The Inscrutable
Henry Ford and the Rise of the Machine Age
I
don’t know anything about history, and I wouldn’t give a nickel for all the
history in the world. The only history that is worth while is the history we
make day by day. Those fellows over there in Europe knew all about history;
they knew all about how wars are started; and yet they went and plunged Europe
into the biggest war that ever was. And by the same old mistakes, too. Besides,
history is being rewritten every year from a new point of view; so how can
anybody claim to know the truth about history?
History
is more or less bunk. It is tradition. We want to live in the present, and the
only history that is worth a tinker’s dam is the history we make today.1
The man who
possibly did more to alter the history of the twentieth century than any other
had little use for history, or so it was commonly thought. As reflected in the
artifacts and shops of Greenfield Village, however, he did have a passion for
the history of the common person. Like all of us, he was a person of
contradictions, with both a public and a private face. But with Henry Ford, the
inconsistencies were stark and the appearances clouded. On one hand he was a
simple man, tied to rural American folkways; yet he was also a driven and
quixotic individual, an anti-Semite who proved to be an inspiration to fascist
leaders in Europe. Purportedly a champion of the common man, he drove his son
Edsel mercilessly and hired thug Harry Bennett to run his company and keep the
union at bay during the 1930s and 1940s. He preached old-fashion morality, yet
met furtively with his mistress by taking a small boat moored behind his
Fairlane mansion. While his Model Ts and As created a new place beyond the
haystack for lovemaking, Ford personally designed front seat dimensions that
supposedly prevented lovers from having sex. John Rae’s conclusion about Ford
remains true to this day: “His personality . . . continues
to elude us: was he a simple man
erroneously assumed to be complex, or an enormously complex individual with a
misleading aura of simplicity?”2 At the heart of Ford was a drive to
control – his son, his employees, the firm he founded, and perhaps even the
world that he lived in.
In sum,
Ford did much to create a world in which paradoxically he was far from
comfortable. Perhaps it was because this world driven by machines and
organizations was so complex and inherently so uncontrollable. As historian
Robert Wiebe once argued about the 1880 to 1920 era, America was searching for
order, impossible perhaps to attain, given the host of forces at work,
including those of globalization and industrialization.3
Henry Ford
was a child of the nineteenth century, but his leadership in developing mass
production created a Machine Age in which individuality and worker satisfaction
was diminished. Increasingly, rapid change took place, at times capriciously.
It was a world where efficiency rather than close human relationships reigned
supreme.
From a Dearborn Farm to the World Stage
So much has
been written about Henry Ford that it is difficult to say something new about
his life or work. He was born in the midst of the Civil War on July 30, 1863,
in Dearborn, Michigan.4 His father was a well-to-do farmer, and by
the time young Henry was thirteen, his mother and a number of siblings had
died. Left with five surviving brothers and sisters and plenty of farm chores,
young Henry was not keen on farm life; however, that would not stop him from
later interrupting his career as a machinist or from celebrating rural living
after he became famous. There seems to have been questions about young Henry’s
abilities, for it is said that his father once remarked “Henry had wheels in
his head. John and William [two other sons] are all right, but Henry worries
me. He doesn’t seem to settle down and I don’t know what will become of him.”5
Henry did
find joy in the farm workshop, however. As he matured, he became increasingly obsessed
with machines, including watches, the most complex of all machines of that day.
He left the Dearborn family farm at age 16 and found employment in Detroit as a
mechanical apprentice. He learned how to repair steam engines, and that
experience later convinced him that the steam engine was too heavy for a
personal vehicle. He also worked part-time repairing clocks and watches. He
next moved to the Flower Brothers machine shop and then to the Detroit Drydock
Company, where he continued to learn more about machines and materials. By age
17 he had became a journeyman machinist who possessed the remarkable gift of
understanding how machines worked, and how to improve them.
Ford next
worked for noted inventor George Westinghouse on thresher and sawmill steam
engines. In 1885 Henry repaired an internal combustion engine while in the
employ of the Eagle Ironworks in Detroit. It was some time afterwards that he
decided to take an internal combustion engine and wed it to a vehicle. What
distinguished him from other pioneer tinkerers and engineers of the period was
that he wanted to achieve economies of scale and thus make automobiles in large
numbers and lower production costs. At first he thought of watches as the
product he would focus his energies on, but he soon turned to vehicles powered
by the internal combustion engine.
Despite all
that has been written on Henry Ford, it remains somewhat a mystery how he
developed the idea that the automobile was to be a universal necessity that
would be in demand, both in good times and bad. In part, his thinking was the
result of his common sense approach to life shaped by his early life on the
farm. While American life was shifting from being predominately rural to urban
at the turn of the century, many Americans remained tied to the land and lived
in relative isolation without electricity or telephone. In spite of this, Americans were restless and
desired mobility, spatial and social, and the automobile would provide both:
spatial in terms of a constant desire to move from place to place; and social,
as a tool to increase one’s economic opportunities.
Certainly,
the ideas that resulted in the Model T were well formed by 1906, when Ford
wrote the following to readers of The
Automobile:
There are more people in this country
who can buy automobiles than in any other country on the face of the globe, and
in the history of the automobile industry in this country the demand has never
yet been filled. . . .
The greatest need today is a light,
low-priced car with an up-to-date engine of ample horsepower, and built of the
very best material. One that will go anywhere a car of double the horsepower
will; that is in every way an automobile and not a toy; . . . It
must be powerful enough for American roads and capable of carrying its
passengers anywhere that a horse-drawn vehicle will go without the driver being
afraid of ruining his car.6
Perhaps his
understanding of the common person and his ability to read the market for
automobiles when few could was derived in part from his understanding of self.
Since the Colonial Era, Americans have been on the move, seeking new
opportunities or simply to reinvent themselves. Additionally, American society
was not nearly as starkly stratified as in Europe, and thus the automobile,
with all of its class implications, played a very different role in an America
where rigid class lines hardly existed. Equality led to widespread buying
power, and this potential buying power of Americans, in Ford’s mind, was
enormous. Ford somehow envisioned that as more automobiles were produced, more
industrialization would follow. And that would result in even more buying power
among the breadth of the middle and working classes. While most of the early
pioneers in the automobile industry in America thought of their cars as leisure
objects for the well to do, only Ford, Ransom Olds, and Billy Durant thought
differently. This triumvirate found ways to meet the demand from a mass
consumer market that desired to break the bonds of place.
In 1891
Ford moved on to the Detroit Edison Company, and five years later he had a
fateful encounter with Thomas Edison. Ford later saw that meeting as decisive
to his future in the automobile business. He later claimed that Edison
encouraged him to move forward with his car project as Edison advised that:
“There is a big future for any light-weight engine that can develop a high
horsepower and is self contained. Keep on with your engine. If you can get what
you are after, I can see a great future.”7 Ford never forgot that
moment with Edison, and later he would develop a unique friendship with
America’s most useful citizen. Later he would move Edison’s Menlo Park
laboratory to Dearborn as a part of his historical Greenfield Village, and in
that museum is a glass tube that purportedly contains the last breath of
Edison, collected at his deathbed on the wishes of Ford.
Ford’s
first prototype was constructed in 1891. In 1896 a refined model was built, the
Quadricycle, and if we are to believe the legend, Ford found it too big for the
woodshed door. He then knocked down a wall, and pushed the car on a rainy
street. With wife Clara holding an umbrella and a friend on a bicycle warning
horsemen along the way, Ford started his engine and took his first ride.
Ford faced
many more obstacles and challenges along the way before founding the Ford Motor
Company in 1903. Two precursor companies failed, as Ford and his financial
backers differed as to the target market and the role of racing in publicizing
his cars.
Racing was
extremely important to Henry Ford and others during the pioneer days of the
automobile industry. As now, racing results in publicity that cannot be
acquired any other way. It cultivates a following interested in speed, a
powerful and attractive quality associated with any form of transportation.
Racing success was reflective of technological sophistication, and racing
tested, both then and now, demonstrator technologies that were eventually
introduced into everyday vehicles.
At the turn
of the twentieth century no production automobile in America had a greater
sophistication or reputation than the Winton, a car made in Cleveland, Ohio. In
1903, a Winton driven by Horatio Nelson Jackson would be the first to cross
transcontinental America. In October 1901, Ford challenged Alexander Winton to
a match race, and won. A year later, Ford built the famous 999 and set a new
speed record.8 Consequently, he was known all over America and
recognized as a key player on the Detroit automobile scene.
It was from
racing that Ford recognized the importance of shedding weight at every instance
to gain more speed. A powerful engine is only one part of a racer’s equation,
for the ratio of horsepower to weight is far more critical than just total
horsepower alone in a racing machine. It was that quest for strength and
lightness that led Henry to his discovery of vanadium alloy metal. He did not
originate the use of vanadium in the automobile industry, for the French
manufacturer Peugeot used it in racing machines prior to Ford’s discovery. But
he understood the alloy’s utility in a production vehicle, and vanadium alloy
steel became a critical material used in the Model T. Until metal could be
alloyed into a very hard material, it could not be machined with the precision
needed for parts interchangeability. The alternative was softer metal pieces
that had to be “fitted” with files and jigs, one by one, to each vehicle. As
the story goes, Ford was on the beach after a race in Florida where there had
been an accident. Ford would later recount that, “There was a big smashup and a
French car was wrecked . . . After the wreck I picked up a
little valve strip stem. It was very light and very strong. I asked what it
was. Nobody knew.”9 Ford had the valve stem analyzed, discovered
that it was vanadium steel, and that this material gave three times the
strength per weight when compared to production steel.
In 1903,
Henry Ford made a third attempt to establish an automobile firm with himself at
the helm, and the Ford Motor Company as we know it today was founded. It began
with $28,000 in capital, and the firm never raised another cent by selling
stock until after Henry Ford died in 1947. A number of early models were
produced between 1904 and 1908 which sold for a low price and had a reputation
for reliability. In 1906 Ford produced the Model N, a $600 car, and the firm
sold a record 9,000 cars and had revenues of $5.8 million. In the wake of this
success with the Model N during the winter of 1906 and 1907, plans began to
evolve for the production of Model T, one most important vehicles in the
history of the automobile.
Once the T
was designed, it was fixed, thus eliminating expensive retooling costs. With
the design “frozen,” the focus of activities at the Ford Motor Company shifted
to production. While the practice of mass production emerged at Ford after
1908, it was both a reflection of distinctively American developments within
the nascent auto industry beyond those taking place at the Ford Motor Company.10
From the
mid-1890s to 1908, skilled machinists dominated automobile production. They
commanded the production processes of small-scale firms. Usually British,
German, or generational Americans, they moved to the automobile industry from
carriage making operations, bicycle manufacturing, or other trades. The
highly-skilled machinists determined the pace of work, set the standards for
the finished product, and hired/fired unskilled workers. “As the aristocrat of
the shop,” wrote Stephen Meyer “the all-around machinist knew some mechanical
drawing and mathematics, how to operate different classes of machine tools, and
how to perform fitting, filing, and assembly operations at the bench.”11
The machinist used finely-honed skills while leading a team of apprentices and
laborers. Meyer concluded that “Their knowledge represented their power in the
production process and resulted in the powerful shop traditions of the
autonomous craftsmen . . . this shop culture controlled and
regulated production through various output quotas and restrictions on the
amount of effort exerted or output manufactured.”12 As a result,
production was slow and car prices were high. Early automobiles were novel, and
sold to the elite. James Flink asserted that “so long as and wherever such
artisanal production persisted, labor productivity was extremely low.”13
However,
throughout the nineteenth century these and other artisanal skills were
challenged by new technologies aimed at supplanting manual labor and raising
production volume. Americans had been fascinated with motion and its role in
production going back to Oliver Evans’ late eighteenth century automated flour
mill. The nineteenth century pork disassembly line as perfected in Cincinnati,
Ohio was another example of the American interest in production flow. While
Ford claimed the meat processing disassembly line had influenced his thinking,
his assistant, Charlie Sorenson, later denied it.
Others in
Detroit were also thinking of economies of scale and efficiencies during this
time. For example, Billy Durant’s Buick, under the helpful guidance of Walter
P. Chrysler, was making 5,000 cars a year in 1912. Indeed, many elements of
mass production existed long before events would unfold at Ford’s Highland Park
factory.
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