Henry Ford

For other people named Henry Ford, see Henry Ford (disambiguation).

• See also Ford Motor Company

Time Magazine, January 14, 1935

Henry Ford (July 30, 1863 – April 7, 1947) was the founder of the Ford Motor Company. He was one of the first to apply assembly line manufacturing to the production of affordable automobiles. He not only revolutionized industrial production in the United States and the rest of the world, but also had such influence over modern culture that many social theorists identify his introduction of mass production, high wages and low cost as "Fordism." He became one of the two or three richest men in the world, leaving nearly all of his wealth to the Ford Foundation, but keeping control of the company in his family's hands through a special class of voting stock.

Early Life

Henry Ford, 1888

Ford was born on a prosperous farm in Springwells Township (now in the city of Dearborn, Michigan) owned by his parents, William Ford (1826-1905) and Mary Litogot (c1839-1876), immigrants from County Cork, Ireland. His siblings include: Margaret Ford (1867-1868); Jane Ford (c1868-1945); William Ford (1871-1917) and Robert Ford (1873-1934).

During the summer of 1873, Henry saw his first self-propelled road machine, a stationary steam engine that could be used for threshing or to power a saw mill. The operator, Fred Reden, had mounted it on wheels connected with a drive chain. Henry was fascinated with the machine and Reden over the next year taught Henry how to fire and operate the engine. Ford later said, it was this experience "that showed me that I was by instinct an engineer."^[1]

Henry took this passion about mechanics into his home. His father had given him a pocket watch in his early teens. By fifteen, he had a reputation as a watch repairman, having dismantled and reassembled timepieces of friends and neighbors dozens of times.^[2]

His mother died in 1876. It was a blow that devastated Henry. His father expected Henry to eventually take over the family farm, but Henry despised farm work. And with his mother dead, little remained to keep him on the farm. He later said, "I never had any particular love for the farm. It was the mother on the farm I loved."^[3]

In 1879, he left home for the nearby city of Detroit to work as an apprentice machinist, first with James F. Flower & Bros., and later with the Detroit Dry Dock Co. In 1882, he returned to Dearborn to work on the family farm and became adept at operating the Westinghouse portable steam engine. This led to his being hired by Westinghouse company to service their steam engines.

Upon his marriage to Clara Bryant in 1888, Ford supported himself by farming and running a sawmill. They had a single child: Edsel Bryant Ford (1893-1943).

Henry Ford in the Quadricycle, 1905

In 1891, Ford became an engineer with the Edison Illuminating Company, and after his promotion to Chief Engineer in 1893, he had enough time and money to devote attention to his personal experiments on gasoline engines. These experiments culminated in 1896 with the completion of his own self-propelled vehicle named the Quadricycle, which he test-drove on June 4 of that year. After various test-drives, Henry Ford brainstormed ways to improve the Quadricycle.

Detroit Automobile Company

After this initial success, Ford came to Edison Illuminating in 1899 with other investors, then they formed the Detroit Automobile Company. The Detroit Automobile Company went bankrupt soon afterward because Ford continued to improve the design, instead of selling cars. Ford raced his vehicles against those of other manufacturers to show the superiority of his designs. With his interest in race cars, he formed a second company, the Henry Ford Company. During this period, he personally drove his Quadricycle to victory in a race against Alexander Winton, a well-known driver and the heavy favorite on October 10, 1901. Ford was forced out of the company by the investors, including Henry M. Leland in 1902, and the company was reorganized as Cadillac.

Ford Motor Company

Henry Ford, with eleven other investors and $28,000 in capital, incorporated the Ford Motor Company in 1903. In a newly-designed car, Ford drove an exhibition in which the car covered the distance of a mile on the ice of Lake St. Clair in 39.4 seconds, which was a new land speed record. Convinced by this success, the famous race driver Barney Oldfield, who named this new Ford model "999" in honor of a racing locomotive of the day, took the car around the country and thereby made the Ford brand known throughout the United States. Henry Ford was also one of the early backers of the Indianapolis 500. Henry Ford shocked his fellow capitalists by more than doubling the daily wage of most of his workers in 1914, eleven years after he established his first automobile factory. He knew what he was doing. The buying power of his workers was increased, and their raised consumption stimulated buying elsewhere. Ford called it 'wage motive.'

The Model T

File:Model T Ford, 1913.jpg

Model T Ford, 1913 (being used for fishing)

In 1908, the Ford company released the Model T designed by the Hungarian, Jozsef Galamb. From 1909 to 1913, Ford entered stripped-down Model Ts in races, finishing first (although later disqualified) in an "ocean-to-ocean" (across the United States) race in 1909, and setting a one-mile oval speed record at Detroit Fairgrounds in 1911 with driver Frank Kulick. In 1913, Ford attempted to enter a reworked Model T in the Indianapolis 500, but was told rules required the addition of another 1,000 pounds (450 kg) to the car before it could qualify. Ford dropped out of the race, and soon thereafter dropped out of racing permanently, citing dissatisfaction with the sport's rules and the demands on his time by the now-booming production of the Model Ts.

Racing was, by 1913, no longer necessary from a publicity standpoint because the Model T was already famous and ubiquitous on American roads. It was in this year that Henry Ford introduced the moving assembly belts into his plants, which enabled an enormous increase in production. Although Ford is often credited with the idea, contemporary sources indicate that the concept and its development came from employees Clarence Avery, Peter E. Martin, Charles E. Sorensen, and C.H. Wills. (See Piquette Plant)

Ford Assembly Line, 1913

By 1918, half of all cars in America were Model Ts. The design, fervently promoted and defended by Henry Ford, would continue through 1927 (well after its popularity had faded), with a final total production of fifteen million vehicles. This was a record which would stand for the next 45 years. Ford is rumored to have said, "Any customer can have a car painted any color that he wants so long as it is black," though the story is probably apocryphal.^[4] Until the development of the assembly line which mandated black because of its quicker drying time, Model T's were available in other colors including red.

In December 1918, after losing a race for the Senate, Henry Ford turned the presidency of Ford Motor Company over to his son Edsel Ford. Henry, however, retained final decision authority and sometimes reversed his son. Henry and Edsel purchased all remaining stock from other investors, thus giving the family sole ownership of the company.

By the mid 1920s, sales of the Model T began to decline due to rising competition. Other auto makers offered payment plans through which consumers could buy their cars, which usually included more modern mechanical features and styling not available with the Model T. Despite urgings from Edsel, Henry steadfastly refused to incorporate new features into the Model T or to form a customer credit plan.

The Model A and later

By 1926, flagging sales of the Model T convinced Henry of what Edsel had been suggesting for some time: a new model was necessary. The elder Ford pursued the project with a great deal of technical expertise in design of the engine, chassis, and other mechanical necessities, while leaving it to his son to develop the body design. Edsel also managed to prevail over his father's initial objections in the inclusion of a sliding-shift transmission. The result was the highly successful Ford Model A, introduced December, 1927 and produced through 1931, with a total output of over four million automobiles. Subsequently, the company adopted an annual model change system similar to that in use by automakers today.

Ford was an early promoter of aviation. He heavily sponsored the Stout Metal Airplane Company, which developed the Ford Tri-Motor, an early airliner.

During the thirties, Ford also overcame his objection to finance companies, and the Ford-owned Universal Credit Company became a major car financing operation.

Death of Edsel

In May 1943, Edsel Ford died, leaving a vacancy in the company presidency. Henry Ford advocated long-time associate Harry Bennett to take the spot. Edsel's widow Eleanor, who had inherited Edsel's voting stock, wanted her son Henry Ford II to take over the position. The issue was settled for a period when Henry himself, at the age of 79, took over the presidency personally. Henry Ford II was released from the Navy and became an executive vice president, while Harry Bennett had a seat on the board and was responsible for personnel, labor relations, and public relations.

The company saw hard times during the next two years, losing $10 million a month. President Franklin D. Roosevelt considered a federal bailout for Ford Motor Company so that wartime production could continue. By 1945, Henry Ford's senility was quite evident, and his wife and daughter-in-law forced his resignation in favor of his grandson, Henry Ford II.

Ford's labor philosophy

Henry Ford had very specific thoughts on relations with his employees. On January 5, 1914 Ford announced his five-dollar a day program. The program called for a reduction in length of the workday from 9 to 8 hours and a raise in minimum daily pay from $2.34 to $5 for qualifying workers. Ford labeled the increased compensation as profit sharing rather than wages. The wage was offered to men over the age of 22, who had worked at the company for 6 months or more, and, importantly, conducted their lives in a manner of which Ford approved. The company established a Sociological Department complete with 150 investigators and support staff in order to verify this last point. Even with these requirements, a large percentage of workers were able to qualify for the profit sharing.

Conversely, Ford was adamantly against labor unions in his plants. To forestall union activity, he promoted Harry Bennett, a former Navy boxer, to be the head of the Service Department. Bennett employed various intimidation tactics to squash union organizing. The most famous incident, in 1937, was a bloody brawl between company security men and organizers that became known as The Battle of the Overpass.

Ford was the last Detroit automaker to recognize the United Auto Workers union (UAW). A sit-down strike by the UAW union in April 1941 closed the River Rouge Plant. Under pressure from Edsel and his wife, Clara, Henry Ford finally agreed to collective bargaining at Ford plants, and the first contract with the UAW was signed in June 1941.

Peace ship

In 1915, he funded a trip to Europe, where World War I was raging, for himself and about 170 others prominent peace leaders. He talked to President Wilson about the trip but had no government support. His group went to neutral Sweden and the Netherlands to meet with peace activists there. Ford, the target of much ridicule, left the ship as soon as it reached Sweden.

Anti-Semitism and The Dearborn Independent

The International Jew, the World's Foremost Problem. Articles from The Dearborn Independent, 1920

Max Wallace found documents indicating that Ford's principal secretary Ernst Liebold was accused by a reporter of speaking German to a reporter from a German-language Chicago newspaper in 1918. Military Intelligence investigated and dropped the case as baseless. Wallace identifies Liebold as the figure responsible in 1919 for using Ford's name and newspaper to attack the Jews (several years before the Nazi movement began). Liebold used Ford's authority to start a magazine, The Dearborn Independent, in 1919. The paper ran for eight years, during which Liebold republished "Protocols of the Learned Elders of Zion," which has since been discredited as a forgery. The American Jewish Historical Society describes the ideas presented in the magazine as "anti-immigrant, anti-labor, anti-liquor, and anti-Semitic". In February 1921, the New York World published an interview with Ford, in which he said "The only statement I care to make about the Protocols is that they fit in with what is going on. They are sixteen years old, and they have fitted the world situation up to this time. They fit it now."

The Independent also published, in Ford's name, several anti-Jewish articles which were released in the early 1920s as a set of four bound volumes, cumulatively titled "The International Jew, the World's Foremost Problem." These volumes were distributed through Ford's car dealerships. Denounced by the Anti-Defamation League (ADL), the articles nevertheless explicitly condemned pogroms and violence against Jews (Volume 4, Chapter 80), preferring to blame incidents of mass violence on the Jews themselves. None of this work was actually written by Ford, though they probably had his tacit approval.

Libel lawsuits in response to anti-Semitic remarks led Ford to close the Dearborn Independent in December 1927. He later retracted the International Jew and the Protocols. On In January 1942, Ford wrote a public letter to the ADL denouncing hatred against the Jews and expressing his hope that anti-Jewish hatred would cease for all time. However extremist groups often recycled the material--without permission; it still appears on anti-Semitic and neo-Nazi websites.

Ford does business with the world

Ford had a strong commitment that international trade produced international peace, and he used the Model T to help spread that gospel. He opened his first assembly plant in Britain as early as 1911, and soon became the biggest producer in that country. Likewise in Canada. In 1912 he helped Agnelli of Italy's Fiat. In the 1920s he opened plants in Australia, India France and Germany. By 1929 he had dealerships on six continents. [Wilkins] In 1929 Ford accepted Stalin's invitation to build a model plant at Gorki--and he sent along American engineers and mechanics, including future labor leader Walter Reuther. As long as the United States was at peace with a nation, the Ford Motor Company did business there. The first plants in Germany were built in the 1920s with the encouragement of Herbert Hoover and the Commerce department, which agreed with Ford's theory that international trade was essential to Ford's goal of world peace. [Wilkins 1964] Ford's image transfixed Europeans, especially the Germans, arousing the "fear of some, the infatuation of others, and the fascination among all" [Nolan 31] All Germans who discussed Fordism believed that it represented something quintessentially American. One union leader insisted that the Ford works--its size, tempo, standardization, and philosophy of production as service--was the most American thing he saw in the United States. Both supporters and critics insisted that Fordism epitomized American capitalist development and that the auto industry was the key to understanding economic and social relations in the United States. As one German explained, "Automobiles have so completely changed the American's mode of life that today one can hardly imagine being without a car. It is difficult to remember what life was like before Mr. Ford began preaching his doctrine of salvation." [Nolan 31] For many Germans Henry Ford embodied the essence of Americanism. Thus Max Wallace recounts how a Detroit News columnist interviewed Hitler in 1931 (long before he took power). When she asked about the portrait of Ford above his desk, Hitler told her, "I regard Henry Ford as my inspiration." In 1938 the German consul at Cleveland gave Ford and the senior executive of General Motors the award of the Grand Cross of the German Eagle for building a car for the masses. A picture of Ford receiving the Cross is available here.

The Ford Foundation

Henry Ford, with his son Edsel, founded the Ford Foundation in 1936 with a broad charter to promote human welfare, as well as to commemorate life the way it was in the early 1900s. Ford split his stock into a small number of voting shares, which he gave his family, and a large number of nonvoting shares he gave the Foundation. It subsequently sold all its shares on the stock market. The Foundation has grown immensely and, by 1950, had become international in scope. The foundation no longer has any association with the Ford Motor Company, nor with the family or descendants of Henry Ford.^[5]

Death

Ford suffered an initial stroke in 1938, after which he turned over the running of his company to Edsel. Edsel's 1943 death brought Henry Ford out of retirement. In ill health, he ceded the presidency to his grandson Henry Ford II on September 21, 1945, and went into retirement. He died in 1947 of a cerebral hemorrhage at the age of 83 in Fair Lane, his Dearborn estate, and is buried in the Ford Cemetery in Detroit.

Quotations

• "History is more or less bunk. It's tradition. We don't want tradition. We want to live in the present, and the only history that is worth a tinker's damn is the history we make today."
• "The international financiers are behind all war. They are what is called the International Jew -- German Jews, French Jews, English Jews, American Jews. I believe that in all these countries except our own the Jewish financier is supreme... Here, the Jew is a threat."
• "Nothing is particularly hard, as long as you divide it into small jobs."
• "Anyone who stops learning is old, whether at twenty or eighty. Anyone who keeps learning stays young. The greatest thing in life is to keep your mind young."
• "Any customer can have a car painted any color that he wants so long as it is black."
• "Most people spend more time and energy in going around problems than in trying to solve them."

Sidelights

Henry Ford long had an interest in plastics developed from agricultural products, especially soybeans. Soybean-based plastics were used in Ford automobiles throughout the 1930s in plastic parts such as car horns, in paint, etc. This project culminated in 1942, when, on January 13, Ford patented an automobile made almost entirely of plastic, attached to a tubular welded frame. It weighed 30% less than a standard car of the same size, and was said to be able to withstand blows ten times greater than could steel. Furthermore, it ran on grain alcohol (ethanol) instead of gasoline. Unfortunately, the design never caught on.

Ford maintained a vacation residence (known as the "Ford Plantation") in Richmond Hill, Georgia. He contributed substantially to the community, building a chapel and schoolhouse and employing a large number of local residents. His knowledge of the Ontario town of the same name is believed to have led to the renaming of the Georgia town, formerly known as Ways Station.

Ford had an interest in "Americana". In the 1920s, Ford began work to turn Sudbury, Massachusetts into a themed historical village. He moved the schoolhouse (supposedly) referred to in the nursery rhyme, Mary had a little lamb from Sterling, Massachusetts and purchased the historical Wayside Inn. This plan never saw fruition, but Ford repeated it with the creation of Greenfield Village in Dearborn, Michigan. It may have inspired the creation of Old Sturbridge Village as well. About the same time, he began collecting materials for his museum, which had a theme of practical technology. It was opened in 1929 as the Edison Institute and, although greatly modernized, remains open today.

Henry Ford is sometimes credited with the invention of the automobile, generally attributed to Karl Benz, and the assembly line, invented by Ransom E. Olds. Ford's employees did develop the first moving assembly line based on conveyor belts.

See also

• Detroit, Toledo and Ironton Railroad
• Edison and Ford Winter Estates
• Fair Lane
• Fordlândia
• William B. Mayo
• Dodge v. Ford Motor Company
• Philip Roth the novelist who imagined Ford as Secretary of Interior in an imaginary Lindbergh administration in his bestselling 2005 novel The Plot Against America.

Notes

1. ^ Ford, My Life and Work, 22; Nevins and Hill, Ford: The Times, the Man, the Company (TMC), 54-55.
2. ^ Ford, My Life and Work, 22-24; Nevins and Hill, Ford TMC, 58.
3. ^ Ford, My Life and Work, 24; Edward A. Guest "Henry Ford Talks About His Mother," American Magazine, July, 1923, 11-15, 116-120.
4. ^ Wallace 2003, p. 123.
5. ^ Senator "Condemned" for Excessive Campaign Expenditures, United States Senate, Historical Minutes.
6. ^ Henry Ford, A Science Odyssey, People and Discoveries.
7. ^ Detroit News, July 31, 1938.
8. ^ FAQ, Ford Foundation.

References

Primary sources

• Ford, Henry and Crowther, Samuel; My Life and Work, 1922
• Ford, Henry and Crowther, Samuel; Today and Tomorrow, 1926
• Ford, Henry and Crowther, Samuel; Moving Forward, 1930
• Bennett, Harry, as told to Paul Marcus. Ford: We Never Called Him Henry, 1951
• Sorensen, Charles E., with Samuel T. Williamson. My Forty Years with Ford, 1956; ISBN 0915299364

Further Reading: scholarly studies

• Bak, Richard. Henry and Edsel: The Creation of the Ford Empire (2003)
• Brinkley, Douglas G. Wheels for the World: Henry Ford, His Company, and a Century of Progress (2004)
• Bryan, Ford R. Henry's Lieutenants, 1993; ISBN 0-8143-2428-2
• Levinson, William A. Henry Ford's Lean Vision: Enduring Principles from the First Ford Motor Plant, 2002; ISBN 1-56327-260-1
• Lewis, David I. The Public Image of Henry Ford (1976),
• Meyer, Stephen. The Five Dollar Day: Labor Management and Social Control in the Ford Motor Company, 1908-1921 (1981)
• Nevins, Allan, and Frank Ernest Hill. Ford: The Times, The Man, The Company (1954) in depth coverage to 1915
• Nevins, Allan, and Frank Ernest Hill. Ford: Expansion and Challenge, 1915-1933 (1957).
• Nevins, Allan, and Frank Ernest Hill. Ford: Decline and Rebirth, 1933-1962' '(1962).
• Nolan; Mary. Visions of Modernity: American Business and the Modernization of Germany (1994)
• Daniel M. G. Raff and Lawrence H. Summers (October 1987). "Did Henry Ford Pay Efficiency Wages?". Journal of Labor Economics. 5 (4): S57–S86.
• Watts, Steven. The People's Tycoon: Henry Ford and the American Century (2005)
• Wallace, Max The American Axis: Henry Ford, Charles Lindbergh, and the Rise of the Third Reich; ISBN 0312335318
• Wilkins, Mira and Frank Ernest Hill, American Business Abroad: Ford on Six Continents Wayne State University Press, 1964
• The Nation, January 24, 2000.

External links

• Full text of My Life and Work from Project Gutenberg
  • My Life and Work, adapted from the Gutenberg Project version, with contextual links to Wikipedia.
• Notable quotations and speech excerpts
• Nevins and Hill tell story of Peace Ship in American Heritage
• College student reports on the 1915 Peace Ship expedition
• The Henry Ford Heritage Association
• Review of Henry Ford and the Jews
• American Corporate Support for Nazis
• Works by Henry Ford at Project Gutenberg
• The Washington Post reports on Ford and General Motors possible collaboration with Nazi Germany