( This is a reproduction of a book published before 1923....)
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Howard Earle Coffin was born on September 6, 1873 in West Milton, Ohio, United States. He was the only child of Julius Vestal and Sarah Elma (Jones) Coffin. He came of New England stock, being a direct descendant of Tristram Coffyn, who emigrated from England to Massachusetts in 1642 and eventually settled in Nantucket, where the family rose to prominence during the island's whaling days.
Young Coffin had to earn his own way in college. He entered the engineering school at the University of Michigan in 1893, left in 1896 to work as a letter carrier and postal clerk, and returned from 1900 to 1902. Although six months short of completing his course, he was awarded the B. S. degree in 1911, as of the class of 1903, in recognition of his engineering achievements. During his last two college years Coffin experimented with both gasoline and steam automobiles, as his future employer, Ransom E. Olds, had done somewhat earlier. He received honorary degrees from the University of Michigan (1917), Mercer University (1929), and Georgia Institute of Technology (1931).
In 1902 Coffin joined the Olds Motor Works as head of the experimental department, and in 1905 he became chief engineer. A year later he left the Olds organization, along with his close friend Roy D. Chapin, in order to develop a car of his own design. He was vice-president and chief engineer of the E. R. Thomas Detroit Company and its successor the Chalmers-Detroit Motor Company until he and Chapin finally achieved the independence they sought with the founding of the Hudson Motor Car Company in 1910. The success of the Hudson venture was due in large measure to the ability of Coffin, the engineer, and Chapin, the executive and salesman, to pool their talents and work in harmony. Coffin was also active in the recently founded Society of Automobile Engineers (later the Society of Automotive Engineers), becoming its president in 1910. With the outbreak of the first World War, Coffin's engineering talents took him into government service. When the Naval Consulting Board, an advisory group of engineers and inventors headed by Thomas A. Edison, was created in 1915, Coffin became one of its members. He conducted, as chairman of its committee on industrial preparedness, an important nationwide inventory of plants capable of war production. In October 1916 he was appointed by President Wilson to the advisory committee of the newly created Council of National Defense, and in 1917-18 he headed the Council's Aircraft Board; his principal achievement in this capacity was to supervise the development of the Liberty motor. After the war he continued to advise the government on aeronautical matters and in 1925 served on the Morrow Board, which was established to plan a long-range policy for aviation. By this time, indeed, Coffin's interest in aviation had taken precedence over his interest in the automobile industry. After 1920 his relationship with the Hudson company was largely consultative, although he retained the post of vice-president until 1930. In 1930 Coffin retired and moved to the home he had built on Sapelo Island, near Sea Island; but he did not remain inactive. He was chairman of the Sea Island Company, engaged in real estate development, and also became involved in the textile industry as chairman of the board of Southeastern Cottons, Inc. In addition he gave his first noteworthy indication of strong political leanings. A close friend of Herbert Hoover, he advised the President in 1931 to utilize the emergency powers of the National Defense Act of 1916 in order to cope with the depression. He found nothing to admire in the New Deal, which he regarded as a socialist conspiracy. His death occurred from what was apparently the accidental discharge of a gun while he was at his nephew's Sea Island home preparing for a hunting trip. He was buried at Frederica Cemetery on St. Simon's Island.
He was a major contributor to the Society's program of technical standardization. At this stage of its development automobile manufacturing was primarily a matter of assembling parts produced elsewhere, and standardization both facilitated procurement and reduced manufacturing costs. It also benefited the consumer by simplifying the problem of repair and replacement. He was a founder of the National Aeronautic Association and its president in 1923. Here he again promoted technical standardization and worked out a system for cross-licensing patents similar to that existing in the automobile industry. He was also a founder of a pioneering company in the field of commercial air transportation, National Air Transport, Inc. (later United Air Lines), and served as its president, 1925-28, and chairman of the board, 1928-30.
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Coffin was married twice: on October 30, 1907, to Matilda Vary Allen of Battle Creek, who died in 1932; and on June 1, 1937, to Gladys Baker of New York. He had no children.
