The Automobile for Better or Worse?
The idea
that the horseless carriage would have an enormous impact on American society
did not escape the pioneers of that device. In a March 1896 article in the Horseless
Age it was stated that the auto
will make the suburbs easier of access,
improve the trade of country hotels in many places, and still further depress
the business of horse-raising. Much of the land now used for horse-raising and
growing horse feed will in process of time find other uses more in harmony with
the trend of progress.37
The
immediate social impact of the newly-developed automobile during the first
decade of the twentieth century was significant. The thoughts of a person first
seeing this belching, stinking, noisy device making its way are difficult for a
historian to recapture. To be sure, horses often reacted violently to an
encounter with an early car. So did many people, especially rural folks who
were fearful of change and urban dwellers who were concerned over their rights
while walking the street. Rural residents often thought of the automobile as a
“devil-wagon,” and as Lowell Julliard Carr demonstrated in a pioneering sociological
study, their attitudes only changed when the car came to have a commercial
presence in their community.38
Of course,
notions of the automobile’s rivalry with the horse surfaced quickly and
comparisons between the horse and the car were common. The advantages of a
machine over a horse prompted one inventor in 1895 to build his own horseless
carriage. Ironically, given the carnage that would later be a consequence of
the automobile, The Horseless Age
reported
Carlos Booth, M.D. of Youngstown, Ohio
had a terrible runaway last June, in which his wife came near losing her life
and the horse was killed. Reading of the Paris Race about this time he at once
made a design for a motor carriage, which he is now having constructed.39
As it turned out, Booth’s vehicle would be completed by the
summer of 1896. Made by Fredonia Manufacturing of Youngstown, Ohio, it weighed
more than 1,000 pounds and enabled Dr. Booth to have the distinction of being
the first physician in America to own an automobile.40
In addition
to eliminating the horse manure problem on city streets, the cost of a car with
upkeep contrasted to maintaining a horse was a key question that often was
addressed in early automobile advertising. For example, an advertisement in the
Ford Times in September 1913 depicted a scale with a horse and a Model T
on the two pans, the weight of the horse far exceeding that of the car. The ad
further read, “Old Dobbin, the family coach horse, weighs more than a Ford car.
But – He has only one-twentieth the strength of a Ford car – cannot go as fast
nor as far – costs more to maintain – and almost as much to acquire.”
While an exact date cannot be
ascertained, sometime during the second decade of the twentieth century the
automobile became a primary article of consumption for middle America, and no
longer a plaything for the rich summering at Newport, Rhode Island or the
sporting set on Long Island. After initially finding the auto a “devil wagon,”
rural Americans in particular, embraced the car as essential to improving their
lives. Booth Tarkington’s 1918 Magnificent
Ambersons captured the social and economic complexities of that transition
as well as any contemporary account of the day.41 The novel is a
love story involving the Ambersons, the Morgans, and the Minafers, set in a
Midwestern town at a time of profound economic and social change. With the
widespread diffusion of the automobile, landed elites, complacent and spoiled,
who were living in prosperous mid-sized towns, lost their economic power at the
expense of the new auto-centered manufacturing class comprised of investors,
entrepreneurs and engineers.
The
automobile gradually knitted urban and rural areas more tightly together,
although evidence indicates that initially city and country folk really did not
want to partake in this kind of social togetherness. During the first decade of
the twentieth century city folk began to go for country rides, at times
trespassing on farmers’ property while picnicking, and eating the farm’s fruits
and vegetables as well. Some individuals and rural communities took appropriate
steps to discourage these upper middle class urbanites from intruding.42
An extreme reaction was the spanning of roadways with barbed wire, sure to
cause injury to the unsuspecting automobilist. And there was also the
ever-present speed trap to worry about, along with laws calling for a red flag
to precede the car or even requiring calling ahead to the next town warning of
the car’s appearance on local roads.
This was a
time in American history when farmers perceived themselves to be exploited by
city-based institutions like banks and corporations, and thus resentment
spilled over to those taking Sunday drives, with excessive repair and towing
charges, food bills, and gasoline purchases often the result. On the other
hand, those living in rural areas soon recognized that there was an economic
benefit to having these urbanities take excursions to the country. Thus,
travelers were often welcomed because of the money they brought with them.
The automobile
slowly but surely diffused into rural America and with it came many
improvements in the quality of life. By World War I, the automobile enabled
physicians to make their rounds more efficiently and rural areas established
hospitals to serve surrounding communities. A decade later the one-room
schoolhouse gradually gave way to centralized schools, and thus the automobile
improved education. While some church leaders railed against the car because of
Sunday drives that would decrease church attendance, in reality the auto
enabled once-isolated members to attend worship services. On economic terms,
the appearance of the automobile broadened the market of farm goods for
farmers, and in general made life easier.
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