Car Manufacturer Quotes

Again, the exercise begins. For me, the American in me, the city of Detroit comes to mind. A house, once within the bustling city, now lies on the outskirts. Industry has come and gone, and the car manufacturers have relocated. I recall images of the rough lifestyles south of 8 Mile. The city’s borders have changed. Post-apocalyptic, long grasses sway with the wind. The house is melancholy and lonely. The owners: maybe there, maybe not.

Historical fact: People stopped being people in 1913. That was the year Henry Ford put his cars on rollers and made his workers adopt the speed of the assembly line. At first, workers rebelled. They quit in droves, unable to accustom their bodies to the new pace of the age. Since then, however, the adaptation has been passed down: we've all inherited it to some degree, so that we plug right into joy-sticks and remotes, to repetitive motions of a hundred kinds.

An Urban Indian belongs to the city, and cities belong to the earth. Everything here is formed in relation to every other living and nonliving thing from the earth. All our relations. The process that brings anything to its current form—chemical, synthetic, technological, or otherwise—doesn’t make the product not a product of the living earth. Buildings, freeways, cars—are these not of the earth? Were they shipped in from Mars, the moon? Is it because they’re processed, manufactured, or that we handle them? Are we so different? Were we at one time not something else entirely, Homo sapiens, single-celled organisms, space dust, unidentifiable pre-bang quantum theory? Cities form in the same way as galaxies.

Landsman recognizes the expression on Dick's face...The face of a man who feels he was born into the wrong world. A mistake has been made; he is not where he belongs. Every so often he feels his heart catch, like a kite on a telephone wire, on something that seems to promise him a home in the world or a means of getting there. An American car manufactured in his far-off boyhood, say, or a motorcycle that once belonged to the future king of England, or the face of a woman worthier than himself of being loved.

Environmentalists generally object to battery-powered devices and for good reason: batteries require mined minerals, employ manufacturing processes that leak toxins into local ecosystems and leave behind an even-worse trail of side effects upon disposal. Though when it comes to the largest mass-produced battery-powered gadget ever created—the electric car—environmentalists cannot jump from their seats fast enough to applaud it.

Sometimes events that lead us bereft of anything but grief just happen for no reason other than happenstance--a car turns left instead of right, a train is missed, a call comes too late--and the real test of our humanness is whether, in light of that knowledge, we are ever able to recover. When we again find our way despite the inability to manufacture a deeper meaning in our suffering, that I think is when God smiles upon us, proud of the strength of his creation.

Everyone wants to be a God. We manufacture our own worlds, duping ourselves with things to escape the reality we call our lives. Drugs, alcohol, sex, work, school. Bigger houses, newer cars and designer clothes are the universes we invent to exert our god-like rule. We can't control the weather, but it's always a perfect seventy-two degrees in our central-air controlled worlds.

I have researched aboriginal culture, Mayan hieroglyphics and the corporate culture of a Japanese car manufacturer, and I have written essays on the internal logic of various other societies, but I haven't a clue about my own logic.

She took a small device out of her bag, slipped it into her pocket. "Micro recorder?" Roarke clucked his tongue. "I believe that's illegal. Not to mention rude." "I don't know what you're talking about." "And unnecessary," he added. He turned his wrist, tapped a tiny button on the side of his watch. "This one is much more efficient. I should know. I manufacture both brands." He smiled as the car stopped at the edge of a small clearing

The idea that hunting is one against one is ludicrous. It's one animal versus the hunter, the manufacturer of the rifle, the bullet maker, the designer and manufacturer of the telescopic sight, the auto manufacturer who made the car the hunter got to the edge of the wild in, the maker of his waterproof shoes, the various manufacturers of his mittens, glasses, overcoat--and that's only the beginning of the list. The "sportsman" who shoots an animal should then make a speech, like the actor who wins an Oscar does, thanking the multitudes behind the scenes who made this "victory" possible.

We build cars, not intellectuals

Electric cars may be fun at amusement parks, where they don’t have to go very far or very fast. But if the consuming public wanted electric cars for regular use, Detroit would be manufacturing them by the millions. Only people infatuated with their own wonderful specialness would think that their job is to coerce both the manufacturers and the consuming public into something that neither of them wants.

The ads have also helped manufacture a sense of panic about time, depicting families so rushed and harried in the morning that there is no time to make breakfast, not even to pour some milk over a bowl of cereal. No, the only hope is to munch on a cereal bar (iced with synthetic “milk” frosting) in the bus or car. (Tell me: Why can’t these hassled families set their alarm clocks, like, ten minutes earlier?!)

It was getting harder, however. American magazines still looked shiny and lively, but by the early 1960s, writers like Flora were sensing trouble. With television's exploding popularity, more and more people were staring at screens instead of turning pages. Big corporations like car manufacturers were pulling their advertising dollars out of print and spending them on the airwaves. Magazines were bleeding ad pages and readers, and editors scrambled to balance budgets by retooling audiences.

These are the knowledge work equivalents of speeding up the craft method of car manufacturing by giving the workers faster shoes.

My grandfather's short employ at the Ford Motor Company marked the only time any Stephanides has ever worked in the automotive industry. Instead of cars, we could become manufacturers of hamburger platters and Greek salads, industrialists of spanakopita and grilled cheese sandwiches, technocrats of rice pudding and banana cream pie. Our assembly line was the grill; our heavy machinery, the soda fountain.

The sooner we associate long hours and multitasking with incompetence and carelessness the better. The next time you hear boasts of executives pulling an all-nighter or holding conference calls in their cars, be sure to offer your condolences; it's grim being stuck in sweatshops run by managers too ignorant to understand productivity and risk. Working people like this is as smart as running your factory without maintenance. In manufacturing and engineering businesses, everyone learns that the top priority is asset integrity: protecting the machinery on which the business depends. In knowledge-based economies, that machinery is the mind.

Outside, overgrown grass lapped dew on Ronan’s boots, and mist curled around the tyres of the charcoal BMW. The sky over Monmouth Manufacturing was the colour of a muddy lake. It was cold, but Ronan’s gasoline heart was firing. He settled into the car, letting it become his skin. The night air was still coiled beneath the seats and lurking in the door pockets; he shivered as he tethered his raven to the seat belt fastener in the passenger seat. Not the fanciest setup, but effective for keeping a corvid from flapping around one’s sports car. Chainsaw bit him, but not as hard as the early morning cold.

It was speculated that a car manufacturing company like Ford, or a space or aircraft project like NASA’s Manned Orbiting Laboratory Project, or millionaires like the Rockefellers or Howard Hughes were secretly purchasing the land. One account even suggested the Mafia was buying land to launder ill-gotten gains or dump bodies in the swamps. However,

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Ove cast his evaluating eye on the spectacle and finally drew the conclusion that this smoking, Spanish-manufactured car must be known as a ‘hospital’.

We are not going to do the "does God test people" topic complete justice here because it's complicated, but a fair, brief summary would be this: Yes, God sometimes tests us (Deuteronomy 13:3, I Chronicles 29:17). But by God tests us, we don't mean He puts us through trials to see if we will fail (even secretly hoping we will fail). No, when God tests us, He is looking to find out what is in our hearts. He is looking to expose strength and weakness, to show us where we are and where we need to grow. His tests are not so much like a driver's license exam - you pass or fail - but like the diagnostic test a car manufacturer does on the cars themselves before releasing them into the world. The manufacturer needs to know if the vehicles are safe and ready for the road or if they need more work before they leave the factory.

I don’t trust electronics. Anything manufactured after the forties is suspect—and doesn’t seem to have much liking for me. You name it: cars, radios, telephones, TVs, VCRs—none of them seem to behave well for me.

One central characteristic of the Model T now generally forgotten is that it was the first car of consequence to put the driver’s seat on the left-hand side. Previously, nearly all manufacturers placed the driver on the outer, curb-side of the car so that an alighting driver could step out onto a grassy verge or dry sidewalk rather than into the mud of an unpaved road. Ford reasoned that this convenience might be better appreciated by the lady of the house, and so arranged seating for her benefit. The arrangement also gave the driver a better view down the road, and made it easier for passing drivers to stop and have a conversation out facing windows. Ford was no great thinker, but he did understand human nature. Such, in any case, was the popularity of Ford’s seating plan for the Model T that it soon became the standard adopted by all cars.

A typical 100-kilowatt-hour Tesla lithium-ion battery is built in China on a largely coal-powered grid. Such an energy- and carbonintensive manufacturing process releases 13,500 kilograms of carbon dioxide emissions, roughly equivalent to the carbon pollution released by a conventional gasoline-powered car traveling 33,000 miles. That 33,000-miles figure assumes the Tesla is only recharged by 100 percent greentech-generated electricity.

you’ve thrilled yourself with these dark imaginings you end with the ultimate in wish-fulfilment: the EU is a front for a German cabal and this will save Brexit. It is hard to overstate the extent to which Brexit depended on the idea of who really runs the EU: German car manufacturers. For some of those at the top of the Labour Party, the idea of the EU as a mere front for the bosses and moguls of Europe was a reason to be secretly pleased that Brexit would allow Britain to escape their clutches and build socialism in one country.

These deep thinkers were the only people he could not stand to be around for long, these people who’d never manufactured anything or seen anything manufactured, who did not know what things were made of or how a company worked, who, aside from a house or a car, had never sold anything and didn’t know how to sell anything, who’d never hired a worker, fired a worker, trained a worker, been fleeced by a worker—people who knew nothing of the intricacies or the risks of building a business or running a factory but who nonetheless imagined that they knew everything worth knowing.

From his corner office on the ground floor of the St. Cyril station house, Inspector Dick has a fine view of the parking lot. Six Dumpsters plated and hooped like iron maidens against bears. Beyond the Dumpsters a subalpine meadow, and then the snow¬ capped ghetto wall that keeps the Jews at bay. Dick is slouched against the back of his two-thirds-scale desk chair, arms crossed, chin sunk to his chest, star¬ing out the casement window. Not at the mountains or the meadow, grayish green in the late light, tufted with wisps of fog, or even at the armored Dumpsters. His gaze travels no farther than the parking lot—no farther than his 1961 Royal Enfield Crusader. Lands¬man recognizes the expression on Dick's face. It's the expression that goes with the feeling Landsman gets when he looks at his Chevelle Super Sport, or at the face of Bina Gelbfish. The face of a man who feels he was born into the wrong world. A mistake has been made; he is not where he belongs. Every so often he feels his heart catch, like a kite on a telephone wire, on something that seems to promise him a home in the world or a means of getting there. An American car manufactured in his far-off boyhood, say, or a motor¬cycle that once belonged to the future king of England, or the face of a woman worthier than himself of being loved.

At the moment, most organizations remain stuck in the productivity quicksand of the hyperactive hive mind workflow, content to focus on tweaks meant to compensate for its worst excesses. It’s this mindset that leads to “solutions” like improving expectations around email response times or writing better subject lines. It leads us to embrace text autocomplete in Gmail, so we can write messages faster, or the search feature in Slack, so we can more quickly find what we’re looking for amid the scrum of back-and-forth chatter. These are the knowledge work equivalents of speeding up the craft method of car manufacturing by giving the workers faster shoes. It’s a small victory won in the wrong war.

Over the years I have read many, many books about the future, my ‘we’re all doomed’ books, as Connie liked to call them. ‘All the books you read are either about how grim the past was or how gruesome the future will be. It might not be that way, Douglas. Things might turn out all right.’ But these were well-researched, plausible studies, their conclusions highly persuasive, and I could become quite voluble on the subject. Take, for instance, the fate of the middle-class, into which Albie and I were born and to which Connie now belongs, albeit with some protest. In book after book I read that the middle-class are doomed. Globalisation and technology have already cut a swathe through previously secure professions, and 3D printing technology will soon wipe out the last of the manufacturing industries. The internet won’t replace those jobs, and what place for the middle-classes if twelve people can run a giant corporation? I’m no communist firebrand, but even the most rabid free-marketeer would concede that market-forces capitalism, instead of spreading wealth and security throughout the population, has grotesquely magnified the gulf between rich and poor, forcing a global workforce into dangerous, unregulated, insecure low-paid labour while rewarding only a tiny elite of businessmen and technocrats. So-called ‘secure’ professions seem less and less so; first it was the miners and the ship- and steel-workers, soon it will be the bank clerks, the librarians, the teachers, the shop-owners, the supermarket check-out staff. The scientists might survive if it’s the right type of science, but where do all the taxi-drivers in the world go when the taxis drive themselves? How do they feed their children or heat their homes and what happens when frustration turns to anger? Throw in terrorism, the seemingly insoluble problem of religious fundamentalism, the rise of the extreme right-wing, under-employed youth and the under-pensioned elderly, fragile and corrupt banking systems, the inadequacy of the health and care systems to cope with vast numbers of the sick and old, the environmental repercussions of unprecedented factory-farming, the battle for finite resources of food, water, gas and oil, the changing course of the Gulf Stream, destruction of the biosphere and the statistical probability of a global pandemic, and there really is no reason why anyone should sleep soundly ever again. By the time Albie is my age I will be long gone, or, best-case scenario, barricaded into my living module with enough rations to see out my days. But outside, I imagine vast, unregulated factories where workers count themselves lucky to toil through eighteen-hour days for less than a living wage before pulling on their gas masks to fight their way through the unemployed masses who are bartering with the mutated chickens and old tin-cans that they use for currency, those lucky workers returning to tiny, overcrowded shacks in a vast megalopolis where a tree is never seen, the air is thick with police drones, where car-bomb explosions, typhoons and freak hailstorms are so commonplace as to barely be remarked upon. Meanwhile, in literally gilded towers miles above the carcinogenic smog, the privileged 1 per cent of businessmen, celebrities and entrepreneurs look down through bullet-proof windows, accept cocktails in strange glasses from the robot waiters hovering nearby and laugh their tinkling laughs and somewhere, down there in that hellish, stewing mess of violence, poverty and desperation, is my son, Albie Petersen, a wandering minstrel with his guitar and his keen interest in photography, still refusing to wear a decent coat.

Historically, noted James Manyika, one of the authors of the McKinsey report, companies kept their eyes on competitors “who looked like them, were in their sector and in their geography.” Not anymore. Google started as a search engine and is now also becoming a car company and a home energy management system. Apple is a computer manufacturer that is now the biggest music seller and is also going into the car business, but in the meantime, with Apple Pay, it’s also becoming a bank. Amazon, a retailer, came out of nowhere to steal a march on both IBM and HP in cloud computing. Ten years ago neither company would have listed Amazon as a competitor. But Amazon needed more cloud computing power to run its own business and then decided that cloud computing was a business! And now Amazon is also a Hollywood studio.

We need to confront honestly the issue of scale. Bigness has a charm and a drama that are seductive, especially to politicians and financiers; but bigness promotes greed, indifference, and damage, and often bigness is not necessary. You may need a large corporation to run an airline or to manufacture cars, but you don’t need a large corporation to raise a chicken or a hog. You don’t need a large corporation to process local food or local timber and market it locally.

By around 2008, the number of objects connected to the Internet exceeded the number of people connected to the Internet—a transition that some point to as the beginning of the Internet of Things (IoT). Those things include cars, home appliances, traffic lights, vending machines, thermostats, quadcopters, cameras, environmental sensors, robots, and all kinds of material goods both in the manufacturing process and in the distribution and retail system. This provides AI systems with far greater sensory and control access to the real world.

The essential point is that a worker is also a consumer (and may support other consumers). These people drive final demand. When a worker is replaced by a machine, that machine does not go out and consume. The machine may use energy and spare parts and require maintenance, but again, those are business inputs, not final demand. If there is no one to buy what the machine is producing, it will ultimately be shut down. An industrial robot in an auto manufacturing plant will not continue running if no one is buying the cars it is assembling.

IN THE 1960S, WHEN I became a beat cop in San Diego, manufacturing, selling, possessing, or using “dangerous drugs” or “controlled substances” were all violations of the law. But there was no “war,” per se, on drug-law violators. We made the occasional pot bust, less frequently a heroin or cocaine pinch. Drug enforcement was viewed by many of us almost as an ancillary duty. You’d stumble across an offender on a traffic stop or at a loud-party call. Mostly, you were on the prowl for non-drug-related crime: a gas station or liquor store stickup series, a burglary-fencing ring, an auto theft “chop shop” operation. Undercover narcs, of course, worked dope full time, chasing users and dealers. They played their snitches, sat on open-air markets, interrupted hand-to-hand dealing, and squeezed small-time street dealers in the climb up the chain to “Mister Big.” But because most local police forces devoted only a small percentage of personnel to French Connection–worthy cases, and because there were no “mandatory minimum” sentences (passed by Congress in 1986 to strip “soft on crime” judges of sentencing discretion on a host of drug offenses), and because street gangs fought over, well, streets—as in neighborhood turf (and cars and girlfriends)—not drug markets, most of our jails and prisons still had plenty of room for violent, predatory criminals. The point is, although they certainly did not turn their backs on drug offenses, the country’s police were not at “war” with users and dealers. And though their government-issued photos may have adorned the wall behind the police chief’s desk, a long succession of US presidents stayed out of the local picture.

So you get fancily dressed and sometimes professionally made up. A driver in a town car picks you up, which makes you feel weird and apologetic. An upbeat public relations person you don’t know leads you onto a red carpet where you’re shouted at to “look here!” and “here” at a hundred strangers with flashbulbs for faces. And then, after those brief moments of manufactured glamour, you find yourself in a regular old creaky movie theater seat, sipping Diet Coke from a sweaty plastic cup and salting your fingers with warm popcorn. Lights dim. Mandated enthusiasm begins.

For electric vehicles, the power plant generators alimenting the electrical grind will then produce the GHGs, not the car engine itself. Concerns for GHG emissions would then shift to the source of electric power generation and away from car manufacturers. Currently, there is a wide difference in GHGs emissions in various electrical grids, depending on the source of energy fueling the generators. The low emissions from Swedish and French grids are explained by a combination of nuclear and hydroelectric generation, while the high emissions of the Polish and US grids stem from the use of coal as a fuel in some generators. However, the emissions from the Californian grid are nearly half those of the IS average! The regional differences in emissions in the US grid are also explained by the differences in fuels used for electricity generation: California has a high proportion of hydroelectricity and nuclear plants, while in Michigan generation plants the dominant production fuels are coal and crude oil. Anybody concerned with GHG emissions should certainly switch to electric cars in Sweden, France, and California, but should use gasoline when driving in Michigan or Poland!

It was during the 1970s that statisticians decided it would be a good idea to measure banks’ “productivity” in terms of their risk-taking behavior. The more risk, the bigger their slice of the GDP.14 Hardly any wonder, then, that banks have continually upped their lending, egged on by politicians who have been convinced that the financial sector’s slice is every bit as valuable as the whole manufacturing industry. “If banking had been subtracted from the GDP, rather than added to it,” the Financial Times recently reported, “it is plausible to speculate that the financial crisis would never have happened.”15 The CEO who recklessly hawks mortgages and derivatives to lap up millions in bonuses currently contributes more to the GDP than a school packed with teachers or a factory full of car mechanics. We live in a world where the going rule seems to be that the more vital your occupation (cleaning, nursing, teaching), the lower you rate in the GDP. As the Nobel laureate James Tobin said back in 1984, “We are throwing more and more of our resources, including the cream of our youth, into financial activities remote from the production of goods and services, into activities that generate high private rewards disproportionate to their social productivity.”16

Our greatest national resource was once our self-sufficiency. We could forge our own steel, build our own cars, manufacture our own appliances, construct our own furniture, weave our own cloth—with the hands of our own workers—and were dependent on nobody else for our own survival. Can we say the same thing today? And who has benefitted from the pillaging of this greatest resource? Is it the workers who now sit idle, their jobs shipped off to India and China, while the politicians accuse them of deliberate sloth? Or is it those whose profits were maximized by exporting those jobs, and those in government whom they bribed to make doing so the law of the land?

bullet,” said Colonel Shreck, “was to open up and rip the shit out of the tissue and organs.” “It didn’t open,” said Hatcher. “If it had, he’d have never made it to the car, much less dumped that FBI agent. We know because Payne’s report says he saw blood on the back of the shirt. It had to go through without opening up.” “Why didn’t it open up?” Shreck asked. Finally, Hatcher answered. “In our research, we’ve found that most of the stopping problems with 9mm Silvertip came with first-generation ammunition. They first started manufacturing it in the mid-seventies. The real bad stopping problems took place then; subsequently they changed the circumference of the

A typical 100-kilowatt-hour Tesla lithium-ion battery is built in China on a largely coal-powered grid. Such an energy- and carbonintensive manufacturing process releases 13,500 kilograms of carbon dioxide emissions, roughly equivalent to the carbon pollution released by a conventional gasoline-powered car traveling 33,000 miles. That 33,000-miles figure assumes the Tesla is only recharged by 100 percent greentech-generated electricity. More realistically? The American grid is powered by 40 percent natural gas and 19 percent coal. This more traditional electricity-generation profile extends the “carbon break-even” point of the Tesla out to 55,000 miles. If anything, this overstates how green-friendly an electric vehicle might be.

There is a tendency among environmentalists to single out the big players in the market as the principal culprits: to pin environmental crime on those – like oil companies, motor manufacturers, logging corporations, agribusinesses, supermarkets – that make their profits by exporting their costs to others (including others who are not yet born). But this is to mistake the effect for the cause. In a free economy such ways of making money emerge by an invisible hand from choices made by all of us. It is the demand for cars, oil, cheap food and expendable luxuries that is the real cause of the industries that provide these things. Of course it is true that the big players externalize their costs whenever they can. But so do we. Whenever we travel by air, visit the supermarket, or consume fossil fuels, we are exporting our costs to others, and to future generations. A free economy is driven by individual demand. And in a free economy individuals, just as much as big businesses, strive to pass on their costs to others, while keeping the benefits. The solution is not the socialist one, of abolishing the free economy, since this merely places massive economic power in the hands of unaccountable bureaucrats, who are equally in the business of exporting their costs, while enjoying secure rents on the social product.16 The solution is to adjust our demands, so as to bear the costs of them ourselves, and to find the way to put pressure on businesses to do likewise. And

Decouplers often trip up on this step in two ways. First, they are overly generic in articulating the CVC. When mapping the process of buying a car, auto executives tend to describe it as: feel the need to buy car > become aware of a car brand > develop an interest in the brand > visit the dealer > purchase the car. This is a start, but it is not specific enough. Decouplers must ask: When do people actually need a new car? How exactly do people become aware of car brands? How do people become interested in a make or model? And so on. The generic process of awareness, interest, desire, and purchase isn’t specific enough to help. Decouplers also flounder by failing to identify all the relevant stages in the value chain. For the car-buying process, a better description of the CVC might be: become aware that your car lease will expire in one month > feel the need to purchase a new car > develop a heightened interest in car ads > visit car manufacturers’ websites > create a set of two or three brands of interest > visit third-party auto websites > compare options of cars in the same category > choose a model > shop online for the best price > visit the nearest dealer to see if they have the model in stock > see if they can beat the best online price > test-drive the cars > decide about financing, warranty, and other add-ons > negotiate a final price > sign the contract > pick up the car > use it > wait for the lease to expire again. With this far more detailed CVC, we can fully appreciate the complexity of the car-buying

A number of Ford engineers arrived at Derby, and spent some months examining and familiarizing themselves with the drawings and manufacturing methods. One day their Chief Engineer appeared in Lovesey’s office, which I was then sharing, and said, ‘You know, we can’t make the Merlin to these drawings’. I replied loftily, ‘I suppose that is because the drawing tolerances are too difficult for you, and you can’t achieve the accuracy’. ‘On the contrary’, he replied, ‘the tolerances are far too wide for us. We make motor cars far more accurately than this. Every part on our car engines has to be interchangeable with the same part on any other engine, and hence all parts have to be made with extreme accuracy, far closer than you use. That is the only way we can achieve mass production’.

fridge, a stove and a Bendix washing machine. For an extra 250 dollars you could have a car as well; the buyer of that package was all set for the future. The Levitts erected their first houses in a huge potato field in Hempstead, twenty miles from Manhattan, in 1946. Within two years the place had become a town in its own right. By July 1948, 180 houses were being manufactured every week, and just three years later 82,000 people were living on the old potato field in 17,000 prefab dwellings. Most of those drawn to the brand-new Levittown were GIs, each with a generous discharge payment in his pocket. The ads didn’t exaggerate; the instalment plan was generous: ‘Uncle Sam and the world’s largest builder have made it possible for you to live in a charming house in a delightful community

As it turned out, Sharpe was right. Cooperation succumbed to market forces, but even more to the war waged on it by the business classes. By 1887 the latter were determined to destroy the Knights, with their incessant boycotts, their strikes (sometimes involving hundreds of thousands), their revolutionary agitation, and their labor parties organized across the country. In the two years after the infamous Haymarket bombing in Chicago and the Great Upheaval of 1886, in which 200,000 trade unionists across the country went on a four-day-long strike for the eight-hour day but in most cases failed—partly because Terence Powderly, the leader of the Knights, who had always disliked strikes, refused to endorse the action and encouraged the Knights not to participate—capitalist repression swept the nation. Joseph Rayback summarizes: The first of the Knights’ ventures to feel the full effect of the post-Haymarket reaction were their cooperative enterprises. In part the very nature of such enterprises worked against them. The successful ventures became joint-stock corporations, the wage-earning shareholders and managers hiring labor like any other industrial unit. In part the cooperatives were destroyed by inefficient managers, squabbles among shareholders, lack of capital, and injudicious borrowing of money at high rates of interest. Just as important was the attitude of competitors. Railroads delayed the building of tracks, refused to furnish cars, or refused to haul them. Manufacturers of machinery and producers of raw materials, pressed by private business, refused to sell their products to the cooperative workshops and paralyzed operations. By 1888 none of the Order’s cooperatives were in existence.170

Even as a kid, I’d lie when people asked if I attended church regularly. According to Gallup, I wasn’t alone in feeling that pressure. The juxtaposition is jarring: Religious institutions remain a positive force in people’s lives, but in a part of the country slammed by the decline of manufacturing, joblessness, addiction, and broken homes, church attendance has fallen off. Dad’s church offered something desperately needed by people like me. For alcoholics, it gave them a community of support and a sense that they weren’t fighting addiction alone. For expectant mothers, it offered a free home with job training and parenting classes. When someone needed a job, church friends could either provide one or make introductions. When Dad faced financial troubles, his church banded together and purchased a used car for the family. In the broken world I saw around me—and for the people struggling in that world—religion offered tangible assistance to keep the faithful on track.

Köster had bought the car, a top-heavy old bus, at an auction for next to nothing. Connoisseurs who saw it at the time pronounced it without hesitation an interesting specimen for a transport museum. Bollwies, wholesale manufacturer of ladies’ ready-made dresses and incidentally a speedway enthusiast, advised Otto to convert it into a sewing machine. But Köster was not to be discouraged. He took down the car as if it had been a watch, and worked on it night after night for months. Then one evening he turned up in it outside the bar which we usually frequented. Bollwies nearly fell over with laughing when he saw it, it still looked so funny. For a bit of fun he challenged Otto to a race. He offered two hundred marks to twenty if Köster would take him on in his new sports car—course ten kilometres, Otto to have a kilometre start. Otto took up the bet. But Otto went one better. He refused the handicap and raised the odds to even money, a thousand marks each way. Bollwies, delighted, offered to drive him to a mental home immediately.

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.

By then we lived in a small town an hour outside of Minneapolis in a series of apartment complexes with deceptively upscale names: Mill Pond and Barbary Knoll, Tree Loft and Lake Grace Manor. She had one job, then another. She waited tables at a place called the Norseman and then a place called Infinity, where her uniform was a black T-shirt that said GO FOR IT in rainbow glitter across her chest. She worked the day shift at a factory that manufactured plastic containers capable of holding highly corrosive chemicals and brought the rejects home. Trays and boxes that had been cracked or clipped or misaligned in the machine. We made them into toys—beds for our dolls, ramps for our cars. She worked and worked and worked, and still we were poor. We received government cheese and powdered milk, food stamps and medical assistance cards, and free presents from do-gooders at Christmastime. We played tag and red light green light and charades by the apartment mailboxes that you could open only with a key, waiting for checks to arrive. “We aren’t poor,” my mother said, again and again. “Because we’re rich in love.

Suppose someone—say Mr. Henry Ford—finds out a way of making motor-cars so cheaply that no one else can compete, with the result that all the other firms engaged in making cars go bankrupt. In order to arrive at the cost to the community of one of the new cheap cars, one must add, to what Mr. Ford would have to pay, the proper proportion of all the now useless plant belonging to other firms, and of the cost of rearing and educating those workers and managers previously employed by other firms but now out of work. (Some will obtain employment with Mr. Ford, but probably not all, since the new process is cheaper, and therefore requires less labour.) There may well also be other expenses to the community —labour disputes, strikes, riots, extra police, trials and imprisonments. When all these items are taken into account, it may well be found that the cost of the new cars to the community is, at first, considerably greater than that of the old ones. Now it is the cost to the community which determines what is socially advantageous, while it is the cost to the individual manufacturer which determines, in our system, what takes place.

Dr. Morris Netherton, a pioneer in the field of past-life therapy (and my teacher),7 relates the incident of a patient who returned to her previous life as Rita McCullum. Rita was born in 1903 and lived in rural Pennsylvania with her foster parents until they were killed in a car accident in 1916. In the early 1920s she married a man named McCullum and moved to New York, where they had a garment manufacturing company off Seventh Avenue in midtown Manhattan. Life was hard and money short. Her husband died in 1928. In 1929, her son died from polio, and the stock market crashed. Like many others during the Great Depression, Rita succumbed to bankruptcy and depression. On the sunny day of June 11, 1933, she hanged herself from the ceiling fan of her factory. Because this memory featured traceable facts, Netherton and his patient contacted New York City’s Hall of Records. They received a photocopy of a notarized death certificate of a woman named Rita McCullum. Under manner of death, it stated that she died by hanging at an address in the West Thirties, still today the heart of the garment district. The date of death was June 11, 1933.8

Everyone is free to create his world as he wants it if he knows that the whole thing is responding to him. In Luke 13 we are told the story of five Galileans who have been murdered by Pilate. ‘And he mixed their blood with their offering, etc.’And the central figure of the gospels which is your awakened Imagination says to his followers; ‘Do you think these five were worse sinners than the others? I tell you ‘No.’ But unless you repent you will all likewise perish in the same manner.’Here on one level we think it served them right, just as those who saw the scene on the Sunset Blvd. would say ‘It served her right cutting across the street like that!’ In this story in Luke we are told that a man sinned in the past and was murdered by Pilate. It has nothing to do with it. Then Jesus asked them, ‘Do you think that the eighteen upon whom the tower in Siloam fell and killed them were worse offenders than the others who dwell in Jerusalem? I tell you, No; but unless you repent you will all likewise perish. On this level of the dream people think of getting even. It is a dream of confusion and people are reactivating, but man has to awaken and become an actor. On this present level man is always reflecting life, not knowing he is the cause of all he observes. But when he awakens from the dream and then becomes an actor. What percentage would have done what this lady in the car did? They would have reacted, or feasted on the fruit of the tree of good and evil. They would have had a violent reaction, and then they would have had a violent resistance from this dead universe. But this lady makes her dream and the whole thing comes to pass exactly as she pictured it, even to the number of blocks. You might almost think she had manufactured that little old lady in gray, but I tell you everything comes in response to our own wonderful imaginal activity. You can be anything in this world but you cannot know it or expect it to come unless you Act. If you react based on the past, you continue in the same pattern. To be the man you desire to be you must create the scene, as this lady did, and the whole world will be convulsed if that is necessary to bring it to pass. There is no other power but God, but God had to ‘forget’ he was God in this state of sleep, and then He awakens and consciously determines the conditions he wants in the world.

The debate seems to come right out of the pages of Christopher Cerf and Victor Navasky’s The Experts Speak: Well-informed people know it is impossible to transmit the voice over wires and that were it possible to do so, the thing would be of no practical value. —Editorial, The Boston Post, 1865 Fifty years hence . . . [w]e shall escape the absurdity of growing a whole chicken in order to eat the breast or wing, by growing these parts separately under a suitable medium. —Winston Churchill, 1932 Heavier-than-air flying machines are impossible. —Lord Kelvin, pioneer in thermodynamics and electricity, 1895 [By 1965] the deluxe open-road car will probably be 20 feet long, powered by a gas turbine engine, little brother of the jet engine. —Leo Cherne, editor-publisher of The Research Institute of America, 1955 Man will never reach the moon, regardless of all future scientific advances. —Lee Deforest, inventor of the vacuum tube, 1957 Nuclear powered vacuum cleaners will probably be a reality within 10 years. —Alex Lewyt, manufacturer of vacuum cleaners, 1955 The one prediction coming out of futurology that is undoubtedly correct is that in the future today’s futurologists will look silly.

What happened? Many things. But the overriding problem was this: The auto industry got too comfortable. As Intel cofounder Andy Grove once famously proclaimed, “Only the paranoid survive.” Success, he meant, is fragile—and perfection, fleeting. The moment you begin to take success for granted is the moment a competitor lunges for your jugular. Auto industry executives, to say the least, were not paranoid. Instead of listening to a customer base that wanted smaller, more fuel-efficient cars, the auto executives built bigger and bigger. Instead of taking seriously new competition from Japan, they staunchly insisted (both to themselves and to their customers) that MADE IN THE USA automatically meant “best in the world.” Instead of trying to learn from their competitors’ new methods of “lean manufacturing,” they clung stubbornly to their decades-old practices. Instead of rewarding the best people in the organization and firing the worst, they promoted on the basis of longevity and nepotism. Instead of moving quickly to keep up with the changing market, executives willingly embraced “death by committee.” Ross Perot once quipped that if a man saw a snake on the factory floor at GM, they’d form a committee to analyze whether they should kill it. Easy success had transformed the American auto

I want to say something else about desire. I really do not know what it is. I experience something which, sometimes, if I pull it apart, I cannot make reason of. The word seems to me to fall apart under the pull and drag of its commodified shapes, under the weight of our artifice and our conceit. It is sometimes impossible to tell what is real from what is manufactured. We live in a world filled with commodified images of desire. Desire clings to widgets, chairs, fridges, cars, perfumes, shoes, jackets, golf clubs, basketballs, telephones, water, soap powder, houses, neighbourhoods. Even god. It clings to an endless list of objects. It clings to the face of television sets and movie screens. It is glaciered in assigned objects, it is petrified in repetitive cliched gestures. Their repetition is tedious, the look and sound of them tedious. We become the repetition despite our best efforts. We become numb. And though against the impressive strength of this I can't hope to say all that desire might be, I wanted to talk about it not as it is sold to us but as one collects it, piece by piece, proceeding through a life. I wanted to say that life, if we are lucky, is a collection of aesthetic experiences as it is a collection of pratical experiences, which may be one and the same sometimes, and which if we are lucky we make a sense of. Making sense may be what desire is. Or, putting the senses back together.

On May 31, 1921, the Ford Motor Company turned out Car No. 5,000,000. It is out in my museum along with the gasoline buggy that I began work on thirty years before and which first ran satisfactorily along in the spring of 1893. I was running it when the bobolinks came to Dearborn and they always come on April 2nd. There is all the difference in the world in the appearance of the two vehicles and almost as much difference in construction and materials, but in fundamentals the two are curiously alike—except that the old buggy has on it a few wrinkles that we have not yet quite adopted in our modern car. For that first car or buggy, even though it had but two cylinders, would make twenty miles an hour and run sixty miles on the three gallons of gas the little tank held and is as good to-day as the day it was built. The development in methods of manufacture and in materials has been greater than the development in basic design. The whole design has been refined; the present Ford car, which is the "Model T," has four cylinders and a self starter—it is in every way a more convenient and an easier riding car. It is simpler than the first car. But almost every point in it may be found also in the first car. The changes have been brought about through experience in the making and not through any change in the basic principle—which I take to be an important fact demonstrating that, given a good idea to start with, it is better to concentrate on perfecting it than to hunt around for a new idea.

Which of course leads to the other thing I’ve been thinking about: categories of violence. If we don’t mind being a bit ad hoc, we can pretty easily break violence into different types. There is, for example, the distinction between unintentional and intentional violence: the difference between accidentally stepping on a snail and doing so on purpose. Then there would be the category of unintentional but fully expected violence: whenever I drive a car I can fully expect to smash insects on the windshield (to kill this or that particular moth is an accident, but the deaths of some moths are inevitable considering what I’m doing). There would be the distinction between direct violence, that I do myself, and violence that I order done. Presumably, George W. Bush hasn’t personally throttled any Iraqi children, but he has ordered their deaths by ordering an invasion of their country (the death of this or that Iraqi child may be an accident, but the deaths of some children are inevitable considering what he is ordering to be done). Another kind of violence would be systematic, and therefore often hidden: I’ve long known that the manufacture of the hard drive on my computer is an extremely toxic process, and gives cancer to women in Thailand and elsewhere who assemble them, but until today I didn’t know that the manufacture of the average computer takes about two tons of raw materials (520 pounds of fossil fuels, 48 pounds of chemicals, and 3,600 pounds of water; 4 pounds of fossil fuels and chemicals and 70 pounds of water are used to make just a single two gram memory chip).389 My purchase of the computer carries with it those hidden forms of violence.

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Lucid Motors was started under the name Atieva (which stood for “advanced technologies in electric vehicle applications” and was pronounced “ah-tee-va”) in Mountain View in 2008 (or December 31, 2007, to be precise) by Bernard Tse, who was a vice president at Tesla before it launched the Roadster. Hong Kong–born Tse had studied engineering at the University of Illinois, where he met his wife, Grace. In the early 1980s, the couple had started a computer manufacturing company called Wyse, which at its peak in the early 1990s registered sales of more than $480 million a year. Tse joined Tesla’s board of directors in 2003 at the request of his close friend Martin Eberhard, the company’s original CEO, who sought Tse’s expertise in engineering, manufacturing, and supply chain. Tse would eventually step off the board to lead a division called the Tesla Energy Group. The group planned to make electric power trains for other manufacturers, who needed them for their electric car programs. Tse, who didn’t respond to my requests to be interviewed, left Tesla around the time of Eberhard’s departure and decided to start Atieva, his own electric car company. Atieva’s plan was to start by focusing on the power train, with the aim of eventually producing a car. The company pitched itself to investors as a power train supplier and won deals to power some city buses in China, through which it could further develop and improve its technology. Within a few years, the company had raised about $40 million, much of it from the Silicon Valley–based venture capital firm Venrock, and employed thirty people, mostly power train engineers, in the United States, as well as the same number of factory workers in Asia. By 2014, it was ready to start work on a sedan, which it planned to sell in the United States and China. That year, it raised about $200 million from Chinese investors, according to sources close to the company.

Give us an idea of…” Noya Baram rubs her temples. “Oh, well.” Augie begins to stroll around again. “The examples are limitless. Small examples: elevators stop working. Grocery-store scanners. Train and bus passes. Televisions. Phones. Radios. Traffic lights. Credit-card scanners. Home alarm systems. Laptop computers will lose all their software, all files, everything erased. Your computer will be nothing but a keyboard and a blank screen. “Electricity would be severely compromised. Which means refrigerators. In some cases, heat. Water—well, we have already seen the effect on water-purification plants. Clean water in America will quickly become a scarcity. “That means health problems on a massive scale. Who will care for the sick? Hospitals? Will they have the necessary resources to treat you? Surgical operations these days are highly computerized. And they will not have access to any of your prior medical records online. “For that matter, will they treat you at all? Do you have health insurance? Says who? A card in your pocket? They won’t be able to look you up and confirm it. Nor will they be able to seek reimbursement from the insurer. And even if they could get in contact with the insurance company, the insurance company won’t know whether you’re its customer. Does it have handwritten lists of its policyholders? No. It’s all on computers. Computers that have been erased. Will the hospitals work for free? “No websites, of course. No e-commerce. Conveyor belts. Sophisticated machinery inside manufacturing plants. Payroll records. “Planes will be grounded. Even trains may not operate in most places. Cars, at least any built since, oh, 2010 or so, will be affected. “Legal records. Welfare records. Law enforcement databases. The ability of local police to identify criminals, to coordinate with other states and the federal government through databases—no more. “Bank records. You think you have ten thousand dollars in your savings account? Fifty thousand dollars in a retirement account? You think you have a pension that allows you to receive a fixed payment every month?” He shakes his head. “Not if computer files and their backups are erased. Do banks have a large wad of cash, wrapped in a rubber band with your name on it, sitting in a vault somewhere? Of course not. It’s all data.” “Mother of God,” says Chancellor Richter, wiping his face with a handkerchief.

Evidence based medicine is meant to ensure that quality treatment options are chosen and diagnosis is based on empirical evidence rather than personal assumptions. But this area adapts to changes more slowly than other industries do. For example, after the driverless car developed by Google ran for 1 million miles without incident, car manufacturers such as Volvo announced the inclusion of such algorithms in its future models. For obvious reasons things are a bit slower in healthcare. But soon an ever–increasing gap is going to be too big to cope with.

Henry Ford achieved the highest throughput per worker of any car manufacturing company of his time.

A brick could be placed in the trunk of a car manufacturer’s competitor, to increase the odds of decreasing their fuel efficiency.


Chinese family businesses instinctively thought of ways of hiding income from the tax collector. The situation is quite different in Japan, where the family is weaker and individuals are pulled in different directions by the various vertical authority structures standing above them. The entire Japanese nation, with the emperor at the top, is, in a sense, the ie of all ies, and calls forth a degree of moral obligation and emotional attachment that the Chinese emperor never enjoyed. Unlike the Japanese, the Chinese have had less of a we-against-them attitude toward outsiders and are much more likely to identify with family, lineage, or region as with nation. The dark side to the Japanese sense of nationalism and proclivity to trust one another is their lack of trust for people who are not Japanese. The problems faced by non-Japanese living in Japan, such as the sizable Korean community, have been widely noted. Distrust of non-Japanese is also evident in the practices of many Japanese multinationals operating in other countries. While aspects of the Japanese lean manufacturing system have been imported with great success into the United States, Japanese transplants have been much less successful integrating into local American supplier networks. Japanese auto companies building assembly plants in the United States, for example, have tended to bring over with them the suppliers in their network organizations from Japan. According to one study, some ninety percent of the parts for Japanese cars assembled in America come from Japan or from subsidiaries of Japanese companies in America.43 This is perhaps predictable given the cultural differences between the Japanese assembler and the American subcontractor but has understandably led to hard feelings between the two. To take another example, while Japanese multinationals have hired a great number of native executives to run their overseas businesses, these people are seldom treated like executives at the same level in Japan. An American working for a subdivision of a Japanese company in the United States might aspire to rise within that organization but is very unlikely to be asked to move to Tokyo or even to a higher post outside the United States.44 There are exceptions. Sony America, for example, with its largely American staff, is highly autonomous and often influences its parent in Japan. But by and large, the Japanese radius of trust can be fully extended only to other Japanese.

finding a scale model of your family truckster from back in the day, NEO Scale Models may be able to help. Models of domestic cars in 1:43 scale had basically been written off by model manufacturers because the U.S. market was never really deemed big enough to support them. Those that were offered tended to be purchased exclusively for decorating model train diaramas (O Gauge is 1:48 scale, by the way), and thus had to meet a very low price point. Thus diecast manufacturers like Minichamps, Norev, Herpa, and others focused their attention on churning out models of European cars, producing twenty

Germany spends about twenty times more on manufacturing R&D than the United States, with much of its money targeted at factory floor activities, such as industrial design and robotics.

Depuis cent ans, la propriété foncière se divise sans cesse dans les pays connus; en Angleterre, elle s'agglomère sans cesse. Les terres de moyenne grandeur disparaissent dans les vastes domaines, la grande culture succède à la petite...Il en résulte que, tandis que l'agriculteur est sollicité par son interêt de quitter la charrue et d'entrer dans les manufactures, il est, en quelque façon, poussé malgré lui à le faire par l'agglomération de la propriété foncière. Car, proportion gardée, il faut infiniment moins de travailleurs pour cultiver un grand domaine qu'un petit champ.

(...) je me suis mis à boire comme d'habitude. Personne ne m'a adressé la parole jusque vers minuit et demi. Alors le père Manseau, resté jusque-là impassible et étranger au débat, s'est mis sur pied, péniblement, parce qu'il souffre de l'arthrite, et s'est approché de ma table. Sa figure bronzée, inexpressive, touchait presque mon oreille. - Je suis au courant de votre histoire, dit-il. Moué, c'est pas de mes affaires. Mais vous êtes nouveau icitte. Moué, ça fait soixante-deux ans que je promène ma carcasse. Eh ben, c'est pas bon pour la santé icitte de contrer les curés. Les ficelles, c'est eux autres qui les ont, vous comprenez... Il hésita quelques secondes puis ajouta en guise d'excuse: - Je dis ça, moué, au fond, personnellement, ça me fait ni chaud ni froid. Le jour, je travaille à la manufacture; le soir, je bois ma bière. Au fond, c'est pas ça qui me dérange. Mais c'est pour vous dire, vous comprenez... Je m'étais levé moi aussi et je m'aperçus que je serrais la main au père Manseau. Je ne sais s'il se rendit compte de mon émotion. Peu probable. Il n'en laissa, en tout cas, rien voir. Sans doute, sa mise en garde ne m'apprenait-elle rien de nouveau. Je savais à quoi m'en tenir. Mais c'était l'intention qui me touchait, le sentiment de fraternité, de solidarité peut-être que le père Manseau avait voulu exprimer - la fraternité d'un simple voisin de table tenu à l'écart par ses concitoyens bien-pensants à cause de son alcoolisme... ll me tira d'embarras en portant deux doigts à la visière de sa casquette de cuir: - À la revoyure, m'sieur Jodoin, pis bonne chance, là. Et il s'éloigna, oscillant, écarquillé, de sa démarche raide de pantin, sans presque plier les genoux. Mon émotion tomba vite; heureusement, car je n'aime pas être ému. D'ailleurs, ayant bu tout mon soûl, j'étais protégé des cinglures du monde extérieur.

The availability of all this data means that virtually every business or organizational activity can be viewed as a big data problem or initiative. Manufacturing, in which most machines already have one or more microprocessors, is increasingly a big-data environment. Consumer marketing, with myriad customer touchpoints and clickstreams, is already a big data problem. Google has even described its self-driving car as a big-data project.

Four men get together at a reunion. Three of them have sons and they start bragging about them, while the fourth guy leaves to take a leak. The first man says his son is doing so well, he now owns a factory for manufacturing furniture. “Why, just the other day he gave his best friend furniture for his new house.” The second man says his son is doing just as well. He is a manager at an exclusive car dealership. “Why, just the other day he gave his best friend a Ferrari.” The third man says his son was thriving, too. He is a manager at a bank. “Why, just the other day he gave his best friend money to buy a house.” The fourth man comes back from the bathroom, and the other three tell him that they’ve been discussing their very successful sons. He just shakes his head and says his son is gay and hasn’t amounted to much—but he must be doing something right, because in the past few weeks he’s been given a house, furniture, and a Ferrari by his three boyfriends!

And it’s not just your job. The Industrial Revolution profoundly altered how much physical activity people do not just at work, but also for the rest of the day. Many of the most successful products invented and manufactured since the start of the Industrial Revolution have been labor-saving devices. Cars, bicycles, airplanes, subways, escalators, and elevators reduce the energy cost of traveling. Recall

What people intuitively grasped was the new efficiences in distribution, manufacturing, and marketing were changing the definition of what was commercially viable across the board. The best way to describe these forces is that they are turning unprofitable customers, products, and markets into profitable ones. Although this phenomenon is most obvious in entertainment and media, it's an easy leap to eBay to see it at work more broadly, from cars to crafts. Seen broadly, it's clear that the story of the Long Tail is really about the economics of abundance - what happens when the bottlenecks and stand between supply and demand in our culture start to disappear and everything becomes available to everyone.

Hitler was already aware of the differences between German and US industrial manufacturing methods, but had done nothing to implement change; in February 1942 he had observed, ‘We’ve always been hypnotised by the slogan “the craftsmanship of the German worker” … we are far behind the Americans [in industrial terms] … they build far more lightly than we do. A car of ours that weighs eighteen hundred kilos would weigh only a thousand if made by the Americans.

You can see Musk’s embrace of the car as lifestyle in Tesla’s abandonment of model years. Tesla does not designate cars as being 2014s or 2015s, and it also doesn’t have “all the 2014s in stock must go, go, go and make room for the new cars” sales. It produces the best Model S it can at the time, and that’s what the customer receives. This means that Tesla does not develop and hold on to a bunch of new features over the course of the year and then unleash them in a new model all at once. It adds features one by one to the manufacturing line when they’re ready. Some customers may be frustrated to miss out on a feature here and there. Tesla, however, manages to deliver most of the upgrades as software updates that everyone gets, providing current Model S owners with pleasant surprises.

Success will come just as a mere wish when cars begin to manufacture and drive themselves. Believe it or not, "nothing comes out if nothing goes in”!

Pontiacs, Oldsmobiles, Buicks – manufactured by General Motors, the most vigorous purveyor of philistine vulgarity the world has ever known ["Car Crush: Why American Writers and Artists Can’t Stop Loving the Automobile," The Millions, August 4, 2015]

Shervin Pishevar’s other star investment, Uber, was embroiled in its own case about whether it was as humble and powerless as it claimed. A group of drivers had sued Uber, as well as its rival Lyft, in federal court, seeking to be treated as employees under California’s labor laws. Their case was weakened by the fact that they had signed agreements to be contractors not subject to those laws. They had accepted the terms and conditions that cast each driver as an entrepreneur—a free agent choosing her hours, needing none of the regulatory infrastructure that others depended on. They had bought into one of the reigning fantasies of MarketWorld: that people were their own miniature corporations. Then some of the drivers realized that in fact they were simply working people who wanted the same protections that so many others did from power, exploitation, and the vicissitudes of circumstance. Because the drivers had signed that agreement, they had blocked the easy path to being employees. But under the law, if they could prove that a company had pervasive, ongoing power over them as they did their work, they could still qualify as employees. To be a contractor is to give up certain protections and benefits in exchange for independence, and thus that independence must be genuine. The case inspired the judges in the two cases, Edward Chen and Vince Chhabria, to grapple thoughtfully with the question of where power lurks in a new networked age. It was no surprise that Uber and Lyft took the rebel position. Like Airbnb, Uber and Lyft claimed not to be powerful. Uber argued that it was just a technology firm facilitating links between passengers and drivers, not a car service. The drivers who had signed contracts were robust agents of their own destiny. Judge Chen derided this argument. “Uber is no more a ‘technology company,’ ” he wrote, “than Yellow Cab is a ‘technology company’ because it uses CB radios to dispatch taxi cabs, John Deere is a ‘technology company’ because it uses computers and robots to manufacture lawn mowers, or Domino Sugar is a ‘technology company’ because it uses modern irrigation techniques to grow its sugar cane.” Judge Chhabria similarly cited and tore down Lyft’s claim to be “an uninterested bystander of sorts, merely furnishing a platform that allows drivers and riders to connect.” He wrote: Lyft concerns itself with far more than simply connecting random users of its platform. It markets itself to customers as an on-demand ride service, and it actively seeks out those customers. It gives drivers detailed instructions about how to conduct themselves. Notably, Lyft’s own drivers’ guide and FAQs state that drivers are “driving for Lyft.” Therefore, the argument that Lyft is merely a platform, and that drivers perform no service for Lyft, is not a serious one.

Pacific Car and Foundry (later named PACCAR) manufactured B-17 parts and Sherman tanks.26 Reynolds Metal Company in Longview made aluminum for aircraft, as did the Aluminum Company of America (ALCOA) in Vancouver and Troutdale, and two federally funded plants near Spokane.

Tesla does not designate cars as being 2014s or 2015s, and it also doesn’t have “all the 2014s in stock must go, go, go and make room for the new cars” sales. It produces the best Model S it can at the time, and that’s what the customer receives. This means that Tesla does not develop and hold on to a bunch of new features over the course of the year and then unleash them in a new model all at once. It adds features one by one to the manufacturing line when they’re ready. Some customers may be frustrated to miss out on a feature here and there. Tesla, however, manages to deliver most of the upgrades as software updates that everyone gets, providing current Model S owners with pleasant surprises.

In an age of extreme automation and globalization, how can the 90 percent for whom income is stagnant or falling respond? For the Tea Party, the answer is to circle the wagons around family and church, and to get on bended knee to multinational companies to lure them to you from wherever they are. This is the strategy Southern governors have used to lure textile firms from New England or car manufacturers from New Jersey and California, offering lower wages, anti-union legislation, low corporate taxes, and big financial incentives. For the liberal left, the best approach is to nurture new business through a world-class public infrastructure and excellent schools. An example is what many describe as the epicenter of a new industrial age: Silicon Valley—with Google, Twitter, Apple, and Facebook—and its environs, as well as the electric car and solar industries. The reds might be the Louisiana model, and to some degree, the blues are the California one.

The casting away of things is symbolic, you know. Talismanic. When you cast away things, you're also casting away the self-related others that are symbolically related to those things. You start a cleaning-out process. You begin to empty the vessel." Larry shook his head slowly. "I don't follow that." "Well, take an intelligent pre-plague man. Break his TV, and what does he do at night?" "Reads a book," Ralph said. "Goes to see his friends," Stu said. "Plays the stereo," Larry said, grinning. "Sure, all those things," Glen said. "But he's also missing that TV. There's a hole in his life where that TV used to be. In the back of his mind he's still thinking, At nine o'clock I'm going to pull a few beers and watch the Sox on the tube. And when he goes in there and sees that empty cabinet, he feels as disappointed as hell. A part of his accustomed life has been poured out, is it not so?" "Yeah," Ralph said. "Our TV went on the fritz once for two weeks and I didn't feel right until it was back." "It makes a bigger hole in his life if he watched a lot of TV, a smaller hole if he only used it a little bit. But something is gone. Now take away all his books, all his friends, and his stereo. Also remove all sustenance except what he can glean along the way. It's an emptying-out process and also a diminishing of the ego. Your selves, gentlemen--they are turning into a window-glass. Or better yet, empty tumblers." "But what's the point?" Ralph asked. "Why go through all the rigmarole?" Glen said, "If you read your Bible, you'll see that it was pretty traditional for these prophets to go out into the wilderness from time to time--Old Testament Magical Mystery Tours. The timespan given for these jaunts was usually forty days and forty nights, a Hebraic idiom that really means 'no one knows exactly how long he was gone, but it was quite a while.' Does that remind you of anyone?" "Sure. Mother," Ralph said. "Now think of yourself as a battery. You really are, you know. Your brain runs on chemically converted electrical current. For that matter, your muscles run on tiny charges, too--a chemical called acetylcholine allows the charge to pass when you need to move, and when you want to stop, another chemical, cholinesterase, is manufactured. Cholinesterase destroys acetylcholine, so your nerves become poor conductors again. Good thing, too. Otherwise, once you started scratching your nose, you'd never be able to stop. Okay, the point is this: Everything you think, everything you do, it all has to run off the battery. Like the accessories in a car." They were all listening closely. "Watching TV, reading books, talking with friends, eating a big dinner ... all of it runs off the battery. A normal life--at least in what used to be Western civilization--was like running a car with power windows, power brakes, power seats, all the goodies. But the more goodies you have, the less the battery can charge. True?" "Yeah," Ralph said. "Even a big Delco won't ever overcharge when it's sitting in a Cadillac." "Well, what we've done is to strip off the accessories. We're on charge." Ralph said uneasily: "If you put a car battery on charge for too long, she'll explode." "Yes," Glen agreed. "Same with people. The Bible tells us about Isaiah and Job and the others, but it doesn't say how many prophets came back from the wilderness with visions that had crisped their brains. I imagine there were some. But I have a healthy respect for human intelligence and the human psyche, in spite of an occasional throwback like East Texas here--" "Off my case, baldy," Stu growled. "Anyhow, the capacity of the human mind is a lot bigger than the biggest Delco battery. I think it can take a charge almost to infinity. In certain cases, perhaps beyond infinity." They walked in silence for a while, thinking this over. "Are we changing?" Stu asked quietly. "Yes," Glen answered. "Yes, I think we are.

college in Orange County, an hour away by car. It was the birthplace of the war criminal Richard Nixon, as well as the home of John Wayne, a place so ferociously patriotic I thought Agent Orange might have been manufactured there or at least named in its honor.

By 1914, the internal combustion engine had swept the field. The Stanley and other steamer companies built a total of only about 1,000 of their cars that year, compared with a total of 569,000 by conventional US automobile manufacturers.16 There were 1.7 million registered motor vehicles in the United States by 1914, up from 8,000 in 1900. Automobiles outnumbered horses in New York City for the first time in 1912, and the difference widened across the decade.

Technological progress fostered industrial capitalism, but would eventually undermine it. Labor productivity in manufacturing industries rose much faster than in the rest of the economy. That meant that the same or higher quantity of steel, cars, and electronics could be produced with many fewer workers. Manufacturing’s share of total employment began to decline steadily in all the advanced industrial countries sometime after the Second World War.

If you think of General Motors as a manufacturer that produces cars, then in a simplistic sense, Uber is a manufacturer that produces transactions between drivers and riders. Uber doesn’t actually deliver the ride, but it facilitates the connection and exchange of value between drivers and passengers.

And here is where we could see the emergence of new types of companies—“Auto-Tech.” These would either be vertically integrated or strategically allied companies, from vehicle manufacture, to fleet management, to ride hailing through their own platforms. They would be the master coordinators of multiple capabilities—manufacturing, data and supply chain management, machine learning, software and systems integration, and the delivery of high-quality “mobility as a service” to customers around the world. At this point, there is still no tipping point where the benefits of new technology and business models prove so overwhelming that they obliterate the oil-fueled personal car model that has reigned for so long.

The new mobility would create major dislocations. A shift from “mobility as a product” to “mobility as a service” would result in a significant drop in new car purchases by individuals. What would grow instead would be fleet purchases. Since the cars would be used not 5 percent of the time, but 70 or 80 percent of the time, the numbers of fleet sales would not compensate for the lost personal sales. The traditional automotive supply chains, involving thousands of companies around the world, could be disrupted not by trade wars but by innovation and technology, including robotics and 3D manufacturing.

Tyron J Harrison loves to work on his collection of muscle cars in his spare time and is always on the lookout for new projects to devote his time to. After a highly lucrative career in the manufacturing industry, Tyron J Harrison planning on having an early retirement so that he can spend more time with his ever-growing collection of cars.

All this notwithstanding, the twenties in America were a very good time. Production and employment were high and rising. Wages were not going up much, but prices were stable. Although many people were still very poor, more people were comfortably well-off, well-to-do, or rich than ever before. Finally, American capitalism was undoubtedly in a lively phase. Between 1925 and 1929, the number of manufacturing establishments increased from 183,900 to 206,700; the value of their output rose from $60.8 billions to $68.0 billions.1 The Federal Reserve index of industrial production which had averaged only 67 in 1921 (1923–25= 100) had risen to 110 by July 1928, and it reached 126 in June 1929.2 In 1926, 4,301,000 automobiles were produced. Three years later, in 1929, production had increased by over a million to 5,358,000,3 a figure which compares very decently with the 5,700,000 new car registrations of the opulent year of 1953. Business earnings were rising rapidly, and it was a good time to be in business. Indeed, even the most jaundiced histories of the era concede, tacitly, that times were good, for they nearly all join in taxing Coolidge for his failure to see that they were too good to last.

In the car industry, cars are recalled when a mistake is discovered. You get a letter from the manufacturer saying, “We would like to recall your vehicle and replace the brakes.” When the facts about the world that you were taught in schools and universities become out of date, you should get a letter too: “Sorry, what we taught you is no longer true. Please return your brain for a free upgrade.

So, if people don't want a war - are opposed to a war - how do you get away with it? You change public opinion and manufacture consent, that's how. You construct a carefully organised deception. A well-crafted and perfectly executed lie. Stage a false flag attacks, created by our own security services, blame it on terrorists, blow up British or US soldiers, bomb our buildings, fly planes into them, lie about weapons of mass destruction that can annihilate us in forty-five minutes flat. And bombard people with it in the media. Terrorists! Terrorism! Cells! Al-Qaeda! Isis! So every single time you turn on the new or read a paper, it's there. Despite the fact that statistically, you're more likely to be killed in a car accident or by your own bathtub than killed by a terrorist! And all the while, they're hiding the real reasons. Oil and gas. Gold. Regime change. Land. Power. Money. So they carry on until the public gets scared and angry, and yes, let's bomb these bastards! And how dare these people threaten and attack us! Then they want the war. The public are practically begging for it by then! Like George Orwell said, "The people believe what the media tells them". And if you control the media, the money, the politics, and the military, you control the whole systems.

In the 1970s, Mumbai (then Bombay) was a whirl of motion, noise and colour. A million kirana stores lined the streets (this hasn’t changed much), with honking Ambassador cars, trolley buses and autos jockeying with cycles for space on the narrow roads. There was music, art, literature. People with big ideas and hopes for the future. Then, as now, the city was a crucible for a young entrepreneur with a dream. As a boy, I soaked in every aspect of vibrant Mumbai like my life depended on it. Back then, India was much more a manufacturing and agricultural economy, and I paid special attention to the economics of business—how family businesses

What Musk had done that the rival automakers missed or didn’t have the means to combat was turn Tesla into a lifestyle. It did not just sell someone a car. It sold them an image, a feeling they were tapping into the future, a relationship. Apple did the same thing decades ago with the Mac and then again with the iPod and iPhone. Even those who were not religious about their affiliation to Apple were sucked into its universe once they bought the hardware and downloaded software like iTunes. This sort of relationship is hard to pull off if you don’t control as much of the lifestyle as possible. PC makers that farmed their software out to Microsoft, their chips to Intel, and their design to Asia could never make machines as beautiful and as complete as Apple’s. They also could not respond in time as Apple took this expertise to new areas and hooked people on its applications. You can see Musk’s embrace of the car as lifestyle in Tesla’s abandonment of model years. Tesla does not designate cars as being 2014s or 2015s, and it also doesn’t have “all the 2014s in stock must go, go, go and make room for the new cars” sales. It produces the best Model S it can at the time, and that’s what the customer receives. This means that Tesla does not develop and hold on to a bunch of new features over the course of the year and then unleash them in a new model all at once. It adds features one by one to the manufacturing line when they’re ready. Some customers may be frustrated to miss out on a feature here and there. Tesla, however, manages to deliver most of the upgrades as software updates that everyone gets, providing current Model S owners with pleasant surprises.

Honda, instead, is driven by a series of grassroots, Eastern-derived principles that emphasize: individual responsibility over corporate mandates; simplicity over complexity; decision making based on observed and verifiable facts, not theories or assumptions; minimalism over waste; a flat organization over an exploding flow chart; autonomous and ad hoc design, development, and manufacturing teams that are nonetheless continuously accountable to one another; perpetual change; unyielding cynicism about what is believed to be the truth; unambiguous goals for employees and suppliers, and the company’s active participation in helping them reach those metrics; and freely borrowing from the past as a bridge to what Honda calls innovative discontinuity in the present.

Though I try to avoid generalising about gender, it is fair to say that men are less adaptable to disruptions in their work routines than women, and more liable to vent their anger politically. To anyone who doubts that, I have a flying car to sell you. Meanwhile, remind yourselves of the impact manufacturing job losses have had on Western politics. Way more than half of Trump’s voters were male. The same applies to the Brexit electorate.

About ten years ago, while visiting Japan, I toured a Toyota car manufacturing plant that was able to produce five hundred cars per day with only four hundred employees because of automation. I thought to myself, ‘Imagine if you could take this automation and productivity out of the factory and put it into our everyday lives?’ I believe this will increase our global economy by orders of magnitude in the decades ahead.

According to the latest report of PAMA (Pakistan Automotive Manufacturers Association), we witnessed a greatest achievement of Suzuki Alto in Dec 2021. Interesting fact is Suzuki suspended booking of Suzuki Alto VXL for a while, because the AGS/VXL variant cut out of production because of the shortage of semiconductor chip. How They Achieve This Landmark? There are few simple reasons behind it, they didn’t compromise on the quality of their procurement. There are few factors which enhances car performance, including installation of Quality tires, because Pakistan’s road qualities are below the average, so the maintenance of the car tires are so important. Various tires brands claims that they are best in the business, but according to the performance, no brand ever achieve the landmark what Maxxis achieved. If you are car owner and want to change or update your car tires and didn’t knew how to identify your car suitable tires, you can purchase it from Maxxis.pk, or visit our nearest affiliated outlet. Maxxis.pk is only Tire Dealer of Maxxis brand in Pakistan, and can only found at Maxxis affiliated outlets. Faisalabad, Lahore, Islamabad, Gujranwala, Sialkot, Sheikhupura are some of the leading cities, however you can find these Quality tires all over Pakistan. If not Maxxis then you can visit Tyre Dealers official website and grab your tires.

Tesla Motors was created to accelerate the advent of sustainable transport. If we clear a path to the creation of compelling electric vehicles, but then lay intellectual property landmines behind us to inhibit others, we are acting in a manner contrary to that goal. Tesla will not initiate patent lawsuits against anyone who, in good faith, wants to use our technology. When I started out with my first company, Zip2, I thought patents were a good thing and worked hard to obtain them. And maybe they were good long ago, but too often these days they serve merely to stifle progress, entrench the positions of giant corporations and enrich those in the legal profession, rather than the actual inventors. After Zip2, when I realized that receiving a patent really just meant that you bought a lottery ticket to a lawsuit, I avoided them whenever possible. At Tesla, however, we felt compelled to create patents out of concern that the big car companies would copy our technology and then use their massive manufacturing, sales and marketing power to overwhelm Tesla. We couldn’t have been more wrong. The unfortunate reality is the opposite: electric car programs (or programs for any vehicle that doesn’t burn hydrocarbons) at the major manufacturers are small to non-existent, constituting an average of far less than 1% of their total vehicle sales. Given that annual new vehicle production is approaching 100 million per year and the global fleet is approximately 2 billion cars, it is impossible for Tesla to build electric cars fast enough to address the carbon crisis. By the same token, it means the market is enormous. Our true competition is not the small trickle of non-Tesla electric cars being produced, but rather the enormous flood of gasoline cars pouring out of the world’s factories every day. We believe that Tesla, other companies making electric cars, and the world would all benefit from a common, rapidly-evolving technology platform. Technology leadership is not defined by patents, which history has repeatedly shown to be small protection indeed against a determined competitor, but rather by the ability of a company to attract and motivate the world’s most talented engineers. We believe that applying the open source philosophy to our patents will strengthen rather than diminish Tesla’s position in this regard.[431]

One thing I don’t see here today is customers. Luxury-car sales are “more lifestyle than automotive,” Christiansen explains. The vehicles follow the money. His team will cosponsor events with private jet manufacturers and fractional ownership services such as NetJets and XOJET, or with San Francisco’s St. Francis Yacht Club, to expose affluent people to vehicles “they don’t even know they want yet.” Customers wander in from time to time, of course. Rocker Sammy Hagar, a Ferrari collector who sold his Cabo Wabo tequila brand to Campari for $91 million, has been known to stop by the sister dealership in San Francisco “in flip-flops, torn shorts, ratted hair, and a T-shirt. You wouldn’t think the guy has two dimes to rub together if you didn’t know who he was,” Christiansen says. Another guy showed up at the Walnut Creek lot dressed like a plumber and configured a $260,000 Bentley. He was, in fact, a plumber—one who owned a thriving plumbing business. He’d arrived in another Bentley, now on consignment.