Zen and the Art of Motorcycle Maintenance by Robert Pirsig has been one of my favorite books since the first time I read it in the early 80's. A very good new book that I've just finished can't help but be compared to ZAMM, and indeed the author himself makes reference to it. I am writing of Shop Class as Soulcraft: An Inquiry Into the Value of Work by Mathew B. Crawford.
To give you a taste of it, I have placed an excerpt from an essay Dr. Crawford wrote for the NY Times below. The essay itself is a sort of rendered down version of the book. The whole essay may be read here. Enjoy.
The Case for Working With Your Hands
By MATTHEW B. CRAWFORD
The television show “Deadliest Catch” depicts commercial crab fishermen in the Bering Sea. Another, “Dirty Jobs,” shows all kinds of grueling work; one episode featured a guy who inseminates turkeys for a living. The weird fascination of these shows must lie partly in the fact that such confrontations with material reality have become exotically unfamiliar. Many of us do work that feels more surreal than real. Working in an office, you often find it difficult to see any tangible result from your efforts.
What exactly have you accomplished at the end of any given day? Where the chain of cause and effect is opaque and responsibility diffuse, the experience of individual agency can be elusive. “Dilbert,” “The Office” and similar portrayals of cubicle life attest to the dark absurdism with which many Americans have come to view their white-collar jobs.
Is there a more “real” alternative (short of inseminating turkeys)?
High-school shop-class programs were widely dismantled in the 1990s as educators prepared students to become “knowledge workers.” The imperative of the last 20 years to round up every warm body and send it to college, then to the cubicle, was tied to a vision of the future in which we somehow take leave of material reality and glide about in a pure information economy. This has not come to pass. To begin with, such work often feels more enervating than gliding. More fundamentally, now as ever, somebody has to actually do things: fix our cars, unclog our toilets, build our houses.
When we praise people who do work that is straightforwardly useful, the praise often betrays an assumption that they had no other options. We idealize them as the salt of the earth and emphasize the sacrifice for others their work may entail. Such sacrifice does indeed occur — the hazards faced by a lineman restoring power during a storm come to mind. But what if such work answers as well to a basic human need of the one who does it? I take this to be the suggestion of Marge Piercy’s poem “To Be of Use,” which concludes with the lines “the pitcher longs for water to carry/and a person for work that is real.” Beneath our gratitude for the lineman may rest envy.
This seems to be a moment when the useful arts have an especially compelling economic rationale. A car mechanics’ trade association reports that repair shops have seen their business jump significantly in the current recession: people aren’t buying new cars; they are fixing the ones they have. The current downturn is likely to pass eventually. But there are also systemic changes in the economy, arising from information technology, that have the surprising effect of making the manual trades — plumbing, electrical work, car repair — more attractive as careers. The Princeton economist Alan Blinder argues that the crucial distinction in the emerging labor market is not between those with more or less education, but between those whose services can be delivered over a wire and those who must do their work in person or on site. The latter will find their livelihoods more secure against outsourcing to distant countries. As Blinder puts it, “You can’t hammer a nail over the Internet.” Nor can the Indians fix your car. Because they are in India.
If the goal is to earn a living, then, maybe it isn’t really true that 18-year-olds need to be imparted with a sense of panic about getting into college (though they certainly need to learn). Some people are hustled off to college, then to the cubicle, against their own inclinations and natural bents, when they would rather be learning to build things or fix things. One
shop teacher suggested to me that “in schools, we create artificial learning environments for our children that they know to be contrived and undeserving of their full attention and engagement. Without the opportunity to learn through the hands, the world remains abstract and distant, and the passions for learning will not be engaged.”
A gifted young person who chooses to become a mechanic rather than to accumulate academic credentials is viewed as eccentric, if not self-destructive. There is a pervasive anxiety among parents that there is only one track to success for their children. It runs through a series of gates controlled by prestigious institutions. Further, there is wide use of drugs to medicate boys, especially, against their natural tendency toward action, the better to “keep things on track.” I taught briefly in a public high school and would have loved to have set up a
Ritalin fogger in my classroom. It is a rare person, male or female, who is naturally inclined to sit still for 17 years in school, and then indefinitely at work.
The trades suffer from low prestige, and I believe this is based on a simple mistake. Because the work is dirty, many people assume it is also stupid. This is not my experience. I have a small business as a motorcycle mechanic in Richmond, Va., which I started in 2002. I work on Japanese and European motorcycles, mostly older bikes with some “vintage” cachet that makes people willing to spend money on them. I have found the satisfactions of the work to be very much bound up with the intellectual challenges it presents. And yet my decision to go into this line of work is a choice that seems to perplex many people.
After finishing a Ph.D. in political philosophy at the
University of Chicago in 2000, I managed to stay on with a one-year postdoctoral fellowship at the university’s Committee on Social Thought. The academic job market was utterly bleak. In a state of professional panic, I retreated to a makeshift workshop I set up in the basement of a Hyde Park apartment building, where I spent the winter tearing down an old Honda motorcycle and rebuilding it. The physicality of it, and the clear specificity of what the project required of me, was a balm. Stumped by a starter motor that seemed to check out in every way but wouldn’t work, I started asking around at Honda dealerships. Nobody had an answer; finally one service manager told me to call Fred Cousins of Triple O Service. “If anyone can help you, Fred can.”
I called Fred, and he invited me to come to his independent motorcycle-repair shop, tucked discreetly into an unmarked warehouse on Goose Island. He told me to put the motor on a certain bench that was free of clutter. He checked the electrical resistance through the windings, as I had done, to confirm there was no short circuit or broken wire. He spun the shaft that ran through the center of the motor, as I had. No problem: it spun freely. Then he hooked it up to a battery. It moved ever so slightly but wouldn’t spin. He grasped the shaft, delicately, with three fingers, and tried to wiggle it side to side. “Too much free play,” he said. He suggested that the problem was with the bushing (a thick-walled sleeve of metal) that captured the end of the shaft in the end of the cylindrical motor housing. It was worn, so it wasn’t locating the shaft precisely enough. The shaft was free to move too much side to side (perhaps a couple of hundredths of an inch), causing the outer circumference of the rotor to bind on the inner circumference of the motor housing when a current was applied. Fred scrounged around for a Honda motor. He found one with the same bushing, then used a “blind hole bearing puller” to extract it, as well as the one in my motor. Then he gently tapped the new, or rather newer, one into place. The motor worked! Then Fred gave me an impromptu dissertation on the peculiar metallurgy of these Honda starter-motor bushings of the mid-’70s. Here was a scholar.
Over the next six months I spent a lot of time at Fred’s shop, learning, and put in only occasional appearances at the university. This was something of a regression: I worked on cars throughout high school and college, and one of my early jobs was at a Porsche repair shop. Now I was rediscovering the intensely absorbing nature of the work, and it got me thinking about possible livelihoods.
As it happened, in the spring I landed a job as executive director of a policy organization in Washington. This felt like a coup. But certain perversities became apparent as I settled into the job. It sometimes required me to reason backward, from desired conclusion to suitable premise. The organization had taken certain positions, and there were some facts it was more fond of than others. As its figurehead, I was making arguments I didn’t fully buy myself. Further, my boss seemed intent on retraining me according to a certain cognitive style — that of the corporate world, from which he had recently come. This style demanded that I project an image of rationality but not indulge too much in actual reasoning. As I sat in my K Street office, Fred’s life as an independent tradesman gave me an image that I kept coming back to: someone who really knows what he is doing, losing himself in work that is genuinely useful and has a certain integrity to it. He also seemed to be having a lot of fun.
Seeing a motorcycle about to leave my shop under its own power, several days after arriving in the back of a pickup truck, I don’t feel tired even though I’ve been standing on a concrete floor all day. Peering into the portal of his helmet, I think I can make out the edges of a grin on the face of a guy who hasn’t ridden his bike in a while. I give him a wave. With one of his hands on the throttle and the other on the clutch, I know he can’t wave back. But I can hear his salute in the exuberant “bwaaAAAAP!” of a crisp throttle, gratuitously revved. That sound pleases me, as I know it does him. It’s a ventriloquist conversation in one mechanical voice, and the gist of it is “Yeah!”
After five months at the think tank, I’d saved enough money to buy some tools I needed, and I quit and went into business fixing bikes. My shop rate is $40 per hour. Other shops have rates as high as $70 per hour, but I tend to work pretty slowly. Further, only about half the time I spend in the shop ends up being billable (I have no employees; every little chore falls to me), so it usually works out closer to $20 per hour — a modest but decent wage. The business goes up and down; when it is down I have supplemented it with writing. The work is sometimes frustrating, but it is never irrational.
