Munitions production before U.S. entry By 1916, Britain was funding most of the Empire's war expenditures, all of Italy's and two thirds of the war costs of France and Russia, plus smaller nations as well. The gold reserves, overseas investments and private credit then ran out, forcing Britain to borrow $4 billion from the U.S. Treasury in 1917–18. Much of this money was spent paying United States industries to manufacture ammunition.
United States Cartridge Company expanded its work force ten-fold in response to September 1914 contracts with British purchasing agents; and ultimately manufactured over two billion rifle and machine gun cartridges.
Baldwin Locomotive Works expanded their
Eddystone, Pennsylvania, manufacturing facilities in 1915 to manufacture Russian
artillery shells and British rifles. The United States production of
smokeless powder was equal to the combined production of the European Allies during the last 19 months of the war; and by the end of the war United States factories were producing smokeless powder at a rate 45 percent higher than the European Allies' combined production. Production rate of explosives by the United States was similarly 40 percent higher than Britain and nearly twice that of France. Shipments of American raw materials and food allowed Britain to feed itself and its army while maintaining her productivity. The financing was generally successful. Heavy investment in ammunition manufacturing machinery did not bring long term prosperity to some major American companies. The United States Cartridge Company
Lowell, Massachusetts, factory which manufactured nearly two-thirds of the small arms cartridges produced in the United States during the war, closed eight years later. After Baldwin manufactured over six million artillery shells, nearly two million rifles, and 5,551 military locomotives for Russia, France, Britain and the United States,
Munitions production after U.S. entry The US effort to produce and ship war material to France was characterized by several factors. The US declared war on Germany on 6 April 1917 with only a small munitions industry, very few medium and heavy artillery pieces, and few machine guns. By June 1917 the US had decided that their forces would primarily operate alongside the French, and would acquire their artillery and machine guns by purchasing mostly French weapons in theater, along with some British weapons in the case of heavy artillery. Shipments from the US to France would primarily be of soldiers and ammunition; artillery equipment in particular occupied too much space and weight to be economical. These priorities combined with the short 19-month US participation in the war meant that few US-made weapons arrived in France, and the need for extensive training of artillery units once in France meant that fewer still saw action before the Armistice. A comparison with World War II would be that the US started preparing for that war in earnest shortly after the Germans invaded Poland in September 1939; by the time the US entered the war following the
attack on Pearl Harbor in December 1941 there had already been 27 months of mobilization. ;Artillery It was envisioned that US artillery production of French- and British-designed weapons, and a few US-designed weapons chambered for French ammunition, would be ramped up and that US-made artillery would eventually be delivered to the battlefields in quantity. However, major production snarls occurred with most of the artillery programs, and as mentioned artillery shipments had a lower priority than many other types of shipments overseas. The
U.S. Army wanted to replace four-
mule teams used for hauling standard 1
U.S. ton (3000 lb / 1.36
metric ton) loads with trucks, and
requested proposals from companies in late 1912. This led the
Thomas B. Jeffery Company to develop a competent four-wheel drive, 1 short ton capacity truck by July 1913: the "Quad". , c. 1916 The Jeffery Quad, and from the company's take-over by
Nash Motors after 1916, the
Nash Quad truck, greatly assisted the
World War I efforts of several Allied nations, particularly the French. The
United States Marine Corps first adopted Quads in anger in the
U.S. occupation of Haiti, and of the
Dominican Republic, from 1915 through 1917. The U.S. Army's first heavy usage of Quads was under general
John "Blackjack" Pershing in the 1916
Pancho Villa Expedition in Mexico — both as regular transport trucks, and in the form of the
Jeffery armored car. Once the U.S. entered World War I, Nash Quads were used heavily in Pershing's subsequent campaigns in Europe, and they became the workhorse of the Allied Expeditionary Force there. Some 11,500 Jeffery or Nash Quads were built between 1913 and 1919. driving a Model B, FWD truck – promotional photo. The success of the
Four Wheel Drive cars in early military tests had prompted the company to switch from cars to truck manufacturing. In 1916 the U.S. Army ordered 147
FWD Model B, three-ton (6000 lb / 2700 kg) capacity trucks for the Mexico border Expedition, and subsequently ordered an amount of 15,000 FWD Model B 3-ton trucks as the "Truck, 3 ton, Model 1917" during
World War I, with over 14,000 actually delivered. Additional orders came from the United Kingdom and Russia. Once the FWD and Jeffery / Nash four-wheel drive trucks were required in large numbers in World War I, both models were built under license by several additional companies to meet demand. The FWD Model B was produced under license by four additional manufacturers. Socially, it was the FWD company that employed
Luella Bates, believed to be the
first female truck driver, chosen to work as test and demonstration driver for FWD, from 1918 to 1922. During World War I, she was a test driver traveling throughout the state of Wisconsin in an FWD Model B truck. After the war, when the majority of the women working at Four Wheel Drive were let go, she remained as a demonstrator and driver. The U.S. Food Administration under
Herbert Hoover launched a massive campaign to teach Americans to economize on their food budgets and grow
victory gardens in their backyards. It managed the nation's food distribution and prices. Gross farm income increased more than 230% from 1914 to 1919. Apart from "wheatless Wednesdays" and "meatless Tuesdays" due to poor harvests in 1916 and 1917, there were "fuelless Mondays" and "gasless Sundays" to preserve coal and gasoline.
Economic crisis in 1917 In terms of munitions production, the first 15 months involved an amazing parade of mistakes and confusion. Washington was unable to figure out what to do when, or even to decide who was in charge. Typical of the confusion was the coal shortage that hit in December 1917. Because coal was by far the major source of energy and heat, a grave crisis ensued. There was in fact plenty of coal being mined, but 44,000 loaded freight and coal cars were tied up in horrendous traffic jams in the
rail yards of the East Coast. Two hundred ships were waiting in
New York Harbor for cargo that was delayed by the mess. The solution included
nationalizing the coal mines and the railroads for the duration, shutting down factories one day a week to save fuel, and enforcing a strict system of priorities. Only in March 1918 did Washington finally take control of the crisis. Following the startup of the
United States Railroad Administration in early 1918, the transportation system began to work smoothly.
Shipments to Europe Shipbuilding became a major wartime industry, focused on merchant ships and tankers. Merchant ships were often sunk until the convoy system was adopted using British and Canadian naval escorts. Convoys were slow but effective in stopping u-boat attacks. The troops were shipped over on fast passenger liners that could easily outrun submarines. An oil crisis occurred in Britain due to the 1917 German submarine campaign. Standard Oil of NJ, for example, lost 6 tankers (including the brand new "John D. Archbold") between May and September. The solution was expanded oil shipments from America in convoys. The Allies formed the Inter-Allied Petroleum Conference with USA, Britain, France, and Italy as the members. Standard and Royal Dutch/Shell ran it and made it work. The introduction of convoys as an antidote to the German U-boats and the joint management system by Standard Oil and Royal Dutch/Shell helped to solve the Allies' supply problems. The close working relationship that evolved was in marked contrast to the feud between the government and Standard Oil years earlier. In 1917 and 1918, there was increased domestic demand for oil partly due to the cold winter that created a shortage of coal. Inventories and imported oil from Mexico were used to close the gap. In January 1918, the U.S. Fuel Administrator ordered industrial plants east of Mississippi to close for a week to free up oil for Europe. The coal shortage caused sharp increases in the demand and prices of oil and industry called for voluntary price control from the oil industry. While Standard Oil was agreeable, the independent oil companies were not. Demand continued to outpace supply because of the war and the growth in automobiles in America. An appeal for "Gasolineless Sundays" in US was made with exceptions for freight, doctors, police, emergency vehicles, and funeral cars.
Labor cartoon portraying "reds" and "
Wobblies" (IWW members) as a violent mob held back by threat of a US Army machine gun The
American Federation of Labor (AFL) and affiliated trade unions were strong supporters of the war effort. Fear of disruptions to war production by labor radicals provided the AFL political leverage to gain recognition and mediation of labor disputes, often in favor of improvements for workers. They resisted strikes in favor of arbitration and wartime policy, and wages soared as near-full employment was reached at the height of the war. The AFL unions strongly encouraged young men to enlist in the military, and fiercely opposed efforts to reduce recruiting and slow war production by pacifists, the anti-war
Industrial Workers of the World (IWW) and radical socialists. To keep factories running smoothly, Wilson established the
National War Labor Board in 1918, which forced management to negotiate with existing unions. Wilson also appointed AFL president
Samuel Gompers to the powerful
Council of National Defense, where he set up the
War Committee on Labor. After initially resisting taking a stance, the IWW became actively anti-war, engaging in strikes and speeches and suffering both legal and illegal suppression by federal and local governments as well as pro-war vigilantes. The IWW was branded as anarchic, socialist, unpatriotic, alien and funded by German gold, and violent attacks on members and offices would continue into the 1920s. The AFL membership soared to 2.4 million in 1917. In 1919, the AFL tried to make their gains permanent and called a series of major strikes in meat, steel and other industries. The strikes ultimately failed, forcing unions back to membership and power similar to those around 1910. ==Social history==