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Tag Archives: Henry Ford

Robotic arm

I wonder if Henry Ford would have been surprised by this 15 minute BMW factory production video tour (below). Few people, lots of robots, the process begins with a colorless shell and ends with the BMW moving off the assembly line. Slow moving and yet mesmerizing, the video displays 21st century manufacturing, and the reality of robotics complemented by human oversight.

At the beginning of the 19th century, describing his plans for a “car for the multitudes, ” Henry Ford said, ”The way to make automobiles is to make one automobile like another automobile, to make them all alike,…just like one pin is like another pin when it comes from a pin factory…” But that meant precision tools had to be designed like a “multiple drilling machine that could drill simultaneously 45 holes in one cylinder block from 4 directions in 1 1/2 minutes.” The next step, implemented in 1913, was the moving assembly line that he based on the “overhead trolley that the Chicago packers use on dressing beef.”

Revolutionary.

Before the moving assembly line, “250 assemblers, with a stationary assembling location for each chassis, the assemblers being served by 80 component carriers, worked 9 hours per day for 26 days to turn out 6,182 chassis assemblies. Total labor hours 330 x 9 x 26= 77,220 hours, giving 12 hours and 28 minutes for labor time to each chassis, about as good as was ever done with stationary chassis assembling.”

After the moving assembly line, in 1914, that 12 hour 28 minute assembly time per chassis plunged to 1 hour 33 minutes!

Fast forward 99 years to a BMW auto factory in Germany:

Sources and Resources: My Henry Ford quotes are from a wonderful out-of-print book edited by Alfred D. Chandler, Giant Enterprise, pp. 34-43. The BMW video and links to others like it are here.

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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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Henry Ford's Model-T

Responding to very different incentives, in 1908 and in 2012 Ford designed a lighter car.

The first Model-T had a unique chassis. Made of a steel alloy that no other US car maker used, the Model-T was inexpensive, relatively powerful, sturdy and user friendly. At a Florida car race, Henry Ford had seen a French racing car that was made from a vanadium steel alloy. Copying the idea in his own steel mill, he developed a durable chassis that was stronger and lighter than any on the market.

Fast forward to 2012. Ford will again market a lighter car. By using aluminum in their F-150, they expect the pickup to lose 700 pounds. The goal? Use less gasoline and maybe even a smaller engine. The reason? New fuel economy standards from the federal government. The downside? The car is more expensive and trickier to produce.

A graphic from WSJ.com estimates the weight savings:

  • Hood and fenders: 32 lbs.
  • Control arms and steering knuckles: 92 lbs.
  • Cab/passenger compartment: 190 lbs.
  • Cargo box: 114 lbs.
  • Doors and tailgate: 118 lbs.

 

Responding to the market, Henry Ford designed an affordable car that weighed less. Reacting to regulation, Ford has made a lighter F-150 pickup.

Your opinion of each incentive and the response?

Perfect for a discussion of opportunity cost, this WSJ.com article presents a wonderfully detailed discussion of Ford’s switch to aluminum for its F-150 pickups and the above mentioned graphic. And you can go here for more about Henry Ford’s cost saving innovations.

The content of this post has been slightly edited.

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Henry Ford once said that: ”If I’d have asked my customers what they wanted, they would have told me ‘A faster horse.’ ”

Similarly, asked about spaghetti sauce during the 1980s, consumers primarily knew about Ragu’s plain, marinara and meat sauces. Because other tastes and textures were not mass marketed, preferences were limited.

But then, Prego hired Howard Moskowitz, a psychologist, to build its market share. Using 45 varieties of spaghetti sauce that were designed to vary in every imaginable way including thickness, sweetness, saltiness and smell, Moskowitz had focus groups consume 8 to 10 small bowls that they rated from 1 to 100. When the test groups selected chunky as their favorite, he knew he had a winner. Prego became the first to market an extra chunky sauce and their market share soared.

Moskowitz’s approach was ideal for an oligopoly. Defined as a market in which very few firms dominate, oligopolies use product differentiation to compete. For the Prego division of Campbell’s, a chunky sauce separated them from Ragu. And now, the rest is history if you look at the array of sauces sold by Prego and Ragu.

Listening to Malcolm Gladwell tell the spaghetti story in a TED talk and then reading it, I was also fascinated by his allusion to coffee. Most people say that they enjoy a rich, dark and hearty roast when asked the kind of coffee they like. Actually though, taste tests indicate sweet, watery milky coffee is what most of us prefer. I assume that is why Starbucks has recently added a “light” alternative to its dark and medium roasts.

 

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Henry Ford once said that consumers would have requested “a better horse” if he had asked them what to produce. Similarly, Steve Jobs told a reporter, “It’s not the consumers’ job to know what they want.”

The result?

For Henry Ford it was the Model T, the moving assembly line, and a plethora of products and processes that upset the status quo.

For Steve Jobs, the computer industry, the music industry, mobile phones, all were revolutionized by Apple. Steve Jobs’ name is on 313 patents ranging from the iPod to Apple’s glass staircase. As Andy Kessler says in WSJ, he did it “by figuring out what he wanted and controlling the process until he got it.” He knew how to “give customers what they want before they knew they wanted it.”

According to a 2008 Wired article, Steve Jobs’ leadership style has been characterized by autocracy and charisma. He is hard to please, inspirational and usually right. Talking about the iPod, during 2004, he said, “We want it to make toast. We’re toying with refrigeration too.” Actually, and secretly, Apple was developing video.

The Steve Jobs story is about a lot more than Apple. It is about an American entrepreneur. Very different from other visionaries, he is also similar. They destroyed the past as they moved us onward. They took advantage of an economic system that rewarded their talents.

Here is a past post about Apple’s patents.

The Economic Lesson

In Capitalism, Socialism, and Democracy (1942), Joseph Schumpeter (1883-1950) described what propelled capitalism and what would destroy it. Explaining the march of new ideas as creative destruction, Schumpeter said that entrepreneurs fueled capitalism’s ability to grow.

(In this Teaching Company/History of Economic Thought course from Dr. Timothy Taylor, Lecture 8 on Schumpeter is excellent.)

An Economic Question: Thinking specifically of Apple and iTunes, how was the music industry transformed?

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