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Tag Archives: General Motors

World War II industrial mobilization

The year was 1940. Seeing that war might be imminent, President Roosevelt approached the president of General Motors. Wartime conversion was the issue. To become an “arsenal of democracy,” how could we produce planes instead of Pontiacs?

With GM’s president its informal chair, the National Defense Advisory Committee was created. Serving with other business leaders on the committee, G.M.’s Bill Knudsen helped to facilitate the transition from civilian to defense production. With his friends talking to their friends, private industry was responsible for transforming supply chains and retooling assembly lines.

Auto factories made plane parts, auto bumper assembly lines produced armor plate, Kimberley-Clark in Wisconsin converted from Kleenex to machine-gun mounts. We had to build shipyards and make rifles and bombs. Kellogg’s replaced cereal production with soldiers’ K-rations (that also included a piece of Wrigley’s gum). A new synthetic rubber industry had to replace Japanese controlled natural rubber. The list for the new wartime infrastructure goes on and on and the results were impressive. By December 7, 1941, for example, the US had manufactured 20,000 planes and 4,000 tanks. By 1945 the auto industry alone had produced 100,000 tanks.

While a Barron’s editorial tells this production part of the story, there is more.

I have always been fascinated by the story of Simon Kuznets. A Russian immigrant who received the 1971 Nobel Prize in Economics, Dr. Kuznets had been the head of a statistical office in the Ukraine before he arrived in the US in 1922. Within 5 years, he was 26, had a Ph.D from Columbia and a job at the National Bureau of Economic Research.

During the 1930s, led by Dr. Kuznets, a framework for national income accounting was created. That just means we figured out some numbers that we had never known before. Sometimes called a national balance sheet, the data display what is produced and the incomes that producers earn. By knowing the value of what was produced, statisticians could identify economic strengths and weaknesses, learn about government, business and household spending, and make projections.

And this takes us back to the war.

Simon Kuznets served as the associate director of the Bureau of Planning and Statistics at the War Production Board. Responsible for an “input/output” survey, he quantified the resources that would be available for munitions production. You can see how crucial his numbers were. Here we had a civilian manufacturing sector that had to change its output. To switch the factors of production–the land, labor and capital–to their warime tasks, Kuznets figured out our current capability and what we could do.

And then, with the private sector actively engaged and armed with data that would optimize their effort, they transformed a civilian economy that had been in a depression to a super productive war machine. I am sure it did not look as clear and easy and organized as this sounds but they did it.

And this returns us to national income accounting. Whether fighting a war or a recession, knowing our economic potential helps us fight.

Emphasizing private industry this (gated) Barron’s article briefly tells the war production story as does this government document with more on the role of government. For Simon Kuznets, I used facts from my book Econ 101 1/2 and a University of Pennsylvania commemorative article. And here, at the Nobel site, you can read about Dr. Kuznets.

Please note that this entry was slightly edited after it was posted.

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At some point, sooner or later, people get tired of black. During the 1920s, Henry Ford realized that the Model T, so very practical and affordable because it only came in black, needed some vitality.

What forced him to recognize that the Model T was becoming obsolete? The Pontiac (and Chevrolet, Oldsmobile, Buick, and Cadillac). Competing against Ford’s Model T, General Motors created a car for every pocketbook in different colors. Pontiac was second in line, as the consumer moved up the price ladder of G.M. cars.

Fast forward to 2010. 84 years old, the Pontiac has died. According to the NY Times, the cause was indifference. Pontiac will join its sibling, the Oldsmobile, which left us 6 years ago.

The Economic Lesson

Pontiac’s demise reminds us of Joseph Schumpeter. The word to associate with Schumpeter is entrepreneur. For Schumpeter, the entrepreneur is the innovator whom we find in small and large businesses. Increasingly, though, bureaucracy takes over and kills creativity. Perhaps, the Pontiac died because G.M. no longer sparked entrepreneurial passion.

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When you have extra income, what do you buy? In China, the more affluent consumer is buying dogs, Coach handbags, and cars.

Banned in Beijing in 1983, only recently, the dog has returned as a new “best friend.” A stress reliever, a response to “one child,” and a status symbol, dog ownership in Beijing totals 900,000 and is rising. Correspondingly, dog treats, dog care, and pet parks all have growing sales.

China’s middle class also is buying Coach handbags and cars. In its recent conference call, Coach said it is opening 4 new stores for a total of 49 in China. GM also identifies China as a source of sales growth.

The Economic Lesson

In the US, the consumer started to play a major role in the US economy during the 1920s. Buying cars, radios, and refrigerators for the first time, the consumer propelled economic growth.

With their potentially gargantuan numbers, might a growing Chinese middle class stimulate growth at home and in the US?

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A question: How are a little Sunshine and the U.S. taxpayer similar?

The answer: Both are helping General Motors grow.

The Wuling Sunshine is the most popular car in China. Manufactured by General Motors with 2 Chinese partners, it is a no frills minivan that sells for as low as $4,500. With AC a $366 extra, thinner bumpers, no airbags, a top speed of 80 mph, and lots of hard plastic and plastic liner, the Wuling Sunshine is what the rural Chinese small business person is willing and able to pay for. As the most popular car in China, it is a profitable low cost prototype that General Motors plans to replicate in India and beyond.

The Economic Lesson

While the global reach of U.S. multinational corporations extends around the world, so, too, do the activities of foreign multinationals. Called foreign direct investment (FDI), in China, General Motors has 10 joint ventures, 10 assembly plants (11 in U.S.), and 32,000 employees (77,000 in U.S.).

In 2005, the latest year for which we have detailed data, 5.5. million Americans were employed by foreign firms doing business in the U.S. Led by the UK (think BP), other firms with a major U.S. presence are Japan (autos, for example), Canada (banking and finance), the Dutch (oil), Germans (media), and the French.

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