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👁 :39
ANGELA An Inverted Love Story
Catagory:Tell story
Author:William Schwenk Gilbert
Posted Date:01/30/2025
Posted By:utopia online

I am a poor paralysed fellow who, for many years past, has been confined to a bed or a sofa. For the last six years I have occupied a small room, giving on to one of the side canals of Venice, and having no one about me but a deaf old woman, who makes my bed and attends to my food; and there I eke out a poor income of about thirty pounds a year by making water-colour drawings of flowers and fruit (they are the cheapest models in Venice), and these I send to a friend in London, who sells them to a dealer for small sums. But, on the whole, I am happy and content. It is necessary that I should describe the position of my room rather minutely. Its only window is about five feet above the water of the canal, and above it the house projects some six feet, and overhangs the water, the projecting portion being supported by stout piles driven into the bed of the canal. This arrangement has the disadvantage (among others) of so limiting my upward view that I am unable to see more than about ten feet of the height of the house immediately opposite to me, although, by reaching as far out of the window as my infirmity will permit, I can see for a considerable distance up and down the canal, which does not exceed fifteen feet in width. But, although I can see but little of the material house opposite, I can see its reflection upside down in the canal, and I take a good deal of inverted interest in such of its inhabitants as show themselves from time to time (always upside down) on its balconies and at its windows. When I first occupied my room, about six years ago, my attention was directed to the reflection of a little girl of thirteen or so (as nearly as I could judge), who passed every day on a balcony just above the upward range of my limited field of view. She had a glass of flowers and a crucifix on a little table by her side; and as she sat there, in fine weather, from early morning until dark, working assiduously all the time, I concluded that she earned her living by needle-work. She was certainly an industrious little girl, and, as far as I could judge by her upside-down reflection, neat in her dress and pretty. She had an old mother, an invalid, who, on warm days, would sit on the balcony with her, and it interested me to see the little maid wrap the old lady in shawls, and bring pillows for her chair, and a stool for her feet, and every now and again lay down her work and kiss and fondle the old lady for half a minute, and then take up her work again. Time went by, and as the little maid grew up, her reflection grew down, and at last she was quite a little woman of, I suppose, sixteen or seventeen. I can only work for a couple of hours or so in the brightest part of the day, so I had plenty of time on my hands in which to watch her movements, and sufficient imagination to weave a little romance about her, and to endow her with a beauty which, to a great extent, I had to take for granted. I saw—or fancied that I could see—that she began to take an interest in my reflection (which, of course, she could see as I could see hers); and one day, when it appeared to me that she was looking right at it—that is to say when her reflection appeared to be looking right at me—I tried the desperate experiment of nodding to her, and to my intense delight her reflection nodded in reply. And so our two reflections became known to one another. It did not take me very long to fall in love with her, but a long time passed before I could make up my mind to do more than nod to her every morning, when the old woman moved me from my bed to the sofa at the window, and again in the evening, when the little maid left the balcony for that day. One day, however, when I saw her reflection looking at mine, I nodded to her, and threw a flower into the canal. She nodded several times in return, and I saw her direct her mother's attention to the incident. Then every morning I threw a flower into the water for 'good morning', and another in the evening for 'goodnight', and I soon discovered that I had not altogether thrown them in vain, for one day she threw a flower to join mine, and she laughed and clapped her hands when she saw the two flowers join forces and float away together. And then every morning and every evening she threw her flower when I threw mine, and when the two flowers met she clapped her hands, and so did I; but when they were separated, as they sometimes were, owing to one of them having met an obstruction which did not catch the other, she threw up her hands in a pretty affectation of despair, which I tried to imitate but in an English and unsuccessful fashion. And when they were rudely run down by a passing gondola (which happened not unfrequently) she pretended to cry, and I did the same. Then, in pretty pantomime, she would point downwards to the sky to tell me that it was Destiny that had caused the shipwreck of our flowers, and I, in pantomime, not nearly so pretty, would try to convey to her that Destiny would be kinder next time, and that perhaps tomorrow our flowers would be more fortunate—and so the innocent courtship went on. One day she showed me her crucifix and kissed it, and thereupon I took a little silver crucifix that always stood by me, and kissed that, and so she knew that we were one in religion. One day the little maid did not appear on her balcony, and for several days I saw nothing of her; and although I threw my flowers as usual, no flower came to keep it company. However, after a time, she reappeared, dressed in black, and crying often, and then I knew that the poor child's mother was dead, and, as far as I knew, she was alone in the world. The flowers came no more for many days, nor did she show any sign of recognition, but kept her eyes on her work, except when she placed her handkerchief to them. And opposite to her was the old lady's chair, and I could see that, from time to time, she would lay down her work and gaze at it, and then a flood of tears would come to her relief. But at last one day she roused herself to nod to me, and then her flower came, day by day, and my flower went forth to join it, and with varying fortunes the two flowers sailed away as of yore. But the darkest day of all to me was when a good-looking young gondolier, standing right end uppermost in his gondola (for I could see him in the flesh), worked his craft alongside the house, and stood talking to her as she sat on the balcony. They seemed to speak as old friends—indeed, as well as I could make out, he held her by the hand during the whole of their interview which lasted quite half an hour. Eventually he pushed off, and left my heart heavy within me. But I soon took heart of grace, for as soon as he was out of sight, the little maid threw two flowers growing on the same stem—an allegory of which I could make nothing, until it broke upon me that she meant to convey to me that he and she were brother and sister, and that I had no cause to be sad. And thereupon I nodded to her cheerily, and she nodded to me, and laughed aloud, and I laughed in return, and all went on again as before. Then came a dark and dreary time, for it became necessary that I should undergo treatment that confined me absolutely to my bed for many days, and I worried and fretted to think that the little maid and I should see each other no longer, and worse still, that she would think that I had gone away without even hinting to her that I was going. And I lay awake at night wondering how I could let her know the truth, and fifty plans flitted through my brain, all appearing to be feasible enough at night, but absolutely wild and impracticable in the morning. One day—and it was a bright day indeed for me—the old woman who tended me told me that a gondolier had inquired whether the English signor had gone away or had died; and so I learnt that the little maid had been anxious about me, and that she had sent her brother to inquire, and the brother had no doubt taken to her the reason of my protracted absence from the window. From that day, and ever after during my three weeks of bed-keeping, a flower was found every morning on the ledge of my window, which was within easy reach of anyone in a boat; and when at last a day came when I could be moved, I took my accustomed place on my sofa at the window, and the little maid saw me, and stood on her head (so to speak) and clapped her hands upside down with a delight that was as eloquent as my right-end-up delight could be. And so the first time the gondolier passed my window I beckoned to him, and he pushed alongside, and told me, with many bright smiles, that he was glad indeed to see me well again. Then I thanked him and his sister for their many kind thoughts about me during my retreat, and I then learnt from him that her name was Angela, and that she was the best and purest maiden in all Venice, and that anyone might think himself happy indeed who could call her sister, but that he was happier even than her brother, for he was to be married to her, and indeed they were to be married the next day. Thereupon my heart seemed to swell to bursting, and the blood rushed through my veins so that I could hear it and nothing else for a while. I managed at last to stammer forth some words of awkward congratulation, and he left me, singing merrily, after asking permission to bring his bride to see me on the morrow as they returned from church. 'For', said he, 'my Angela has known you very long—ever since she was a child, and she has often spoken to me of the poor Englishman who was a good Catholic, and who lay all day long for years and years on a sofa at a window, and she had said over and over again how dearly she wished she could speak to him and comfort him; and one day, when you threw a flower into the canal, she asked me whether she might throw another, and I told her yes, for he would understand that it meant sympathy for one sorely afflicted.' And so I learned that it was pity, and not love, except indeed such love as is akin to pity, that prompted her to interest herself in my welfare, and there was an end of it all. For the two flowers that I thought were on one stem were two flowers tied together (but I could not tell that), and they were meant to indicate that she and the gondolier were affianced lovers, and my expressed pleasure at this symbol delighted her, for she took it to mean that I rejoiced in her happiness. And the next day the gondolier came with a train of other gondoliers, all decked in their holiday garb, and on his gondola sat Angela, happy, and blushing at her happiness. Then he and she entered the house in which I dwelt, and came into my room (and it was strange indeed, after so many years of inversion, to see her with her head above her feet!), and then she wished me happiness and a speedy restoration to good health (which could never be); and I in broken words and with tears in my eyes, gave her the little silver crucifix that had stood by my bed or my table for so many years. And Angela took it reverently, and crossed herself, and kissed it, and so departed with her delighted husband. And as I heard the song of the gondoliers as they went their way—the song dying away in the distance as the shadows of the sundown closed around me—I felt that they were singing the requiem of the only love that had ever entered my heart.


Type:Event
👁 :9
Asteroid contains building blocks of life, say scientists
Catagory:News
Author:Rebecca Morelle
Posted Date:01/30/2025
Posted By:utopia online

The chemical building blocks of life have been found in the grainy dust of an asteroid called Bennu, an analysis reveals. Samples of the space rock, which were scooped up by a Nasa spacecraft and brought to Earth, contain a rich array of minerals and thousands of organic compounds. These include amino acids, which are the molecules that make up proteins, as well as nucleobases - the fundamental components of DNA. This doesn't mean there was ever life on Bennu, but it supports the theory that asteroids delivered these vital ingredients to Earth when they crashed into our planet billions of years ago.Scientists think those same compounds could also have been brought to other worlds in our Solar System. "What we've learned from it is amazing," said Prof Sara Russell, a cosmic mineralogist from the Natural History Museum in London. "It's telling us about our own origins, and it enables us to answer these really, really big questions about where life began. And who doesn't want to know about how life started?" The findings are published in two papers in the journal Nature.Grabbing a bit of Bennu has been one of the most audacious missions Nasa has ever attempted. A spacecraft called Osiris Rex unfurled a robotic arm to collect some of the 500m-wide space rock, before packing it into a capsule and returning it to Earth in 2023. About 120g of black dust was collected and shared with scientists around the world. This might not sound like much material, but it's proved to be a treasure trove. "Every grain is telling us something new about Bennu," said Prof Russell, who's been studying the tiny specks. About a teaspoonful of the asteroid was sent to scientists in the UK.The new research has shown that the space rock is packed full of nitrogen and carbon-rich compounds. These include 14 of the 20 amino acids that life on Earth uses to build proteins and all four of the ring-shaped molecules that make up DNA - adenine, guanine, cytosine and thymine. The study has also found an array of minerals and salts, suggesting water was once present on the asteroid. Ammonia, which is important for biochemical reactions, was discovered in the sample too. Some of these compounds have been seen in space rocks that have fallen to Earth, but others haven't been detected until now. "It's just incredible how rich it is. It's full of these minerals that we haven't seen before in meteorites and the combination of them that we haven't seen before. It's been such an exciting thing to study," said Prof Russell.


Type:Technology
👁 :
What we know so far about Washington DC plane crash
Catagory:News
Author:Joel Guinto BBC News
Posted Date:01/30/2025
Posted By:utopia online

A passenger plane carrying 64 passengers and crew has crashed into a river in Washington DC after it collided in mid-air with a US Army helicopter. Eighteen bodies have been pulled from the Potomac River so far, where search and rescue teams are scouring the waters in freezing temperatures, according to the BBC's broadcast partner, CBS. US authorities are investigating and the nearby Ronald Reagan Washington National Airport has grounded all flights. Here is what we know so far about the incident:At around 21:00 local time (02:00 GMT) on Wednesday, a PSA Airlines jet operating as American Airlines 5432 collided with a US Army helicopter as it approached Ronald Reagan Washington National Airport, according to the Federal Aviation Administration. The passenger plane, a Bombardier CRJ700, departed from Wichita, Kansas and was carrying 60 passengers and four crew, according to American Airlines. The Pentagon said the helicopter involved was a Sikorsky H-60 that took off from Fort Belvoir in Virginia. Three US soldiers were on board, according to CBS. The FAA said it would investigate the incident, together with the National Transportation Safety Board (NTSB). Were there casualties? There has been no official word on casualties. However, CBS reported that 18 bodies have been pulled from the water. Early reports on US media said the passenger plane could be seen split in half on the Potomac River, while the helicopter was upside down in the water. Police and fire department have been searching the water for survivors in freezing temperatures, with police boats assisting, CBS News reported. The search and rescue could be seen from Ronald Reagan Airport, which is near the river. What are eyewitnesses saying? Ari Schulman told NBC Washington that he saw the plane crash while driving on the George Washington Parkway, which runs along the airport. He said the plane's approach looked normal, until he saw the aircraft bank hard to the right, with "streams of sparks" running underneath, illuminating its belly. At that point, he said he knew that it looked "very, very wrong". Having seen plane landings there in the past, he said a plane's underside should not have been visible in the dark. The sparks, he said, resembed a "giant roman candle" and went from the plane's nose to its tail. Jimmy Mazeo said he saw the crash while having dinner with his girlfriend at a park near the airport. He recalled seeing what looked like a "white flare" in the sky. He said planes flying into Ronald Reagan Airport appeared to have been flying in "irregular patterns". Mr Mazeo said he did not think much of what he saw until emergency services started arriving at the scene. What are US officials saying? President Donald Trump said he had been fully briefed on the the "terrible accident" and that he was monitoring the situation closely. "May God Bless their souls," he said in a statement. "Thank you for the incredible work being done by our first responders," he said. Vice-President JD Vance asked for prayers for those who were in the incident. Defense Secretary Pete Hegseth and Transportation Secretary Sean Duffy, whose appointments were just recently confirmed, also said they were monitoring the situation. American Airlines CEO Robert Isom expressed his "deep sorrow" about the collision in a video which has been posted to the airline's website.


Type:Technology
👁 :314
MONEY—MASTER OR SERVANT?
Catagory:Reading
Author:Henry Ford Samuel Crowther
Posted Date:01/29/2025
Posted By:utopia online

In December, 1920, business the country over was marking time. More automobile plants were closed than were open and quite a number of those which were closed were completely in the charge of bankers. Rumours of bad financial condition were afloat concerning nearly every industrial company, and I became interested when the reports persisted that the Ford Motor Company not only needed money but could not get it. I have become accustomed to all kinds of rumours about our company—so much so, that nowadays I rarely deny any sort of rumour. But these reports differed from all previous ones. They were so exact and circumstantial. I learned that I had overcome my prejudice against borrowing and that I might be found almost any day down in Wall Street, hat in hand, asking for money. And rumour went even further and said that no one would give me money and that I might have to break up and go out of business. It is true that we did have a problem. In 1919 we had borrowed $70,000,000 on notes to buy the full stock interest in the Ford Motor Company. On this we had $33,000,000 left to pay. We had $18,000,000 in income taxes due or shortly to become due to the Government, and also we intended to pay our usual bonus for the year to the workmen, which amounted to $7,000,000. Altogether, between January 1st and April 18, 1921, we had payments ahead totaling $58,000,000. We had only $20,000,000 in bank. Our balance sheet was more or less common knowledge and I suppose it was taken for granted that we could not raise the $38,000,000 needed without borrowing. For that is quite a large sum of money. Without the aid of Wall Street such a sum could not easily and quickly be raised. We were perfectly good for the money. Two years before we had borrowed $70,000,000. And since our whole property was unencumbered and we had no commercial debts, the matter of lending a large sum to us would not ordinarily have been a matter of moment. In fact, it would have been good banking business. However, I began to see that our need for money was being industriously circulated as an evidence of impending failure. Then I began to suspect that, although the rumours came in news dispatches from all over the country, they might perhaps be traced to a single source. This belief was further strengthened when we were informed that a very fat financial editor was at Battle Creek sending out bulletins concerning the acuteness of our financial condition. Therefore, I took care not to deny a single rumour. We had made our financial plans and they did not include borrowing money. I cannot too greatly emphasize that the very worst time to borrow money is when the banking people think that you need money. In the last chapter I outlined our financial principles. We simply applied those principles. We planned a thorough house-cleaning. Go back a bit and see what the conditions were. Along in the early part of 1920 came the first indications that the feverish speculative business engendered by the war was not going to continue. A few concerns that had sprung out of the war and had no real reason for existence failed. People slowed down in their buying. Our own sales kept right along, but we knew that sooner or later they would drop off. I thought seriously of cutting prices, but the costs of manufacturing everywhere were out of control. Labour gave less and less in return for high wages. The suppliers of raw material refused even to think of coming back to earth. The very plain warnings of the storm went quite unheeded. In June our own sales began to be affected. They grew less and less each month from June on until September. We had to do something to bring our product within the purchasing power of the public, and not only that, we had to do something drastic enough to demonstrate to the public that we were actually playing the game and not just shamming. Therefore in September we cut the price of the touring car from $575 to $440. We cut the price far below the cost of production, for we were still making from stock bought at boom prices. The cut created a considerable sensation. We received a deal of criticism. It was said that we were disturbing conditions. That is exactly what we were trying to do. We wanted to do our part in bringing prices from an artificial to a natural level. I am firmly of the opinion that if at this time or earlier manufacturers and distributors had all made drastic cuts in their prices and had put through thorough house-cleanings we should not have so long a business depression. Hanging on in the hope of getting higher prices simply delayed adjustment. Nobody got the higher prices they hoped for, and if the losses had been taken all at once, not only would the productive and the buying powers of the country have become harmonized, but we should have been saved this long period of general idleness. Hanging on in the hope of higher prices merely made the losses greater, because those who hung on had to pay interest on their high-priced stocks and also lost the profits they might have made by working on a sensible basis. Unemployment cut down wage distribution and thus the buyer and the seller became more and more separated. There was a lot of flurried talk of arranging to give vast credits to Europe—the idea being that thereby the high-priced stocks might be palmed off. Of course the proposals were not put in any such crude fashion, and I think that quite a lot of people sincerely believed that if large credits were extended abroad even without a hope of the payment of either principal or interest, American business would somehow be benefited. It is true that if these credits were taken by American banks, those who had high-priced stocks might have gotten rid of them at a profit, but the banks would have acquired so much frozen credit that they would have more nearly resembled ice houses than banks. I suppose it is natural to hang on to the possibility of profits until the very last moment, but it is not good business. Our own sales, after the cut, increased, but soon they began to fall off again. We were not sufficiently within the purchasing power of the country to make buying easy. Retail prices generally had not touched bottom. The public distrusted all prices. We laid our plans for another cut and we kept our production around one hundred thousand cars a month. This production was not justified by our sales but we wanted to have as much as possible of our raw material transformed into finished product before we shut down. We knew that we would have to shut down in order to take an inventory and clean house. We wanted to open with another big cut and to have cars on hand to supply the demand. Then the new cars could be built out of material bought at lower prices. We determined that we were going to get lower prices. We shut down in December with the intention of opening again in about two weeks. We found so much to do that actually we did not open for nearly six weeks. The moment that we shut down the rumours concerning our financial condition became more and more active. I know that a great many people hoped that we should have to go out after money—for, were we seeking money, then we should have to come to terms. We did not ask for money. We did not want money. We had one offer of money. An officer of a New York bank called on me with a financial plan which included a large loan and in which also was an arrangement by which a representative of the bankers would act as treasurer and take charge of the finance of the company. Those people meant well enough, I am quite sure. We did not want to borrow money but it so happened that at the moment we were without a treasurer. To that extent the bankers had envisaged our condition correctly. I asked my son Edsel to be treasurer as well as president of the company. That fixed us up as to a treasurer, so there was really nothing at all that the bankers could do for us. Then we began our house-cleaning. During the war we had gone into many kinds of war work and had thus been forced to depart from our principle of a single product. This had caused many new departments to be added. The office force had expanded and much of the wastefulness of scattered production had crept in. War work is rush work and is wasteful work. We began throwing out everything that did not contribute to the production of cars. The only immediate payment scheduled was the purely voluntary one of a seven-million-dollar bonus to our workmen. There was no obligation to pay, but we wanted to pay on the first of January. That we paid out of our cash on hand. Throughout the country we have thirty-five branches. These are all assembling plants, but in twenty-two of them parts are also manufactured. They had stopped the making of parts but they went on assembling cars. At the time of shutting down we had practically no cars in Detroit. We had shipped out all the parts, and during January the Detroit dealers actually had to go as far a field as Chicago and Columbus to get cars for local needs. The branches shipped to each dealer, under his yearly quota, enough cars to cover about a month's sales. The dealers worked hard on sales. During the latter part of January we called in a skeleton organization of about ten thousand men, mostly foremen, sub-foremen, and straw bosses, and we started Highland Park into production. We collected our foreign accounts and sold our by-products. Then we were ready for full production. And gradually into full production we went—on a profitable basis. The house-cleaning swept out the waste that had both made the prices high and absorbed the profit. We sold off the useless stuff. Before we had employed fifteen men per car per day. Afterward we employed nine per car per day. This did not mean that six out of fifteen men lost their jobs. They only ceased being unproductive. We made that cut by applying the rule that everything and everybody must produce or get out. We cut our office forces in halves and offered the office workers better jobs in the shops. Most of them took the jobs. We abolished every order blank and every form of statistics that did not directly aid in the production of a car. We had been collecting tons of statistics because they were interesting. But statistics will not construct automobiles—so out they went. We took out 60 per cent. of our telephone extensions. Only a comparatively few men in any organization need telephones. We formerly had a foreman for every five men; now we have a foreman for every twenty men. The other foremen are working on machines. We cut the overhead charge from $146 a car to $93 a car, and when you realize what this means on more than four thousand cars a day you will have an idea how, not by economy, not by wage-cutting, but by the elimination of waste, it is possible to make an "impossible" price. Most important of all, we found out how to use less money in our business by speeding up the turnover. And in increasing the turnover rate, one of the most important factors was the Detroit, Toledo, & Ironton Railroad—which we purchased. The railroad took a large place in the scheme of economy. To the road itself I have given another chapter. We discovered, after a little experimenting, that freight service could be improved sufficiently to reduce the cycle of manufacture from twenty-two to fourteen days. That is, raw material could be bought, manufactured, and the finished product put into the hands of the distributor in (roughly) 33 per cent. less time than before. We had been carrying an inventory of around $60,000,000 to insure uninterrupted production. Cutting down the time one third released $20,000,000, or $1,200,000 a year in interest. Counting the finished inventory, we saved approximately $8,000,000 more—that is, we were able to release $28,000,000 in capital and save the interest on that sum. On January 1st we had $20,000,000. On April 1st we had $87,300,000, or $27,300,000 more than we needed to wipe out all our indebtedness. That is what boring into the business did for us! This amount came to us in these items: Cash on hand, January $20,000,000 Stock on hand turned into cash, January 1 to April 1 24,700,000 Speeding up transit of goods released 28,000,000 Collected from agents in foreign countries 3,000,000 Sale of by-products 3,700,000 Sale of Liberty Bonds 7,900,000 TOTAL $87,300,000 Now I have told about all this not in the way of an exploit, but to point out how a business may find resources within itself instead of borrowing, and also to start a little thinking as to whether the form of our money may not put a premium on borrowing and thus give far too great a place in life to the bankers. We could have borrowed $40,000,000—more had we wanted to. Suppose we had borrowed, what would have happened? Should we have been better fitted to go on with our business? Or worse fitted? If we had borrowed we should not have been under the necessity of finding methods to cheapen production. Had we been able to obtain the money at 6 per cent. flat—and we should in commissions and the like have had to pay more than that—the interest charge alone on a yearly production of 500,000 cars would have amounted to about four dollars a car. Therefore we should now be without the benefit of better production and loaded with a heavy debt. Our cars would probably cost about one hundred dollars more than they do; hence we should have a smaller production, for we could not have so many buyers; we should employ fewer men, and in short, should not be able to serve to the utmost. You will note that the financiers proposed to cure by lending money and not by bettering methods. They did not suggest putting in an engineer; they wanted to put in a treasurer. And that is the danger of having bankers in business. They think solely in terms of money. They think of a factory as making money, not goods. They want to watch the money, not the efficiency of production. They cannot comprehend that a business never stands still, it must go forward or go back. They regard a reduction in prices as a throwing away of profit instead of as a building of business. Bankers play far too great a part in the conduct of industry. Most business men will privately admit that fact. They will seldom publicly admit it because they are afraid of their bankers. It required less skill to make a fortune dealing in money than dealing in production. The average successful banker is by no means so intelligent and resourceful a man as is the average successful business man. Yet the banker through his control of credit practically controls the average business man. There has been a great reaching out by bankers in the last fifteen or twenty years—and especially since the war—and the Federal Reserve System for a time put into their hands an almost limitless supply of credit. The banker is, as I have noted, by training and because of his position, totally unsuited to the conduct of industry. If, therefore, the controllers of credit have lately acquired this very large power, is it not to be taken as a sign that there is something wrong with the financial system that gives to finance instead of to service the predominant power in industry? It was not the industrial acumen of the bankers that brought them into the management of industry. Everyone will admit that. They were pushed there, willy-nilly, by the system itself. Therefore, I personally want to discover whether we are operating under the best financial system. Now, let me say at once that my objection to bankers has nothing to do with personalities. I am not against bankers as such. We stand very much in need of thoughtful men, skilled in finance. The world cannot go on without banking facilities. We have to have money. We have to have credit. Otherwise the fruits of production could not be exchanged. We have to have capital. Without it there could be no production. But whether we have based our banking and our credit on the right foundation is quite another matter. It is no part of my thought to attack our financial system. I am not in the position of one who has been beaten by the system and wants revenge. It does not make the least difference to me personally what bankers do because we have been able to manage our affairs without outside financial aid. My inquiry is prompted by no personal motive whatsoever. I only want to know whether the greatest good is being rendered to the greatest number. No financial system is good which favors one class of producers over another. We want to discover whether it is not possible to take away power which is not based on wealth creation. Any sort of class legislation is pernicious. I think that the country's production has become so changed in its methods that gold is not the best medium with which it may be measured, and that the gold standard as a control of credit gives, as it is now (and I believe inevitably) administered, class advantage. The ultimate check on credit is the amount of gold in the country, regardless of the amount of wealth in the country. I am not prepared to dogmatize on the subject of money or credit. As far as money and credit are concerned, no one as yet knows enough about them to dogmatize. The whole question will have to be settled as all other questions of real importance have to be settled, and that is by cautious, well-founded experiment. And I am not inclined to go beyond cautious experiments. We have to proceed step by step and very carefully. The question is not political, it is economic, and I am perfectly certain that helping the people to think on the question is wholly advantageous. They will not act without adequate knowledge, and thus cause disaster, if a sincere effort is made to provide them with knowledge. The money question has first place in multitudes of minds of all degrees or power. But a glance at most of the cure-all systems shows how contradictory they are. The majority of them make the assumption of honesty among mankind, to begin with, and that, of course, is a prime defect. Even our present system would work splendidly if all men were honest. As a matter of fact, the whole money question is 95 per cent. human nature; and your successful system must check human nature, not depend upon it. The people are thinking about the money question; and if the money masters have any information which they think the people ought to have to prevent them going astray, now is the time to give it. The days are fast slipping away when the fear of credit curtailment will avail, or when wordy slogans will affright. The people are naturally conservative. They are more conservative than the financiers. Those who believe that the people are so easily led that they would permit printing presses to run off money like milk tickets do not understand them. It is the innate conservation of the people that has kept our money good in spite of the fantastic tricks which the financiers play—and which they cover up with high technical terms. The people are on the side of sound money. They are so unalterably on the side of sound money that it is a serious question how they would regard the system under which they live, if they once knew what the initiated can do with it. The present money system is not going to be changed by speech-making or political sensationalism or economic experiment. It is going to change under the pressure of conditions—conditions that we cannot control and pressure that we cannot control. These conditions are now with us; that pressure is now upon us. The people must be helped to think naturally about money. They must be told what it is, and what makes it money, and what are the possible tricks of the present system which put nations and peoples under control of the few. Money, after all, is extremely simple. It is a part of our transportation system. It is a simple and direct method of conveying goods from one person to another. Money is in itself most admirable. It is essential. It is not intrinsically evil. It is one of the most useful devices in social life. And when it does what it was intended to do, it is all help and no hindrance. But money should always be money. A foot is always twelve inches, but when is a dollar a dollar? If ton weights changed in the coal yard, and peck measures changed in the grocery, and yard sticks were to-day 42 inches and to-morrow 33 inches (by some occult process called "exchange") the people would mighty soon remedy that. When a dollar is not always a dollar, when the 100-cent dollar becomes the 65-cent dollar, and then the 50-cent dollar, and then the 47-cent dollar, as the good old American gold and silver dollars did, what is the use of yelling about "cheap money," "depreciated money"? A dollar that stays 100 cents is as necessary as a pound that stays 16 ounces and a yard that stays 36 inches. The bankers who do straight banking should regard themselves as naturally the first men to probe and understand our monetary system—instead of being content with the mastery of local banking-house methods; and if they would deprive the gamblers in bank balances of the name of "banker" and oust them once for all from the place of influence which that name gives them, banking would be restored and established as the public service it ought to be, and the iniquities of the present monetary system and financial devices would be lifted from the shoulders of the people. There is an "if" here, of course. But it is not insurmountable. Affairs are coming to a jam as it is, and if those who possess technical facility do not engage to remedy the case, those who lack that facility may attempt it. Nothing is more foolish than for any class to assume that progress is an attack upon it. Progress is only a call made upon it to lend its experience for the general advancement. It is only those who are unwise who will attempt to obstruct progress and thereby become its victims. All of us are here together, all of us must go forward together; it is perfectly silly for any man or class to take umbrage at the stirring of progress. If financiers feel that progress is only the restlessness of weak-minded persons, if they regard all suggestions of betterment as a personal slap, then they are taking the part which proves more than anything else could their unfitness to continue in their leadership. If the present faulty system is more profitable to a financier than a more perfect system would be, and if that financier values his few remaining years of personal profits more highly than he would value the honour of making a contribution to the life of the world by helping to erect a better system, then there is no way of preventing a clash of interests. But it is fair to say to the selfish financial interests that, if their fight is waged to perpetuate a system just because it profits them, then their fight is already lost. Why should finance fear? The world will still be here. Men will do business with one another. There will be money and there will be need of masters of the mechanism of money. Nothing is going to depart but the knots and tangles. There will be some readjustments, of course. Banks will no longer be the masters of industry. They will be the servants of industry. Business will control money instead of money controlling business. The ruinous interest system will be greatly modified. Banking will not be a risk, but a service. Banks will begin to do much more for the people than they do now, and instead of being the most expensive businesses in the world to manage, and the most highly profitable in the matter of dividends, they will become less costly, and the profits of their operation will go to the community which they serve. Two facts of the old order are fundamental. First: that within the nation itself the tendency of financial control is toward its largest centralized banking institutions—either a government bank or a closely allied group of private financiers. There is always in every nation a definite control of credit by private or semi-public interests. Second: in the world as a whole the same centralizing tendency is operative. An American credit is under control of New York interests, as before the war world credit was controlled in London—the British pound sterling was the standard of exchange for the world's trade. Two methods of reform are open to us, one beginning at the bottom and one beginning at the top. The latter is the more orderly way, the former is being tried in Russia. If our reform should begin at the top it will require a social vision and an altruistic fervour of a sincerity and intensity which is wholly inconsistent with selfish shrewdness. The wealth of the world neither consists in nor is adequately represented by the money of the world. Gold itself is not a valuable commodity. It is no more wealth than hat checks are hats. But it can be so manipulated, as the sign of wealth, as to give its owners or controllers the whip-hand over the credit which producers of real wealth require. Dealing in money, the commodity of exchange, is a very lucrative business. When money itself becomes an article of commerce to be bought and sold before real wealth can be moved or exchanged, the usurers and speculators are thereby permitted to lay a tax on production. The hold which controllers of money are able to maintain on productive forces is seen to be more powerful when it is remembered that, although money is supposed to represent the real wealth of the world, there is always much more wealth than there is money, and real wealth is often compelled to wait upon money, thus leading to that most paradoxical situation—a world filled with wealth but suffering want. These facts are not merely fiscal, to be cast into figures and left there. They are instinct with human destiny and they bleed. The poverty of the world is seldom caused by lack of goods but by a "money stringency." Commercial competition between nations, which leads to international rivalry and ill-will, which in their turn breed wars— these are some of the human significations of these facts. Thus poverty and war, two great preventable evils, grow on a single stem. Let us see if a beginning toward a better method cannot be made.


Type:Event
👁 :170
THE SECRET OF MANUFACTURING AND SERVING
Catagory:Reading
Author:Henry Ford Samuel Crowther
Posted Date:01/29/2025
Posted By:utopia online

Now I am not outlining the career of the Ford Motor Company for any personal reason. I am not saying: "Go thou and do likewise." What I am trying to emphasize is that the ordinary way of doing business is not the best way. I am coming to the point of my entire departure from the ordinary methods. From this point dates the extraordinary success of the company. We had been fairly following the custom of the trade. Our automobile was less complex than any other. We had no outside money in the concern. But aside from these two points we did not differ materially from the other automobile companies, excepting that we had been somewhat more successful and had rigidly pursued the policy of taking all cash discounts, putting our profits back into the business, and maintaining a large cash balance. We entered cars in all of the races. We advertised and we pushed our sales. Outside of the simplicity of the construction of the car, our main difference in design was that we made no provision for the purely "pleasure car." We were just as much a pleasure car as any other car on the market, but we gave no attention to purely luxury features. We would do special work for a buyer, and I suppose that we would have made a special car at a price. We were a prosperous company. We might easily have sat down and said: "Now we have arrived. Let us hold what we have got." Indeed, there was some disposition to take this stand. Some of the stockholders were seriously alarmed when our production reached one hundred cars a day. They wanted to do something to stop me from ruining the company, and when I replied to the effect that one hundred cars a day was only a trifle and that I hoped before long to make a thousand a day, they were inexpressibly shocked and I understand seriously contemplated court action. If I had followed the general opinion of my associates I should have kept the business about as it was, put our funds into a fine administration building, tried to make bargains with such competitors as seemed too active, made new designs from time to time to catch the fancy of the public, and generally have passed on into the position of a quiet, respectable citizen with a quiet, respectable business. The temptation to stop and hang on to what one has is quite natural. I can entirely sympathize with the desire to quit a life of activity and retire to a life of ease. I have never felt the urge myself but I can comprehend what it is—although I think that a man who retires ought entirely to get out of a business. There is a disposition to retire and retain control. It was, however, no part of my plan to do anything of that sort. I regarded our progress merely as an invitation to do more—as an indication that we had reached a place where we might begin to perform a real service. I had been planning every day through these years toward a universal car. The public had given its reactions to the various models. The cars in service, the racing, and the road tests gave excellent guides as to the changes that ought to be made, and even by 1905 I had fairly in mind the specifications of the kind of car I wanted to build. But I lacked the material to give strength without weight. I came across that material almost by accident. In 1905 I was at a motor race at Palm Beach. There was a big smash-up and a French car was wrecked. We had entered our "Model K"—the high-powered six. I thought the foreign cars had smaller and better parts than we knew anything about. After the wreck I picked up a little valve strip stem. It was very light and very strong. I asked what it was made of. Nobody knew. I gave the stem to my assistant. "Find out all about this," I told him. "That is the kind of material we ought to have in our cars." He found eventually that it was a French steel and that there was vanadium in it. We tried every steel maker in America—not one could make vanadium steel. I sent to England for a man who understood how to make the steel commercially. The next thing was to get a plant to turn it out. That was another problem. Vanadium requires 3,000 degrees Fahrenheit. The ordinary furnace could not go beyond 2,700 degrees. I found a small steel company in Canton, Ohio. I offered to guarantee them against loss if they would run a heat for us. They agreed. The first heat was a failure. Very little vanadium remained in the steel. I had them try again, and the second time the steel came through. Until then we had been forced to be satisfied with steel running between 60,000 and 70,000 pounds tensile strength. With vanadium, the strength went up to 170,000 pounds. Having vanadium in hand I pulled apart our models and tested in detail to determine what kind of steel was best for every part—whether we wanted a hard steel, a tough steel, or an elastic steel. We, for the first time I think, in the history of any large construction, determined scientifically the exact quality of the steel. As a result we then selected twenty different types of steel for the various steel parts. About ten of these were vanadium. Vanadium was used wherever strength and lightness were required. Of course they are not all the same kind of vanadium steel. The other elements vary according to whether the part is to stand hard wear or whether it needs spring—in short, according to what it needs. Before these experiments I believe that not more than four different grades of steel had ever been used in automobile construction. By further experimenting, especially in the direction of heat treating, we have been able still further to increase the strength of the steel and therefore to reduce the weight of the car. In 1910 the French Department of Commerce and Industry took one of our steering spindle connecting rod yokes—selecting it as a vital unit—and tried it against a similar part from what they considered the best French car, and in every test our steel proved the stronger. The vanadium steel disposed of much of the weight. The other requisites of a universal car I had already worked out and many of them were in practice. The design had to balance. Men die because a part gives out. Machines wreck themselves because some parts are weaker than others. Therefore, a part of the problem in designing a universal car was to have as nearly as possible all parts of equal strength considering their purpose—to put a motor in a one-horse shay. Also it had to be fool proof. This was difficult because a gasoline motor is essentially a delicate instrument and there is a wonderful opportunity for any one who has a mind that way to mess it up. I adopted this slogan: "When one of my cars breaks down I know I am to blame." From the day the first motor car appeared on the streets it had to me appeared to be a necessity. It was this knowledge and assurance that led me to build to the one end—a car that would meet the wants of the multitudes. All my efforts were then and still are turned to the production of one car—one model. And, year following year, the pressure was, and still is, to improve and refine and make better, with an increasing reduction in price. The universal car had to have these attributes: (1) Quality in material to give service in use. Vanadium steel is the strongest, toughest, and most lasting of steels. It forms the foundation and super-structure of the cars. It is the highest quality steel in this respect in the world, regardless of price. (2) Simplicity in operation—because the masses are not mechanics. (3) Power in sufficient quantity. (4) Absolute reliability—because of the varied uses to which the cars would be put and the variety of roads over which they would travel. (5) Lightness. With the Ford there are only 7.95 pounds to be carried by each cubic inch of piston displacement. This is one of the reasons why Ford cars are "always going," wherever and whenever you see them—through sand and mud, through slush, snow, and water, up hills, across fields and roadless plains. (6) Control—to hold its speed always in hand, calmly and safely meeting every emergency and contingency either in the crowded streets of the city or on dangerous roads. The planetary transmission of the Ford gave this control and anybody could work it. That is the "why" of the saying: "Anybody can drive a Ford." It can turn around almost anywhere. (7) The more a motor car weighs, naturally the more fuel and lubricants are used in the driving; the lighter the weight, the lighter the expense of operation. The light weight of the Ford car in its early years was used as an argument against it. Now that is all changed. The design which I settled upon was called "Model T." The important feature of the new model—which, if it were accepted, as I thought it would be, I intended to make the only model and then start into real production—was its simplicity. There were but four constructional units in the car—the power plant, the frame, the front axle, and the rear axle. All of these were easily accessible and they were designed so that no special skill would be required for their repair or replacement. I believed then, although I said very little about it because of the novelty of the idea, that it ought to be possible to have parts so simple and so inexpensive that the menace of expensive hand repair work would be entirely eliminated. The parts could be made so cheaply that it would be less expensive to buy new ones than to have old ones repaired. They could be carried in hardware shops just as nails or bolts are carried. I thought that it was up to me as the designer to make the car so completely simple that no one could fail to understand it. That works both ways and applies to everything. The less complex an article, the easier it is to make, the cheaper it may be sold, and therefore the greater number may be sold. It is not necessary to go into the technical details of the construction but perhaps this is as good a place as any to review the various models, because "Model T" was the last of the models and the policy which it brought about took this business out of the ordinary line of business. Application of the same idea would take any business out of the ordinary run. I designed eight models in all before "Model T." They were: "Model A," "Model B," "Model C," "Model F," "Model N," "Model R," "Model S," and "Model K." Of these, Models "A," "C," and "F" had two-cylinder opposed horizontal motors. In "Model A" the motor was at the rear of the driver's seat. In all of the other models it was in a hood in front. Models "B," "N," "R," and "S" had motors of the four-cylinder vertical type. "Model K" had six cylinders. "Model A" developed eight horsepower. "Model B" developed twenty-four horsepower with a 4-1/2-inch cylinder and a 5-inch stroke. The highest horsepower was in "Model K," the six-cylinder car, which developed forty horsepower. The largest cylinders were those of "Model B." The smallest were in Models "N," "R," and "S" which were 3-3/4 inches in diameter with a 3-3/8-inch stroke. "Model T" has a 3-3/4-inch cylinder with a 4-inch stroke. The ignition was by dry batteries in all excepting "Model B," which had storage batteries, and in "Model K" which had both battery and magneto. In the present model, the magneto is a part of the power plant and is built in. The clutch in the first four models was of the cone type; in the last four and in the present model, of the multiple disc type. The transmission in all of the cars has been planetary. "Model A" had a chain drive. "Model B" had a shaft drive. The next two models had chain drives. Since then all of the cars have had shaft drives. "Model A" had a 72-inch wheel base. Model "B," which was an extremely good car, had 92 inches. "Model K" had 120 inches. "Model C" had 78 inches. The others had 84 inches, and the present car has 100 inches. In the first five models all of the equipment was extra. The next three were sold with a partial equipment. The present car is sold with full equipment. Model "A" weighed 1,250 pounds. The lightest cars were Models "N" and "R." They weighed 1,050 pounds, but they were both runabouts. The heaviest car was the six-cylinder, which weighed 2,000 pounds. The present car weighs 1,200 lbs. The "Model T" had practically no features which were not contained in some one or other of the previous models. Every detail had been fully tested in practice. There was no guessing as to whether or not it would be a successful model. It had to be. There was no way it could escape being so, for it had not been made in a day. It contained all that I was then able to put into a motor car plus the material, which for the first time I was able to obtain. We put out "Model T" for the season 1908-1909. The company was then five years old. The original factory space had been .28 acre. We had employed an average of 311 people in the first year, built 1,708 cars, and had one branch house. In 1908, the factory space had increased to 2.65 acres and we owned the building. The average number of employees had increased to 1,908. We built 6,181 cars and had fourteen branch houses. It was a prosperous business. During the season 1908-1909 we continued to make Models "R" and "S," four-cylinder runabouts and roadsters, the models that had previously been so successful, and which sold at $700 and $750. But "Model T" swept them right out. We sold 10,607 cars—a larger number than any manufacturer had ever sold. The price for the touring car was $850. On the same chassis we mounted a town car at $1,000, a roadster at $825, a coupe at $950, and a landaulet at $950. This season demonstrated conclusively to me that it was time to put the new policy in force. The salesmen, before I had announced the policy, were spurred by the great sales to think that even greater sales might be had if only we had more models. It is strange how, just as soon as an article becomes successful, somebody starts to think that it would be more successful if only it were different. There is a tendency to keep monkeying with styles and to spoil a good thing by changing it. The salesmen were insistent on increasing the line. They listened to the 5 per cent., the special customers who could say what they wanted, and forgot all about the 95 per cent. who just bought without making any fuss. No business can improve unless it pays the closest possible attention to complaints and suggestions. If there is any defect in service then that must be instantly and rigorously investigated, but when the suggestion is only as to style, one has to make sure whether it is not merely a personal whim that is being voiced. Salesmen always want to cater to whims instead of acquiring sufficient knowledge of their product to be able to explain to the customer with the whim that what they have will satisfy his every requirement—that is, of course, provided what they have does satisfy these requirements. Therefore in 1909 I announced one morning, without any previous warning, that in the future we were going to build only one model, that the model was going to be "Model T," and that the chassis would be exactly the same for all cars, and I remarked: "Any customer can have a car painted any colour that he wants so long as it is black." I cannot say that any one agreed with me. The selling people could not of course see the advantages that a single model would bring about in production. More than that, they did not particularly care. They thought that our production was good enough as it was and there was a very decided opinion that lowering the sales price would hurt sales, that the people who wanted quality would be driven away and that there would be none to replace them. There was very little conception of the motor industry. A motor car was still regarded as something in the way of a luxury. The manufacturers did a good deal to spread this idea. Some clever persons invented the name "pleasure car" and the advertising emphasized the pleasure features. The sales people had ground for their objections and particularly when I made the following announcement: "I will build a motor car for the great multitude. It will be large enough for the family but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one—and enjoy with his family the blessing of hours of pleasure in God's great open spaces." This announcement was received not without pleasure. The general comment was: "If Ford does that he will be out of business in six months." The impression was that a good car could not be built at a low price, and that, anyhow, there was no use in building a low-priced car because only wealthy people were in the market for cars. The 1908-1909 sales of more than ten thousand cars had convinced me that we needed a new factory. We already had a big modern factory—the Piquette Street plant. It was as good as, perhaps a little better than, any automobile factory in the country. But I did not see how it was going to care for the sales and production that were inevitable. So I bought sixty acres at Highland Park, which was then considered away out in the country from Detroit. The amount of ground bought and the plans for a bigger factory than the world has ever seen were opposed. The question was already being asked: "How soon will Ford blow up?" Nobody knows how many thousand times it has been asked since. It is asked only because of the failure to grasp that a principle rather than an individual is at work, and the principle is so simple that it seems mysterious. For 1909-1910, in order to pay for the new land and buildings, I slightly raised the prices. This is perfectly justifiable and results in a benefit, not an injury, to the purchaser. I did exactly the same thing a few years ago—or rather, in that case I did not lower the price as is my annual custom, in order to build the River Rouge plant. The extra money might in each case have been had by borrowing, but then we should have had a continuing charge upon the business and all subsequent cars would have had to bear this charge. The price of all the models was increased $100, with the exception of the roadster, which was increased only $75 and of the landaulet and town car, which were increased $150 and $200 respectively. We sold 18,664 cars, and then for 1910-1911, with the new facilities, I cut the touring car from $950 to $780 and we sold 34,528 cars. That is the beginning of the steady reduction in the price of the cars in the face of ever-increasing cost of materials and ever-higher wages. Contrast the year 1908 with the year 1911. The factory space increased from 2.65 to 32 acres. The average number of employees from 1,908 to 4,110, and the cars built from a little over six thousand to nearly thirty-five thousand. You will note that men were not employed in proportion to the output. We were, almost overnight it seems, in great production. How did all this come about? Simply through the application of an inevitable principle. By the application of intelligently directed power and machinery. In a little dark shop on a side street an old man had laboured for years making axe handles. Out of seasoned hickory he fashioned them, with the help of a draw shave, a chisel, and a supply of sandpaper. Carefully was each handle weighed and balanced. No two of them were alike. The curve must exactly fit the hand and must conform to the grain of the wood. From dawn until dark the old man laboured. His average product was eight handles a week, for which he received a dollar and a half each. And often some of these were unsaleable—because the balance was not true. To-day you can buy a better axe handle, made by machinery, for a few cents. And you need not worry about the balance. They are all alike—and every one is perfect. Modern methods applied in a big way have not only brought the cost of axe handles down to a fraction of their former cost—but they have immensely improved the product. It was the application of these same methods to the making of the Ford car that at the very start lowered the price and heightened the quality. We just developed an idea. The nucleus of a business may be an idea. That is, an inventor or a thoughtful workman works out a new and better way to serve some established human need; the idea commends itself, and people want to avail themselves of it. In this way a single individual may prove, through his idea or discovery, the nucleus of a business. But the creation of the body and bulk of that business is shared by everyone who has anything to do with it. No manufacturer can say: "I built this business"—if he has required the help of thousands of men in building it. It is a joint production. Everyone employed in it has contributed something to it. By working and producing they make it possible for the purchasing world to keep coming to that business for the type of service it provides, and thus they help establish a custom, a trade, a habit which supplies them with a livelihood. That is the way our company grew and just how I shall start explaining in the next chapter. In the meantime, the company had become world-wide. We had branches in London and in Australia. We were shipping to every part of the world, and in England particularly we were beginning to be as well known as in America. The introduction of the car in England was somewhat difficult on account of the failure of the American bicycle. Because the American bicycle had not been suited to English uses it was taken for granted and made a point of by the distributors that no American vehicle could appeal to the British market. Two "Model A's" found their way to England in 1903. The newspapers refused to notice them. The automobile agents refused to take the slightest interest. It was rumoured that the principal components of its manufacture were string and hoop wire and that a buyer would be lucky if it held together for a fortnight! In the first year about a dozen cars in all were used; the second was only a little better. And I may say as to the reliability of that "Model A" that most of them after nearly twenty years are still in some kind of service in England. In 1905 our agent entered a "Model C" in the Scottish Reliability Trials. In those days reliability runs were more popular in England than motor races. Perhaps there was no inkling that after all an automobile was not merely a toy. The Scottish Trials was over eight hundred miles of hilly, heavy roads. The Ford came through with only one involuntary stop against it. That started the Ford sales in England. In that same year Ford taxicabs were placed in London for the first time. In the next several years the sales began to pick up. The cars went into every endurance and reliability test and won every one of them. The Brighton dealer had ten Fords driven over the South Downs for two days in a kind of steeplechase and every one of them came through. As a result six hundred cars were sold that year. In 1911 Henry Alexander drove a "Model T" to the top of Ben Nevis, 4,600 feet. That year 14,060 cars were sold in England, and it has never since been necessary to stage any kind of a stunt. We eventually opened our own factory at Manchester; at first it was purely an assembling plant. But as the years have gone by we have progressively made more and more of the car.


Type:Technology
👁 :234
THE BEGINNING OF BUSINESS
Catagory:Reading
Author:Henry Ford Samuel Crowther
Posted Date:01/29/2025
Posted By:utopia online

On May 31, 1921, the Ford Motor Company turned out Car No. 5,000,000. It is out in my museum along with the gasoline buggy that I began work on thirty years before and which first ran satisfactorily along in the spring of 1893. I was running it when the bobolinks came to Dearborn and they always come on April 2nd. There is all the difference in the world in the appearance of the two vehicles and almost as much difference in construction and materials, but in fundamentals the two are curiously alike—except that the old buggy has on it a few wrinkles that we have not yet quite adopted in our modern car. For that first car or buggy, even though it had but two cylinders, would make twenty miles an hour and run sixty miles on the three gallons of gas the little tank held and is as good to-day as the day it was built. The development in methods of manufacture and in materials has been greater than the development in basic design. The whole design has been refined; the present Ford car, which is the "Model T," has four cylinders and a self starter—it is in every way a more convenient and an easier riding car. It is simpler than the first car. But almost every point in it may be found also in the first car. The changes have been brought about through experience in the making and not through any change in the basic principle—which I take to be an important fact demonstrating that, given a good idea to start with, it is better to concentrate on perfecting it than to hunt around for a new idea. One idea at a time is about as much as any one can handle. It was life on the farm that drove me into devising ways and means to better transportation. I was born on July 30, 1863, on a farm at Dearborn, Michigan, and my earliest recollection is that, considering the results, there was too much work on the place. That is the way I still feel about farming. There is a legend that my parents were very poor and that the early days were hard ones. Certainly they were not rich, but neither were they poor. As Michigan farmers went, we were prosperous. The house in which I was born is still standing, and it and the farm are part of my present holding. There was too much hard hand labour on our own and all other farms of the time. Even when very young I suspected that much might somehow be done in a better way. That is what took me into mechanics—although my mother always said that I was born a mechanic. I had a kind of workshop with odds and ends of metal for tools before I had anything else. In those days we did not have the toys of to-day; what we had were home made. My toys were all tools—they still are! And every fragment of machinery was a treasure. The biggest event of those early years was meeting with a road engine about eight miles out of Detroit one day when we were driving to town. I was then twelve years old. The second biggest event was getting a watch—which happened in the same year. I remember that engine as though I had seen it only yesterday, for it was the first vehicle other than horse-drawn that I had ever seen. It was intended primarily for driving threshing machines and sawmills and was simply a portable engine and boiler mounted on wheels with a water tank and coal cart trailing behind. I had seen plenty of these engines hauled around by horses, but this one had a chain that made a connection between the engine and the rear wheels of the wagon-like frame on which the boiler was mounted. The engine was placed over the boiler and one man standing on the platform behind the boiler shoveled coal, managed the throttle, and did the steering. It had been made by Nichols, Shepard & Company of Battle Creek. I found that out at once. The engine had stopped to let us pass with our horses and I was off the wagon and talking to the engineer before my father, who was driving, knew what I was up to. The engineer was very glad to explain the whole affair. He was proud of it. He showed me how the chain was disconnected from the propelling wheel and a belt put on to drive other machinery. He told me that the engine made two hundred revolutions a minute and that the chain pinion could be shifted to let the wagon stop while the engine was still running. This last is a feature which, although in different fashion, is incorporated into modern automobiles. It was not important with steam engines, which are easily stopped and started, but it became very important with the gasoline engine. It was that engine which took me into automotive transportation. I tried to make models of it, and some years later I did make one that ran very well, but from the time I saw that road engine as a boy of twelve right forward to to-day, my great interest has been in making a machine that would travel the roads. Driving to town I always had a pocket full of trinkets—nuts, washers, and odds and ends of machinery. Often I took a broken watch and tried to put it together. When I was thirteen I managed for the first time to put a watch together so that it would keep time. By the time I was fifteen I could do almost anything in watch repairing—although my tools were of the crudest. There is an immense amount to be learned simply by tinkering with things. It is not possible to learn from books how everything is made—and a real mechanic ought to know how nearly everything is made. Machines are to a mechanic what books are to a writer. He gets ideas from them, and if he has any brains he will apply those ideas. From the beginning I never could work up much interest in the labour of farming. I wanted to have something to do with machinery. My father was not entirely in sympathy with my bent toward mechanics. He thought that I ought to be a farmer. When I left school at seventeen and became an apprentice in the machine shop of the Drydock Engine Works I was all but given up for lost. I passed my apprenticeship without trouble—that is, I was qualified to be a machinist long before my three-year term had expired—and having a liking for fine work and a leaning toward watches I worked nights at repairing in a jewelry shop. At one period of those early days I think that I must have had fully three hundred watches. I thought that I could build a serviceable watch for around thirty cents and nearly started in the business. But I did not because I figured out that watches were not universal necessities, and therefore people generally would not buy them. Just how I reached that surprising conclusion I am unable to state. I did not like the ordinary jewelry and watch making work excepting where the job was hard to do. Even then I wanted to make something in quantity. It was just about the time when the standard railroad time was being arranged. We had formerly been on sun time and for quite a while, just as in our present daylight-saving days, the railroad time differed from the local time. That bothered me a good deal and so I succeeded in making a watch that kept both times. It had two dials and it was quite a curiosity in the neighbourhood. In 1879—that is, about four years after I first saw that Nichols-Shepard machine—I managed to get a chance to run one and when my apprenticeship was over I worked with a local representative of the Westinghouse Company of Schenectady as an expert in the setting up and repair of their road engines. The engine they put out was much the same as the Nichols-Shepard engine excepting that the engine was up in front, the boiler in the rear, and the power was applied to the back wheels by a belt. They could make twelve miles an hour on the road even though the self-propelling feature was only an incident of the construction. They were sometimes used as tractors to pull heavy loads and, if the owner also happened to be in the threshing-machine business, he hitched his threshing machine and other paraphernalia to the engine in moving from farm to farm. What bothered me was the weight and the cost. They weighed a couple of tons and were far too expensive to be owned by other than a farmer with a great deal of land. They were mostly employed by people who went into threshing as a business or who had sawmills or some other line that required portable power. Even before that time I had the idea of making some kind of a light steam car that would take the place of horses—more especially, however, as a tractor to attend to the excessively hard labour of ploughing. It occurred to me, as I remember somewhat vaguely, that precisely the same idea might be applied to a carriage or a wagon on the road. A horseless carriage was a common idea. People had been talking about carriages without horses for many years back—in fact, ever since the steam engine was invented—but the idea of the carriage at first did not seem so practical to me as the idea of an engine to do the harder farm work, and of all the work on the farm ploughing was the hardest. Our roads were poor and we had not the habit of getting around. One of the most remarkable features of the automobile on the farm is the way that it has broadened the farmer's life. We simply took for granted that unless the errand were urgent we would not go to town, and I think we rarely made more than a trip a week. In bad weather we did not go even that often. Being a full-fledged machinist and with a very fair workshop on the farm it was not difficult for me to build a steam wagon or tractor. In the building of it came the idea that perhaps it might be made for road use. I felt perfectly certain that horses, considering all the bother of attending them and the expense of feeding, did not earn their keep. The obvious thing to do was to design and build a steam engine that would be light enough to run an ordinary wagon or to pull a plough. I thought it more important first to develop the tractor. To lift farm drudgery off flesh and blood and lay it on steel and motors has been my most constant ambition. It was circumstances that took me first into the actual manufacture of road cars. I found eventually that people were more interested in something that would travel on the road than in something that would do the work on the farms. In fact, I doubt that the light farm tractor could have been introduced on the farm had not the farmer had his eyes opened slowly but surely by the automobile. But that is getting ahead of the story. I thought the farmer would be more interested in the tractor. I built a steam car that ran. It had a kerosene-heated boiler and it developed plenty of power and a neat control—which is so easy with a steam throttle. But the boiler was dangerous. To get the requisite power without too big and heavy a power plant required that the engine work under high pressure; sitting on a high-pressure steam boiler is not altogether pleasant. To make it even reasonably safe required an excess of weight that nullified the economy of the high pressure. For two years I kept experimenting with various sorts of boilers—the engine and control problems were simple enough—and then I definitely abandoned the whole idea of running a road vehicle by steam. I knew that in England they had what amounted to locomotives running on the roads hauling lines of trailers and also there was no difficulty in designing a big steam tractor for use on a large farm. But ours were not then English roads; they would have stalled or racked to pieces the strongest and heaviest road tractor. And anyway the manufacturing of a big tractor which only a few wealthy farmers could buy did not seem to me worth while. But I did not give up the idea of a horseless carriage. The work with the Westinghouse representative only served to confirm the opinion I had formed that steam was not suitable for light vehicles. That is why I stayed only a year with that company. There was nothing more that the big steam tractors and engines could teach me and I did not want to waste time on something that would lead nowhere. A few years before—it was while I was an apprentice—I read in the World of Science, an English publication, of the "silent gas engine" which was then coming out in England. I think it was the Otto engine. It ran with illuminating gas, had a single large cylinder, and the power impulses being thus intermittent required an extremely heavy fly-wheel. As far as weight was concerned it gave nothing like the power per pound of metal that a steam engine gave, and the use of illuminating gas seemed to dismiss it as even a possibility for road use. It was interesting to me only as all machinery was interesting. I followed in the English and American magazines which we got in the shop the development of the engine and most particularly the hints of the possible replacement of the illuminating gas fuel by a gas formed by the vaporization of gasoline. The idea of gas engines was by no means new, but this was the first time that a really serious effort had been made to put them on the market. They were received with interest rather than enthusiasm and I do not recall any one who thought that the internal combustion engine could ever have more than a limited use. All the wise people demonstrated conclusively that the engine could not compete with steam. They never thought that it might carve out a career for itself. That is the way with wise people—they are so wise and practical that they always know to a dot just why something cannot be done; they always know the limitations. That is why I never employ an expert in full bloom. If ever I wanted to kill opposition by unfair means I would endow the opposition with experts. They would have so much good advice that I could be sure they would do little work. The gas engine interested me and I followed its progress, but only from curiosity, until about 1885 or 1886 when, the steam engine being discarded as the motive power for the carriage that I intended some day to build, I had to look around for another sort of motive power. In 1885 I repaired an Otto engine at the Eagle Iron Works in Detroit. No one in town knew anything about them. There was a rumour that I did and, although I had never before been in contact with one, I undertook and carried through the job. That gave me a chance to study the new engine at first hand and in 1887 I built one on the Otto four-cycle model just to see if I understood the principles. "Four cycle" means that the piston traverses the cylinder four times to get one power impulse. The first stroke draws in the gas, the second compresses it, the third is the explosion or power stroke, while the fourth stroke exhausts the waste gas. The little model worked well enough; it had a one-inch bore and a three-inch stroke, operated with gasoline, and while it did not develop much power, it was slightly lighter in proportion than the engines being offered commercially. I gave it away later to a young man who wanted it for something or other and whose name I have forgotten; it was eventually destroyed. That was the beginning of the work with the internal combustion engine. I was then on the farm to which I had returned, more because I wanted to experiment than because I wanted to farm, and, now being an all-around machinist, I had a first-class workshop to replace the toy shop of earlier days. My father offered me forty acres of timber land, provided I gave up being a machinist. I agreed in a provisional way, for cutting the timber gave me a chance to get married. I fitted out a sawmill and a portable engine and started to cut out and saw up the timber on the tract. Some of the first of that lumber went into a cottage on my new farm and in it we began our married life. It was not a big house—thirty-one feet square and only a story and a half high—but it was a comfortable place. I added to it my workshop, and when I was not cutting timber I was working on the gas engines—learning what they were and how they acted. I read everything I could find, but the greatest knowledge came from the work. A gas engine is a mysterious sort of thing—it will not always go the way it should. You can imagine how those first engines acted! It was in 1890 that I began on a double-cylinder engine. It was quite impractical to consider the single cylinder for transportation purposes—the fly-wheel had to be entirely too heavy. Between making the first four-cycle engine of the Otto type and the start on a double cylinder I had made a great many experimental engines out of tubing. I fairly knew my way about. The double cylinder I thought could be applied to a road vehicle and my original idea was to put it on a bicycle with a direct connection to the crankshaft and allowing for the rear wheel of the bicycle to act as the balance wheel. The speed was going to be varied only by the throttle. I never carried out this plan because it soon became apparent that the engine, gasoline tank, and the various necessary controls would be entirely too heavy for a bicycle. The plan of the two opposed cylinders was that, while one would be delivering power the other would be exhausting. This naturally would not require so heavy a fly-wheel to even the application of power. The work started in my shop on the farm. Then I was offered a job with the Detroit Electric Company as an engineer and machinist at forty-five dollars a month. I took it because that was more money than the farm was bringing me and I had decided to get away from farm life anyway. The timber had all been cut. We rented a house on Bagley Avenue, Detroit. The workshop came along and I set it up in a brick shed at the back of the house. During the first several months I was in the night shift at the electric-light plant—which gave me very little time for experimenting—but after that I was in the day shift and every night and all of every Saturday night I worked on the new motor. I cannot say that it was hard work. No work with interest is ever hard. I always am certain of results. They always come if you work hard enough. But it was a very great thing to have my wife even more confident than I was. She has always been that way. I had to work from the ground up—that is, although I knew that a number of people were working on horseless carriages, I could not know what they were doing. The hardest problems to overcome were in the making and breaking of the spark and in the avoidance of excess weight. For the transmission, the steering gear, and the general construction, I could draw on my experience with the steam tractors. In 1892 I completed my first motor car, but it was not until the spring of the following year that it ran to my satisfaction. This first car had something of the appearance of a buggy. There were two cylinders with a two-and-a-half-inch bore and a six-inch stroke set side by side and over the rear axle. I made them out of the exhaust pipe of a steam engine that I had bought. They developed about four horsepower. The power was transmitted from the motor to the countershaft by a belt and from the countershaft to the rear wheel by a chain. The car would hold two people, the seat being suspended on posts and the body on elliptical springs. There were two speeds—one of ten and the other of twenty miles per hour—obtained by shifting the belt, which was done by a clutch lever in front of the driving seat. Thrown forward, the lever put in the high speed; thrown back, the low speed; with the lever upright the engine could run free. To start the car it was necessary to turn the motor over by hand with the clutch free. To stop the car one simply released the clutch and applied the foot brake. There was no reverse, and speeds other than those of the belt were obtained by the throttle. I bought the iron work for the frame of the carriage and also the seat and the springs. The wheels were twenty-eight-inch wire bicycle wheels with rubber tires. The balance wheel I had cast from a pattern that I made and all of the more delicate mechanism I made myself. One of the features that I discovered necessary was a compensating gear that permitted the same power to be applied to each of the rear wheels when turning corners. The machine altogether weighed about five hundred pounds. A tank under the seat held three gallons of gasoline which was fed to the motor through a small pipe and a mixing valve. The ignition was by electric spark. The original machine was air-cooled—or to be more accurate, the motor simply was not cooled at all. I found that on a run of an hour or more the motor heated up, and so I very shortly put a water jacket around the cylinders and piped it to a tank in the rear of the car over the cylinders. Nearly all of these various features had been planned in advance. That is the way I have always worked. I draw a plan and work out every detail on the plan before starting to build. For otherwise one will waste a great deal of time in makeshifts as the work goes on and the finished article will not have coherence. It will not be rightly proportioned. Many inventors fail because they do not distinguish between planning and experimenting. The largest building difficulties that I had were in obtaining the proper materials. The next were with tools. There had to be some adjustments and changes in details of the design, but what held me up most was that I had neither the time nor the money to search for the best material for each part. But in the spring of 1893 the machine was running to my partial satisfaction and giving an opportunity further to test out the design and material on the road.


Type:Technology
👁 :
Climate change made LA fires worse, scientists say
Catagory:News
Author:Matt McGrath Environment correspondent
Posted Date:01/29/2025
Posted By:utopia online

Climate change was a major factor behind the hot, dry weather that gave rise to the devastating LA fires, a scientific study has confirmed. It made those weather conditions about 35% more likely, according to World Weather Attribution - globally recognised for their studies linking extreme weather to climate change. The authors noted that the LA wildfire season is getting longer while the rains that normally put out the blazes have reduced. The scientists highlight that these wildfires are highly complex with multiple factors playing a role, but they are confident that a warming climate is making LA more prone to intense fire events."Climate change increased the risk of the devastating LA wildfires," said Dr Clair Barnes, from Imperial College London, the study's lead author. "Drought conditions are more frequently pushing into winter, increasing the chance a fire will break out during strong Santa Ana winds that can turn small ignitions into deadly infernos." The Santa Ana winds are strong and gusty east or north-easterly winds that blow from inland California towards the coast.Around 30 people have died and more than 10,000 homes have been destroyed in the fast-spreading, destructive fires that broke out in early January. This new study looks at what are termed the fire-prone conditions that can lead to dangerous conflagrations. It's been carried out by a team of researchers from World Weather Attribution (WWA), a global group that publishes rapid analyses of climate-related weather events. They use climate models to simulate how the warming that has occurred since the middle of the 19th century is influencing heatwaves, droughts, floods and fires. The widespread burning of coal, oil and gas in the wake of the industrial revolution has driven billions of tonnes of planet-warming gases into the atmosphere. Acting like a blanket, these gases have driven up temperatures by around 1.2C since then. By using climate models and statistical methods along with real world observations, the WWA group have been able to show how much of an influence climate warming has had on extreme events. In the case of the LA fires, they found that the hot, dry conditions that drove them are expected to occur once every 17 years. This is an increase in likelihood of around 35% compared to a world that hadn't experienced warming. "We actually see that the models show very much the same results that the [real world] observations have," said Dr Friederike Otto, the head of World Weather Attribution. "So there, in this combined index, we are quite confident about the result... we have actually a signal that we can say that we definitely can attribute that, also quantitatively." The researchers also examined other important variables that can lead to wildfire including the length of the fire season. By analysing weather observations, the scientists found that this has increased by around 23 days since the world began warming, around 1850. The team say that this means the dry conditions and the Santa Ana winds that are crucial for the spread of fires, are increasingly overlapping.Another key element is drought. Dry conditions in the LA area over the October to December period are now about 2.4 times more likely than before humans starting using fossil fuels on a large scale. The researchers are clear that climate change increased the probability of the hot, dry conditions that gave rise to the fires. However, the authors are more cautious about the link between rising temperatures and the longer fire season or decreased rainfall, saying that the models did not show a significant connection. Despite these reservations, the conclusion is that a warmer world increased the chances of the devastating wildfires occurring - as more fossil fuels continue to be burnt, those chances will continue to rise. "Overall the paper finds that climate change has made the Los Angeles fires more likely despite some statistical uncertainty," said Prof Gabi Hegerl, from the University of Edinburgh, who was not part of the study team. "This is a carefully researched result that should be taken seriously," she said in a statement.The new work builds on research that was published while the fires were still burning fiercely. That study linked the wildfires to what's termed "climate whiplash." The idea is that very wet years are followed almost immediately by very dry ones, which increases the risk of fires. This is what happened in LA, when two wet winters were followed by an extremely dry autumn and winter this year – the wet weather promoted the growth of grass and shrubs that became the fuel for the fires that took off in the gusting Santa Ana winds. source:https://www.bbc.com/news/articles/cd9qy4knd8wo


Type:Social
👁 :10
China's Deep Seek AI on US national security radar
Catagory:News
Author:João da Silva Business reporter
Posted Date:01/29/2025
Posted By:utopia online

US officials are considering the national security implications of an apparent artificial intelligence (AI) breakthrough by Chinese firm DeepSeek, according to White House press secretary Karoline Leavitt. The announcement comes after the US navy reportedly banned its members from using DeepSeek's apps due to "potential security and ethical concerns". Meanwhile, the maker of ChatGPT, OpenAI, has promised to work closely with the US government to prevent rivals from taking its technology. Earlier this week, DeepSeek's reportedly cheap yet powerful AI model caused a slump in the stocks of US technology firms as investors questioned the billions of dollars they are spending on new AI infrastructure."I spoke with [the National Security Council] this morning, they are looking into what [the national security implications] may be," said Ms Leavitt, who also restated US President Donald Trump's remarks a day earlier that DeepSeek should be a wake-up call for the US tech industry. According to CNBC, the US navy has sent an email to its staff warning them not to use the DeepSeek app due to "potential security and ethical concerns associated with the model's origin and usage". The Navy did not immediately respond to a request for comment from BBC News. Speaking on Fox News, the recently appointed "White House AI and crypto czar", David Sacks, also suggested that DeepSeek may have used the models developed by top US firm OpenAI to get better. This process - which involves one AI model learning from another - is called knowledge distillation. "There's substantial evidence that what DeepSeek did here is they distilled the knowledge out of OpenAI's models," Mr Sacks said. "I think one of the things you're going to see over the next few months is our leading AI companies taking steps to try and prevent distillation... That would definitely slow down some of these copycat models." OpenAI echoed this in a later statement that said Chinese and other companies are "constantly trying to distill the models of leading US AI companies." "As the leading builder of AI, we engage in countermeasures to protect our [intellectual property]... and believe as we go forward that it is critically important that we are working closely with the U.S. government to best protect the most capable models". Meanwhile, DeepSeek says it has been the target of cyber attacks. On Monday it said it would temporarily limit registrations because of "large-scale malicious attacks" on its software. A banner currently showing on the company's website says registration may be busy as a result of the attacks. Yuyuan Tantian, a social media channel under China's state broadcaster CCTV, claims the firm has faced "several" cyber attacks in recent weeks, which have increased in "intensity".DeepSeek shot to fame last week as AI geeks lauded its latest AI model and people began downloading its chatbot on app stores. Its rise caused a slump in US tech stocks, many of which have since recovered some ground. But America's AI industry was shaken by the apparent breakthrough, especially because of the prevailing view that the US was far ahead in the race. A slew of trade restrictions banning China's access to high-end chips was believed to have cemented this. Although China has boosted investment in advanced tech to diversify its economy, DeepSeek is not one of the big Chinese firms that have been developing AI models to rival US-made ChatGPT. Experts say the US still has an advantage - it is home to some of the biggest chip companies - and that it's unclear yet exactly how DeepSeek built its model and how far it can go. As DeepSeek rattled markets this week, President Trump described it as "a wake-up call" for the US tech industry, while suggesting that it could ultimately prove to be a "positive" sign. "If you could do it cheaper, if you could do it [for] less [and] get to the same end result. I think that's a good thing for us," he told reporters on board Air Force One. He also said he was not concerned about the breakthrough, adding the US will remain a dominant player in the field.


Type:Social

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