not only the most prestigious event in motorsport, but also among the most grueling. Cars and drivers are pushed to their limits, running hard on the difficult course for 24 non-stop hours. Simply finishing the race is a major accomplishment. Winning is the capstone in any car’s career. Winning twice, well, that’s nothing short of extraordinary.
Car 1075 has its roots in Ford Motor Company’s legendary fight to beat Ferrari in the 1960s. After avoiding motor racing for many years, Ford jumped in with both feet in the early 1960s. The company actually tried to purchase Ferrari in 1963. It was a shrewd idea – the acquisition would have given Ford instant prestige and a massive head start in its racing efforts. But it was not to be. The two companies could not come to agreeable terms and the negotiations ended. Unable to buy the Italian automaker, Ford decided to beat it.
Ford turned to Eric Broadley, of British-based Lola Cars, to jump-start its sports car racing effort. Broadley designed a car based on Lola’s own sophisticated 1963 GT car and powered by Ford’s Indy Car 289-cubic inch V-8. The resulting racer stood a mere forty inches off the ground – hence its name, the GT40. Results in the 1964 season weren’t particularly promising, and Ford turned to its big NASCAR 427 V-8 to power the GT40 Mark II. The bigger engine started winning races in 1965, and a Ford-sponsored Mark II took the checkered flag at Le Mans in 1966. As if to prove the victory wasn’t a fluke, Ford came back and won again with the Mark IV in 1967. The Mark IV, having been designed and built entirely in the U.S. and piloted by Californian Dan Gurney and Texan A.J. Foyt, gave the 1967 win the further distinction of being an all-American effort.
Ironically, Ford’s domination with the big 427 engine provided a break for the smaller 289. The big engines regularly pushed cars past 200 miles per hour on the Le Mans circuit and French officials, fearing a catastrophic accident on a track designed for slower speeds, imposed a 305-cubic inch limit for 1968. The Mark I’s 289 cubic inches suddenly didn’t seem too few. Ford ended its involvement at Le Mans after 1967, but other teams continued to field GT40s. JW Automotive Engineering dominated the next two racing seasons with Mark I cars, including chassis 1075.
Mexican Pedro Rodriguez and Belgian Lucien Bianchi drove 1075 to its first Le Mans win in 1968. It was an unusually cold and wet race (held in late September, rather than the usual June, due to political unrest), but the drivers – and the car – performed flawlessly and held the lead for 17 of the 24 hours. It was the third win in a row for a Ford car, but the first for the original Mark I design. Sadly, Rodriguez and Bianchi both died in separate racing accidents within three years of their Le Mans triumph.
Car 1075 came back to Le Mans in 1969, this time with Belgian Jacky Ickx and Brit Jackie Oliver at the wheel. Ickx started the race with a bold protest against the fabled “Le Mans start,” in which drivers stood across the track, ran to their cars and then drove off – buckling their harnesses as they sped along. Ickx took his time getting to his car and carefully strapped himself in before setting off. Tragically, Ickx’s point about the inherent danger was proved on the first lap: British driver John Woolfe was killed in an accident before he had a chance to buckle his harness. The fatal crash foreshadowed one of the most dramatic Le Mans races. Car 1075 traded the lead with a Porsche 908 constantly during the last 2½ hours. On the last lap, the Mark I crossed the finish line a mere 100 yards ahead of the Porsche – in a race of more than 3,100 miles. With that second win, car 1075 earned its place in history and cemented the GT40’s reputation as one of the most successful cars in motorsport.
Matt Anderson is Curator of Transportation at The Henry Ford
1968 Ford Mark I, Chassis Number 1075
Competition History: Winner of Le Mans 24-hour in 1968 and 1969. Winner of BOAC International 500 in 1968. Winner of Spa 1000-kilometer in 1968. Winner of Watkins Glen 6-hour in 1968. Winner of Sebring 12-hour in 1969.
Europe, 1960s, 20th century, race cars, Le Mans, racing, Henry Ford Museum, Driving America, cars, by Matt Anderson
In 1903, Jack London was a young writer still in the early stages of his career. He was 27 years old when he published The Call of the Wild, the story that was destined to become an American classic and earn him a place in the canon of American literature. Drawing upon London’s experiences in the Klondike Gold Rush, The Call of the Wild is the story of Buck, a dog who is kidnapped from his idyllic home in northern California and thrown into the harsh life of a sled dog in the cold wilderness of the Yukon.
The Call of the Wild was first published in The Saturday Evening Post, a popular weekly magazine that featured a variety of content including articles on current events, editorials, illustrations, cartoons, poetry, and fiction. The magazine paid Jack London a sum of $750 for his story, the equivalent of almost $20,000 today. The Call of the Wild was published in five consecutive issues from June 20, 1903 to July 18, 1903. The first two of these issues are held in the collections of The Henry Ford, including the initial issue which features The Call of the Wild on the cover.
The Saturday Evening Post had widespread circulation; in fact, even Clara Ford had a subscription. Several of The Henry Ford’s issues from around 1903 bear an address label for Mrs. H. Ford at 332 Hendrie Ave., the address of the Fords’ residence in Detroit at the time. Henry Ford founded Ford Motor Company on June 16, 1903, just four days before The Call of the Wild was first published. When the final installment of The Call of the Wild was published a month later, Ford Motor Company had just sold their first car for $850, as recorded in their first checkbook. Coincidentally, the base price of the Model A car was $750, the same amount that Jack London received from The Saturday Evening Post for his story. (Ford Motor Company’s first customer paid an extra $100 for a tonneau, or backseat compartment, bringing the total for the car to $850.) I imagine that Henry Ford was quite busy building his fledgling company and didn’t have much time for leisure reading. However, it is interesting to think that he or his wife Clara might have read The Call of the Wild when it was first published, especially at a time when both Henry Ford and Jack London were on the verge of success that would lead them to become icons in American industrial and literary history, respectively.
Edsel Ford, the Treadway Company and the Founding of the Dearborn Inn
In the first piece, I discussed the unique nature of the Dearborn Inn, intended as an airport hotel and as a “front door” for visitors to our campus, Ford Motor Company and the Dearborn community. What I did not address was who conceived of the Inn and oversaw the project to its fruition. That individual was Edsel Ford. While it is generally acknowledged that Edsel Ford was a pivotal figure in the management of the Ford enterprise, individual achievements are rarely accorded to him. In the case of the Dearborn Inn, it is generally considered to be the conception of Henry Ford. While researching the scrapbook, I ran across reminiscences in our archives of Ernest Gustav Liebold (1884-1956), who served as Henry Ford’s executive secretary and financial manager. Mr. Liebold oversaw nearly all of Henry Ford’s business outside of Ford Motor Company. Mr. Liebold categorically states that the idea for the Dearborn Inn came from Mr. Edsel Ford. He continues to briefly discuss the construction of the Inn, specifically the interaction of architect Albert Kahn’s office with the Ford organization. Finally, Mr. Liebold states the following:
“Mr. Edsel Ford brought in Treadway to operate the Dearborn Inn. He also had Treadway at his Inn up in Maine. (Edsel Ford owned a large summer home near Seal Harbor, Maine.) Edsel bought it shortly after Mr. (Henry) Ford bought the Wayside Inn (in Sudbury, Massachusetts). He had that as an inn of his own, and Treadway operated it. Treadway was brought here at the same time and given a contract, I think for five years.”
This statement led me to investigate the Treadway Inn and its history. According to The Motel in America (1996) Treadway Inns were America’s earliest motel chain. They were founded accidentally by Mr. L.G. Treadway. In 1912 he took over operations at the Williams Inn at Williamstown, Massachusetts. (This inn continues today.) It was an old coaching inn, dating back to the early 19th century. Under Treadway’s management, the establishment was attractive, comfortable, and provided good meals. Treadway’s innovation came in 1920 when he and the owners of inns in nearby towns, specifically the Ashfield House of Ashfield, Massachusetts, and the Dorset Inn of Dorset, Vermont, combined resources. Guests were recommended to the associated inns, and employee exchanges took place. The three inns found economies of scale by combining advertising and purchasing; the resulting increase in business and decrease in costs brought increased profits – the affiliation grew into a chain, with many other New England inns added over time.
Each inn maintained its own character, but they all shared comfort, good food and efficiency. They did not attempt to duplicate the hotels of big cities, but rather extend to all travelers old-fashioned rural New England hospitality. Once established, the chain made its headquarters, ironically, in New York City and always included the trademark, “The Real New England Inns” with a distinctive logo of a colonial innkeeper pointing with a cane in the left hand, lantern held high in his right.
While traveling from Michigan to his summer home in Maine, Edsel Ford likely encountered the Treadway chain. After experiencing “The Real New England Inns” it must have been a foregone conclusion for Edsel Ford to invite Treadway to manage the Dearborn Inn. According to articles in Ford News, Ford Motor Company’s in-house magazine, announcing the Inn’s opening in the summer of 1931, a number of the Inn’s staff was recruited from Treadway Inns throughout New England.
The Treadway firm managed the Dearborn Inn until 1939, when the contract with Ford was not renewed. A subsidiary of Ford known as Seaboard properties operated the Inn until 1983, when the Marriott Corporation took over.
For more insights on the Dearborn Inn and lots of great images, take a look at Jennifer Czerwick Ganem’s Images of America: Dearborn Inn (Charleston, South Carolina: Arcadia Publishing, 2011).
Charles Sable is Curator of Decorative Arts at The Henry Ford.
20th century, 1930s, Michigan, hotels, Ford family, Edsel Ford, Dearborn Inn, Dearborn, by Charles Sable
Much of this cut glass would have been made in Ireland. Even today, when we think of cut glass, an Irish company—Waterford—is the first name that comes to mind.
Yet, these English and Irish artisans evolved a distinct recipe that differed in its composition from Venetian glass: a mixture containing calcinated flints and pebbles, and employing lead oxide as a flux, or binder. The lead gave their glass a higher degree of refraction, creating glass that, when cut, could exude a brilliance unseen in previous European wares, greatly increasing its reflective qualities. In the shadowy, candlelit rooms of the 18th century, this increased illumination was very welcome. Soon, these English and Irish glassmakers specialized in cut glass—clear glass, not colored, since it better showed the brilliance of the faceting. These English and Irish makers built factories during the first half of the 18th century as the unique refractive quality of their glass gained them worldwide fame.
As part of the British Empire, Ireland was subject to British trade policies. Indeed, from 1745 until 1780, the Irish glass industry was not allowed to compete with English-made glass within the British Empire. Irish entrepreneurs put pressure on the British Parliament and in 1780 all restrictions were lifted. This “Period of Freedom,” as it was known, continued until 1825, when Parliament reinstated the tariffs. During this relatively brief span, the Irish glass houses of Dublin, Belfast, Cork, and Waterford produced incomparable wares, based on contemporary English designs. During this period of free trade, Irish glassmakers exported a large amount of glassware of all kinds—everything from tiny salt cellars and wine glasses to large scale candelabras and chandeliers.
In addition to dining rooms where cut glass serving ware predominated, Irish cut glass might be placed in parlors and other public rooms. If the homeowner was very wealthy, a candlelit chandelier could find its way into a parlor, too.
During the late 1820s and 1830s, American entrepreneurs also began experimenting with machine-pressed glass as a less costly alternative to cut glass. One of the leaders in this field was the Boston and Sandwich Glass Company, based in Sandwich, Massachusetts. Their early works are known as “Lacy” glass, which have a stippled surface intended to hide wrinkles caused by machine pressing on cold glass. Early pressed glass manufacturers sought to imitate the motifs found in expensive cut glass, specifically those pieces made in English and Irish glass houses. Americans of all economic means soon adopted pressed glass, although for the very wealthy, demand continued for cut glass.
Irish glass as a force in the international marketplace declined precipitously in the years after 1825. The impact of inexpensive pressed glass combined with a reinstatement of tariffs quickly decimated Ireland’s glass industry. The last to close was the Waterford house in 1851. (The firm that we know today was reestablished in 1947.)
The legacy of Irish glass lies in the elegant tableware and chandeliers of deeply cut, prismatic glass that we treasure today.
The large and small diamond patterns on these 1825-1845 pressed glass plates derive from Anglo-Irish patterns (THF304774) and (THF113593).
Charles Sable is Curator of Decorative Arts at The Henry Ford.
Europe, 19th century, 18th century, manufacturing, home life, glass, decorative arts, by Charles Sable
Motion Picture Magazine, originally published in 1911, was the first movie fan magazine. This issue for September 1918 featured movie star Lillian Gish. / THF113869
From the beginning of the movie business, Americans wanted to know about the movies and their stars. As thousands of letters flooded movie studios, public relations departments tried to accommodate fans’ interest. By 1910, the demand for information was out of control. In February 1911, J. Stuart Blackton, head of Vitagraph Studios, helped to organize Motion Picture Story Magazine, soon shortened to Motion Picture Magazine — the first movie fan magazine.
California, 20th century, popular culture, movies, by Terry Hoover, archives
On any given day inside the Pottery Shop in Greenfield Village you’ll find our team of potters and decorators creating a variety of different handmade items, from mugs for Eagle Tavern dining to new-baby birthday plates and even Christmas tree ornaments. But right now in the snow-covered shop our artists are taking on a new challenge that’s all about creativity and exploration instead of out-of-the-box, obvious function.
Senior Manager of Program Operations Tom Varitek issued a challenge to potters Melinda Mercer, Alex Pratt and John Ahearn at the beginning of the year to each create a piece of pottery that best reflected their interpretation of the studio pottery movement. It didn’t have to be functional and it didn’t have to look like something you’d see on the kitchen table inside the Ford Home. There could be revisions and further exploration along the way; it didn’t have to be perfect after the first firing. It just had to reflect who they are as potters.
Studio pottery is work created by artists that isn’t mass produced, either by a large pottery or factory. The pieces can be functional, but tend to lean more toward the artistic, individual expression side of design. Simply put, factories equal function, studios equal art.
The studio pottery movement took hold of America in the early 20th century, most notably in the 1930s and 1940s as large factories began to consistently produce pottery in masses. Artists looked for creative outlets in their work; those opportunities were often found in smaller potteries and studios across the country. Detroit’s Pewabic Pottery is one example of the transition the Arts & Crafts Movement reflected in the early 1900s. As founder Mary Stratton said:
“It is not the aim of the Pottery to become an enlarged, systematized commercial manufactor in competition with others striving in the same way. Its idea has always been to solve progressively the various ceramic problems that arise in hope of working out the results and artistic effects which may happily remain as memorials....or at least stamp this generation as one which brought about a revival of the ceramic arts and prove an inspiration to those who come after us."
Getting a chance to see what the potters have been up to with their challenge assignments so far this winter, my visit to the pottery shop this week was met with smiling faces and enthusiastic displays of their work made so far.
For lead potter Melinda, the assignment has been a great chance to depart from the production pottery the team is responsible for throughout the year. However, its this background in producing goods visitors see across the Village and for sale in our shops that gives the team the confidence to let their creativity lead the development process this time around.
“Doing production work is invaluable,” Melinda said. “It builds your skills so that you can achieve whatever it is you want to make.”
Alex echoed similar sentiments. He feels his production work here at Greenfield Village has strengthened his own skills and gives him a greater understanding and appreciation of well-crafted work, no matter its function.
“I appreciate a really, really nice piece of pottery now,” he said.
When given such a big, open-ended assignment like this, I was curious how the team got started in the research and design process of their pieces. For John, his development process began with a lot of reflection of his craft and the work of artists before him.
“During the Industrial Revolution, things were just made so quickly. Some potters couldn’t keep up,” he said. “With studio work, they could take a step back and think, ‘What’s the purpose? Why should I make it if a machine can do it faster than I can?’ I’m using a piercing motif in my piece; I’m not worried about the function right now, I’m worried about the production. I’m literally piercing into my piece, almost into its soul, and evaluating it to determine what it should be.”
Alex also spent time thinking about artists from the past, especially those working during the 1950s. For his collection of vessels, he’s experimenting with transferring images to them and trying new glazes. One piece could turn into a teapot, another into a coordinating sugar bowl.
“I’m taking my inspiration from the world around me. Colors and lines in the city, colors and lines in the country.”
An appreciation of nature and a longing for Spring were the source of Melinda’s inspiration.
“I looked at seeds, seedpods, nuts and vegetables to explore ways to create an interesting surface. I’m thinking about the texture of the natural world, of water and plants.”
Her colorful sketchbook is a collection of nature-related drawings, from large bowls meant to serve big salads at a dinner party to serving platters that look like peapods for a potluck. She’s even making her own collection of stamps to add texture and pattern to her pieces.
Next to Melinda John is creating as he goes. His tall vessel is covered with perfectly carved holes, both created by hand and, believe it or not, a Dremel rotary tool.
So far, Tom likes what he sees.
“Greenfield Village is all about telling stories with ‘stuff.’ We want to create some new ‘stuff’ to show this transition in form. I wanted to give our potters a chance to express themselves and show off.”
What will Melinda, Alex and John discover next in their work? You’ll have to check back to the blog next month to see how they’re moving along with their pieces as Greenfield Village gets ready for opening day.
Lish Dorset is Social Media Manager at The Henry Ford and a wannabe potter.
by Lish Dorset, making, design, art, ceramics, Greenfield Village
In 1906, the U.S. Congress passed the Pure Food and Drug Act, opening a path to government regulation of unsafe ingredients in ingestible consumer products. Before this, though, manufacturers did a booming business in “patent medicines,” concoctions that purported to cure a variety of ills, from colic to indigestion to sexually transmitted diseases to “female complaints.” They were frequently alcohol-based and contained any number of ingredients (most unadvertised), ranging from the harmless to the toxic. The Henry Ford has a collection of patent medicines from the late 19th and early 20th centuries, and we’ve just added a number of these to our online collections, including Dr. Page's Rail Road Pills. Over the upcoming weeks, we’ll also be adding results of chemical analysis of these medicines done in conjunction with the Department of Chemistry and Biochemistry at the University of Detroit, Mercy, in 2009. To get a sneak peek at the results for one of the medicines, check out “Dr. Tutt’s Liver Pills,” and click the “Specifications” tab to find out the contents. Or, see all our digitized patent medicines, along with related advertising and packaging.
19th century, patent medicines, healthcare, digital collections, by Ellice Engdahl
