Financial aspects 190/290 Address 6 - PowerPoint PPT Presentation

economics 190 290 lecture 6 l.
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Financial aspects 190/290 Address 6

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  1. Economics 190/290 Lecture 6 Transportation Economics: A Look at the Auto Industry

  2. Early history of automobile manufacturing • It did not start in Detroit • First auto manufacturing company, Duryea Motor Wagon Company of Springfield, MA, in 1895 • Early industry fragmented, characterized by massive industry, small-scale production • As many as 3,000 firms organized to produce autos • More than half of these clustered in Northeast • Most never entered into commercial production • Like the Internet boom of the 1990s?

  3. Early history of automobile manufacturing • Early industry characterized by frequent mergers, divestitures, entry and exit • As early as 1903, three leading auto producers located in Michigan • Olds (4,000 cars) • Ford (1,700 cars) • Cadillac (1,700 cars) • 1904 Census revealed Michigan to be center of production for 42% of all cars, up to 51% 5 years later

  4. Early history of automobile manufacturing • Why Michigan? • Southeastern Michigan was already a center for machine shops specializing in gasoline engines (which quickly became dominant engine) • In 1900, 40% of autos powered by steam, 38% by electricity, only 22% by gasoline – but this soon changed as gas engines improved • Auto pioneers Ransom Olds and Henry Ford were gas engine machinists • Southeastern Michigan also a center for carriage makers with experience building chassis • The founder of General Motors, William Durant, was the head of the nation’s largest carriage producer. He began by taking over the struggling Buick Motor Company in 1904, then made several successful acquisitions

  5. Early history of automobile manufacturing • Why Michigan? • Southeastern Michigan was well endowed with wealthy entrepreneurs looking to invest fortunes made in the copper, iron, and lumber industries • Henry Ford’s first two automotive ventures collapsed, but he was still able to obtain financing for his third venture • Ford’s failed second venture was renamed Cadillac, went on to become an important component of General Motors

  6. Early history of automobile manufacturing • Ford’s early dominance • Ford’s (3rd) company, founded in 1903, took national sales leadership in 1906 with 8,700 cars (twice as many as second-place Cadillac) • Unlike competitors, who focused on small-scale production of “high-end” cars, Ford focused narrowly on maximizing sales of low-priced cars through productivity improvements, lowering prices as production-improvements and economies of scale lowered costs • Ford plowed large percentage of profits into innovative technology rather than higher dividends • Ford dominated auto sales until 1920s, was the principal contributor to Detroit’s dominance

  7. Early history of automobile manufacturing • Ford’s early dominance • Introduced the moving assembly line and Model T in 1908-1909 • Cost of Model T declined from 7 months of a Ford assembly line worker’s wages in 1908 to less than 3 months in 1916 • This brought millions of middle-class families into the market for autos • By 1920, half the cars in the world were Model T Fords! • Product diversity, options strictly limited by Ford to maximize standardization, production efficiency. (“You can have any color car you want, so long as it’s black.”)

  8. Early history of automobile manufacturing • Auto models

  9. Early history of automobile manufacturing Ford and GM in the early 20th Century

  10. Early history of automobile manufacturing • GM’s marketing counter-revolution • General Motors founded in by William Durant in 1908, acquired several other auto companies and the marketing genius of Alfred Sloan • Formed GMAC in 1919 to help new car buyers finance purchases • Created a differentiated product line of comfortable, stylish, easily operated cars; introduced annual model changes • Self-starter • Other significant technological improvements • Facilitated a more active used car market to encourage buyers to “trade up” for newer models

  11. Early history of automobile manufacturing • GM’s marketing counter-revolution • Ford had continued too long with an increasingly “stale” technology • Ford was forced to shut down production, drastically re-tool as GM grabbed market share during the “roaring 20s” • Fueled by booming economy, consumer credit, stock market wealth, demand for autos soared – U.S. had 1 car for 5 people, a ratio not exceeded until the 1950s • Ford caught up with GM in market share just as the stock market crashed

  12. Early history of automobile manufacturing • Ford, GM, Chrysler sales, 1920s-30s

  13. Early history of automobile manufacturing • The Great Depression • Sales of automobiles collapsed 1930-32, rebounded slowly • GM recovered, exceeded late 1920s sales levels by end of the 1930s • Ford continued to languish under the increasingly erratic leadership of Henry Ford, who was quite unhinged by the end of the decade • Ford would have gone bankrupt without WWII

  14. Early history of automobile manufacturing • World War II • Military procurement contracts increased demand • Most of the auto industry in Europe, Japan effectively bombed out of existence • Technological improvements made during the war were applied to postwar auto production • Better automatic transmissions • Functional power steering and brakes • V-8 engines • Air conditioning

  15. The U.S. Auto Industry after WWII • The Fat Years, 1950-1967 • Smaller producers went bankrupt or exited auto production (Kaiser, Studebaker, Packard, Nash, Hudson) leaving three large domestic manufacturers • Imports were less than 10 percent of sales (U.S. gas prices, driving conditions quite different from those in Europe or Japan) • Despite rapidly rising wage costs, industry profitability remained substantially above the profit rate for all U.S. manufacturing • Evidence of monopoly profits: the 1955 Price War • U.S. companies established strong presence in Europe, Latin America

  16. The U.S. Auto Industry after WWII • Rumblings of discontent, 1966-1975 • Reaction against the “What’s good for General Motors is good for the U.S.A.” view • Consumers, government reacted to safety concerns by mandating installation of safety equipment • Concerns over air pollution generated technology mandates for emissions reductions • Oil crisis generated technology mandates for increased fuel efficiency • Government intervention in the energy market complicated product planning • Oil crisis induced U.S. consumers to shift demand to smaller, more fuel efficient imports

  17. The U.S. Auto Industry after WWII • The Japanese invasion • German imports of 1950s, 1960s never accounted for much of the market • Imports of Japanese cars soared after the second oil shock • Japanese firms had quality, price advantages which devastated U.S. industry profits, sales • Big 3 forced to retool, rush new, smaller models into production • Chrysler slid into bankruptcy, Ford and UAW petitioned government for import relief

  18. The U.S. Auto Industry after WWII • Uncle Sam to the rescue • Government granted emergency loans to Chrysler to prevent the firm (a major defense contractor) from going bankrupt • President Reagan negotiated “voluntary quotas” on Japanese exports from 1981-85 • Real profits per vehicle were 50% higher in 1983 than in 1975 (a year of similar vehicle sales), thanks to the VERs • U.S. auto industry recovered with protectionist shield, domestic economic recovery

  19. The U.S. Auto Industry after WWII • The auto industry in the 1980s • Chrysler, Ford went through significant downsizing • Japanese process technologies adopted • U.S. industry closed some of the quality gap • Appreciation of the Japanese yen closed the price gap in the late 1980s • U.S. industry pioneered, dominated increasingly popular “light truck” market segment • Minivans • Sport Utility Vehicles • Vans • Trucks

  20. The U.S. Auto Industry after WWII • The auto industry in the 1980s • Increasing globalization of the auto industry • Expansion of Japanese production overseas • Luxury sedan market increasingly dominated by European, Japanese brands

  21. The Global Auto Industry • The auto industry in the 1990s • Japanese industry crippled by a long domestic recession; at the end of the decade Nissan is partially acquired by Renault and Ford consolidates its effective control of Mazda • U.S. industry achieves record profits due to booming U.S. economy, dominance of increasingly profitable “light truck” market segment • Increasing role of Mexico in NA vehicle production • Wave of global consolidation hits both autos, auto parts at the end of the decade • Will Ford overtake GM as the largest producer?

  22. The U.S. Auto Industry after WWII • The auto industry in the 1990s Sales of light trucks approaching those of cars

  23. The North American Auto Market in 1998 Market share of the Big 3: 57.6% and shrinking…

  24. The North American Truck Market in 1998 Market share of the Big 3: 80.3%

  25. The Global Auto Industry in 1998 Measured by location of production

  26. The Global Auto Industry in 1998 Measured by nationality of producing firms

  27. The Global Auto Industry in 2000 • Mergers and Consolidations, 1999-2000 • $38 billion merger of Daimler-Benz, Chrysler • VW acquires Rolls Royce plants, products; BMW acquires Rolls Royce name • Renault partially acquires Nissan • Ford acquires Volvo • Ford consolidates hold on Mazda • GM, Ford bid for Daewoo Motors • Follows up on other prominent mergers of 1990s (Ford-Jaguar, BMW-Land Rover, GM-Saab)

  28. The Global Auto Industry in 2000 • Changing boundaries of suppliers, assemblers • Delphi spun off from GM as independent firm • Wave of consolidation in parts manufacturers • Suppliers take on an increasing role in vehicle design, innovation, parts engineering

  29. The Global Auto Industry in 2000 • New Markets • Eastern Europe • Growth not quite up to expectations • East Asia • Growth surpassing expectations until the Asian financial crisis of 1997-98 • Japanese took a beating • China • The Next Big Thing?

  30. The Global Auto Industry in 2000 • Important new technological developments • Improvements in manufacturing technology • “Modular” design concepts • New powertrains • Hybrid vehicles • Electric vehicles • Fuel cell vehicles

  31. Evidence on Monopoly Power in the Fat Years • The 1955 Price War • Price dropped substantially, output expanded dramatically compared to previous, subsequent years • No “demand-side” shifts that can explain this • A breakdown of collusion? • This hypothesis is explored in an important economic study by Timothy Bresnahan

  32. The 1955 Price War

  33. The 1955 Price War