Read Fast Food Nation: What The All-American Meal is Doing to the World Online
Authors: Eric Schlosser
Fast Food Nation: What The All-American Meal is Doing to the World (3 page)
The fast food chains’ vast purchasing power and their demand for a uniform product have encouraged fundamental changes in how cattle are raised, slaughtered, and processed into ground beef. These
changes have made meatpacking — once a highly skilled, highly paid occupation — into the most dangerous job in the United States, performed by armies of poor, transient immigrants whose injuries often go unrecorded and uncompensated. And the same meat industry practices that endanger these workers have facilitated the introduction of deadly pathogens, such as
E. coli
0157:H7, into America’s hamburger meat, a food aggressively marketed to children. Again and again, efforts to prevent the sale of tainted ground beef have been thwarted by meat industry lobbyists and their allies in Congress. The federal government has the legal authority to recall a defective toaster oven or stuffed animal — but still lacks the power to recall tons of contaminated, potentially lethal meat.
I do not mean to suggest that fast food is solely responsible for every social problem now haunting the United States. In some cases (such as the malling and sprawling of the West) the fast food industry has been a catalyst and a symptom of larger economic trends. In other cases (such as the rise of franchising and the spread of obesity) fast food has played a more central role. By tracing the diverse influences of fast food I hope to shed light not only on the workings of an important industry, but also on a distinctively American way of viewing the world.
Elitists have always looked down at fast food, criticizing how it tastes and regarding it as another tacky manifestation of American popular culture. The aesthetics of fast food are of much less concern to me than its impact upon the lives of ordinary Americans, both as workers and consumers. Most of all, I am concerned about its impact on the nation’s children. Fast food is heavily marketed to children and prepared by people who are barely older than children. This is an industry that both feeds and feeds off the young. During the two years spent researching this book, I ate an enormous amount of fast food. Most of it tasted pretty good. That is one of the main reasons people buy fast food; it has been carefully designed to taste good. It’s also inexpensive and convenient. But the value meals, two-for-one deals, and free refills of soda give a distorted sense of how much fast food actually costs. The real price never appears on the menu.
The sociologist George Ritzer has attacked the fast food industry for celebrating a narrow measure of efficiency over every other human value, calling the triumph of McDonald’s “the irrationality of rationality.” Others consider the fast food industry proof of the nation’s great economic vitality, a beloved American institution that appeals overseas to millions who admire our way of life. Indeed, the values, the culture, and the industrial arrangements of our fast food nation are now being exported to the rest of the world. Fast food has joined Hollywood movies, blue jeans, and pop music as one of America’s most prominent cultural exports. Unlike other commodities, however, fast food isn’t viewed, read, played, or worn. It enters the body and becomes part of the consumer. No other industry offers, both literally and figuratively, so much insight into the nature of mass consumption.
Hundreds of millions of people buy fast food every day without giving it much thought, unaware of the subtle and not so subtle ramifications of their purchases. They rarely consider where this food came from, how it was made, what it is doing to the community around them. They just grab their tray off the counter, find a table, take a seat, unwrap the paper, and dig in. The whole experience is transitory and soon forgotten. I’ve written this book out of a belief that people should know what lies behind the shiny, happy surface of every fast food transaction. They should know what really lurks between those sesame-seed buns. As the old saying goes: You are what you eat.
I/the american way
C
ARL N
.
KARCHER
is one of the fast food industry’s pioneers. His career extends from the industry’s modest origins to its current hamburger hegemony. His life seems at once to be a tale by Horatio Alger, a fulfillment of the American dream, and a warning about unintended consequences. It is a fast food parable about how the industry started and where it can lead. At the heart of the story is southern California, whose cities became prototypes for the rest of the nation, whose love of the automobile changed what America looks like and what Americans eat.
Carl was born in 1917 on a farm near Upper Sandusky, Ohio. His father was a sharecropper who moved the family to new land every few years. The Karchers were German-American, industrious, and devoutly Catholic. Carl had six brothers and a sister. “The harder you work,” their father always told them, “the luckier you become.” Carl dropped out of school after the eighth grade and worked twelve to fourteen hours a day on the farm, harvesting with a team of horses, baling hay, milking and feeding the cows. In 1937, Ben Karcher, one of Carl’s uncles, offered him a job in Anaheim, California. After thinking long and hard and consulting with his parents, Carl decided to go west. He was twenty years old and six-foot-four, a big strong farm boy. He had never set foot outside of northern Ohio. The decision to leave home felt momentous, and the drive to California took a week. When he arrived in Anaheim — and saw the palm trees and orange groves, and smelled the citrus in the air — Carl said to himself, “This is heaven.”
Anaheim was a small town in those days, surrounded by ranches and farms. It was located in the heart of southern California’s citrus belt, an area that produced almost all of the state’s oranges, lemons,
and tangerines. Orange County and neighboring Los Angeles County were the leading agricultural counties in the United States, growing fruits, nuts, vegetables, and flowers on land that only a generation earlier had been a desert covered in sagebrush and cactus. Massive irrigation projects, built with public money to improve private land, brought water from hundreds of miles away. The Anaheim area alone boasted about 70,000 acres of Valencia oranges, as well as lemon groves and walnut groves. Small ranches and dairy farms dotted the land, and sunflowers lined the back roads. Anaheim had been settled in the late nineteenth century by German immigrants hoping to create a local wine industry and by a group of Polish expatriates trying to establish a back-to-the-land artistic community. The wineries flourished for three decades; the art colony collapsed within a few months. After World War I, the heavily German character of Anaheim gave way to the influence of newer arrivals from the Midwest, who tended to be Protestant and conservative and evangelical about their faith. Reverend Leon L. Myers — pastor of the Anaheim Christian Church and founder of the local Men’s Bible Club — turned the Ku Klux Klan into one of the most powerful organizations in town. During the early 1920s, the Klan ran Anaheim’s leading daily newspaper, controlled the city government for a year, and posted signs on the outskirts of the city greeting newcomers with the acronym “KIGY” (Klansmen I Greet You).
Carl’s uncle Ben owned Karcher’s Feed and Seed Store, right in the middle of downtown Anaheim. Carl worked there seventy-six hours a week, selling goods to local farmers for their chickens, cattle, and hogs. During Sunday services at St. Boniface Catholic Church, Carl spotted an attractive young woman named Margaret Heinz sitting in a nearby pew. He later asked her out for ice cream, and the two began dating. Carl became a frequent visitor to the Heinz farm on North Palm Street. It had ten acres of orange trees and a Spanish-style house where Margaret, her parents, her seven brothers, and her seven sisters lived. The place seemed magical. In the social hierarchy of California’s farmers, orange growers stood at the very top; their homes were set amid fragrant evergreen trees that produced a lucrative income. As a young boy in Ohio, Carl had been thrilled on Christmas mornings to receive a single orange as a gift from Santa. Now oranges seemed to be everywhere.
Margaret worked as a secretary at a law firm downtown. From her office window on the fourth floor, she could watch Carl grinding feed
outside his uncle’s store. After briefly returning to Ohio, Carl went to work for the Armstrong Bakery in Los Angeles. The job soon paid $24 a week, $6 more than he’d earned at the feed store — and enough to start a family. Carl and Margaret were married in 1939 and had their first child within a year.
Carl drove a truck for the bakery, delivering bread to restaurants and markets in west L.A. He was amazed by the number of hot dog stands that were opening and by the number of buns they went through every week. When Carl heard that a hot dog cart was for sale — on Florence Avenue across from the Goodyear factory — he decided to buy it. Margaret strongly opposed the idea, wondering where he’d find the money. He borrowed $311 from the Bank of America, using his car as collateral for the loan, and persuaded his wife to give him $15 in cash from her purse. “I’m in business for myself now,” Carl thought, after buying the cart, “I’m on my way.” He kept his job at the bakery and hired two young men to work the cart during the hours he was delivering bread. They sold hot dogs, chili dogs, and tamales for a dime each, soda for a nickel. Five months after Carl bought the cart, the United States entered World War II, and the Goodyear plant became very busy. Soon he had enough money to buy a second hot dog cart, which Margaret often ran by herself, selling food and counting change while their daughter slept nearby in the car.
Southern California had recently given birth to an entirely new lifestyle — and a new way of eating. Both revolved around cars. The cities back East had been built in the railway era, with central business districts linked to outlying suburbs by commuter train and trolley. But the tremendous growth of Los Angeles occurred at a time when automobiles were finally affordable. Between 1920 and 1940, the population of southern California nearly tripled, as about 2 million people arrived from across the United States. While cities in the East expanded through immigration and became more diverse, Los Angeles became more homogenous and white. The city was inundated with middle-class arrivals from the Midwest, especially in the years leading up to the Great Depression. Invalids, retirees, and small businessmen were drawn to southern California by real estate ads promising a warm climate and a good life. It was the first large-scale migration conducted mainly by car. Los Angeles soon became unlike any other city the world had ever seen, sprawling and horizontal, a thoroughly suburban metropolis of detached homes — a glimpse of the future, molded by the automobile. About 80 percent of the population had
been born elsewhere; about half had rolled into town during the previous five years. Restlessness, impermanence, and speed were embedded in the culture that soon emerged there, along with an openness to anything new. Other cities were being transformed by car ownership, but none was so profoundly altered. By 1940, there were about a million cars in Los Angeles, more cars than in forty-one states.
The automobile offered drivers a feeling of independence and control. Daily travel was freed from the hassles of rail schedules, the needs of other passengers, and the location of trolley stops. More importantly, driving seemed to cost much less than using public transport — an illusion created by the fact that the price of a new car did not include the price of building new roads. Lobbyists from the oil, tire, and automobile industries, among others, had persuaded state and federal agencies to assume that fundamental expense. Had the big auto companies been required to pay for the roads — in the same way that trolley companies had to lay and maintain track — the landscape of the American West would look quite different today.
The automobile industry, however, was not content simply to reap the benefits of government-subsidized road construction. It was determined to wipe out railway competition by whatever means necessary. In the late 1920s, General Motors secretly began to purchase trolley systems throughout the United States, using a number of front corporations. Trolley systems in Tulsa, Oklahoma, and Montgomery, Alabama, in Cedar Rapids, Iowa, and El Paso, Texas, in Baltimore, Chicago, New York City, and Los Angeles — more than one hundred trolley systems in all — were purchased by GM and then completely dismantled, their tracks ripped up, their overhead wires torn down. The trolley companies were turned into bus lines, and the new buses were manufactured by GM.
General Motors eventually persuaded other companies that benefited from road building to help pay for the costly takeover of America’s trolleys. In 1947, GM and a number of its allies in the scheme were indicted on federal antitrust charges. Two years later, the workings of the conspiracy, and its underlying intentions, were exposed during a trial in Chicago. GM, Mack Truck, Firestone, and Standard Oil of California were all found guilty on one of the two counts by the federal jury. The investigative journalist Jonathan Kwitny later argued that the case was “a fine example of what can happen when important matters of public policy are abandoned by government to the self-interest
of corporations.” Judge William J. Campbell was not so outraged. As punishment, he ordered GM and the other companies to pay a fine of $5,000 each. The executives who had secretly plotted and carried out the destruction of America’s light rail network were fined $1 each. And the postwar reign of the automobile proceeded without much further challenge.