Kind of like brands of clothes regardless if they are made from
brands and stores and prices usually mean more.
Blogging the analogue to digital road from rebuilding cars in high school
to digital automaking futurist watching, waiting and starting up an automaker...
First of all, let's discuss the UNITED STATES market for NEW automobiles.
U.S. COMPARED TO WORLDWIDE
Globally, NEW car and light truck sales usually run about 60 million units,
with 16 to 20 in the U.S. with the rest almost equally divided between
Asia and Europe. Because U.S. consumers (customers) are the most
high profile in the world, the U.S. market is the world's most important.
U.S. CONSUMER BEHAVIOR
There are many things that have changed the U.S. consumer recently.
2008 is forecasted to be one of the worst years in a long time due to
several factors including problems on Wall St, gasoline prices and
of course, a looming recession. These are huge factors that have
nothing to do with the kind of automotive technologies avail,
and according to February data, almost every automaker except
Honda had a drop in sales. Almost all large vehicles were down,
and only the sub-compacts like the Honda Fit spiked upward.
WHAT DRIVES SALES?
There is one variable that appears to be more correlated with
hybrid sales than the others: gasoline prices. Now remember
that the rest of the world uses liters and we use gallons.
So MPG is the consumer side of the equation and U.S. hybrids tend
to look very strong compared to miles per liter or liters per 100km.
HYBRID SALES
Toyota dominates hybrid sales and over the past 10 years
hybrids have followed the typical bell curve upwards.
From 1999 to 2007 hybrids sales grew from 17 to about 350,000.
In my 174 page master's thesis researched from 2004 to 2007,
I identified 100s of hybrids being prepared for showrooms
and forecasted the hybrid market. Experts ranged from
20% to 80% of the overal NEW car market by 2012 to 2020.
FORECAST
My forecast was based on plotting the first several years of U.S. hybrid sales
against Geoffrey Moore's Technology Adoption Life Cycle in Crossing the Chasm.
It's a bell curve and what really drives a technology from something new to
the mainstream is the average buyers. Those that may not understand the
details of how hybrids work and just want a car that gets better mileage.
Under the assumption that the first nine years made up 16% of the area under
Moore's curve, I forecasted that there was 84% of the curve left for Prius and
current generation hybrids. Simple math resulted in a 2.5 million unit market
and at $20,000 per car, it's a $50 billion or $50,000,000,000.00 opportunity.
SUMMARY
To forecast "car levels" we need to look at more than just new car sales
and the current generation of hybrids. How do we count electric cars,
plug-in hybrids, alternative fuel vehicles, etc? If you define "gas-powered ones"
as all the cars like diesel, biodiesel, E85, gasoline-hybrids, flex-hybrids, hydrogen hybrids,
then I would say that hybrids cannot exceed the number of "gas-powered ones."
There are millions of older cars on the road and when and how they are recycled
is up to other factors, usually smog laws driven by politics that has nothing to
do with hybrids being 90% cleaner than most cars.
What I can say for sure is that digital car levels
WILL exceed gas-powered cars in the longer term future.
In the short-term, fuel efficient cars will increase the most
and in the mid-term, hybrids, plug-ins and alternatives
and in the long-term vehicle that have powertrains
controlled by computers. Gas-powered cars have
computer controlled engines, but not
digital transmissions for hybrids, plug-ins and electrics.
CLOSING
The future will converge towards digital just like
the LP became the digital CD that died for the iPod
the tube became the digital transistor that enabled personal computers and flat screens, etc.
According to Jim Press who ran Toyota America to the top,
the automobile industry is the world's biggest and buys
more computers than the computer industry.
Here is a quick Literature review for a project I'm working on that will survey the landscape for doctoral students in America studying advanced automotive technologies. This is to test a hypothesis that exacerbated demand by consumer behavior, energy, environment and other macro-forces will NOT be met by the pace of researchers coming out of schools qualified to work on systems engineering to design tomorrow's digital vehicles. Geography will play a major role, including nationalism. In the war between Detroit and imports, Japan is pursuing an in-house strategy while the Big 3 follow an out-sourcing strategy. If the automobile industry moves towards a built to order direct model, such as Dell assembling computers after they are sold, the R&D strategies for the world's largest business may become the most influential key success factors.
Automotive Education at the Doctoral Level
Running Head: DOCTORAL AUTOMOTIVE
A Survey of Automotive Education at the Doctoral Level in American Universities
John E. Acheson
A Survey of Automotive Education at the Doctoral Level in American Universities
Automotive research is the world’s largest Research and Development (R&D) effort. In Natural Capitalism, Hawken and Lovins (1999) emphasized that automotive transportation is the world’s largest industry. In a
It’s the largest manufacturing in
American doctoral students researching automotive technologies are studied in this paper. It is hypothesized that the supply of this primary R&D input, human resources, will be strained in coming decades. As macro-forces including consumer behaviors, governmental policies, energy economics and environmental issues exacerbate demand for automotive R&D, the author investigates if the number of graduates will keep up. The following literature review reveals geography as a key variable in the location, direction and careers of RnD doctoral graduates.
Where does the manpower come from? It’s widely known that college graduates supply the majority of human resources for R&D efforts. According to Landis & Svestka (1983), engineers are an important national resource in which the supply and demand of manpower ensures economic growth: demand is driven by economics, supply is simply linked to an appropriate number of graduates.
In an article that researched American higher education, Folger (1972) studied the relationship between the supply of college graduates and manpower. He concluded that shortages and surpluses occur frequently in
One of the gaps in supply and demand is geography. Cassola (2007) believes that graduates choose to stay in the same states as their schools even though the advanced manufacturing degrees he studied were “hot commodities.”
In the auto industry, national identity appears to be an instrumental R&D variable. The national origin of the R&D armies in the trade war between
Acheson’s (2006) research shows that leading Japanese automakers maintain advanced R&D facilities in their home countries. Unlike American rivals,
The literature review reveals that geography could be one of the most important variables in studying the supply and demand of human resources for the world’s largest R&D effort. These findings suggest that the study could evolve into a model that predicts a gap in the supply of doctoral graduates vs. demand for automotive R&D manpower.
References
Acheson, J. (2006). The Hybrid Phenomenon. Copyrighted masters thesis,
Cassola, J. (2007). More than spinning their wheels. Techniques: Connecting education and careers. 66, 16-18.
Southworth, C. & Stepan-Norris, J. (2003), The geography of class in an industrial American city: Connections between workplace and neighborhood politics. Social Problems, 50, 319-348.
Folger, J.K. (1972). The job market for college graduates. The Journal of Higher Education, 43, 203-222.
Hawken, P. & Lovins A. & Lovins, L.H. (1999), Natural Capitalism (
Hughes, K.H. (2006), Are the wheels coming off the American auto industry? Chronicle of Higher Education. 52.
Landis, F. & Svestka, J.A. (1983). The demand for engineers –- projections through 1987. Management Science Quarterly, 29, 455-464.
M.E. (2007). Parking garage at Clemson’s University’s automotive research center. University Business. 10, 20.
Press, J. (2006). Toyota North American Press Room: Speeches,
Sato, M. (2006). The Honda Myth,
John
Acheson, MBA
johnmba@sbcglobal.net | http://johnacheson.blogspot.com/ | http://www.linkedin.com/in/johnmba
Prof. Lynn Orr, Ph.D., Project Director
Global Climate & Energy Project (GCEP)
473 Via Ortega
Dear Dr. Orr:
Thank you for the email announcing your Five-year Anniversary Special Event. Congratulations on such relevant and timely research. I am very interested in attending the event, but have relocated to
I’m writing to thank you for your publically available information, and ask a few questions. At your GCEP website under [Research], I am grateful for the reports “Advanced Transportation” and “Batteries for Electric Vehicles” as well as at the Presentations available at the Advanced Transportation Workshop summary under [Events].
It’s great to see interdisciplinary research bringing together energy and transportation. Are you integrating the ground-breaking research over at Terman? Have you considered Dr. Yi Cui’s recent breakthrough in Lithium? How will the new CarLab’s mission to “radically rethink the automobile” fit into your GCEP vision?
The reason I’m asking these questions, is because I cited your center (see Statement of Purpose) as a research example of the many projects that have taken place between automakers and Stanford over the years.
I have been so impressed with the timely world-class automotive related research at Stanford’s that I recently applied to the Management Science & Engineering’s doctoral program to pursue the dream to continue my Master’s research.
I would like to thank you again for your team’s hard work and inspiration!
Sincerely,
John Acheson
Enclosure Stanford Statement of Purpose
Statement of Purpose by John Acheson
After mulling it over, I politely declined due to geography and was about to put the three year doctoral search on the shelf again... But my wife urged, “Your thesis topic is in season right now!” She reminded me that I had gotten published this year and next year would be too late. She was right, and I continued to search for the right program…
There were only a few other labs in the country, mostly around motor city. But
UC Davis pioneered plug-in hybrids but lacked any doctoral offering in management. I had heard about a UCLA professor doing a hybrid engine project, a master’s racing lab in
I had looked at both MS&E and the GSB a few years ago. But coming from the lowest socioeconomic quartile, I’ve always assumed Stanford was out of reach. When Stanford announced plans to build a “state-of-the-art facility for vehicle research on campus,” [[2]] I couldn’t believe it! I took another look, visited the campus again, and realized that the future was happening right now in the Bay Area. With CleanTech booming in the valley, it dawned on me that Stanford could help jump start the next-generation automobile. So I started digging and was pleasantly surprised to find several automotive and related research projects (see Why Stanford?). Wow! Here was a place for my master’s research and MS&E fit my MBA major and specialty.
That’s when the news about Terman announcing CarLab hit me! Like an epiphany, I felt like a first-time home buyer that walks into that perfect house: the one you dream about for years. For me, it was the address “Quonset Hut.” [[3]] Suddenly, it seemed like I had found a place. CarLab’s research mission tapped into my passion and changed my thoughts of Stanford from an ivory tower to friendly lab. SOE now felt like a dream home: world-class multidisciplinary research, perfect geography and a family home.
I’m writing this statement to apply to the doctoral program in Management Science and Engineering at Stanford’s
Why Stanford?
Joining the Stanford automotive network and CleanTech community are the most important purposes. Terman brings together vibrant innovative research that studies the future. Collaboration with Volkswagen to form CarLab is a perfect example.
Stanford’s CarLab will be the only automotive research lab in an American university poised to lead the digital future of the automobile. There’s no competition. I’ve contacted research faculty at Clemson and several schools in
CarLab is both. Professor Chris Gerdes explains "The mission of CarLab is to radically rethink the automobile.” CarLab “will engage the Stanford community and generate research and teaching opportunities.”[[5]]
Dean Jim Plummer is looking “forward to the state-of-the-art facility for vehicle research, where students can help develop the next several generations of automotive transportation” with an “initial focus on vehicle safety and environmental performance.”[[6]]
Stanford’s long history of auto industry research backs up the CarLab mission:
· Volkswagen and CarLab are creating a $5.75 automotive research and teaching program[[7]]
· General Motors (GM) R&D established a major Collaborative Research Lab in Work Systems with
· GM, Honda R&D, Nissan and
· BMW, Daimler, Ford, GM, Honda, Nissan, Volkswagen, Volvo have all been design affiliates and members of the ME Design Industrial Affiliates Teaching Program[[13]]
· Over 25 years ago,
I would like to join Stanford, Terman and MS&E to “radically rethink the automobile.” The desire to study how the auto industry and its global users can overcome a climate, economic and energy crisis defines my purpose.
Dissertation Interests
Conducting research at Stanford’s world-class auto network is an opportunity to study big interdisciplinary problems. As the impact of transportation challenges mankind on a global level across our largest systems, digital is the common theme. Stanford’s position in software and innovation makes Terman researchers poised to lead a potential CleanTech automotive revolution. I want to help model this scenario.
The auto industry is
But the impact of the fleet is massive. Millions are injured or die each year from accidents and smog related deaths alone. Running the fleet consumes more than half of the world’s oil and produces over 50% of the emissions in many large cities. Alternative fuels are exacerbating the demand for feed stocks. With billions of first time buyers coming online in the next decades, the fleet is projected to grow two or three times: straining economics, energy, health, infrastructure and the environment.[[17]]
Our global fleet (all the world’s cars & trucks) is accelerating towards the end of our non-renewable resources while increasing societal costs and global emissions.
I would like to learn how to model the fleet and some of its systems, to measure costs and impact, while studying the digitization of the automobile as the leading answer to this global challenge. I applaud CarLab’s mission to “radically rethink the automobile” and would immediately take this challenge to heart!
Research and Passion
My master’s culminating experience best summarizes my academic excellence and teaching potential (see CV), research potential (see thesis), intellectual independence and vitality (see thesis Preface), ability to communicate research (see The Hybrid Phenomenon article) and passion for automotive technology:
During a three year period that included moving four times, a 700 mile commute, a graduate assistantship, volunteering and more, my research abilities blossomed. I…
· drove, rode, attended, talked, watched, listened and participated
· analyzed, interviewed, read, researched, wrote and edited 1,000+ pages
· distilled a 174 page MBA research project that included 186 footnotes, 24 references, seven tables, 24 figures and four appendices that summarized events, captured ten primary interviews and listed hundreds of hybrids
· earned an A+ and co-published a derivative article after graduation
I also worked part-time, ran businesses, joined academic honor societies and gave back to my alma mater’s community. Driven by curiosity and passion, three years of multiple drafts changed me from grad student to researcher to writer.
My passion for mobility started on a Big Wheel; I’ve been interested in transportation technology every since. From trikes to bikes to go-karts to mini-bikes to motorcycles to automobiles to hybrids including life without a car, I’ve gone from driver to owner to thinker to researcher to concerned citizen about the impact of mobility on mankind.
Accepting my application to the doctoral program in Management Science and Engineering can let my master’s research bloom as Stanford’s CarLab takes root. There has never been a better time and place to learn the multidisciplinary research skills and technical knowledge required to study a “brighter future”[[18]] for the automobile at MS&E’s “interface of engineering, business and public policy.”[[19]]
[[1]] Stanford Report, “Stanford’s nanowire battery holds ten times the charge of existing ones,” Stanford News Service,
[[2]] S. Keyes, “Volkswagen to Contribute $5.75 million to
[[3]] Stanford Report, “Stanford, Volkswagen team up to create automotive research lab,” Stanford News Service,
[[8]]
[[9]] E. Pate-Cornell and Y. Ye, “MS&E | corporate: Industry Affiliates Program - PPT presentation,” Department of Management Science & Engineering. Available: http://www.stanford.edu/dept/MSandE/affiliates/index.html.
[[10]]
[[11]]
[[12]]
[[13]] K. Burns, “Design Industrial Affiliates Teaching Program - A Sampling of Design Affiliates, Past and Present,” Stanford University Department of Mechanical Engineering. Available: http://design.stanford.edu/industrial.html.
[[15]]
[[18]]
[[19]]