Automobile Industry Quotes

Well first of all, tell me: Is there some society you know that doesn’t run on greed? You think Russia doesn’t run on greed? You think China doesn’t run on greed? What is greed? Of course, none of us are greedy, it’s only the other fellow who’s greedy. The world runs on individuals pursuing their separate interests. The great achievements of civilization have not come from government bureaus. Einstein didn’t construct his theory under order from a bureaucrat. Henry Ford didn’t revolutionize the automobile industry that way. In the only cases in which the masses have escaped from the kind of grinding poverty you’re talking about, the only cases in recorded history, are where they have had capitalism and largely free trade. If you want to know where the masses are worse off, worst off, it’s exactly in the kinds of societies that depart from that. So that the record of history is absolutely crystal clear, that there is no alternative way so far discovered of improving the lot of the ordinary people that can hold a candle to the productive activities that are unleashed by the free-enterprise system.

The beef industry has contributed to more American deaths than all the wars of this century, all natural disasters, and all automobile accidents combined. If beef is your idea of "real food for real people" you'd better live real close to a real good hospital.

The textile industry was the automobile industry of the Middle Ages,

It was Thomas Edison who brought us electricity, not the Sierra Club. It was the Wright brothers who got us off the ground, not the Federal Aviation Administration. It was Henry Ford who ended the isolation of millions of Americans by making the automobile affordable, not Ralph Nader. Those who have helped the poor the most have not been those who have gone around loudly expressing 'compassion' for the poor, but those who found ways to make industry more productive and distribution more efficient, so that the poor of today can afford things that the affluent of yesterday could only dream about.

Today is such a time, when the project of interpretation is largely reactionary, stifling. Like the fumes of the automobile and of heavy industry which befoul the urban atmosphere, the effusion of interpretations of art today poisons our sensibilities. In a culture whose already classical dilemma is the hypertrophy of the intellect at the expense of energy and sensual capability, interpretation is the revenge of the intellect upon art. Even more. It is the revenge of the intellect upon the world. To interpret is to impoverish, to deplete the world - in order to set up a shadow world of 'meanings.' It is to turn the world into this world. ('This world'! As if there were any other.) The world, our world, is depleted, impoverished enough. Away with all duplicates of it, until we again experience more immediately what we have.

You can all supply your own favorite, most nauseating examples of the commodification of love. Mine include the wedding industry, TV ads that feature cute young children or the giving of automobiles as Christmas presents, and the particularly grotesque equation of diamond jewelry with everlasting devotion. The message, in each case, is that if you love somebody you should buy stuff. A related phenomenon is the ongoing transformation, courtesy of Facebook, of the verb 'to like' from a state of mind to an action that you perform with your computer mouse: from a feeling to an assertion of consumer choice. And liking, in general, is commercial culture's substitution for loving.

To all accusations of excessive development the administrators can reply, as they will if pressed hard enough, that they are giving the public what it wants, that their primary duty is to serve the public not preserve the wilds. "Parks are for people" is the public relations slogan, which decoded means that the parks are for people-in-automobiles. Behind the slogan is the assumption that the majority of Americans, exactly like the managers of the tourist industry, expect and demand to see their national parks from the comfort, security and convenience of their automobiles. Is this assumption correct? Perhaps. Does that justify the continued and increasing erosion of the parks? It does not.

Today is such a time, when the project of interpretation is largely reactionary, stifling. Like the fumes of the automobile and of heavy industry which befoul the urban atmosphere, the effusion of interpretations of art today poisons our sensibilities. In a culture whose already classical dilemma is the hypertrophy of the intellect at the expense of energy and sensual capability, interpretation is the revenge of the intellect upon art.

The Los Angeles Air Pollution Control Board is established in 1946 in an effort to discover the cause of the brown cloud hanging over the city and decide how to combat and disperse it. In 1949, after intense lobbying from both the automobile and oil industries, and against the recommendations and position of the Los Angeles Air Pollution Control Board, the public rail system, which at one time was the largest in the world, and still serves a majority of the city's population, is decommissioned and torn out. It is replaced by a small fleet of buses.

Highway Congestion We all complain about highway congestion. That is interesting for a different reason. The private automobile industry is able to produce all the automobiles anybody wants to drive, but the government is apparently not able to produce a comparably adequate highway system, a clear contrast.

Le persone si riconoscono nelle loro merci; trovano la loro anima nella loro automobile, nel giradischi ad alta fedeltà, nella casa a due piani, nell'attrezzatura della cucina. Lo stesso meccanismo che lega l'individuo alla sua società è mutato, e il controllo sociale è radicato nei nuovi bisogni che esso ha prodotto.

in the beginning there was hardly any one who sensed that the automobile could be a large factor in industry. The

In his 2007 book Farewell to Alms, the Scottish-American economist Gregory Clark points out that we can learn a thing or two about our future job prospects by comparing notes with our equine friends. Imagine two horses looking at an early automobile in the year 1900 and pondering their future. “I’m worried about technological unemployment.” “Neigh, neigh, don’t be a Luddite: our ancestors said the same thing when steam engines took our industry jobs and trains took our jobs pulling stage coaches. But we have more jobs than ever today, and they’re better too: I’d much rather pull a light carriage through town than spend all day walking in circles to power a stupid mine-shaft pump.” “But what if this internal combustion engine thing really takes off?” “I’m sure there’ll be new new jobs for horses that we haven’t yet imagined. That’s what’s always happened before, like with the invention of the wheel and the plow.

We require only a grenade launcher, six pounds of industrial-strength licorice, two spells of Class VIII complexity, a shipping container, a side of bacon, an automobile, several homing snails, a ladder, and two people to act as bait.

plenty of time to gossip, tell stories, play with the children and just hang out. Of course the tigers sometimes caught them, or a snake bit them, but on the other hand they didn’t have to deal with automobile accidents and industrial pollution.

We abolished every order blank and every form of statistics that did not directly aid in the production of a car. We had been collecting tons of statistics because they were interesting. But statistics will not construct automobiles—so out they went.

Work is hazardous to your health, to borrow a book title. In fact, work is mass murder or genocide. Directly or indirectly, work will kill most of the people who read these words... Even if you aren't killed or crippled while actually working, you very well might be while going to work, coming from work, looking for work, or trying to forget about work. The vast majority of victims of the automobile are either doing one of these work-obligatory activities or else fall afoul of those who do them. To this augmented body-count must be added the victims of auto-industrial pollution and work-induced alcoholism and drug addiction. Both cancer and heart disease are modern afflictions normally traceable, directly, or indirectly, to work. Work, then, institutionalizes homicide as a way of life... We kill people in the six-figure range (at least) in order to sell Big Macs and Cadillacs to the survivors. Our forty or fifty thousand annual highway fatalities are victims, not martyrs. They died for nothing -- or rather, they died for work.

Released at the height of the “Web 2.0” era, Klavika has become a prototypical sans serif of the information age. This is reinforced by the fact that it is the basis for the Facebook logo, but it’s been widely used in many other markets as well, including the automobile, sports, and publication industries. The foundation of the typeface is the pill shape.

THERE ARE AS MANY stories as there are jokes about consultants. One of my favourites is about a shepherd who encounters one while grazing his flock in the countryside. A man appears from nowhere, screeches to a halt, steps out of a fancy automobile and offers to tell the shepherd the exact number of animals he has in his flock if the latter agrees to give him a sheep. The shepherd says, ‘All right.’ The man takes out his smartphone, jabs at a couple of keys, downloads a few industry reports, activates an applet, and within a few minutes tells the shepherd he has 1,628 grazing animals. The shepherd is dumbfounded. The man then points to the animals and asks, ‘Now can I pick up one of the sheep?’ The shepherd nods. The man picks out an animal, puts it in the car and is ready to zoom off when the shepherd says, ‘Hey, wait a minute. If I tell you your profession, will you give my animal back?’ ‘Okay,’ says the man with a smirk. ‘You are a consultant,’ the shepherd announces. This time, it is the consultant’s jaw that drops. ‘How on earth could you tell?’ he asks in complete astonishment. The shepherd says, ‘Well, first you stopped by without an invitation. Second, you know nothing about the subject on which you offered expert advice. And third, the animal in your car isn’t a sheep. It’s my dog.

It never ceases to amaze me how many Christians, in the North and the South, continue to refer to the former as the “developed” and the latter as the “developing” world. When we in the South use this term to describe ourselves, we are evaluating ourselves by a set of cultural values that are alien to our own cultures, let alone to a Christian world-view! All our normative images and yardsticks of “development” are ideologically loaded. Who dictates that mushrooming TV satellite dishes and skyscrapers are signs of “development”? Who, apart from the automobile industry and the advertising agencies, seriously believes that a country with six-lane highways and multi-story car-parks is more “developed” than one whose chief mode of transport is railways? Does the fact that there are more telephones in Manhattan, New York, than in the whole of sub-Saharan Africa, mean that human communication is more developed in the former than the latter?

December 8, 1986 Hello John: Thanks for the good letter. I don’t think it hurts, sometimes, to remember where you came from. You know the places where I came from. Even the people who try to write about that or make films about it, they don’t get it right. They call it “9 to 5.” It’s never 9 to 5, there’s no free lunch break at those places, in fact, at many of them in order to keep your job you don’t take lunch. Then there’s OVERTIME and the books never seem to get the overtime right and if you complain about that, there’s another sucker to take your place. You know my old saying, “Slavery was never abolished, it was only extended to include all the colors.” And what hurts is the steadily diminishing humanity of those fighting to hold jobs they don’t want but fear the alternative worse. People simply empty out. They are bodies with fearful and obedient minds. The color leaves the eye. The voice becomes ugly. And the body. The hair. The fingernails. The shoes. Everything does. As a young man I could not believe that people could give their lives over to those conditions. As an old man, I still can’t believe it. What do they do it for? Sex? TV? An automobile on monthly payments? Or children? Children who are just going to do the same things that they did? Early on, when I was quite young and going from job to job I was foolish enough to sometimes speak to my fellow workers: “Hey, the boss can come in here at any moment and lay all of us off, just like that, don’t you realize that?” They would just look at me. I was posing something that they didn’t want to enter their minds. Now in industry, there are vast layoffs (steel mills dead, technical changes in other factors of the work place). They are layed off by the hundreds of thousands and their faces are stunned: “I put in 35 years…” “It ain’t right…” “I don’t know what to do…” They never pay the slaves enough so they can get free, just enough so they can stay alive and come back to work. I could see all this. Why couldn’t they? I figured the park bench was just as good or being a barfly was just as good. Why not get there first before they put me there? Why wait? I just wrote in disgust against it all, it was a relief to get the shit out of my system. And now that I’m here, a so-called professional writer, after giving the first 50 years away, I’ve found out that there are other disgusts beyond the system. I remember once, working as a packer in this lighting fixture company, one of the packers suddenly said: “I’ll never be free!” One of the bosses was walking by (his name was Morrie) and he let out this delicious cackle of a laugh, enjoying the fact that this fellow was trapped for life. So, the luck I finally had in getting out of those places, no matter how long it took, has given me a kind of joy, the jolly joy of the miracle. I now write from an old mind and an old body, long beyond the time when most men would ever think of continuing such a thing, but since I started so late I owe it to myself to continue, and when the words begin to falter and I must be helped up stairways and I can no longer tell a bluebird from a paperclip, I still feel that something in me is going to remember (no matter how far I’m gone) how I’ve come through the murder and the mess and the moil, to at least a generous way to die. To not to have entirely wasted one’s life seems to be a worthy accomplishment, if only for myself. Your boy, Hank

Progressives want to take over all the major industries, from education to health care to energy to automobiles to investment banking to real estate. From Wall Street to Silicon Valley, they want, as my fellow inmates like to say, “the whole enchilada.” This is not to say that progressives intend to seize all that wealth, but they do want to control it. Progressives generally can’t create wealth, so they seek to take it over once it has been created by someone else. They do this through the various agencies of government, such as the IRS, the FBI, the EPA, the FCC, the FDA, the BLM, and HHS. Certainly progressive leaders intend to become fantastically rich while pretending to serve the public good—look at the way the Obamas and the Clintons live—but their ultimate goal isn’t just money: it is also power. Progressives like Obama and Hillary want to wrest control of the levers of society so that they can run things for their own benefit, and do what they want without restraint, above the law.

Because Japan had no defense industry, he knew, and not even an airplane industry, the best engineers of a generation were being funneled into other, seemingly more prosaic sectors, like automobiles, for example, and steel. These industries, which in America were having increasing difficulty competing for top engineers, were getting the absolute cream in Japan. This advantage in talent was already making a considerable difference, Hayashi believed, as Japan’s heavy industries began to compete in the world’s markets.

Forbes lists several top-performing small businesses that have had great endurance for the past ten years. Some of the industries represented include wallboard manufacturing, building material manufacturing, electronics stores, prefab housing, and automobile parts. No, these industries don’t sound very exciting. But typically it’s these mundane categories of businesses that produce wealth for their owners. Often dull-normal industries don’t attract a great deal of competition, and demand for their offerings is not usually subject to rapid downturns. We

I quit my job on August 15, 1899, and went into the automobile business... The most surprising feature of business as it was conducted was the large attention given to finance and the small attention to service. That seemed to me to be reversing the natural process which is that the money should come as the result of work and not before the work... My idea was then and still is that if a man did his work well, the price he would get for that work—the profits and all financial matters—would care for themselves and that a business ought to start small and build itself up and out of its earnings.

There are other interesting practices. Have you ever heard the term “wardrobing”? Wardrobing is buying an item of clothing, wearing it for a while, and then returning it in such a state that the store has to accept it but can no longer resell it. By engaging in wardrobing, consumers are not directly stealing money from the company; instead, it is a dance of buying and returning, with many unclear transactions involved. But there is at least one clear consequence—the clothing industry estimates that its annual losses from wardrobing are about $ 16 billion (about the same amount as the estimated annual loss from home burglaries and automobile theft combined).

As I rode back to Detroit, a vision of Henry Ford's industrial empire kept passing before my eyes. In my ears, I heard the wonderful symphony which came from his factories where metals were shaped into tools for men's service. It was a new music, waiting for the composer with genius enough to give it communicable form. I thought of the millions of different men by whose combined labor and thought automobiles were produced, from the miners who dug the iron ore out of the earth to the railroad men and teamsters who brought the finished machines to the consumer, so that man, space, and time might be conquered, and ever-expanding victories be won against death.

It is of more than historical interest to reflect that Henry Ford modeled his assembly line car production after visiting a Chicago slaughterhouse in the early 1900s. He watched the suspended animals, legs shackled and heads downward, on a moving conveyor as they traveled from worker to worker, each of whom performed a step in the slaughtering process. Ford immediately saw that it was a perfect model for the automobile industry, creating an assembly method of building cars. More than efficient, the slaughtering assembly line offered workers a newly found detachment in the whole messy business of killing animals. Animals were reduced to factory products and the emotionally deadened workers could see themselves as line workers rather than animal killers. Later, the Nazis used the same slaughterhouse model for their mass murders in the concentration camps. The factory-style assembly line became a way for Nazi soldiers to detach from the killing--seeing the victims as "animals," and themselves as workers. Henry Ford, a rampant anti-Semite, not only developed the assembly line method later used in the Holocaust, he openly admired the Nazis' efficiency. Hitler returned the admiration. The German leader considered "Heinrich Ford" a comrade-in-arms and kept a life-sized portrait of the automobile mogul in his office at the Nazi Party headquarters.

The American share of the crisis began with grossly improper mortgages provided to wholly unqualified borrowers, all directly caused and encouraged by government distortion of and interference in the market. The government’s market deformation and market intervention was in turn the result of two factors: political favouritism and Leftist ideology, on the one hand; and upon the other, corruption: the blatant cooption of such Friends of Angelo as Mr Dodd and of such bien-pensant Lefties as Mr Frank. The stability and efficiency of any market is directly proportional to the amount and trustworthiness of market information. The Yank Congress, for blatantly partisan and ideological reasons, gave out false information to the market, pushing lenders into making bad loans and giving out, with the appropriate winks and nudges, that Fannie (will Americans ever realise how that sounds) and Freddie, imperfectly quangoised, were ‘really just as good as the Treasury’ and were in any case ‘too big to [be let] fail’: which, as it happens, was untrue. Similarly, this moronic mantra of ‘too big to fail’ was chanted desperately and loudly to drown out the warning sounds of various financial institutions on the brink and of the automobile industry. Incomprehensible sums of public money were thrown at these corporations so that they could avoid bankruptcy, and have succeeded only in privatising profit whilst socialising risk.

If buyers either are partially integrated or pose a credible threat of backward integration, they are in a position to demand bargaining concessions.9 The major automobile producers, General Motors and Ford, are well known for using the threat of self-manufacture as a bargaining lever. They engage in the practice of tapered integration, that is, producing some of their needs for a given component in-house and purchasing the rest from outside suppliers. Not only is their threat of further integration particularly credible, but also partial manufacture in-house gives them a detailed knowledge of costs which is a great aid in negotiation. Buyer power can be partially neutralized when firms in the industry offer a threat of forward integration into the buyers’ industry.

a young Goldman Sachs banker named Joseph Park was sitting in his apartment, frustrated at the effort required to get access to entertainment. Why should he trek all the way to Blockbuster to rent a movie? He should just be able to open a website, pick out a movie, and have it delivered to his door. Despite raising around $250 million, Kozmo, the company Park founded, went bankrupt in 2001. His biggest mistake was making a brash promise for one-hour delivery of virtually anything, and investing in building national operations to support growth that never happened. One study of over three thousand startups indicates that roughly three out of every four fail because of premature scaling—making investments that the market isn’t yet ready to support. Had Park proceeded more slowly, he might have noticed that with the current technology available, one-hour delivery was an impractical and low-margin business. There was, however, a tremendous demand for online movie rentals. Netflix was just then getting off the ground, and Kozmo might have been able to compete in the area of mail-order rentals and then online movie streaming. Later, he might have been able to capitalize on technological changes that made it possible for Instacart to build a logistics operation that made one-hour grocery delivery scalable and profitable. Since the market is more defined when settlers enter, they can focus on providing superior quality instead of deliberating about what to offer in the first place. “Wouldn’t you rather be second or third and see how the guy in first did, and then . . . improve it?” Malcolm Gladwell asked in an interview. “When ideas get really complicated, and when the world gets complicated, it’s foolish to think the person who’s first can work it all out,” Gladwell remarked. “Most good things, it takes a long time to figure them out.”* Second, there’s reason to believe that the kinds of people who choose to be late movers may be better suited to succeed. Risk seekers are drawn to being first, and they’re prone to making impulsive decisions. Meanwhile, more risk-averse entrepreneurs watch from the sidelines, waiting for the right opportunity and balancing their risk portfolios before entering. In a study of software startups, strategy researchers Elizabeth Pontikes and William Barnett find that when entrepreneurs rush to follow the crowd into hyped markets, their startups are less likely to survive and grow. When entrepreneurs wait for the market to cool down, they have higher odds of success: “Nonconformists . . . that buck the trend are most likely to stay in the market, receive funding, and ultimately go public.” Third, along with being less recklessly ambitious, settlers can improve upon competitors’ technology to make products better. When you’re the first to market, you have to make all the mistakes yourself. Meanwhile, settlers can watch and learn from your errors. “Moving first is a tactic, not a goal,” Peter Thiel writes in Zero to One; “being the first mover doesn’t do you any good if someone else comes along and unseats you.” Fourth, whereas pioneers tend to get stuck in their early offerings, settlers can observe market changes and shifting consumer tastes and adjust accordingly. In a study of the U.S. automobile industry over nearly a century, pioneers had lower survival rates because they struggled to establish legitimacy, developed routines that didn’t fit the market, and became obsolete as consumer needs clarified. Settlers also have the luxury of waiting for the market to be ready. When Warby Parker launched, e-commerce companies had been thriving for more than a decade, though other companies had tried selling glasses online with little success. “There’s no way it would have worked before,” Neil Blumenthal tells me. “We had to wait for Amazon, Zappos, and Blue Nile to get people comfortable buying products they typically wouldn’t order online.

Rivera’s admiration for Stalin was equaled only by his admiration for Henry Ford. By the 1920s and ‘30s, nearly every industrial country in Europe and Latin America, as well as the Soviet Union, had adopted Ford’s engineering and manufacturing methods: his highly efficient assembly line to increase production and reduce the cost of automobiles, so that the working class could at least afford to own a car; his total control over all the manufacturing and production processes by concentrating them all in one place, from the gathering of raw materials to orchestrating the final assembly; and his integration, training, and absolute control of the workforce. Kahn, the architect of Ford’s factories, subsequently constructed hundreds of factories on the model of the Rouge complex in Dearborn, Michigan, which was the epicenter of Ford’s industrial acumen as well as a world-wide symbol of future technology. Such achievements led Rivera to regard Detroit’s industry as the means of transforming the proletariat to take the reins of economic production.

Just prior to that, Henry Ford had instigated operations that used the principles of Frederick Winslow Taylor to promote efficiency in his automobile factories—as did Lenin to advance his super-population in 1920. As extraordinary as it might sound, the name Henry Ford became well known throughout Russian villages in the 1920s—better known, in fact, than the names of many party leaders. Lenin had imported Ford Motor Company tractors in large numbers after the revolution. Peasants affectionately called these tractors “Fordzonishkas” (they also were said to have named their children after Ford in the early years of the Soviet era!), and the terms fordizatsiya and teilorizatsiya (Fordization, Taylorization) were used in Soviet universities in the 1920s. 13 And it was exactly this effect, the mechanizing of Russia, thanks to American industrial thought, that Zamyatin so fiercely satirized in his novel. Indeed, in 1922, Max Eastman, defender of the revolution in Russia, said, “I feel sometimes as though the whole modern world of capitalism and Communism and all were rushing toward some enormous efficient machine-made doom of the true values of life.”14

Broaching is a precise machining process in metalworking domain which uses a toothed tool called broach to cut materials into a predetermined shape. Broaching works best for odd shapes where precision machining is needed and hence finds wide application in a number of industry in India and worldwide. Broach resembles a saw to certain extent but unlike a saw, its teeth become larger in size across its length. A broach gives shapes by roughing or removing the material, semi finishing and then by imparting the ultimate finishing. Round or odd shapes, for both internal and external surfaces, can be conveniently formed by broaching. This multi edge tool can shape any metal or metallic alloy but works best on softer materials like plastic, wood, bronze, aluminum, etc. Resharpening of the tool The broach that imparts shape to many work pieces can work properly only when the size and shape of its teeth are perfect. With time and usage, the teeth tend to lose its sharpness and become blunt. Using a dull broach may lead to permanent damage of its teeth. To enhance the broach life and minimize the tooling expense, it needs to be re-sharpened on time. When to opt for resharpening When broaching produce roughly shaped work pieces, it is definitely time for re-sharpening. However, with a little bit of watchfulness, one can even get it sharpened before it delivers poor finish or tearing. Some of the other conditions when this toothed tool will require re-sharpening are: • Excessive hydraulic press pressure required to run the broach • Nicks and scratches on the teeth making it dull • Broach starts drifting • Cutting edges show signs of wear • Chattering occurs while broaching Re-sharpening requires high precision. Removing excessive material from the teeth will adversely affect its longevity. Only proper sharpening will ensure time efficiency and high quality output. Teeth welding, grinding of gullets and teeth crest, reshaping teeth to proper taper are some of the methods used in re-sharpening. Broaching, once used for machining only internal keyways, is now used for machining a plethora of shapes and surfaces for high quantity of work pieces. Broaching requires less tools than most of the other machining process and saves considerable amount of output time and hence favoured for high volume production irrespective of its high cost. In India, broaching finds wide application in the automobile industry. Therefore, a large number of players are foraying into the broach manufacturing industry on a regular basis.

We had little money but didn’t think of ourselves as poor. Our vision, if I can call it that, was not materialistic. If we had a concept about ourselves, it was egalitarian, although we would not have known what that word meant. We spoke French entirely. There was a bond between Cajuns and people of color. Cajuns didn’t travel, because they believed they lived in the best place on earth. But somehow the worst in us, or outside of us, asserted itself and prevailed and replaced everything that was good in our lives. We traded away our language, our customs, our stands of cypress, our sugarcane acreage, our identity, and our pride. Outsiders ridiculed us and thought us stupid; teachers forbade our children to speak French on the school grounds. Our barrier islands were dredged to extinction. Our coastline was cut with eight thousand miles of industrial channels, destroying the root systems of the sawgrass and the swamps. The bottom of the state continues to wash away in the flume of the Mississippi at a rate of sixteen square miles a year. Much of this we did to ourselves in the same way that a drunk like me will destroy a gift, one that is irreplaceable and extended by a divine hand. Our roadsides are littered with trash, our rain ditches layered with it, our waterways dumping grounds for automobile tires and couches and building material. While we trivialize the implications of our drive-through daiquiri windows and the seediness of our politicians and recite our self-congratulatory mantra, laissez les bons temps rouler, the southern rim of the state hovers on the edge of oblivion, a diminishing, heartbreaking strip of green lace that eventually will be available only in photographs.

It's not that we're dumb. On the contrary, many millions of people have exerted great intelligence and creativity in building the modern world. It's more that we're being swept into unknown and dangerous waters by accelerating economic growth. On just one single day of the days I have spent writing this book, as much world trade was carried out as in the whole of 1949; as much scientific research was published as in the whole of 1960; as many telephone calls were made as in all of 1983; as many e-mails were sent as in 1990.11 Our natural, human, and industrial systems, which evolve slowly, are struggling to adapt. Laws and institutions that we might expect to regulate these flows have not been able to keep up. A good example is what is inaccurately described as mindless sprawl in our physical environment. We deplore the relentless spread of low-density suburbs over millions of acres of formerly virgin land. We worry about its environmental impact, about the obesity in people that it fosters, and about the other social problems that come in its wake. But nobody seems to have designed urban sprawl, it just happens-or so it appears. On closer inspection, however, urban sprawl is not mindless at all. There is nothing inevitable about its development. Sprawl is the result of zoning laws designed by legislators, low-density buildings designed by developers, marketing strategies designed by ad agencies, tax breaks designed by economists, credit lines designed by banks, geomatics designed by retailers, data-mining software designed by hamburger chains, and automobiles designed by car designers. The interactions between all these systems and human behavior are complicated and hard to understand-but the policies themselves are not the result of chance. "Out of control" is an ideology, not a fact.

Business leadership is based on two elements: vision and technical competence. Top people in a given industry always embody at least one of those two elements. Sometimes, but rarely, they embody both of them. Simply put, vision is the ability to see what other people don’t. It’s a Ford executive named Lee Iacocca realizing that a market existed for an automobile that was both a racing car and a street vehicle—and coming up with the Mustang. It’s Steven Jobs realizing that computers needed to be sold in a single box, like a television sets, instead of piece by piece. About one hundred years ago, Walter Chrysler was a plant manager for a locomotive company. Then he decided to go into the car business, which was a hot new industry at the time. The trouble was, Walter Chrysler didn’t know a lot about cars, except that they were beginning to outnumber horses on the public roadways. To remedy this problem, Chrysler bought one of the Model T Fords that were becoming so popular. To learn how it worked, he took it apart and put it back together. Then, just to be sure he understood everything, he repeated this. Then, to be absolutely certain he knew what made a car work, he took it apart and put it together forty-eight more times, for a grand total of fifty. By the time he was finished, Chrysler not only had a vision of thousands of cars on American highways, he also had the mechanical details of those cars engraved in his consciousness. Perhaps you’ve seen the play called The Music Man. It’s about a fast-talking man who arrives in a small town with the intention of hugely upgrading a marching band. However, he can’t play any instruments, doesn’t know how to lead a band, and doesn’t really have any musical skills whatsoever. The Music Man is a comedy, but it’s not totally unrealistic. Some managers in the computer industry don’t know how to format a document. Some automobile executives could not change a tire. There was once even a vice president who couldn’t spell potato. It’s not a good idea to lack the fundamental technical skills of your industry, and it’s really not a good idea to get caught lacking them. So let’s see what you can do to avoid those problems.

Most obviously, they agreed, an autocatalytic set was a web of transformations among molecules in precisely the same way that an economy is a web of transformations among goods and services. In a very real sense, in fact, an autocatalytic set was an economy-a submicroscopic economy that extracted raw materials (the primordial "food" molecules) and converted them into useful products (more molecules in the set). Moreover an autocatalytic set can bootstrap its own evolution in precisely the same way that an economy can, by growing more and more complex over time. This was a point that fascinated Kauffman. If innovations result from new combinations of old technologies, then the number of possible innovations would go up very rapidly as more and more technologies became available. In fact, he argued, once you get beyond a certain threshold of complexity you can expect a kind of phase transition analogous to the ones he had found in his autocatalytic sets. Below that level of complexity you would find countries dependent upon just a few major industries, and their economies would tend to be fragile and stagnant. In that case, it wouldn't matter how much investment got poured into the country. "If all you do is produce bananas, nothing will happen except that you produce more bananas." But if a country ever managed to diversify and increase its complexity above the critical point, then you would expect it to undergo an explosive increase in growth and innovation-what some economists have called an "economic takeoff." The existence of that phase transition would also help explain why trade is so important to prosperity, Kauffman told Arthur. Suppose you have two different countries, each one of which is subcritical by itself. Their economies are going nowhere. But now suppose they start trading, so that their economies become interlinked into one large economy with a higher complexity. "I expect that trade between such systems will allow the joint system to become supercritical and explode outward." Finally, an autocatalytic set can undergo exactly the same kinds of evolutionary booms and crashes that an economy does. Injecting one new kind of molecule into the soup could often transform the set utterly, in much the same way that the economy transformed when the horse was replaced by the automobile. This was part of autocatalysis that really captivated Arthur. It had the same qualities that had so fascinated him when he first read about molecular biology: upheaval and change and enormous consequences flowing from trivial-seeming events-and yet with deep law hidden beneath.

The first thing to note about Korean industrial structure is the sheer concentration of Korean industry. Like other Asian economies, there are two levels of organization: individual firms and larger network organizations that unite disparate corporate entities. The Korean network organization is known as the chaebol, represented by the same two Chinese characters as the Japanese zaibatsu and patterned deliberately on the Japanese model. The size of individual Korean companies is not large by international standards. As of the mid-1980s, the Hyundai Motor Company, Korea’s largest automobile manufacturer, was only a thirtieth the size of General Motors, and the Samsung Electric Company was only a tenth the size of Japan’s Hitachi.1 However, these statistics understate their true economic clout because these businesses are linked to one another in very large network organizations. Virtually the whole of the large-business sector in Korea is part of a chaebol network: in 1988, forty-three chaebol (defined as conglomerates with assets in excess of 400 billion won, or US$500 million) brought together some 672 companies.2 If we measure industrial concentration by chaebol rather than individual firm, the figures are staggering: in 1984, the three largest chaebol alone (Samsung, Hyundai, and Lucky-Goldstar) produced 36 percent of Korea’s gross domestic product.3 Korean industry is more concentrated than that of Japan, particularly in the manufacturing sector; the three-firm concentration ratio for Korea in 1980 was 62.0 percent of all manufactured goods, compared to 56.3 percent for Japan.4 The degree of concentration of Korean industry grew throughout the postwar period, moreover, as the rate of chaebol growth substantially exceeded the rate of growth for the economy as a whole. For example, the twenty largest chaebol produced 21.8 percent of Korean gross domestic product in 1973, 28.9 percent in 1975, and 33.2 percent in 1978.5 The Japanese influence on Korean business organization has been enormous. Korea was an almost wholly agricultural society at the beginning of Japan’s colonial occupation in 1910, and the latter was responsible for creating much of the country’s early industrial infrastructure.6 Nearly 700,000 Japanese lived in Korea in 1940, and a similarly large number of Koreans lived in Japan as forced laborers. Some of the early Korean businesses got their start as colonial enterprises in the period of Japanese occupation.7 A good part of the two countries’ émigré populations were repatriated after the war, leading to a considerable exchange of knowledge and experience of business practices. The highly state-centered development strategies of President Park Chung Hee and others like him were formed as a result of his observation of Japanese industrial policy in Korea in the prewar period.

In opting for large scale, Korean state planners got much of what they bargained for. Korean companies today compete globally with the Americans and Japanese in highly capital-intensive sectors like semiconductors, aerospace, consumer electronics, and automobiles, where they are far ahead of most Taiwanese or Hong Kong companies. Unlike Southeast Asia, the Koreans have moved into these sectors not primarily through joint ventures where the foreign partner has provided a turnkey assembly plant but through their own indigenous organizations. So successful have the Koreans been that many Japanese companies feel relentlessly dogged by Korean competitors in areas like semiconductors and steel. The chief advantage that large-scale chaebol organizations would appear to provide is the ability of the group to enter new industries and to ramp up to efficient production quickly through the exploitation of economies of scope.70 Does this mean, then, that cultural factors like social capital and spontaneous sociability are not, in the end, all that important, since a state can intervene to fill the gap left by culture? The answer is no, for several reasons. In the first place, not every state is culturally competent to run as effective an industrial policy as Korea is. The massive subsidies and benefits handed out to Korean corporations over the years could instead have led to enormous abuse, corruption, and misallocation of investment funds. Had President Park and his economic bureaucrats been subject to political pressures to do what was expedient rather than what they believed was economically beneficial, if they had not been as export oriented, or if they had simply been more consumption oriented and corrupt, Korea today would probably look much more like the Philippines. The Korean economic and political scene was in fact closer to that of the Philippines under Syngman Rhee in the 1950s. Park Chung Hee, for all his faults, led a disciplined and spartan personal lifestyle and had a clear vision of where he wanted the country to go economically. He played favorites and tolerated a considerable degree of corruption, but all within reasonable bounds by the standards of other developing countries. He did not waste money personally and kept the business elite from putting their resources into Swiss villas and long vacations on the Riviera.71 Park was a dictator who established a nasty authoritarian political system, but as an economic leader he did much better. The same power over the economy in different hands could have led to disaster. There are other economic drawbacks to state promotion of large-scale industry. The most common critique made by market-oriented economists is that because the investment was government rather than market driven, South Korea has acquired a series of white elephant industries such as shipbuilding, petrochemicals, and heavy manufacturing. In an age that rewards downsizing and nimbleness, the Koreans have created a series of centralized and inflexible corporations that will gradually lose their low-wage competitive edge. Some cite Taiwan’s somewhat higher overall rate of economic growth in the postwar period as evidence of the superior efficiency of a smaller, more competitive industrial structure.

It was not just on the farms that the pressures of four years of failure were building. Thirteen million workers were unemployed in 1933. Industrial production that year was half of its 1929 total, according to the Federal Reserve. Gross national product also had been cut in half, Detroit produced one third the number of automobiles, and stocks had lost three quarters of their value.

Wood was the main source of energy in the world until the eighteen-fifties, and it still could be. Roughly a tenth of the annual growth of all the trees on earth could yield alcohol enough to run everything that now uses coal and petroleum—every airplane, every industry, every automobile.

The Environmental Protection Agency estimates that about 97 percent of postconsumer textile waste is recyclable. Yet only 20 percent gets recycled because the consumer simply does not know it can be. When I was a child, I remember watching a wooden mill turn old bed linens into beautiful paper sheets at the Fontaine-de-Vaucluse, but I had forgotten about the class field trip until today. Throughout the world, a small portion of worn-out textiles is currently being converted into rags for the construction, painting, and automobile industries; another percentage is shredded into flocking fibers for insulating, padding, upholstering, or soundproofing purposes. But the recyclers wish they could put their hands on all textile discards, including the extras that we simply throw away or hoard for the what-if. Resale giant Goodwill, along with mobile recycling bins, accept both natural and man-made fibers of any brand for recycling. Those items that have holes, rips, and stains beyond repair can be boxed, labeled “rags,” and donated to participating locations, where they are then dispatched to textile recyclers.

President Truman called the development of the atom bomb, “the greatest achievement of organized science in history.”248 The Manhattan Project scientists, engineers and private contractors had done what few believed possible: they had built three new towns—Oak Ridge, Hanford and Los Alamos—and a behemoth industrial plant as large as that of all of America’s automobile manufacturers put together.249 They had transformed Fermi’s historic nuclear chain reaction, a reaction yielding only enough energy to light a flashlight bulb, into the most powerful weapon mankind had ever known. And they had done it in just over a thousand days.

Your body fat levels can increase through means that are beyond your control. Pollution is a major culprit here because it’s been shown to contain obesogenic compounds that promote the accumulation of body fat. And these compounds are making their way into our air and rivers. Pesticides also increase body fat as they run off into lakes and rivers after being sprayed on the food we eat. And, you encounter a large number of chemical body-fat-promoting compounds, referred to by scientists as obesogens, through plastic bottles, Styrofoam, shampoo, paints, carpeting, food preservatives, artificial ingredients, plastic shower curtains, antibacterial soap and Teflon cookware. Artificial obesogens are found in the special paper used for ATM and cash register receipts and even in the chemicals found in a new automobile that give it that “new car smell.

As long as Toyota is continually identifying “anomalies” in the manufacturing process, every single defect is seen as an opportunity to make the process better. There are, in effect, a set of rules that ensure that this happens. For example, an employee must never add value to a part until it is ready to be used in the next step of adding value. It must be done in the same way, every time. That way managers know, definitely, that the value-adding step worked with the next step in the process. That creates an environment of repeated scientific experimentation. Each time it’s done the same way constitutes a test of whether doing it that way, to those specifications, will result in perfection every time. For Toyota, the theory was embodied in the set of processes they developed to lead to defect-free manufacturing. Each activity can be seen as an individual if-then statement: “If we do this, then that will be the result.” Through this theory of manufacturing, the quality movement was born. As a consequence, the Americans took what they’d learned from their Japanese competitors to heart and the US automobile industry today churns out very reliable cars. Innovation, in a very real sense, exists in a “pre–quality revolution” state. 1 Managers accept flaws, missteps, and failure as an inevitable part of the process of innovation. They have become so accustomed to putting Band-Aids on their uneven innovation success that too often they give no real thought to what’s causing it in the first place.

Almost since the beginning of recorded history, humans have seen themselves as separate from the natural world. We divide the planet into two categories: things influenced by human action and things that are untouched. The distinction is false. On a global scale we can see that the constant progress of industry has had a dramatic effect on the climate. The humanizing influence of our carbon footprint affects everything. The year that I’m writing this, 2016, is set to be the hottest ever recorded, expected to top the 10 record-breaking years before it. The scale of the problem indicates that humanity and the environment are intrinsically linked. But does that mean we’re making the world more human? Or does it mean that humanity has been part of nature all along? The tiny muscles around your arteries have one unambiguous answer to that question. Despite everything that we try to do to separate ourselves from the world around us, humans are still indisputably part of nature. As byproducts of evolution, the skyscrapers, plastics, and automobiles we manufacture are no less “natural” than a termite mound, a honeycomb, or a beaver dam. Yes, the actions that humans make may be significantly more destructive or ambitious or awe-inspiring or futile, but they are all part of a greater system of causes and effects. We are still animals. Just very smart ones.

A critical but often ignored impact of FDI is that on the (current and future) domestic competitors. An entry by a TNC through FDI can destroy existing national firms that could have 'grown up' into successful operations without this premature exposure to competition, or it can pre-empt the emergence of domestic competitors. In such cases, short-run productive capabilities are enhanced, as the TNC subsidiary replacing the (current and future) national firms is usually more productive than the latter. But the level of productive capability that the country can attain in the long run becomes lower as a result. This is because TNCs do not, as a rule, transfer the most valuable activities outside their home country, as I will discuss in greater detail later. As a result, there will be a definite ceiling on the level of sophistication that a TNC subsidiary can reach in the long run. To go back to the Toyota example in chapter 1, had Japan liberalized FDI in its automobile industry in the 1960s, Toyota definitely wouldn't be producing the Lexus today-it would have wiped out or, more likely, have become a valued subsidiary of an American carmaker. Given this, a developing country may reasonably decide to forego short-term benefits from FDI in order to increase the chance for its domestic firms to engage in higher-level activities in the long run, by banning FDI in certain sectors or regulating it. This is exactly the same logic as that of infant industry protection that I discussed in the earlier chapters-a country gives up the short-run benefits of free trade in order to create higher productive capabilities in the long run. And it is why, historically, most economic success stories have resorted to regulation of FDI, often in a Draconian manner, as I shall now show.

Wardrobing is buying an item of clothing, wearing it for a while, and then returning it in such a state that the store has to accept it but can no longer resell it. By engaging in wardrobing, consumers are not directly stealing money from the company; instead, it is a dance of buying and returning, with many unclear transactions involved. But there is at least one clear consequence—the clothing industry estimates that its annual losses from wardrobing are about $16 billion (about the same amount as the estimated annual loss from home burglaries and automobile theft combined).

Many complex elements contributed to the Great Depression of 1929. However, most economists believe that the two main causes of the Depression were the immensely uneven distribution of wealth during the previous decade and the extensive speculation in stock that took place in the latter half of the decade. The decade preceding the Depression was a time of tremendous prosperity and became known as the “Roaring Twenties.” However, prosperity was not for everyone. The number of wealthy people in the country was less than a tenth of a percent of the total population yet they controlled most of the money in the country. In a well-functioning economy, demand must equal supply. But in 1929 wealth was so unevenly distributed that the supply of products far exceeded the demand for them. People may have wanted the products at the time but they couldn’t afford them. If supplies keep building and demand lessens, the economy can collapse. One way to balance the equation is to allow people to buy products over time. By the end of the Roaring Twenties, over 60 percent of all automobiles and 80 percent of all radios had been purchased on credit. With this new influx of money into the market, the economy was booming at the end of the 1920s. Stock speculation became rampant. Profits as high as 3,400 percent could be made in less than a year and people could buy on margin. In other words, they only had to put down 10 percent cash when buying a stock. Because of this, everyone was buying stocks. The poor were equal players with the rich. This buying spree pushed the market to new highs. In 1928 alone the Dow Jones Industrial Average rose from 191 to 300. There were warning signs as minor recessions occurred in the spring of 1929. Investors became nervous. In October people started selling their shares of stock. As the market started dropping, more and more people sold stock, margins were called, and by October 1929 there was panic selling. Stock prices dropped so fast that many rich people became poor in a matter of hours.

At the industry level this process went, for example, from cotton, tobacco and wheat through railroads and automobiles, household appliances and electrical goods, to entertainment, computers, health care and the internet.

Henry Ford went broke five times, was accused of having poor judgment, but ultimately transformed the automobile industry.

Industrialization, for example. Even if the reservation could attract and sustain large-scale industry heavy or light, which it cannot, what have the Navajos to gain by becoming factory hands, lab technicians and office clerks? The Navajos are people, not personnel; nothing in their nature or tradition has prepared them to adapt to the regimentation of application forms and time clock. To force them into the machine would require a Procrustean mutilation of their basic humanity. Consciously or unconsciously the typical Navajo senses this unfortunate truth, resists the compulsory miseducation offered by the Bureau, hangs on to his malnourished horses and cannibalized automobiles, works when he feels like it and quits when he has enough money for a party or the down payment on a new pickup. He fulfills other obligations by getting his wife and kids installed securely on the public welfare rolls. Are we to condemn him for this? Caught in a no-man’s-land between two worlds the Navajo takes what advantage he can of the white man’s system—the radio, the pickup truck, the welfare—while clinging to the liberty and dignity of his old way of life. Such a man would rather lie drunk in the gutters of Gallup, New Mexico, a disgrace to his tribe and his race, than button on a clean white shirt and spend the best part of his life inside an air-conditioned office building with windows that cannot be opened.

Consider the automobile industry. For a century after 1894, most of the cars manufactured in North America were made in Michigan. Since 2004, Michigan has been replaced by Ontario, Canada. The reason is simple: health care. In America, car manufacturers have to pay $6,500 in medical and insurance costs for every worker. If they move a plant to Canada, which has a government-run health care system, the cost to the manufacturer is around $800 per worker. In 2006, General Motors paid

India Is The Most Unorganized Used Automobile Market With 85% Of Used Cars Coming From A Highly Fragmented Seller Base.

Connecticut was leading America’s explosive industrial expansion. The third smallest of the fifty states, Connecticut ranked eleventh in manufacturing in 1900. It produced 79 percent of America’s brass and copper goods, 76 percent of its ammunition, 64 percent of all clocks, and 46 percent of all hardware. It was a major producer of bicycles, automobiles, typewriters, fabrics, rifles, and rubber goods of all kind. The demand for new consumer products was insatiable, as was the demand for new factories and workers. Ireland alone could not provide nearly enough workers, so migrants from Italy, Russia, Germany, Canada, Poland, and Sweden had helped create a Connecticut in which, by 1900, immigrants and their children outnumbered the original Yankee stock.

Great though it is, however, the power of the tourist business would not in itself be sufficient to shape Park Service policy. To all accusations of excessive development the administrators can reply, as they will if pressed hard enough, that they are giving the public what it wants, that their primary duty is to serve the public not preserve the wilds. “Parks are for people” is the public-relations slogan, which decoded means that the parks are for people-in-automobiles. Behind the slogan is the assumption that the majority of Americans, exactly like the managers of the tourist industry, expect and demand to see their national parks from the comfort, security, and convenience of their automobiles

Every intellectual in emigration is, without exception, mutilated, and does well to acknowledge it to himself, if he wishes to avoid being cruelly apprised of it behind the tightly-closed doors of his self-esteem. He lives in an environment that must remain incomprehensible to him, however flawless his knowledge of trade-union organizations or the automobile industry may be; he is always astray. Between the reproduction of his own existence under the monopoly of mass culture, and impartial, responsible work, yawns an irreconcilable breach. His language has been expropriated, and the historical dimension that nourished his knowledge, sapped.

In 1971, lawyer Lewis Powell wrote a confidential memo for the U.S. Chamber of Commerce warning that corporate America needed to work harder to counter the liberal consensus and defend what he called “free enterprise.” Angry that activists like Ralph Nader had forced safety regulations onto automobile manufacturers and the tobacco industry, he believed that businessmen were losing their right to run their businesses however they wished.

You cannot put a strategy in place today in the pharmaceutical industry, in the automobile industry, in the food industry with less than a seven- to ten-year time frame. That’s how long it takes. Particularly [for] companies going through a cultural transformation it takes closer to ten years to get it done.”14

2017 Toyota Tacoma is the sizzling sensation in the automobile industry, offering better power with 6-speed automatic transmission.

Many bills proposing a national energy program that made use of America’s vast agricultural resources for fuel production were killed by smear campaigns launched by vested petroleum interests. The oil companies had a monopoly over the automobile industry, and creating a new fuel would be a threat to their power. Due to the threat ethanol fuel posed to major oil companies, production was shut down and the idea of using ethanol as fuel became a thing of the past, another example of how the greed of power and profit has limited our potential.

In the most capital-intensive industry, automobiles, peak economy of scale was achieved at a level of production equivalent to 3-6% of market share.84 And even this level of output is required only because annual model changes (which arguably wouldn't pay for themselves without state capitalist subsidies) require an auto plant to wear out the dies for a run of production in a single year. Otherwise, peak economy of scale would be reached in a plant with an output of only 60,000 per year.85   In any case, these figures relate only to productive economy of scale. Increased distribution costs begin to offset increased economies of production, according to Borsodi's law, long before peak productive economy of scale is reached. According to an F.M. Scherer study cited by Adams and Brock, a plant producing at one-third the maximum efficiency level of output would experience only a 5% increase in unit costs.86 This is more than offset by reduced shipping costs for a smaller market.   The point of this digression is that the size of existing firms reflects the role of the state in subsidizing increased size by underwriting the inefficiencies of corporate gigantism--as Rothbard pointed out, the ways "our corporate state uses the coercive taxing power either to accumulate corporate capital or to lower corporate costs."87 A genuine free market economy would be vastly less centralized, with production primarily for local markets.

IN 1930, JOSEPH ROSSMAN, who had served for decades as an examiner in the U.S. Patent Office, polled more than seven hundred patentees, producing a remarkable picture of the mind of the inventor. Some of the results were predictable;6 the three biggest motivators were “love of inventing,” “desire to improve,” and “financial gain,” the ranking for each of which was statistically identical, and each at least twice as important as those appearing down the list, such as “desire to achieve,” “prestige,” or “altruism” (and certainly not the old saw, “laziness,” which was named roughly one-thirtieth as frequently as “financial gain”). A century after Rocket, the world of technology had changed immensely: electric power, automobiles, telephones. But the motivations of individual inventors were indistinguishable from those inaugurated by the Industrial Revolution.

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Computers are about one hundred million times more powerful for the same unit cost than they were a half century ago. If the automobile industry had made as much progress in the past fifty years, a car today would cost a hundredth of a cent and go faster than the speed of light. As

Liberated from fear, the Americans live with confidence, and therefore with enhanced vitality. A generous extravagance, undreamed of in other parts of the world, is the American rule. Men and women earn largely and spend what they have on the national pleasures, which are all social and stimulative of vitality. Modernity also tends to heighten vitality – or to be more exact, it affects the expression of vitality, externalising it in the form of vehement action. The joyful acceptance of change, which so profoundly influences American industry, business methods and domestic architecture, reacts on the affairs of daily, personal life. Pleasure is associated with a change of place and environment, finally with mere movement for its own sake. People leave their homes if they want entertainment. They externalise their vitality in visiting places of public amusement, in dancing and motoring – in doing anything that is not quietly sitting by their own fireside (or rather by their own radiator). What is known as 'night life' flourishes in America as nowhere else in the world. And nowhere, perhaps, is there so little conversation. In America vitality is given its most obviously vital expression. Hence there appears to be even more vitality in the Americans than perhaps there really is. A man may have plenty of vitality and yet keep still; his motionless calm may be mistaken for listlessness. There can be no mistake about people who dance and rush about. American vitality is always obviously manifested. It expresses itself vigorously to the music of the drum and saxophone, to the ringing of telephone bells and the roar of street cars. It expresses itself in terms of hastening automobiles, of huge and yelling crowds, of speeches, banquets, 'drives,' slogans, sky signs. It is all movement and noise, like the water gurgling out of a bath down the waste. Yes, down the waste.

The increases in productivity brought about by Ford’s innovation were startling and revolutionized not just the automobile industry but virtually every industry serving a mass market. Introduction of “Fordist” mass production techniques became something of a fad outside America: German industry went through a period of “rationalization” in the mid-1920s as manufacturers sought to import the most “advanced” American organizational techniques.12 It was the Soviet Union’s misfortune that Lenin and Stalin came of age in this period, because these Bolshevik leaders associated industrial modernity with large-scale mass production tout court. Their view that bigger necessarily meant better ultimately left the Soviet Union, at the end of the communist period, with a horrendously overconcentrated and inefficient industrial infrastructure—a Fordism on steroids in a period when the Fordist model had ceased to be relevant. The new form of mass production associated with Henry Ford also had its own ideologist: Frederick W. Taylor, whose book The Principles of Scientific Management came to be regarded as the bible for the new industrial age.13 Taylor, an industrial engineer, was one of the first proponents of time-and-motion studies that sought to maximize labor efficiency on the factory floor. He tried to codify the “laws” of mass production by recommending a very high degree of specialization that deliberately avoided the need for individual assembly line workers to demonstrate initiative, judgment, or even skill. Maintenance of the assembly line and its fine-tuning was given to a separate maintenance department, and the controlling intelligence behind the design of the line itself was the province of white-collar engineering and planning departments. Worker efficiency was based on a strict carrot-and-stick approach: productive workers were paid a higher piece rate than less productive ones. In typical American fashion, Taylor hid

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The automobile industry began a campaign to popularize the use of the word “jaywalking” (walking like a “jay,” or rube), a term so derogatory that when it was used in 1915 by New York’s police commissioner, The Times responded with an editorial criticizing the “truly shocking” and “highly opprobrious” slur.

Yes, technology is moving swiftly, but (the High-Tech Illusion again) most of what you’re doing is not truly high-tech work. While the machines have changed enormously, the business of software development has been rather static. We still spend most of our time working on requirements and specification, the low-tech part of our work. Productivity within the software industry has improved by 3 to 5 percent a year, only marginally better than the steel or automobile industry.

The food industry burns nearly a fifth of all the petroleum consumed in the United States (about as much as automobiles do). Today it takes between seven and ten calories of fossil fuel energy to deliver one calorie of food energy to an American plate.

One result of this productive system is that the middle class has grown from being about 15 percent of the population in 1920 to being 86 percent of the population in 2011. While some of the population always seem to live at the poverty line, the vast majority of Americans today are affluent compared to their grandparents. They have the money to buy the products produced by American industry. In the process, the definition of poverty has changed. The majority of Americans who are classified by the government as living at the poverty level have indoor plumbing, color television sets, cell phones, air-conditioning, washers and dryers, microwaves, automobiles, and access to free health care. They are also a significant buying group.

Pour donner consistance à cette révolution du temps, il suffit de commencer à énumérer les domaines de production de biens et de services dont l'existence actuelle ne se soutient que de la logique de la société marchande, de la double nécessité d'accroître sans cesse la production-pour-le-profit et de reproduire l'organisation sociopolitique qui la rend possible. Osons donc trancher à la racine et mesurer l'ampleur des secteurs qui, dans une société non marchande, soucieuse de surcroît d'écarter toute séparation entre gouvernants et gouvernés, deviendraient parfaitement superflus. On peut éliminer sans hésiter tout le personnel militaire et policier, poursuivre avec les banques, le système financier et les assurances (ces dernières seules pèsent aujourd'hui 15 % du PIB mondial), sans se priver du plaisir d'ajouter la publicité et le marketing( qui absorbent 500 milliards de dépenses annuelles, soit près d'un tiers des budgets militaires mondiaux). Finalement, le principe d'un autogouvernement à tous les échelons, tel qu'on l'a suggéré dans le chapitre précédent, condamnerait l'ensemble des bureaucraties nationales et internationales à une complète inutilité. Dens pans considérables de l'appareil industriel seront abandonnés, à commencer par la production d'armes et d'équipements militaires. Les impératifs écologiques et l'affirmation de l'agriculture paysanne rendront caduque une grande partie de l'industrie chimique (notamment l'écrasant secteur agrochimique) comme des biotechnologies fortement contestées (OGM notamment). Le secteur agroalimentaire, exemple type d'une marchandisation perverse des formes de production, s'évanouira, au profit d'une valorisation de l'autoproduction et des circuits locaux de production/consommation. […] on voit que chaque abandon de production de biens et de services aura des effets démultiplicateurs importants, puisque les besoins en édifices (bureaux, installations industrielles), en matériaux et en énergie, en infrastructures et en transports, s'en trouveront diminués d'autant. Le secteur de la construction sera par conséquent ramené à une échelle bien plus raisonnable qu'aujourd'hui, ce qu'accentuerait encore la régénération des pratiques d'autoconstruction (ou du moins une participation directe des utilisateurs eux-mêmes, aux côtés d'artisans plus expérimentés). Chaque suppression dans la production de biens et de services éliminera à son tour toutes les productions nécessaires à son installation, à son fonctionnement, sans oublier la gestion des déchets engendrés par chacune de ces activités. Pour donner un exemple parmi tant d'autres, la suppression de la publicité (jointe à celle des bureaucraties et à d'autres changements technico-culturels) entraînera une diminution considérable de la consommation de papier, c'est-à-dire aussi de toute la chaîne industrielle qui lui est associée, dans laquelle il faut inclure exploitation forestière, produits chimiques, matériaux nécessaires aux installations industrielles, transport, etc. Sans nier la pertinence de maintenir des échanges à longue distance, le fait de privilégier, dans toute la mesure du possible, les activités locales et de supprimer les absurdes détours de production qui caractérisent l'économie capitaliste (lesquels mènent, par exemple, l'ail chinois jusqu'en Europe et de l'eau - oui, de l'eau ! - des Alpes jusqu'au Mexique) réduira à peu de chose la chaîne commerciale actuelle et restreindra encore les besoins en transport. Joint à l'abandon d'une logique de production et d'organisation centrée sur l'automobile et le fétichisme égolâtre qui la soutient, tout cela entraînera une forte contraction de la consommation énergétique, qui pourra être satisfaite grâce aux énergies renouvelables, produites, dans la mesure du possible, localement. En conséquence, tout ce qui fonde le poids écrasant du secteur énergétique dans l'économie mondiale actuelle s'évanouira pour l'essentiel. (p. 91-92)

The breakthrough into industrial growth took place in Britain. However, economic leadership gradually passed to the United States, based on a new set of growth industries such as electricity, household appliances and the automobile. These drove America forward until the 1970s. Different products then took over as growth drivers – the computer, health care, entertainment and recently the internet.

As with Britain, growth in the United States started with agriculture. Then, steel, railroads, automobiles, electricity, consumer appliances, telecommunications and chemicals were among the new industries that pulled America forwards. Later in the 20th century, entertainment, electronics and new service industries continued the growth. Immigration and financial expansion helped sustain the growth. At the same time there has been continuing improvements in production efficiencies. The result has been a succession of changes – new industries and increasing productivity – which have driven ongoing growth in spending, production and incomes.

Environmental issues would remain, as the carbon dioxide generated by the kilning of billions of bricks would probably be equivalent to the vast volume of greenhouse gases currently being produced by the cement industry (estimated to equal that produced by twenty-two million automobiles in the United States alone).

It’s difficult to imagine that Artificial Intelligence will take the place of people but many believe that it’s only a short time before computers will outthink us. They already can beat our best chess players and have been able to out calculate us since calculators first came onto the scene. IBM’s Watson is on the cutting edge of Cognitive Computers, being used to out think our physicians but closer to home, for the greatest part; our cars are no longer assembled by people but rather robots. Our automobiles can be considered among our first robots, since they took the place of horses. Just after the turn of the last century when the population in the United States crossed the 100 M mark the number of horses came to 20M. Now we have a population of 325 M but only 9 M horses. You might ask what happened. Well back in 1915 there were 2.4 M cars but this jumped to 3.6 M in just one year. Although horses still out-numbered cars the handwriting was on the wall! You might think that this doesn’t apply to us but why not? The number of robots increase, taking the place of first our workers on the assembly line and then workers in the food industry and this takes us from tractors and combines on the farms to the cooking and serving hamburgers at your favorite burger joint. People are becoming redundant! That’s right we are becoming superfluous! Worldwide only 7 out of 100 people have college degrees and here in the United States only 40% of our working population possesses a sheep skin, although mine is printed on ordinary paper. With education becoming ever more expensive, we as a population are becoming ever more uneducated. A growing problem is that as computers and robots become smarter, as they are, we are no longer needed to be anything more than a consumer and where will the money come from for that? I recently read that this death spiral will run its course within 40 years! Nice statistics that we’re looking at…. Looking at the bright side of things you can now buy an atomically correct, life sized doll, as perhaps a robotic non-complaining, companion for under $120. In time these robotic beings will be able to talk back but hopefully there will be an off switch. As interesting as this sounds it will most likely not be for everyone, however it may appeal to some of our less capable, not to have to actually interface with real live people. The fact is that most people will soon outlive their usefulness! We as a society are being challenged and there will soon be little reason for our being. When machines make machines that can out think us; when we become dumb and superfluous, then what? Are we ready for this transition? It’s scary but If nothing else, it’s something to think about….

Although Indianapolis had a bigger automobile industry than Detroit at the end of the nineteenth century, Detroit would soon steal its thunder by welcoming Eastern Europeans and southern blacks as auto plant workers — a step Indianapolis prohibited through commercial zoning restrictions.

The forager economy provided most people with more interesting lives than agriculture or industry do. Today, a Chinese factory hand leaves home around seven in the morning, makes her way through polluted streets to a sweatshop, and there operates the same machine, in the same way, day in, day out, for ten long and mind-numbing hours, returning home around seven in the evening in order to wash dishes and do the laundry. Thirty thousand years ago, a Chinese forager might leave camp with her companions at, say, eight in the morning. They’d roam the nearby forests and meadows, gathering mushrooms, digging up edible roots, catching frogs and occasionally running away from tigers. By early afternoon, they were back at the camp to make lunch. That left them plenty of time to gossip, tell stories, play with the children and just hang out. Of course the tigers sometimes caught them, or a snake bit them, but on the other hand they didn’t have to deal with automobile accidents and industrial pollution.

Under Tyson, all these businesses have been drawn onto one property. The company controls every step of meat production, with each aspect being centrally directed from the company’s headquarters in Springdale. The company’s control spans the lifetime of the animals it raises. Before there is a chicken or an egg, there is Tyson. The company’s geneticists select which kinds of birds will be grown. They breed and crossbreed the avian bloodlines to engineer meaty breasts and rapid metabolism in the same way automobiles are first cut from clay, then engineered on a drafting board before they’re built. The birds begin their brief life at the Tyson plant, within the heated hive of its industrial hatchery. The company produces more than two billion eggs a year, but none of them are sold to consumers. They are all hatched inside the company’s buildings and the chicks are transported in Tyson trucks to Tyson farms. The Tyson trucks retrieve the birds six weeks later, bringing them back to the plant, where the chickens are funneled into chutes in the side of the slaughterhouses

And this was the economy, obscured only by a confusion of other minor enterprises, of thriving civilization everywhere in the world. But elsewhere you could be deluded by just that confusion. It was extraordinary how other industries could create the illusion of value, the hallucination of salvation through products as meaningless as automobiles and cosmetics, text books and cameras.

He realized the human genome, which is essentially the entirety of our heredity information, which programs cell growth, was changing, becoming corrupted.” “By what?” “By what?” Jenkins laughed. “By everything. By what we’d already done to the earth, and by all that we would do in the coming centuries. Mammal extinction. Deforestation. Loss of polar sea ice. Ozone. Increased carbon dioxide levels in the atmosphere. Acid rain. Ocean dead zones. Overfishing. Offshore oil drilling. Wars. The creation of a billion gasoline-burning automobiles. The nuclear disasters—Fukushima, Three Mile Island, Chernobyl. The two-thousand-plus intentional nuclear bomb detonations in the name of weapons testing. Toxic waste dumping. Exxon Valdez. BP’s Gulf oil spill. All the poisons we put into our food and water every day. “Since the Industrial Revolution, we’ve treated our world like it was a hotel room and we were rock stars. But we aren’t rock stars. In the scheme of evolutionary forces, we are a weak, fragile species. Our genome is corruptible, and we so abused this planet that we ultimately corrupted that precious DNA blueprint that makes us human.

The farm, unlike the highway, was a community, with the only intimation that it might not survive coming in the arrival of a college-educated daughter, “smart, well-dressed, confident, blooming with health and energy, . . . a breath of air from another world.” It seemed unlikely that she would wind up on the farm: the city, “at once so menacing and so promising,” had claimed her for its own. George saw the future himself when he spent the next night in a college town where the streets were empty except for automobiles, each containing a couple or two “bent on pleasure—usually vicarious pleasure—in the form of a movie or a dance or a petting party.” Anyone unlucky enough not to be among these “private, mathematically correct companies” would be alone. “There was no place where strangers would come together freely—as in a Bavarian beer hall or a Russian amusement park—for the mere purpose of being together and enjoying new acquaintances. Even the saloons were nearly empty.” All of this convinced George that the technology industrialization had made possible—automobiles, movies, radio, mass-circulation magazines, the advertising that paid for them—was creating an exaggerated desire for privacy. It was making an English upper-class evil a vice of American society. This was the sad climax of individualism, the blind-alley of a generation which had forgotten how to think or live collectively, of a people whose private lives were so brittle, so insecure that they dared not subject them to the slightest social contact with the casual stranger, of people who felt neither curiosity nor responsibility for the mass of those who shared their community life and their community problems. Americans

Physical Automobile Dealerships Were Fine Around The Era When Henry Ford Invented The Assembly Line

Automobile e-commerce one decade behind than main e-commerce in India

The future of automobile buying & selling is online

we’ve found that quantitative missions are often less exciting to people throughout the company than, say, democratizing the automobile or becoming the preeminent company in your industry. Just stating, “Our mission is $50 million in revenues in 1995” won’t necessarily excite people. If you use a quantitative mission, be sure to tie it to something meaningful to everyone.

Table Of Contents Introduction The Problem With Contracts The Smart Solution Distinctive Properties What You Need to Know What Is A Smart Contract? Blockchain and Smart Contracts Vitalik Buterin On Smart Contracts Digital and Real-World Applications How Smart Contracts Work Smart Contracts' Historical Background A definition of Smart Contracts The promise What Do All Smart Contracts Have in Common? Elements Of Smart Contracts Characteristics of Smart Contracts Capabilities of Smart Contracts Life Cycle Of A Smart Contract Why Are Smart Contracts Important? How Do Smart Contracts Work? What Does Smart Contract Code Look Like In Practice? The Structure of a Smart Contract Interaction with Traditional Text Agreements Are Smart Contracts Enforceable? Challenges With the Widespread Adoption of Smart Contracts Non-Technical Parties: How Can They Negotiate, Draft, and Adjudicate Smart Contracts? Smart Contracts and the Reliance on “Off-chain” Resources What is the "Final" Agreement Reached by the Parties? The Automated Nature of Smart Contracts Are Smart Contracts Reversible? Smart Contract Modification and Termination The Difficulties of Integrating Specified Ambiguity Into Smart Contracts Do Smart Contracts Really Guarantee Payment? Allocation of Risk for Attacks and Failures Governing Law and Location Best Practices for Smart Contracts Types Of Smart Contracts A Technical Example of a Smart Contract Smart Contract Use-Cases Smart Contracts in Action Smart Contracts and Blockchains In the Automobile Industry Smart Contracts and Blockchains in Finance Smart Contracts and Blockchains In Governments Smart Contracts And Blockchains In Business Management Smart Contracts and Blockchains in Initial Coin Offerings (ICOs) Smart Contracts and Blockchains In Rights Management (Tokens) Smart Contracts And Blockchains In NFTs - Gaming Technology Smart Contracts and Blockchains in the Legal Industry Smart contracts and Blockchains in Real Estate Smart Contracts and Blockchains in Corporate Structures - Building DAOs Smart Contracts and Blockchains in Emerging Technology Smart Contracts and Blockchains In Insurance Companies Smart Contracts and Blockchains in Finance Smart Contracts And Blockchains In Powering DEFI Smart Contracts  and Blockchains In Healthcare Smart Contracts and Blockchains In Other Industries What Smart Contracts Can Give You How Are Smart Contracts Created? Make Your Very Own Smart Contract! Are Smart Contracts Secure?

It is deceptive to believe that such models only involve low-skilled activities. Besides the downward spiral under way in the individual factory, the flexibilization bound up with atypical forms of employment also influences the realm of highly skilled jobs. Both IT and engineering services are increasingly subject to agency work. ‘Crowd-working’, as practised in both the software and automobile industries, ever more frequently abolishes well-defined activities; this adds fuel to speculation about an ‘end of fixed employment’.

There has been a corresponding rise in the tertiary sector (particularly in services) from 32.5 to 73.8 per cent.13 There is no question about this change in economic structure; the modern economy has less agriculture and fewer factory smokestacks. But this transformation, however impressive at first sight, is partly based on a statistical construct that conceals the continuing industrial character of value creation. Legal fragmentation and network patterns of organization within the firm have produced a statistical shift. If an automobile manufacturer outsources its canteen to a formally independent unit, then the latter is subsequently classed under services. Yet these remain industrial services that are directly linked to production and basically subordinate to

No Country Can Ever Unleash Its True Economic Potential Unless It Unleashes Automobile Adoption

Bertrand Goldschmidt, the French chemist who worked with Glenn Seaborg, puts the Manhattan Engineer District at the height of its wartime development in perspective with a startling comparison. It was, he writes in a memoir, “the astonishing American creation in three years, at a cost of two billion dollars, of a formidable array of factories and laboratories—as large as the entire automobile industry of the United States at that date.

Why Would You Procure, Store & Sell Used Cars As A Branded Physical Dealer, If You Are Buying At A High Cost & Selling At Low.

The Party Will Not Last Long If Branded Physical Dealerships Continue To Use Investor Money To Buy Used Cars At A High And Sell At A Low Price Unless They Truly Solve The Real Problems Of The Automobile Industry.

India's Used Car Market Is Not A Supply Constraint Market and Small Automobile Dealers Can Source And Refurbish Used Cars Cheaper, Faster and Better Than Anyone Else.

The mere fact the Tesla Model S exists at all is a testament to innovation and entrepreneurship, the very qualities that once made the American automobile industry the largest, richest, and most powerful in the world.

Comparison to older manufacturing technologies makes this clear. Detroit was content to make trivial product design changes at three-year intervals, but the electronics industry routinely expected order of magnitude advances in the same time. (To keep pace, Detroit would have had to increase automobile gas mileage from 8 miles per gallon in 1970 to 80,000,000 miles per gallon in 1979. Instead, Detroit went from 8 to 16 miles per gallon during that time, further evidence of the coming demise of the automotive industry as the center of the American economy.

President Pitzer, Mr. Vice President, Governor, Congressman Thomas, Senator Wiley, and Congressman Miller, Mr. Webb. Mr. Bell, scientists, distinguished guests, and ladies and gentlemen: I appreciate your president having made me an honorary visiting professor, and I will assure you that my first lecture will be very brief. I am delighted to be here and I'm particularly delighted to be here on this occasion. We meet at a college noted for knowledge, in a city noted for progress, in a State noted for strength, and we stand in need of all three, for we meet in an hour of change and challenge, in a decade of hope and fear, in an age of both knowledge and ignorance. The greater our knowledge increases, the greater our ignorance unfolds. Despite the striking fact that most of the scientists that the world has ever known are alive and working today, despite the fact that this Nation's own scientific manpower is doubling every 12 years in a rate of growth more than three times that of our population as a whole, despite that, the vast stretches of the unknown and the unanswered and the unfinished still far out-strip our collective comprehension. No man can fully grasp how far and how fast we have come, but condense, if you will, the 50,000 years of man's recorded history in a time span of but a half century. Stated in these terms, we know very little about the first 40 years, except at the end of them advanced man had learned to use the skins of animals to cover them. Then about 10 years ago, under this standard, man emerged from his caves to construct other kinds of shelter. Only 5 years ago man learned to write and use a cart with wheels. Christianity began less than 2 years ago. The printing press came this year, and then less than 2 months ago, during this whole 50-year span of human history, the steam engine provided a new source of power. Newton explored the meaning of gravity. Last month electric lights and telephones and automobiles and airplanes became available. Only last week did we develop penicillin and television and nuclear power, and now if America's new spacecraft succeeds in reaching Venus, we will have literally reached the stars before midnight tonight. This is a breathtaking pace, and such a pace cannot help but create new ills as it dispels old, new ignorance, new problems, new dangers. Surely the opening vistas of space promise high costs and hardships, as well as high reward. So it is not surprising that some would have us stay where we are a little longer to rest, to wait. But this city of Houston, this State of Texas, this country of the United States was not built by those who waited and rested and wished to look behind them. This country was conquered by those who moved forward-and so will space. William Bradford, speaking in 1630 of the founding of the Plymouth Bay Colony, said that all great and honorable actions are accompanied with great difficulties, and both must be enterprised and overcome with answerable courage. If this capsule history of our progress teaches us anything, it is that man, in his quest for knowledge and progress, is determined and cannot be deterred. The exploration of space will go ahead, whether we join in it or not, and it is one of the great adventures of all time, and no nation which expects to be the leader of other nations can expect to stay behind in this race for space. Those who came before us made certain that this country rode the first waves of the industrial revolutions, the first waves of modern invention, and the first wave of nuclear power, and this generation does not intend to founder in the backwash of the coming age of space. We mean to be a part of it - we mean to lead it. For the eyes of the world now look into space, to the moon and to the planets beyond, and we have vowed that we shall not see it governed by a hostile flag of conquest, but by a banner of freedom and peace...

The main products include various types of crushing and shredding, sorting, recycling equipment, etc. Additionally, we provide comprehensive system solutions, such as recycling of waste plastics, disposal of waste appliances and automobiles, treatment of waste lithium batteries, pre-treatment of refuse-derived fuels (RDF/SDF/SRF), and industrial solid waste resource utilization.