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Relevant bibliographies by topics / Ford family. 20 Ford Motor Company

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Academic literature on the topic 'Ford family. 20 Ford Motor Company'

Author: Grafiati

Published: 4 June 2021

Last updated: 4 February 2022

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Journal articles on the topic "Ford family. 20 Ford Motor Company"

1

Anastakis, Dimitry. "From Independence to Integration: The Corporate Evolution of the Ford Motor Company of Canada, 1904–2004." Business History Review 78, no. 2 (2004): 213–53. http://dx.doi.org/10.2307/25096866.

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In the century since its founding, the Ford Motor Company of Canada has evolved from a relatively independent entity within the Ford empire, with a strong element of minority ownership and its own overseas subsidiaries, to a fully integrated and wholly owned part of Ford's North American operations. The unique emergence and transformation of Ford-Canada among Ford's foreign enterprises is explained by Canada's changing automotive trade policies, the personal relations of the Ford family with its Canadian offspring, and a corporate strategy pursued by Henry Ford's successors and the American Ford company, which sought to bring Ford-Canada more directly under Detroit's control.

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2

Maloney, Thomas N., and Warren C. Whatley. "Making the Effort: The Contours of Racial Discrimination in Detroit’s Labor Markets, 1920–1940." Journal of Economic History 55, no. 3 (September 1995): 465–93. http://dx.doi.org/10.1017/s0022050700041607.

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In 1940 the Ford Motor Company employed half of the black men in Detroit but only 14 percent of the whites. We find that black Detroiters were concentrated at Ford because they were excluded from working elsewhere. Those most affected were young married black men. A Ford job was virtually the only opportunity they had to earn a family wage; but to keep it, they had to put out the extra effort that Ford required. White married men in Detroit had better employment opportunities elsewhere, so they tended to avoid Ford or leave very quickly.

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3

Lowenthal, Jeff. "TransLighting group, inc. a small town, family business." New England Journal of Entrepreneurship 11, no. 2 (March 1, 2008): 57–63. http://dx.doi.org/10.1108/neje-11-02-2008-b005.

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TransLighting Group, Inc. consists of two companies all centered around the transportation industry. The original company, TransLighting, was started in 1962 by Henry Phillips. Henry was an engineer with Ford Motor Company specializing in braking wiring systems. Over an eight-year period, he designed and patented several wiring and harness systems that are used in cars as of the 2006 model year. Back in the 1950s Henry had the opportunity to learn about and use LED technology. He even came up with a process using this technology to increase brake light visibility (i.e., the third or middle brake light on most cars). In June 1961 over dinner with another engineering buddy, Bill Acken, Bill figured that they could use this same technology to display roadside messages for motorists. Following license approval from Ford, Bill and Henry started TransLighting in White Lake, Michigan.

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4

Flesher, Dale L., and Gary John Previts. "DONALDSON BROWN (1885–1965): THE POWER OF AN INDIVIDUAL AND HIS IDEAS OVER TIME." Accounting Historians Journal 40, no. 1 (June 1, 2013): 79–101. http://dx.doi.org/10.2308/0148-4184.40.1.79.

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ABSTRACT Donaldson Brown developed the expanded Return on Investment (ROI) measure, or DuPont formula, in l914. However ROI was not Brown's only contribution to financial management. His dealer ten-day reporting system was widely and rapidly adopted throughout the auto industry. His ideas to support a variety of forecasting and planning techniques supported decentralized corporate management and his pricing processes were cutting-edge developments that others tried to emulate. Flexible budgeting at General Motors, frequently unrecognized, also was in place during his financial administration in the early l920s. ROI remains Brown's most prominent contribution and the technique achieved status as a dominant approach to financial management in industrial corporations by the l950s. As a national standard-of-performance measure, it was supported by varying sources including the American Management Association as well as in the teaching materials of academics, especially Robert N. Anthony of the Harvard Business School. The impact of these forms of dissemination led to ROI being adopted eventually at the Ford Motor Company when its previously autocratic centralized style of Ford family management was replaced by a team known as the Whiz Kids, led by Harvard Business School alumnus Robert McNamara and a former GM vice president, Earnest Breech. This paper asserts the significance of the innovations developed by Brown as being among the most important of those initiated in 20th century corporate America, and thus among the most important in the development of 20th century accounting and financial management thought.

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5

Buckens, Pierre F., Jan S. Iwanczyk, Yuzhong J. Wang, and Richard S. Marano. "Thickness Gauging of Organic Films on Large Plastic Body Parts With an Xrf Probe Based on a Roomtemperature Mercuric Iodide Detector." Advances in X-ray Analysis 37 (1993): 395–404. http://dx.doi.org/10.1154/s0376030800015913.

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AbstractThe variability of adhesion promoter (primer) film thickness has been identified at Ford Motor Company as an important factor in maintaining the quality of paint on exterior plastic body parts. XRF offers unique advantages for non-destructive film monitoring. Monitoring of large parts for process control requires a non-contact approach using a small mobile probe. Previous attempts to implement a practical XRF gauging probe have been hampered by the choice of available x-ray detection technologies; proportional counters cannot resolve the layer's fluorescent lines properly and suffer from instability, while Si(Li) or Ge detectors need cooling to low temperatures, which makes their usage impractical for mobile probe.The recent commercial availability of state-of-the-art Mercuric Iodide (HgI2) x-ray detectors led to the development of a lightweight XRF probe that contains an x-ray tube and a HgI2 detector. Thickness measurements of primer films on plastic substrates were characterized, and 15 sec. acquisition yielded precision of 0.225 and 0.525 pm for film thicknesses of 5 and 20 µm respectively. Ti was added to the substrate and Cr to the film as tagging elements. A ratiometric technique, taking into account absorption of the Ti signal in the film, yields excellent linearity and compensates for instrumental errors such as sampleto- probe distance variation and x-ray source fluctuations.

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6

Wu, S. R., L. Gu, and H. Chen. "Airbag Tire Modeling by the Explicit Finite Element Method." Tire Science and Technology 25, no. 4 (October 1, 1997): 288–300. http://dx.doi.org/10.2346/1.2137545.

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Abstract An explicit finite element code FCRASH has been applied to both static and dynamic tire modeling. The computational procedure for predicting tire loads has been investigated. The typical tire model used in the simulation consists of a tire and rim. The tire is defined by membrane elements and the rim by rigid body with shell elements. The tire and rim form a closed volume. The airbag functionality in FCRASH, an explicit finite element code developed by Ford Motor Company, has been employed to simulate the test and to monitor the pressure and volume changes in the tire. Three static tire models (Taurus spare tire, P145/75R12, and P225/60R16) have been studied and the force-deflection curves are compared with test data. All of them exhibit a very good agreement. The standard spindle test for the P145/75R12 tire at three different speeds (10, 20, and 30 mph) is also simulated. The prediction of vertical and horizontal forces at 30 mph shows an excellent agreement with the test. The results for 20 and 10 mph are also reasonably good. The simulations for complex road conditions and full vehicle over bumps with a concept model are also performed as a feasibility trial. The CPU time used in both HP735 and CRAY computers for all these cases are comparable with other major CAE jobs. The experiments show that the explicit finite element code has a lot of advantages and strong potential to perform durability road load analysis with affordable computer costs.

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7

Gkorezis, Panagiotis, Jonathan Van Hamme, Eric Bottos, Sofie Thijs, Maria Balseiro-Romero, Carmela Monterroso, Petra Suzan Kidd, et al. "Draft Genome Sequence of Bacillus licheniformis Strain GB2, a Hydrocarbon-Degrading and Plant Growth-Promoting Soil Bacterium." Genome Announcements 4, no. 3 (June 23, 2016). http://dx.doi.org/10.1128/genomea.00608-16.

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We report the 4.39 Mb draft genome of Bacillus licheniformis GB2, a hydrocarbonoclastic Gram-positive bacterium of the family Bacillaceae , isolated from diesel-contaminated soil at the Ford Motor Company site in Genk, Belgium. Strain GB2 is an effective plant-growth promoter useful for diesel fuel remediation applications based on plant-bacterium associations.

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8

Gkorezis, Panagiotis, Jonathan D. Van Hamme, Eric M. Bottos, Sofie Thijs, Maria Balseiro-Romero, Carmela Monterroso, Petra Suzan Kidd, Francois Rineau, Nele Weyens, and Jaco Vangronsveld. "Draft Genome Sequence of Pantoea ananatis GB1, a Plant-Growth-Promoting Hydrocarbonoclastic Root Endophyte, Isolated at a Diesel Fuel Phytoremediation Site Planted with Populus." Genome Announcements 4, no. 1 (February 25, 2016). http://dx.doi.org/10.1128/genomea.00028-16.

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We report the 4.76-Mb draft genome of Pantoea ananatis GB1, a Gram-negative bacterium of the family Enterobacteriaceae , isolated from the roots of poplars planted for phytoremediation of a diesel-contaminated plume at the Ford Motor Company site in Genk, Belgium. Strain GB1 promotes plant growth in various hosts and metabolizes hydrocarbons.

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9

Topcu Guloksuz, Cigdem, and Pranesh Kumar. "A new bivariate Archimedean copula with application to the evaluation of VaR." Studies in Nonlinear Dynamics & Econometrics, December 21, 2020. http://dx.doi.org/10.1515/snde-2019-0096.

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AbstractIn this paper, a new generator function is proposed and based on this function a new Archimedean copula is introduced. The new Archimedean copula along with three representatives of Archimedean copula family which are Clayton, Gumbel and Frank copulas are considered as models for the dependence structure between the returns of two stocks. These copula models are used to simulate daily log-returns based on Monte Carlo (MC) method for calculating value at risk (VaR) of the financial portfolio which consists of two market indices, Ford and General Motor Company. The results are compared with the traditional MC simulation method with the bivariate normal assumption as a model of the returns. Based on the backtesting results, describing the dependence structure between the returns by the proposed Archimedean copula provides more reliable results over the considered models in calculating VaR of the studied portfolio.

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10

Lucas, John J., and Jonathan M. Furdek. "The Labor Agreements Between UAW And The Big Three Automakers-Good Economics Or Bad Economics?" Journal of Business & Economics Research (JBER) 7, no. 1 (February 3, 2011). http://dx.doi.org/10.19030/jber.v7i1.2247.

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<p class="MsoNormal" style="text-align: justify; margin: 0in 0.5in 0pt;"><span style="font-size: 10pt; mso-bidi-font-style: italic;"><span style="font-family: Times New Roman;">On October 10, 2007, the UAW membership ratified a landmark, 456-page labor agreement with General Motors.<span style="mso-spacerun: yes;">  </span>Following pattern bargaining, the UAW also reached agreement with Chrysler LLC and then Ford Motor Company.<span style="mso-spacerun: yes;">  </span>This paper will examine the major provisions of these groundbreaking labor agreements, including the creation of the Voluntary Employee Beneficiary Association (VEBA), the establishment of a two tier wage structure for newly hired workers, the job security provisions, the new wage package for hourly workers, and the shift to defined contribution plans for new hires.<span style="mso-spacerun: yes;">  </span>The paper will also provide an economic analysis of these labor agreements to consider both if the “Big Three” automakers can remain competitive in the global market and what will be their impact on the UAW and its membership.</span></span><span style="font-size: 10pt;"></span></p>

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Books on the topic "Ford family. 20 Ford Motor Company"

1

Ford, the men and the machine. Boston: Little, Brown, 1986.

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2

Bryan, Ford R. Clara: Mrs. Henry Ford. Dearborn, Mich: Ford Books, 2001.

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3

Peter, Collier. The Fords: An American epic. New York: Summit Books, 1987.

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Peter, Collier. The Fords: An American epic. London: Futura, 1989.

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Peter, Collier. The Fords: An American epic. San Francisco: Encounter Books, 2002.

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Peter, Collier. The Fords: An American epic. New York: Summit Books, 1987.

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Peter, Collier. The Fords: An American epic. London: Collins, 1988.

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Clara: Mrs. Henry Ford. Wayne State University Press, 2001.

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9

Bryan, Ford R. Clara: Mrs. Henry Ford. Wayne State University Press, 2002.

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10

Horowitz, David, and Collier Peter. The Fords: An American Epic. Summit Books, 1990.

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Conference papers on the topic "Ford family. 20 Ford Motor Company"

1

El-Jawahri, Raed E., Jesse S. Ruan, Stephen W. Rouhana, and Saeed D. Barbat. "Chest Deflection vs. Chest Acceleration as Injury Indicator in Front Impact Simulations Using Full Human Body Finite Element Model." In ASME 2009 International Mechanical Engineering Congress and Exposition. ASMEDC, 2009. http://dx.doi.org/10.1115/imece2009-11088.

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The Ford Motor Company Human Body Finite Element Model (FHBM) was validated against rib dynamic tension and 3-point bending tests. The stress-strain and moment-strain data from the tension and bending simulations respectively were compared with human rib specimen test data. The model used represented a 50th percentile adult male. It was used to compare chest deflection and chest acceleration as thoracic injury indicator in blunt impact and belted occupants in front sled impact simulations. A 150 mm diameter of 23.4 kg impactor was used in the blunt impact simulations with impact speeds of 2, 4, and 8 m/s. In the Front sled impact simulations, single-step acceleration pulses with peaks of 10, 20, and 30 g were used. The occupants were restrained by 3-point belt system, however neither pretensioner nor shoulder belt force limiter were used. The external force, head acceleration, chest deflection, chest acceleration, and the maximum values of Von Mises stress and plastic strain were the model outputs. The results showed that the external contact force, head acceleration, chest deflection, and chest acceleration in the blunt impact simulations varied between 1.5–7 kN, 5–28 g, 18–80 mm, and 8–40 g respectively. The same responses varied between 7–24 kN, 13–40 g, 15–50 mm, and 16–46 g respectively in the front sled impact simulations. The maximum Von Mises stress and plastic strain were 50–127 MPa, and 0.04–2% respectively in the blunt impact simulations and 72–134 MPa, and 0.13–3% respectively in the sled impact simulations.

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