M OTO R VEHICLES A N D EQUIPMENT

INDUSTRY, 1 9 5 7 - 6 6

BLS BULLETIN N O . 1613

U.S. DEPARTMENT OF LABOR

BUREAU OF LABOR STATISTICS

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BLS BULLETIN NO. 1 6 1 3

INDEXES OF OUTPUT

PER MAN-HOUR

Motor Vehicles and Equipment

Industry, 1 9 5 7 - 6 6

D e c e m b e r 1 9 6 8

U.S. D E P A R T M E N T O F L A B O R

BUREAU OF LABOR STATISTICS

Ben Burdetsky, Acting Commissioner

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Preface

The Bureau of Labor Statistics has been publishing reports on output per man-hour for selected

industries for many years. The motor vehicles and equipment industry will be the most important

of the published series in term s of the number of persons employed.

The problems of measurement in this report are complex in view of the industry structure,

the range of products, and the rapidly changing product mix. As a result, the Bureau made extensive

use of detailed information provided by the motor vehicles manufacturers to supplement regular

sources of published information.

This study was prepared in the Office of Productivity, Technology and Growth, under the

direction of Jerome A. Mark, Assistant Commissioner. The measures were prepared by Clyde

Huffstutler, Jeffrey Hohenstein, and Edwin Adelman, of the Division of Industry Productivity Studies,

under the direct supervision of Chester Myslicki, Chief. Arthur S. Herman of the Division of Technological Studies wrote the section relating to technological developments.

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CONTENTS

Page

Introduction................................................................................................................................................................... 1

Trends in output per man-hour, output and employment 2

Technological developm ents..................................................................................................................................... 14

Technical n o te ............................................................................................................................................................... 16

Definition of the industry 16

General procedures.................................................................................................................................................. 1 7

Output in d ex es........................................................................................................................................................... 17

Employment and man-hour indexes.................................................................................................................... 21

Tables:

Motor vehicles and equipment industry:

lc Output per man-hour, unit labor requirements, and related data, all employees, 1957-66 A

2. Output per man-hour, unit labor requirements, and related data, production workers,

1957-66 ........................................................................................................................................................... 6

3. Output per man-hour, unit labor requirements, and related data, nonproduction

workers, 1957-66 ....................................................................................................................................... 8

4. General characteristics, selected years, 1957-66 ................................................................................ 10

5. Distribution of U.S. automobile model year production by price group, car size, and

body style, 1957-66 ..................................................................................................................................... 1 2

6. Factory installations of selected equipment items (percentages), model years, 1957-66 .... 13

Charts:

Motor vehicles and equipment industry:

1. Output per all employee man-hour, output, and all employee man-hours, 1957-66 ................. 5

2. Output per production worker man-hour, output, and production worker man-hours,

1957-66 ........................................................................................................................................................... 7

3. Output per nonproduction worker worker man-hour, output, and nonproduction

worker man-hours, 1957-66 .................................................................................................................... 9

4. New plant and equipment expenditures for motor vehicles and equipment ................................... 11

Appendixes:

A. Weighting diagram for the motor vehicles and equipment industry.................................................. 23

B. A ccessories covered in the optional equipment output index.......................................... 24

C. Unit value weights used in compiling the truck trailer output in d ex ................................................ 25

D. Motor vehicles and equipment industry: Average annual rates of change (percent).................... 2 7

Output per man-hour and related indexes

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INDEXES OF OUTPUT PER MAN-HOUR

MOTOR VEHICLES AND EQUIPMENT INDUSTRY, 1957-66

Introduction

The efficient use of resources in the production of a nation’s goods and services has long been

recognized as the means to higher levels of economic well-being and national strength. One measure

of change in resource use is productivity, and one form of productivity measurement is output per

man-hour, which reflects the change in output (the quantity of goods produced) per unit of labor

input.

Measures of output per man-hour for a specific industry are particularly useful for studying

changes in manpower utilization, projecting future manpower requirements, analyzing trends in

labor costs, comparing productivity progress among countries, examiningthe effects of technological

developments on employment and unemployment, and analyzing related economic and industrial

activities. Such analyses usually require that indexes of output per man-hour be used in conjunction

with other industry data. For example, to study technological effects, related data on production and

employment are useful; to study trends in labor costs, data on earnings and other labor expenditures

are essential.

Although the measures relate output to one input—labor—they do not measure the specific

contribution of labor, of capital, or of any other single factor. Rather, they reflect the joint effect of

a number of interrelated influences such as changes in technology, capital investment per worker,

utilization of capacity, layout and flow of operations, skill and effort of the work force, managerial

skill, and labor-management relations.

In general, industry measures of output per man-hour are subject to certain qualifications.

First, existing data techniques cannot fully take into account changes in the quality of goods produced.

Second, although efforts are made to.maintain consistency of coverage between the output and labor

input estim ates, some slight statistical differences may remain. Third, changes in the degree of

plant integration and specialization are often not reflected adequately in the production statistics.

Overstatement of productivity gains in some years and understatement in others may result. Fourth,

year-to-year changes in output per man-hour are irregular and, therefore, not necessarily indicative

of basic changes in long-term trends. Conversely, long-term trends are not necessarily applicable

to any one year or to any period in the future. Because of these and other statistical limitations, these

indexes cannot be considered precise measures; instead, they should be interpreted as general

indicators of movements of output per man-hour.

This report includes new measures of output per man-hour for the motor vehicles and equipment

industry. Included also is some analysis of the trends in output per man-hour and related series as

well as a description of some of the technological developments that have occurred in the industry.

Finally, there is a detailed technical note which describes the sources of data and the statistical

techniques utilized.

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Trends in Output Per Man-Hour, Output, and Employment

Output per man-hour of all employees in the

motor vehicles and equipment industry increased

at an average rate of 4.8 percent per year between 1957 and 1966 (appendix D). J./ The 1966

index of output per man-hour exceeded the 1957

level by over 45 percent (table 1). This annual

rate of gain compares favorably with the 3.7

percent rate for manufacturing and the 3.4 percent rate for the entire private economy.

The gain in output per man-hour for the industry was closely related to the high rate of output increase. Over the 9-year period, total production of motor vehicles and equipment rose at

an annual rate of 8.2 percent. The industry’s

growth rate was considerably above the 5.3 percent rate for manufacturing and the 4.4 percent

rate for the private economy.

Major factors underlying output per man-hour

movements are changes in output and in techno logy. Technological progress generally

operates as a positive factor in good and bad

years; in the automotive industry, its impact

over the long run has been obscured by the effects

of dramatic yearly fluctuations in output. (See

p. 14 for a detailed discussion of technological

developments in the industry.)

The automotive industry is particularly responsive to changes in general economic conditions; cyclical factors strongly influence production and consequently output p e r man-hour.

Thus, productivity did not increase at a uniform

rate: year-to-year changes ranged from a decline of 2.8 percent between 1957 and 1958 to an

increase of approximately 1 0 percent between

1961 and 1962. The 1958 decline reflects a recession-induced production cutback of more

than 25 percent. Correspondingly, the high increase in 1962 occurred when output rose over

25 percent in a strong rebound after another recession.

1 / Average annual rates in this report are

based on the linear least squares trend line fitted

to the logarithms of the index numbers.

Business cycles were not the only factor in

the short-term variations in output that explain

much of the variation in the rate of productivity

growth. For instance, strikes in the industry

affected production in 1961 and 1964, as did the

lengthy steel strike in 1959. Changes in the

relative importance of imported cars have had

a significant impact too. Imports took an increasing proportion of the automobile market

until 1960, when the American industry introduced the compact car and the sale of imported

cars dropped sharply. Over the next several

years imports climbed back steadily; a sizable

increase in sales occurred in 1966. (See table

4.) Customer response to style changes and the

degree of inventory buildup also directly influenced the industry’s production; thus, all of

these factors helped determine variations in output per man-hour.

Cyclical factors probably account for the divergence in the relation between output and in

output per man-hour that began in 1962. Output

per man-hour rose an average of 6.7 percent

a year from 1958 through 1962, but only 3.3 percent a year from 1962 through 1966. On the other

hand, output rose almost as much in the later

years—9.6 percent per year, as in the earlier

years—9.7 percent per year.

Since the two periods began at different stages

of the business cycle, changes in capacity utilization probably account for some of the decrease

in the rate of productivity increase. The 1958-

62 period not only followed the 1957-58 recession

but also a peak automobile production year of

1955 and the peak employment year of 1953. Thus,

the industry had both plant and labor reserves

to draw on when production picked up. In contrast, the 1962-66 period started from a level of

output 60 percent higher than that of 1958. The

industry’s productivity rate thus appears to

follow a fairly typical pattern of more rapid increases in output per man-hour in the earlier

stages of business expansion than in the later

stages.

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Although isolating the contributions of separate factors to changes in productivity is im ­

possible, to some extent the lower productivity

gains for the 1962-66 period reflect a change in

the type of production. In contrast to the earlier

period, when plainer, compact cars played an

important role, car production after 1962

featured an increasing variety of models and

equipment. (See tables 5 and 6 .) Consequently,

the industry had less opportunity to derive the

benefits that result from a smooth workflow—

including ease of mechanization.

A change in the industry’s capital expenditures

may have had an additional influence on output

per man-hour. After the high levels of 1954-57,

capital expenditures fell between 1958 and 1962

(chart 4). Establishing a direct relationship

between changes in capital expenditures and in

output per man-hour is difficult, but in many

industries increases in the rate of productivity

gain have followed periods of high capital expenditures. A lag appears between the time when

expenditures for plant and equipment are made

and when these facilities—which usually incorporate n ew technological advances—become

fully operative. Similarly, cutbacks in the level

of capital expenditures tend to retard the

rate of productivity growth in subsequent

years.

A further damper on the rate of growth in the

later period may have occurred as the job market

tightened. Both employment and man-hours

fluctuated widely between 1957 and 1962, but

their net effect w a s a small decline in both

figures. After 1962*employment rose 5.8 percent a year, total man-hours 6 .2 percent. As

employment expanded, overtime hours increased, the quit rate rose, skill shortages occurred, and employers hired new inexperienced

workers.

Clearly, cyclical factors had the most important effect on changes in output per manhour during the period studied—not only for

automotive employees in general, but also for

production workers. The production worker output per man-hour index, increasing at an average of 4.5 percent a year, was both sm aller and

steadier than the all employee measure. It was

steadier because production worker man-hours

tend to follow changes in output more closely than

nonproduction worker man-hours do. It was

sm aller because the high and continuing increase

in output caused a slightly faster rate of increase

of man-hours and employment for production

than for nonproduction workers. Thus, a turnaround occured in the post-war decline of

production workers as a percentage of all automotive employment.

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Table 1. Motor V eh icles and Equipment Industry: Output P er M an-H our, Unit .Labor R eq uirem ents, and R elated Data,

A ll E m p loyees, 1957-66

(Indexes, 1957-59=100)

Year

Output p e r -- Unit labor requirem ents fo r - - R elated data

A ll em ployee

A ll em ployee m an-hour

A ll em p loyees

A ll em ployee m an-hours Output A ll em p loyees

A ll em ployee m an-h ours

1957 ____ 99.2 98.7 1 0 0. 8 101.4 n o . 7 1 1 1 .6 1 1 2. 2

1958 ___ 94. 1 95.9 106. 3 104. 2 82.8 8 8. 0 86.3

1959 ----- 106. 1 104. 9 94.3 95.3 106. 5 100.4 1 0 1. 5

1 9 6 0 ____ 114.9 113.9 87. 1 87.8 1 2 0. 6 105. 0 105. 9

1 9 6 1 ___ 114. 1 115.3 87. 7 86.7 104. 6 91.7 90.7

1 9 6 2 ___ 131.9 126.7 75.8 78. 9 132.3 100.3 104.4 1963 ____ 137. 5 131.6 72.7 76. 0 147.8 107.5 112.3 1964 ____ 139.5 133. 0 71.7 75. 2 152. 3 109. 2 114. 5 1965 ____ 152. 2 141.8 65. 7 70. 5 186. 0 1 2 2 .2 131.2

1 9 6 6 ___ 150. 2 143.4 6 6 . 6 69.7 187. 1 124.6 130. 5

Source: Output based on data from company record s; A utom obile M anufacturers A ssociation ;

A utom obile Invoice S ervice Company; A utom obile P ricin g P u b lication s, Inc. ; National A utom obile D ealers U sed Car Guide Company; P ow ers and Co. , Inc. (Ward*s A utom otive Y earbooks): Bureau of the C ensus, U. S. Departm ent of C om m erce; Bureau of Labor S ta tistics, U. S. D epartm ent of Labor. Em ploym ent and m an-hours based on data from the Bureau of Labor S ta tistics, U. S. D epartm ent of Labor, and company record s.

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Chart 1

MOTOR VEHICLES AND EQUIPMENT INDUSTRY

Output Per All Employee Man-Hours, Output,

and All Employee Man-Hours, 1957-66

Indexes, 1957-59=100 Ratio scale

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Table 2. M otor V eh icles and Equipment Industry: Output P er M an-H our, Unit Labor R eq uirem en ts, and R elated Data,

P roduction W orkers, 1957-66

(Indexes, 1957-59=100)

Y ear Output p e r -- Unit labor req uirem en ts f o r - - R elated data

P roduction w orker

Production w orker m an-hour

Production w orkers

Production w orker m an-h ours Output1 P roduction w ork ers

P roduction w orker m an-h ours

1957 ____ 9 7 .6 9 6 .9 1 0 2.4 103.2 110.7 11 3.4 114.2 1958 ____ 97. 1 9 9 .4 103.0 100.6 8 2 .8 8 5 .3 8 3 .3

1959 ____ 105. 1 103.9 95.1 9 6 .2 106.5 101.3 102.5 1960 ____ 113.6 112.5 88. 1 8 8 .9 120.6 106.2 1 07.2 1 9 6 1----- 115.8 1 1 7 .4 8 6 .3 8 5 .2 104.6 9 0 .3 89. 1 1962 ____ 131.5 125.0 7 6 .0 8 0 .0 132.3 100.6 105.8 1963 ____ 136.7 129.8 73. 1 77. 1 147.8 108. 1 11 3.9 1964 ____ 139.5 131.7 7 1 .7 7 5 .9 152.3 109.2 1 1 5.6

1965 ----- 149.8 137.7 66. 8 7 2 .6 186.0 124.2 135. 1 1966 ____ 148.5 1 41.0 6 7 .3 7 0 .9 187. 1 1 26.0 132.7

xThe m ea su res of output u sed in th is table rep resen t the total production of the industry resu ltin g from a ll em p loyees and do not rep resen t the sp ecific output of any sin gle group of em p lo y ees.

Source: Output based on data from com pany record s; A utom obile M anufacturers A sso cia tio n ; A utom obile Invoice S ervice Company; A utom obile P ricin g P u b lication s, In c.; National A utom obile D ea lers U sed Car Guide Company; P ow ers and Co. , Inc. (Ward*s A utom otive Y earbooks); Bureau of the C en su s, U. S. D epartm ent of C om m erce; Bureau of Labor S ta tistics, U. S. D epartm ent of Labor. Em ploym ent and m an-hours based on data from the Bureau of Labor S ta tistics, U .S . D epartm ent of Labor.

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Table 3. Motor V eh icles and Equipment Industry: Output P er M an-H our, Unit Labor R equirem ents, and R elated Data,

Nonproduction W orkers, 1957-66

(Indexes, 1957-59=100)

Year

Output p e r -- Unit labor req uirem ents fo r - - R elated data

Non­ production w orker

Non­ production w orker m an-hour1

Non­ production w orkers

Non­ production w orker m an -h ou rs1

Output2 Non­ production w orkers

N on­ production w orker m an -h ou rs1

1957 ____ 104. 9 (104.6) 9 5 .3 ( 9 5.6) 110. 7 105.5 (105.8) 1958 ----- 8 5 .4 ( 8 6 .4 ) 117. 1 (115.7) 82. 8 97. 0 ( 9 5 .8 ) 1959 ------ 109. 2 (108. 2) 91.5 ( 9 2.4) 106. 5 97.5 ( 9 8 .4) I960 ___ 119. 1 (118.5) 84. 0 ( 8 4 .4 ) 120.6 101.3 (101.8) 1 9 6 1___ 108. 4 (109.3) 92. 3 ( 9 1.5) 104. 6 96. 5 ( 9 5 .7) 1962 ____ 133.2 (132.2) 75. 1 ( 7 5 .7) 132.3 99 .3 (100. l)

1963 ____ 140. 0 (138. 0) 7 1 .4 ( 7 2 .5) 147.8 105. 6 (107. 1) 1964 ___ 139. 2 (137. 1) 7 1 .8 ( 7 2 .9) 152. 3 109.4 (111.1) 1965 ____ 160.8 (157. 0) 62. 2 ( 6 3 .7) 186. 0 115. 7 (118.5) 1966 ___ 155. 7 (151.7) 64. 2 ( 6 5 .9 ) 187. 1 120. 2 (l2 3 . 3)

xThe figu res shown in p aren th eses are subject to a w ider m argin of error than are other m ea su res for this industry b ecau se of the m ethod of estim atin g nonproduction w orker m an -h ou rs. (See T echnical N ote, p. 22.) 2The m ea su res of output used in this table rep resen t the total production of the industry resu ltin g from all em p loyees and do not rep resen t the sp ecific output of any sin gle group of e m p lo y ees.

Source: Output based on data from company records; A utom obile M anufacturers A ssociation ; A utom obile Invoice S ervice Company; A utom obile P ricin g P u b lication s, Inc. , National A utom obile

D ea lers U sed Car Guide Company; P ow ers and Co. , Inc. (Ward*s A utom otive Y earbooks); Bureau of of the C en su s, U .S . Departm ent of C om m erce; Bureau of Labor S ta tistics, U. S. Departm ent of Labor. Em ploym ent and m an-hours based on data from the Bureau of Labor S ta tistics, U .S . D epartm ent of Labor, and company record s.

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T able 4 . Motor V eh icles and Equipment Industry: G eneral C h a ra cteristics, S elected Y ears, 1957-66

Item Unit 1957 1958 1961 1963 1965 1966

E s ta b lis h m e n ts--------------------------- Number (l) 2,2 92 0 2, 765 (') 0

T otal e m p lo y m e n t----------------------- Thousands 769. 3 6 0 6.5 6 3 2.3 741. 3 8 4 2.7 859. 2 Production w o r k e r s-------------------- -d o- 601.7 4 5 2 .5 479. 1 573. 6 6 5 8.9 6 6 8 .4 Ratio of production w orkers to a ll e m p lo y e e s-------------------- P ercen t 78. 2 7 4 .6 7 5 .8 7 7 .4 78. 2 7 7 .8 Nonproduction w o r k e r s--------------- Thousands 167.6 154.0 153.2 167.7 183.8 190. 8

F actory Sales: P a ssen g er c a r s------------------------- -d o- 6, 113 4, 258 5, 543 7. 638 9, 306 8 ,5 98 T rucks and b u s e s---------------------- -d o- 1, 107 877 1, 134 1,463 1, 752 1, 731

Exports: P a ssen g er c a r s-------------------- ----- -d o- 161 126 140 2194 2 205 2 261 T rucks and b u s e s---------------------- -d o- 212 179 209 2146 2 136 2 125

Im ports: P a ssen g er c a r s -------------------------- -do - 259 431 279 409 559 913 T rucks and b u s e s---------------------- -d o- 8 15 9 18 31 57

Value added by m anufacture3 ------ $ m illion 2 8 ,5 77 6, 781 8, 860 12, 781 16,450 16, 086

Capital expenditures (new )----------- -d o- (‘) 343 426 655 1, 251 1, 177

1 Not availab le. 2 Not str ic tly com parable with other y ea rs. 3 A djusted for inventory changes.

Source: A utom obile M anufacturers A ssociation , Bureau of the C ensus, U .S . D epartm ent of C om m erce, and Bureau of Labor S ta tistics, U .S . Departm ent of Labor.

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Chart 4.

(Millions $)

NEW PLANT AND EQUIPMENT EXPENDITURES FOR MOTOR 

VEHICLES AND EQUIPMENT 

1954-66

1,300

1 , 2 0 0

1 , 1 0 0

1 , 0 0 0

900

800

700

600

500

400

300

200

100

0

1954 ‘55 ‘56 ‘57 ‘58 ‘59 ‘60 ‘61 ‘62 ‘63 ‘64 ‘65 ‘66

Note: Data for 1956, 1957, 1959, and 1960 not strictly comparable 

with other years.

Source: Bureau of the Census, U.S. Department of Commerce.

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T able 5. D istribution of U .S . A utom obile M odel Year P rod uction by P r ic e Group,

Car S ize, and Body Style, 1957-66

(Data E x p r e sse d as P e r c e n t of Total)

1957 1958 1959 I960 1961 1962 1963 1964 1965 1966

U .S . auto production (thousands) 6, 21 2 4 , 260 5, 56 8 6 ,0 1 1 5 ,4 0 9 6, 687 7, 340 7, 891 8 ,8 4 3 8 ,6 0 6

Auto production by p rice group

$ 2, 0 0 0 o r l e s s -------------------------- 0

1 0 .6 3 .4 17.9 19.7 19. 3 15.8 8. 1 5 . 6 3 .0

2 ,0 0 1 - 2, 500 ------------------------- 0

5 8 .5 5 3 .5 4 6 .4 4 8 .0 47. 9 5 0 .0 40. 5 4 1 .8 37. 5

2 , 5 0 1 - 3 , 0 0 0 ............ ...................... (*) 18. 3 29 .9 2 4 .4 2 2 .0 2 1 .9 22 .9 3 9 .0 3 9 .3 43. 1

3 ,0 0 1 - 3, 500 --------------- ---------- (!) 6. 2 6. 3 5 .5 3 .4 3 .6 4. 1 5. 3 6 .5 8. 3

3, 50 1 a n d o v e r ----------------------- (*) 6 .4 6 .9 5 .8 6 .9 7. 3 7 .2 7. 1 6 .8 8. 1

Auto production by c a t siz e

L u x u r y ------------------------------------ 3. 7 3 .9 3 .4 2 .9 3. 5 3 .0 2 .8 2 .7 2. 8 3. 1

M e d i u m ------------------------------------ 2 7 .0 2 3 .6 2 2 .4 19.7 16.4 17.9 18.4 16. 9 18.4 19.0

R e g u l a r ------------------------------------ 6 7 .4 6 7 .4 67 .0 4 9 .9 42. 6 3 9 .5 41. 1 3 6 .0 3 5 .5 3 1 .8

In te r m e d ia te--------------------------- - - 4 .6 9 .6 13. 5 13.6 2 0 .0 2 2. 2 2 6 .0

C o m p a c t s -------------------------------- 1.9 5. 1 7. 2 2 2 .9 26. 3 25 .0 23. 2 17.9 12.5 8. 5

S p e c i a l t y ---------------------------------- 1. 6 1. 1 0 .9 6. 5 8 .6 11. 6 Auto production-by body style

Sedans

2- d o o r ---------------------------------- 2 16. 4 16. 2 1 5 .7 16.4 17.5 17. 3 13.8 11.7 7 .9 6. 7 4 - d o o r ---------------------------------- 32. 6 34. 2 3 4 .8 40. 2 39. 5 37. 5 36. 1 33. 7 3 0 .6 2 7 .9 C on vertibles

2- d o o r ---------------------------------- 4 .4 4 .4 4 .6 4 .7 4 .8 5 .9 6 .6 6. 3 5. 7 4 .9 4 - d o o r ---------------------------------- - - 0. 1 0. 1 0. 1 _ _

H ardtops

2- d o o r ---------------------------------- 18. 3 16.9 14. 0 11. 9 1 1 .0 15. 5 20 .5 2 6 .4 3 3 .8 3 7 .4 4 - d o o r ---------------------------------- 1 4 .6 13.0 14. 0 11.4 11. 1 9 .9 9 .8 10. 0 1 1 .0 12. 5

W agons

2- d o o r ---------------------------------- 3. 2 2. 3 2.7 1.9 1. 2 0 . 5 0 .3 0. 1 0. 2 4 -door 2 - s e a t --------------------- } 1 0 . 4 '^ 13.0 11.7 10.9 12. 3 1 1 .0 10.3 9. 2 8 .0 7 .4 4 -d o o r 3 - s e a t --------------------- 2 .4 2. 6 1. 8 1. 7 2 .0 2. 2 2 .3 2. 7 5 - 6 d o o r -------------------------------- 3 0. 1 - - - - - - 0. 7 0. 6 0 . 5 0 . 4 0 .5 0. 5

1 Not av ailab le. Note: Sum s of individual ite m s m a y not equal

2 Includes b u sin ess coupe and club coupe. totals b ecau se of rounding.

3 M isc ella n eo u s.

Source: W ard's A utom otive Y earb ook .

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T a b le 6. F a c t o r y I n sta lla tio n s of S e le c te d E q u ip m e n t I te m s , M o d e l Y e a r s , 1 9 5 7 -6 6

(P e r c e n t)

E q u ip m en t 19 571 19 5 8 1 1959 I9 6 0 196 1 1 9 6 2 1963 1964 1965 1 9 6 6

A u t o m a t i c t r a n s m i s s i o n ---------- 7 5 7 7 75. 1 7 1 .6 72 . 8 74. 1 7 5 .6 77. 5 80 . 7 8 3 .6

M an u al t r a n s m i s s io n , 3 ]

3 s p e e d -------------------------------------- 1 ► 20. 8 V 2 5 . 7 ) ‘25. 3 ► 2 4 . 5 > 2 3 . 1 16. 8 14. 3 1 1 .6

M an u al t r a n s m i s s io n , ► 25 > 2 3 f

4 s p e e d -------------------------------------- | - J J 4 . 6 5. 0 4 . 8

O v e r d r iv e t r a n s m i s s i o n ---------- J 4. 1 2 . 6 1 .9 1 .4 1 .4 1 . 0

V - 8 e n g i n e ---------------------------------- - - 7 1 .8 56. 7 5 2 .9 55. 6 62. 2 69 . 0 7 3 .4 80 . 0

6 - c y l i n d e r e n g i n e --------------------- 2 8 .3 4 3 . 3 4 5 . 3 42 . 0 3 6 .6 3 1 .0 2 6 .6 2 0. 0

4 - c y l i n d e r e n g i n e --------------------- - - (2) (2) 1 .8 2. 5 1 .2 - -

P o w e r b r a k e s --------------------------- 29 31 2 9 .5 32. 4 2 2 . 8 2 5 .7 27. 2 34. 0 32. 3 35. 3

P o w e r s t e e r i n g ------------------------- 3 3 3 6 4 2 . 9 39. 2 3 8 .4 4 2 . 7 47 . 7 5 1 .9 5 9 .6 6 6 . 6

P o w e r w i n d o w s ------------------------- 6 8 6. 3 6 . 3 6 . 9 9 .8 1 2. 2 13. 0 14. 3 13. 7

P o w e r s e a t s -------------------------------- 7 11 5 . 9 6. 3 6 . 4 6 . 4 7. 3 7 . 4 7. 2 8 . 1

R a d i o --------------------------------------------- 8 5 81 58. 8 5 6 .4 5 5 . 3 5 9 .6 6 1 .6 6 4 .4 74. 2 7 8 . 9

A ir c o n d i t i o n i n g ----------------------- 4 5 6 . 2 6 . 9 8 . 1 1 1 . 3 1 4 . 0 1 7 . 1 2 3 . 3 29. 3

L o ck in g d i f f e r e n t i a l ---------------- - - 3. 5 (2) 4. 6 5. 5 6. 7 1 .6 8. 5

M o v a b le s te e r in g w h e e l ---------- 2. 5 5 .2 4. 0 6. 1

D i s c b r a k e s -------------------------------- - - - - - - - - 2. 2 2 . 9

T a p e r e c o r d e r --------------------------- - - — 1 . 0

1 D ata not c o m p a r a b le to la te r y e a r s .

2 N ot a v a ila b le .

S o u rc e: B a s e d on data fr o m A u to m o b ile F a c t s and F i g u r e s .

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Technological Developments

Although changes in output greatly influence

short-run movements in output per man-hour,

long-term trends are affected by additional, interrelated factors—changes in technology, capital investment, research and development, skill

and effort of the work force, managerial ability,

and labor-management relations. Changes in

technology are especially important, although the

precise effect on output per man-hour cannot

be measured.

The industry had been involved in a substantial program of modernization during the 1962-

6 6 period. A 1966 McGraw-Hill Survey^/

indicates that the industry’s producing facilities

five years old or less increased from 29 percent

in 1961 to 58 percent in 1966, the highest proportion of new equipment reported by any manufacturing industry in that year. Moreover, 25

percent of the industry’s capital spending in 1965

was for automated machinery and equipment,

well above the average for all manufacturing.

Important technological changes have been

taking place in almost all phases of motor vehicles manufacture—designing, machining, inspection, assembly, and data processing. Many

of these changes are designated to meet the need

of greater flexibility in production techniques

brought about by the large number of different

automobile models and accessory item s being

manufactured. The use of most of these innovations, however, is still quite limited and their

future diffusion will depend on such nontechnical factors as market prospects, competitive

conditions, union attitudes, capital requirements,

and character of management. Information on

some of the more important technical developments that have been taking place in the industry,

obtained from a review of annual reports of corporations and trade and technical publications,

is presented below.

Advances in Machining

In machining, a significant number of numerically controlled machine tools have been installed. This technique, consisting of automatic

operation and control of machine tools by electronic devices and coded tape instructions, is

suitable particularly for small volume production. Because of greater accuracy in reproduction of parts and elimination of jigs and fixtures,

numerical control has been applied in the auto

industry largely to increase efficiency in manufacture of the many tools and dies needed by

the industry for the large number of automobile

models produced. Numerical control is also

being used increasingly to produce small volume

parts and in combination with conventional

machine tools on transfer lines to increase their

flexibility.

Electrical discharge and electrochemical machining techniques, which apply electrical energy

to shape metal parts, provide much closer tolerances than conventional techniques, and reduce

much of the time and hand labor formerly needed.

Electrical discharge machining is used mainly

for tool and die production; electrochemical

machining is being applied to debur parts and

to a limited extent to produce actual parts.

New transfer lines permit greater product

flexibility and more efficient operations than

older equipment by incorporating multipurpose

machines, which, can produce a number of

variations of a given part with mininum adjustment. These lines feature automatic work handling devices, and built-in storage areas for parts

in process which allow shutdown and maintenance

of individual stations without stopping the whole

line. The number of automatic operations performed on transfer lines, including time consuming functions such as gaging and inspection

has been increasing.

2 J Data from this survey include investments

made in some automotive stamping plants that

are classified outside of the motor vehicles and

equipment industry.

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Use of Computers

Over 400 computers are being used for such

applications as accounting, payrolls, inventory

control, and for scientific, engineering, and

manufacturing functions. In the final assembly

line operation computer system s match parts

of different models, styles, and colors of motor

vehicles. This procedure permits smaller parts

inventories, warns of interruption of parts flow,

and adjusts the model mix to provide more

efficient assembly operations. Computer assem ­

bly line applications also provide daily work

schedules, on-line quality control, and reports

of bad assem blies to repairmen. In some cases

computers are connected to gages and equipment on the lines to directly monitor operations.

Computer applications in other areas of manufacturing monitor and control individual and

banks of production machines, check automatic

transm issions, and test completed automobiles

for safety, quality, and air pollution control.

Advanced techniques, incorporating computers, which reduce the lead time between design

and production of individual automobile models,

have been gaining acceptance for engineering

and design functions. Computers are useful in

solving complex engineering problems that previously would have taken many computational

man-hours. New techniques to increase designer

and draftsmen productivity include computer

aided design techniques and digitizing drafting

machines, which translate auto body contour

drawings into, numbers and record points on

tape used on numerically controlled drafting

machines to produce perspective drawings.

Another system consists of a contour scanner

using a TV camera which records data from clay

models. The data are fed into a computer which

produces tapes for numerically controlled die

making machines to speed up greatly the design

cycle.

New Materials

New and substitute materials for motor vehicle manufacture include plastics for numerous

components ranging from grilles to rear fender

extensions. Injection molded plastic parts, such

as instrument panels and inner fender panels,

have been substituted increasingly for die cast

metal parts. They reduce the amount of labor

needed for parts production and assembly since

they are generally molded in one piece and

require fewer finishing operations. They also

provide substantial weight savings and reduction

in the number of dies needed. Aluminum is

being substituted for iron and steel in making

gear housings, rocker arm covers, and components of accessory options such as power

steering, power brake units, and air conditioners. Crankshafts and connecting rods, formerly produced as steel forgings, are now made

of nodular iron castings which reduce manhours in subsequent processing. Zinc die castings, stainless steel, fiber glass, and adhesive

for bonding are some other new m aterials.

Mechanization of Assembly

Automatic assembly machines, which can perform screwdriving, nut running, riveting, feeding and aligning operations, reduce unit labor

requirements in the assembly of large volume,

fixed design parts, such as door locks and brake

components. Automatic assembly may improve

product quality, increase production speed, and

reduce inventories.

Major subassemblies, such as different horsepower V-8 engines, are produced containing

numerous interchangeable parts. This technique

allows a number of different subassemblies to

be built using the same production equipment,

reduces drastically the number of different

parts to be manufactured, allows longer production runs for individual components, sim plifies

assembly operations, and reduces the inventory

of parts needed for service.

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Technical Note

Definition of the Industry

The motor vehicles and equipment group, as

defined in this report, is based on the 1967

Standard Industrial Classification, (SIC) Group

No. 371.J3/ This consists of the 4-digit industries defined in the following paragraphs. For

each industry, an alphabetical list of the principal products appears in the SIC manual.

1. Motor Vehicles (SIC 3711)

Establishments primarily engaged in manufacturing or assembling complete passenger automobiles, trucks, commerical cars and buses

(except trackless trolleys—Industry 3742), and

special purpose motor vehicles such as ambulances and fire engines.

2. Passenger Car Bodies (SIC 3712)

Establishments primarily engaged in manufacturing passenger car bodies, but not engaged in

manufacturing complete passenger automobiles.

(Establishments primarily engaged in manufacturing stamped body parts for passenger cars

are classified in Industry 3461.)

3. Truck and Bus Bodies (SIC 3713)

Establishments primarily engaged in manufacturing truck and bus bodies, for sale separately

or for assembly on purchased chassis. (Establishments primarily engaged in manufacturing

stamped body parts for trucks and buses are

classified in Industry 3461.)

3 / 1967 Standard Industrial Classification

Manual, U.S. Bureau of the Budget. Some industry sources have recommended expanding the

definition to include all automotive stamping

plants. At present, only those plants producing

automobile bodies as final products or considered integral parts of motor vehicle establishments are included.

4. Motor Vehicle Parts and A ccessories

(SIC 3714)

Establishments primarily engaged in manufacturing motor vehicle parts and accessories, but

not engaged in manufacturing complete motor

vehicles. (Establishments primarily engaged in

manufacturing tires and tubes are classified in

Industry 3011, automobile glass in Major Group

32, automobile stampings in Industry 3461, vehicular lighting equipment in Industry 3642,

ignition system s in Industry 3694, and storage

batteries in Industry 3691.)

In addtion to the specific exclusions noted

above, a considerable number of components,

parts, and accessories for motor vehicles are

classified in other SIC industries, and are based

on the characteristic of the product itself, rather

than the specific application. The U.S. Bureau of

the Census lists some of these other important

exclusions:_4/ automotive hardware, SIC 3429;

diesel and sem idiesel engines, SIC 3519; sealed

beam and other electric lamps, SIC 3641; automobile radios, SIC 3651; and carburetors and

pistons, SIC 3599.

5. Truck Trailers (SIC 3715)

Establishments primarily engaged in manufacturing truck trailers and truck trailer chassis

for sale separately, but not engaged in manufacturing complete trucks and buses.

One of the data sources for this report is the

Census of Manufactures of the U.S. Bureau of

the Census. In collecting and publishing statistics for this group, the Bureau of the Census has

combined SIC industries 3711, 3712, and 3714

into Census code 3717 - Motor Vehicles and

Parts. This grouping was made because large

establishments which have integrated operations

produce parts or bodies as well as assemble

complete vehicles. This complexity in the structure of the industry group has prevented the

development of output per man-hour indexes

for the component 4-digit industries.

4/ 1963 Census of Manufactures.

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General Procedures

The indexes for the motor vehicles and equipment industry presented in this report were

developed according to the general procedures

followed by the Bureau of Labor Statistics for

deriving industry output per man-hour indexes.

For an industry producing a single homogeneous

product, the indexes measure the change over a

period of time in the ratio of the number of units

produced to the number of man-hours expended.

For an industry producing many products, such

as the motor vehicles and equipment industry,

the indexes measure the change in the ratio of

a composite of the products appropriately

weighted to the man-hours. To derive the output

per man-hour index, an output index is developed

and is divided by the corresponding man-hour

index.

To construct industry output per man-hour

m easures, the preferred output index is obtained

by weighting the quantities of the industry’s

products by the average man-hours required to

produce one unit of each product in a specified

year. Thus, those products which require more

labor time are given more importance in the

output index. For the automotive industry, however, unit man-hour data are not available for

most of the products and the substitution of

weights which are assumed to be proportional

to unit man-hours was necessary. Both unit

value and unit value added weights were used

as substitutes.

Output Indexes

The output index for the motor vehicles and

equipment industry was constructed by computing indexes for three major component industries and combining these indexes with aggregate

man-hour weights. _5/ The three industries within the group are (1) Motor Vehicles and Parts

j>/ This procedure is equivalent to combining

quantities of products with unit man-hour weights.

(SIC Codes 3711, 3712, 3714—Census Code

3717), (2) Truck and Bus Bodies (SIC 3713),

and (3) Truck Trailers (SIC 3715). 1958 manhours based primarily upon published BLS data

supplemented by special BLS surveys were used

as weights for 1957-63; from 1963 forward, 1963

man-hours were used. The motor vehicles and

parts index represented about 94 percent of the

total weight in the output index for the group;

the remaining weights were divided between

truck and bus bodies and truck trailers. (See

appendix A.)

A. Motor Vehicles and Parts (SIC 3711, 12,

14—Census Code 3717)

To obtain the output index for this industry

group, separate indexes were constructed for

(1) passenger cars and equipment, (2) trucks

and buses, and (3) replacement parts and accessories. These indexes were combined with

1958 aggregate value of shipments weights for

1957-63 and 1963 weights for 1963 and subsequent

years. The value of shipments data were obtained from the 1963 Census of Manufacturers.

Although combining these indexes with total

man-hour weights would have been desirable,

separate man-hour data for each of these product groupings were not available.

(1) Passenger Cars and Equipment

The output index for passenger cars and equipment, which represents about three fourths of

the motor vehicles and parts industry, was

derived by combining two production indexes:

One for passenger cars with standard equipment and another for optional equipment. These

two indexes were combined with base year

(1958 and 1963) aggregate value weights derived

from detailed production and unit value data.

Passenger Cars with Standard Equipment.

The output index for this component of the industry was derived by removing from the change in

current value of passenger car production the

change in prices. To obtain abase year weighted

production index consistent with the other segments of the output index, the index of current

value of production should be divided by a current

year weighted price index as noted in the following formulation:

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Value of produc- r Price index = Output index

tion index (Paasche) (Laspeyres)

2 PiQi * 2 PiQi = 2 PoQi

2PoQo 2 PoQi SPoQo

where P represents prices, Q quantities and subscripts i and o refer to current and base year

values, respectively.

The current value of production for each year

was calculated by multiplying calendar year

production of passenger cars (including standard

equipment) for approximately 500 product classifications § J by the introductory wholesale

price for each classification as reported in the

New Car Cost Guide. 7 / Prices exclude excise

taxes and freight charges.

The price index used for this industry was

prepared especially for this report and is based

on the data and techniques underlying the development of the BLS Wholesale Price Index for

Passenger Cars, WPI 14-11-01. The differences

from the published index essentially reflect exclusion of imported cars and use of current

year weights rather than base year weights.

November data were used as the best match for

the introductory prices used for current valuations.

Each of the specified domestic car models

which were priced for the Wholesale Price Index

for a given period was selected to represent

a broader range of models so that all domestically

produced cars would be included either directly

or indirectly. Thus, for 1966 the price indexfor

a priced model was usually given a weight that

reflected not only the value of production of all

models which have the same nameplate but also

the value of production of unpriced nameplates

made by the same company.

6/ Detailed production breakdown was received directly from automotive manufacturers.

J j Automobile Invoice Service Company, a

division of the Chek-Chart Corporation, Chicago,

Illinois.

The list of cars selected for pricing changed

frequently during the 1957-66 period to reflect

changing models, increased coverage, and shifts

in the volume sellers. Price imputation patterns

were shifted concurrently. The price indexes

related to the selected models were adjusted for

differences in quality, i.e., for additional features

and product improvement or deterioration. 8 /

An effort was made to derive a physical production measure for passenger cars with standard

equipment by utilizing detailed data on calendar

year production of automobile by nameplate

(Chevrolet, Buick, Dodge, etc.) model (Bel Air,

Galaxie 500, etc.), body style (convertible, 2

door hardtop, etc.) and number of cylinders. This

detail resulted in approximately 500 separate

product classifications each year. For the base

years of 1958 and 1963, these automobile types

were grouped by unit values into weight classes

with $100 class intervals. For later years the

current models were compared with the base

year models. If a new model was introduced or

if the specifications (including standard equipment) were changed significantly, an appropriate base year weight class had to be determined. The comparability of the current models

was determined after examination of data from

several sources including wholesale values and

specification changes from New Car Cost Guide

and Official Used Car Guide 9 /, BLS Wholesale

Price Indexes, and a special listing made by the

automobile manufacturers of the models they

considered generally equivalent from year to

year. The volume and complexity of the annual

changes taking place in passenger car production meant that the determinations of appropriate weight classes were often subjective and

could lead to a serious bias. As a result of

these difficulties, a more accurate index could

be obtained by analyzing the information available

8 / For further detail on the techniques and

guidelines used in adjustments f o r quality

changes, see Margaret S. Stotz, “Introductory

P rices of 1966 Automobile Models,” Monthly

Labor Review, February 1966.

9 / National Automobile Dealers Used Car

Guide Company, Washington, D. C.

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on the price and quality changes for the sample

cars selected for the BLS Wholesale Price Index

and assuming that the price movements of the

individual cars, properly weighted, would represent all cars.

Ideally, the output index should be unit manhour weighted. Since the passenger car with

standard equipment accounts for about 60 percent of the total weight, a partial check was made

on the validity of the assumption that unit manhours weights tend to be proportional to unit

value weights. A special examination of unpublished data from both the 1958 and 1963 Census

of Manufactures was made for establishments

both specializing in automotive assembly and

fabrication and highly integrated, i.e., value

added was more than 75 percent of the value

of shipments. A regression equation was developed from the weighted establishment averages for unit values and unit man-hours. The

relative weights obtainable from the relevant

range of unit values corresponded fairly closely

with relative weights derived from the unit manhours developed from the regression equation.

Optional Equipment. This output index was

based on production of the major items of nonstandard equipment installed by the motor vehicles and equipment industry plus an estimate

for all other optional equipment. The total items

covered directly ranged from 13 in 1957 to 23

in 1966. Production of equipment after 1957 was

linked into the index if these items had been

available previously to customers but not counted

due to lack of adequate information or relative

unimportance. The 1957-63 output index was

based on the annual production of 13 to 17 item s.

(See appendix B for list.) The 1963-66 index was

based on 17 to 23 major item s.

Actual calendar year production data were

available from 1957 to 1963 for automatic transm issions, power steering, and power brakes

from Ward’s Automotive Yearbooks. 10/ For

the other accessories, production was estimated

10/ Powers and Company, Inc., Detroit,

Michigan.

by applying model year installation percentages,

from Ward’s, to the calendar year production

data for cars. Installation percentages include

both standard and optional equipment. Therefore,

standard equipment, as determined from New

Car Cost Guide and Auto Bluebook, 11/ was subtracted from the total installed equipment.

The weights for the optional equipment items

were derived from 1958 (1963) wholesale prices

for each auto series (Fairlanes, Tempests, Valiants, etc.), from New Car Cost Guide. When

a choice of prices existed for the same item,

the most popular type of equipment was selected.

These are used directly as weights for equipment classified as. primary products of the

industry since they are produced largely by

establishments classified in the motor vehicles

and equipment group. A fraction of the wholesale price was used as a weight for those items

classified as primary products of other industries to represent the installation costs incurred

by the industry. 12/ This weight was based on

unpublished special analyses of installation costs

provided by the motor vehicle manufacturers.

When an accessory was introduced as a new

item or on an auto series for the first time, a

1958 (1963) unit value weight was derived from

the price trend of a sim ilar item or from the

price trend of an item from the most closely

related series.

The estimate for all other optional equipment

items was based on a comparison between maximum value of optional equipment items per

car 13/ and maximum value of major items per

11/ Currently known as the Complete Automobile Pricing Manual published by Automobile

Pricing Publications, Inc., Burlingame, California.

12/ Items such as tinted glass and white wall

tires, which require no additional man-hours by

the industry, are not covered.

13/ Only those items were considered which

were either produced in the industry or had significant installation costs.

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car for the passenger car models priced for the

price indexes; A weighted ratio was used to adjust a production index based on the major items

only. The list of available equipment for the sample cars and the related prices were determined

from the New Car Cost Guide. The estimated

value of the optional items not covered directly

ranged from 20 to 25 percent of the total optional

equipment index. Many implicit assumptions

were involve in this type of estimate; representativeness of sample, comparability of installation percentages and charges between covered

and uncovered item s, and sim ilarity of price

movements. The overall weight of the uncovered

sector represents le ss than 3 percent of the total

index of the motor vehicles and equipment index.

The same adjustment factor for noncovered

optional items was used to blow up value of

production figures for covered optional equipment items for both 1958 and 1963 to provide

weights for combining the optional equipment

index with the index for passenger cars (including standard equipment)*

(2) Trucks and Buses

The output index for trucks and buses is based

on the deflated value of shipments for these two

product groups. The current dollar value of shipments for truck tractors, truck chassis, and

trucks is converted into a constant dollar series

by using a deflator composed of BSL Wholesale

Price Indexes 14-1 (Motor Vehicles and Equipment) and 14-11-02 (Motor Trucks). These WPl*s

were combined with value of shipments weights

from the 1963 Census of Manufactures. Similarly,

the shipments data for buses and fire department

vehicles were deflated using BLS Wholesale

Price Index 14-11-03 (Motor Coaches).

Annual shipments data were obtained from the

Census of Manufactures and Annual Survey

of Manufactures.

(3) Replacement Parts and A ccessories

This index reflects the production of parts

and accessories for passenger cars, trucks, and

buses shipped to other than domestic motor

vehicle manufacturers* (Parts and accessories

shipped to or produced by motor vehicle manufacturers are included directly or indirectly in

other output indexes.) Rebuilt motor vehicle

engines and parts also are included. The shipments cover export shipments as well as shipments to distributors, dealers, wholesalers,

service stations, etc.

The output index was based on the total value

of shipments of motor vehicle parts and accessories shipped to other than domestic motor

vehicle manufacturers (Censuscode 37176), plus

rebuilt motor vehicle engines and parts (Census

code 37177), as deflated by BLS Wholesale Price

Index 14-1, (Motor Vehicles and Equipment).

Only those parts and accessories which are classified in SIC 371 were included. (See page 16 for

definition.) Value data for 1958-63 were taken

from the 1963 Census of Manufactures. An

estimate was made for 1957 based on the 1957-

58 percentage change in value of sales of replacement parts and accessories as published by the

Automobile Manufacturers Association in Automobile Facts and Figures. These data were adjusted by BLS to include exports and to exclude

replacement batteries. Value data for years

subsequent to 1963 were taken from the Annual

Survey of Manufactures.

To combine this index with other components

of industry 3717, base year (1958 and 1963) Census values for codes 37176 plus 37177 were

used as weights. The industry value was used for

1963, and the product value (wherever made) was

used for 1958.

B. Truck and Bus Bodies (code 3713)

The output index for truck and bus bodies was

based on the value of output expressed in constant

1958 (1963) dollars. The value of output was

derived from data on (1) the industry value of

shipments of truck and bus bodies, converted to

constant dollars plus (2) the net change in the

value of finished goods inventories, also inconstant dollars. Value data were from the Census

of Manufactures and the Annual Survey of

Manufactures.

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Industry value of shipments for 1957, 1958,

and 1983 exclude resales; value of shipments for

1959-62 as it appears in the Census of Manufactures includes resales. To exclude resales

from the data for intercensal years, the 1958

and 1963 ratios of value of shipments without

resales to value of shipments with resales

were used to interpolate the 1959-62 value

of shipments excluding resales. For intercensal

years after 1963, the 1963 ratio was used to adjust value of shipments.

Annual value of shipments was deflated by a

special industry price index constructed from

the yearly averages of BLS Wholesale Price

Index 14-11-02 (Motor Trucks) and BLS Wholesale Price Index 14-11-03 (Motor Coaches). In

combining the commodity price indexes into an

industry price index, the weight assigned to WPI

14-11-02 was equal to the 1958 (1963) total value

of shipments and inter plant transfers of all truck

bodies, shipped by all manufacturing establishments; the weight assigned to WPI 14-11-03 was

equal to the 1958 (1963) total value of shipments

and interplant transfers of all bus bodies. Value

of shipments weights were from the 1963 Census

of Manufactures.

Beginning-of-year and end-of-year values of

finished goods inventories were deflated by a

special price index constructed from the December figures of WPI 14-11-02 and WPI 14-11-03.

The commodity price indexes were combined into

an industry price index by using the method described in the preceding paragraph.

C. Truck Trailers (code 3715)

The output index for truck trailers was constructed from data on the annual physical quantities of trailers produced, as published in the

Current Industrial Reports series of the Bureau

of the Census. Product detail is by use (e.g., insulated vans, high pressure tanks, dump trailers,

etc.) and material (steel and aluminum). For

1957-63, each product was weighted by its 1958

unit valuer (See appendix C.) Unit values were

derived from Census of Manufactures data by

dividing the total value of shipments and interplant transfers by the total quantity of shipments

and interplant transfers for each product.

For 1963-66, output was measured by the

quantity of units shipped since actual production

figures are not available after 1963. No inventory

adjustment was made, but inventories have not

been significant for this industry. 14/ At the

same time, product detail was revised and reduced. Also, 1983 unit value weights were used

for this period.

Employment and Man-Hour Indexes

Employment and man-hour indexes measure

the change in aggregate number of employees or

man-hours over a period of time. Employees and

employee man-hours are treated as homogeneous and additive. Changes in qualitative aspects

of employment such as skill, efficiency, health,

experience, age, and sex of persons comprising

the aggregate are not reflected in the indexes.

The man-hour data relate to total time expended

by employees in establishments classified in the

industry group. These data include not only the

hours spent on primary activities of the establisment, but also those on other activities and m iscellaneous operations. Paid time for vacations,

holidays, or sick leave when the employee is not

at the plant also is included.

Six labor input indexes were developed for the

motor vehicles and equipment group for 1957-66:

All employees, production workers, nonproduction workers, man-hours of all employees, manhours of production workers, and man-hours of

nonproduction workers.

“Production workers” cover working foremen

and all nonsupervisory workers (includingleadmen and trainees) engaged in fabricating, processing, assembling, inspection, receiving, storage, handling, packing, warehousing, shipping,

trucking, hauling, maintenance, repair,

14/ The 1964 Current Industrial Reports for

truck trailers states: “Data on the number of units

produced, collected for prior years, were eliminated in 1964 in recognition of the fact that in

this industry no great time difference occurs

between products (sic) and shipments.”

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janitorial, watchman services, product development, auxiliary production for plant’s own use

(e.g., power plant operations), and recordkeeping and other services closely associated with the

above production operations. The term thus includes some indirect as well as direct plant

labor.

“Nonproduction workers” include employees

engaged in the following activities: Executive,

purchasing, finance, accounting, legal, personnel, cafeterias, medical, professional and technical activities, sales, sales-delivery (e.g.,

route men), advertising, credit, collection, and

in installation and servicing of own products,

routine office function, factory supervision

(above the working foreman level); and force

account construction employees on the payroll

engaged in construction of major additions or

alterations to the plant who are utilized as a

separate work force.

Employment and man-hour indexes for the

motor vehicles and equipment industry group

were derived from data published by the Bureau

of Labor Statistics in Employment and Earnings

Statistics for the United States, 1909-1936 and

subsequent monthly issues of Employment and

Earnings and Monthly Report on the Labor

Force.

Employment and Production Worker ManHours. Employment indexes are based on BLS

data for the motor vehicles and equipment industry group (SIC 371). These are 12-month

averages of persons who worked full- or parttime or received pay for any part of the payroll

period which includes the 12th of each month.

Man-hour indexes for production workers

are based on production worker employment

and average weekly hours data published by the

BLS. Man-hours include all the hours at the

plant plus all paid time for vacations, holidays,

disability time, and personal time off, when the

employee is not at the plant. Overtime and other

premium pay hours are included on the basis of

actual time at the plant.

All Employee Man-Hours. The index of all

employee man-hours is derived from three components: (1) production worker man-hours, derived from BLS data; (2) number of nonproduction workers, derived from BLS data; and (3)

an estimate of average annual paid hours of

nonproduction workers derived from special

confidential company studies. For consistency

with production worker man-hours, these data

also include time paid for vacations, holidays,

disability time, and personal time off.

2 2

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Appendix A . W eighting D iagram for the M otor V eh icles and Equipm ent Industry

(W eights E x p ressed as P ercen t of Total)

Output Com ponents W eights [Percent) Type of

1 9S3 index1958

M otor v eh icles and equipm ent i n d e x---------- 100.0 100.0

(A) M otor v e h icles and p a r t s--------------- 93. 1 9 2 .9 (1) P a ssen g er c a rs and eq u ip m en t- - 6 8 .8 7 0 .4 (a) P a ssen g er ca rs and standard

eq u ip m en t---------------------------- 5 9 .0 61. 2 DV (b) O ptional e q u ip m e n t--------------- 9 .8 9. 2 P P (2) T rucks and b u se s------------------------ 15. 2 14.9 DV (3) R eplacem ent parts and

a c c e s s o r ie s ------------------------ 9. 1 7. 6 DV

(B) T ruck and bus b o d i e s --------------------- 4. 2 4 .2 DV

(C) T ruck t r a i l e r s -------------------------------- 2 .7 2 .9 P P

1 DV ■ D eflated value; P P = P h y sica l production.

N otes: Indexes of (A), (B) and (C) are com bined with m an-hour w eig h ts. (A) (1), (2) and (3) are com bined w ith value of sh ip ­ m en ts w eigh ts. (A) (1) (a) and (b) are com bined with value of produc­ tion w eig h ts.

See text for fu ller explanation.

Source: B ureau of Labor S ta tistic s, U .S . D epartm ent of L abor.

23

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Appendix B. A c c e s s o r ie s C overed in the Optional Equipm ent Output Index

Item s p rim a rily c la s s ifie d and in sta lled in the m otor v e h ic le s and equipm ent industry:

Added after 1963:

A utom atic tra n sm issio n Pow er brakes P ow er steerin g O verdrive Window w asher H eater L im ite d -slip d ifferen tial 4 -sp e e d syn ch rom esh tr a n sm issio n E le c tr ic w ip ers

D isc brakes Speed regulating device M ovable steerin g Vinyl tops

Item s p rim a rily c la s s ifie d outside but in sta lled by the m otor v e h icles and equipm ent industry:

Added in

1963:

A ir conditioner Radio P ow er windows P ow er sea ts (2 -, 4 - , and 6 -w ay)* Backup ligh ts P ow er antenna Bucket se a ts

R ear power window, station w agons

*A fter 1963, power sea ts are sep arated into 2-w ay, and 4 - and 6 -w ay se a ts.

24

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Federal Reserve Bank of St. Louis
Appendix C . Unit Value W eights U sed in C om piling the T ruck T r a iler Output Index (SIC 3715)

Unit value w eights

Product group 1958 1963

I. C om plete tr a ile r s -----------------------------------

A* Vans -------------------------------------------------- 1. Insulated, se m i-in su la ted and r e fr ig e r a te d ----------------------- S t e e l------------------------------------- $ 7 ,4 6 4 $ 5 ,5 2 5 A lu m in u m ---------------------------- 7, 697 8 ,2 9 3 2. F u r n it u r e----------------------------------- S t e e l------------------------------------- 4, 372 \

A lu m in u m ---------------------------- 4 ,6 1 2 / 5,5 7 7 3. O ther c lo se d top v a n s----------------- S t e e l------------------------------------- 4, 664 4, 541 A lu m in u m ---------------------------- 6 ,0 3 1 5, 167 4. Open top v a n s ------------------------------ S t e e l------------------------------------- 4, 6 16 4 ,8 6 4 A lu m in u m ---------------------------- 5 ,4 9 5 5, 244

B. Tanks ------------------------------------------------ 1. P etroleu m and a ircra ft r e f u e l e r s--------------------------------- Carbon and allo y s t e e l-------- 6, 508 \

S ta in less ste e l --------------------- 11, 233 / 9 ,0 1 0 A lu m in u m ---------------------------- 9, 174 10,087 2. C hem ical, food, and

sa n ita ry------------------------------------- 11, 026 11, 262 3. D ry m a te r ia ls and other low p r essu re ta n k s------------------- 8 ,7 4 3 9, 527 4 . High p r e s s u r e ------------------------------ 11, 779 13, 297

C . P ole and lo g g in g --------------------------------

1. Single axle --------------------------------- 1, 333 \

2. Tandem axle ------------------------------ 3, 535 / 3,6 7 4

D. P la tfo r m ------------------------ -------------------- 1. R acks, liv esto ck , and s t a k e------ 4, 546 \

2, G rain b o d ie s -------------------------------- 3 ,465 r 3,8 2 0 3. O ther platform s ------------------------ 3 ,4 3 2

E . L ow -bed heavy h a u le r s---------------------- 4, 250 4 ,5 5 9

2 5

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Appendix C. Unit Value W eights U sed in C om piling the T ruck T r a ile r Output Index (SIC 3715) — Continued

Unit value w eights

P roduct group T95B 1963

F . Dump t r a ile r s 1 ------------------------------------- $ 4 ,4 7 4 $ 5 ,6 6 6

G. A il other tr a ile r s -------------------------------- 4, 681 -I 3 ,0 8 9

II. T r a ile r c h a ssis only, for sale se p a r a te ly 2 -------------------------------------------- 2, 578 }

III. D etachable tr a ile r van b od ies, for sa le s e p a r a t e ly -------------------------------- 3, 645 3,4 4 5

1 Includes dump tr a ile r c h a ssis in 1963. 2 Includes dump tr a ile r c h a ssis in 1958.

Source: 1963 C ensus of M anufactures, table 6A.

26

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APPENDIX D. MOTOR VEHICLES AND EQUIPMENT INDUSTRY AVERAGE ANNUAL RATES OF CHANGE (PER C EN T)1

(To obtain annual rate of change betw een any 2 y ea rs shown, find row for in itial year at left of table and read figure in that row under the term in al year shown on to p .)

Output per A ll E m ployee M an-Hour

T erm inal y ear

Initial

y ear 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957----- 1#M00

3. 1 5. 3 5.0 5. 5 5. 6 5. 1 5. 1 4. 8 1958___ — 9.4 8.9 6. 5 6.7 6 .4 5. 7 5.4 5.0 1959-----

— — 8.5 4. 8 6.0 5. 8 5.0 4 .9 4 .6 1960___ — — — 1. 3 5.5 5.4 4 .5 4 .6 4. 2 1961___ — — — — 9.9 6. 8 4 .8 4 .7 4. 2 1962----- — — — — — 3.9 2. 5 3.5 3. 3 1963___ — — — — — — 1. 1 3.8 3. 3 1964___ — — — — — — — 6 .6 3.8 1965___ — — — — — — - — — 1. 1

Output

I n it ia l

y e a r 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957___ -25. 2 -1 .9 5. 2 2. 7 5.0 6. 6 6.9 8. 1 W7Z 1958___ — 28.6 20.7 8.6 9.6 10. 2 9.6 10.4 10. 1 1959-----

— — 13. 2 -0 .9 5. 2 7.8 7. 8 9.3 9. 1 I960___ — — — -13. 3 4. 7 8. 8 8. 5 10. 2 9 .8 1961___ — — — — 26. 5 18. 9 13. 2 13.8 12.0 1962----- — — — — — 11.7 7. 3 11. 1 9.7 1963___ — — — — — — 3.0 12. 2 9.5 1964___ — — — — — — — 22. 1 10. 8 1 9 6 5 .... — — — — — — — — 0 .6

All em ployee man-hour

Initial

y ea r 1958 1959 I960 1961 1962 1963 1964 1965 1966

T W T T T T -2 3 . 1 - 4 .9 -0. 1 -2 . 2 -0 . 5 1.0 1. 7 2. 8 3. 2

1958____ — 17.6 10. 8 1.9 2 .7 3 .6 3. 8 4 .7 4. 8

1959-------

— — 4. 3 -5 . 5 - 0 .7 1. 9 2. 7 4. 2 4 .4

I960____ — — — -1 4 .4 -0 . 7 3. 2 3. 8 5 .4 5. 3

1961____ — — — — 15. 1 11. 3 8 .0 8 .7 7. 5

1962____ — — — — — 7. 6 4. 7 7 .3 6. 2

1963____ — — — — — — 2.0 8. 1 6 .0

1964____ — — — — — — — 14. 6 6. 8

1965____ — — — — — — — — -0 . 5

See footnote at end of tab le.

27

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APPENDIX D. MOTOR VEHICLES AND EQUIPMENT IN D U STR Y --C ontinued AVERAGE ANNUAL RATES OF CHANGE (PERCENT)1

(To obtain annual rate of change betw een any 2 y ea rs shown, find row for in itia l year at left of table and read figure in that row under the term in al year shown on top.)

Output per A ll E m ployee

T erm inal y e a r

Initial

y ea r 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957____ -5. 1 3 .4 5 .8 4 .9 6. 1 6 .4 6 .0 6. 1 5. 7

1958____ — 12.7 10.5 6. 8 7 .8 7 .5 6 .8 6 .7 6. 1

1959-------

— — 8. 3 3. 7 6. 7 6. 8 6 .0 6. 1 5. 5

I960____ — — - 0 .7 7. 2 7. 1 5 .9 6 .0 5. 3

1961------- — — — — 15.6 9 .8 6. 7 6. 5 5. 3

1962____ — — — — — 4. 2 2. 8 4 .5 3. 7

1963____

— — — — — — 1.4 5 .2 3. 6

1964____ — — — — — — — 9. 1 3. 8

1965____

— — — — — — — — - 1. 3

A ll em p loyees

In itial

y ear 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957___ -21. 1 -5. 2 -0 .5 -2. 1 - 1.0 0. 2 0. 8 1.9 2.4 1958___ — 14. 1 9. 2 1. 7 1. 7 2. 5 2. 7 3.5 3. 8 1959-----

— — 4 .6 -4 .4 - 1.4 0 .9 1. 7 3.0 3. 5 1960___ — — — -12. 7 -2. 3 1. 6 2.4 3.9 4. 3 1961___ — — — — 9.4 8. 3 6. 1 6.8 6. 3 1962----- — — — — — 7. 2 4. 3 6 .3 5. 8 1963___ — — — — — — 1.6 6.6 5.7 1964----- — — — — — — — 11.9 6. 8 1965----- — — — — — — — — 2.0

Output per production w orker man-hour

I n it ia l

y e a r 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957___ 2. 5 3.5 5.0 5. 2 5.4 5. 3 5. 0 4. 8 4. 5 1958___ — 4. 5 6.4 6. 0 6.0 5. 7 5. 1 4 .8 4. 5 1959___ — — 8. 3 6. 3 6. 2 5. 7 4. 9 4. 6 4. 3 1960___ — — — 4 .4 5 .4 5.0 4. 2 4. 1 3. 8 1961___ — — — — 6. 5 5. 1 3.9 3.8 3. 5 1962___ — — — — — 3. 8 2. 6 3. 1 3. 0 1963___ — — — — — — 1.5 3.0 3.0 1964___ — — — — — — 4. 5 3.4 1965___ — — — — — — — — 2.4

See footnote at end of tab le.

28

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A P P E N D I X D . M O T O R V E H IC L E S A N D E Q U IP M E N T I N D U S T R Y --C o n tin u e d

A V E R A G E A N N U A L R A T E S O F C H A N G E (P E R C E N T )1

(T o o b ta in a n n u a l r a te o f c h a n g e b e tw e e n a n y 2 y e a r s sh o w n , fin d r o w fo r

in it ia l y e a r a t le f t o f t a b le a n d r e a d f ig u r e in th a t r o w u n d e r th e t e r m in a l y e a r

sh o w n o n t o p . )

P r o d u c t io n W o r k e r M a n -H o u r s

T e r m in a l y e a r

Initial

year 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957____ -27. 1 -5 .5 0TZ -Z.4 -0 .4 1. 2 1.9 3. 1 3. 5

1958____ — 23.0 13.4 2. 5 3.4 4. 3 4. 3 5 .3 5. 3

1959------

— — 4 .6 -6. 8 -0 .9 2. 0 2. 8 4. 5 4. 7

I960____ — — — -16. 9 -0. 7 3. 6 4 .0 5.9 5. 7

1961____ — — — — 18. 7 13. 1 8.9 9 .6 8. 1

1962____ — — — — — 7.7 4. 5 7.8 6.4

1963____ — — — — — — 1. 5 8.9 6. 3

1964____ — — — — — — — 16.9 7. 1

1965____ — — — — — — — — - 1. 8

O u tp u t p e r p r o d u c tio n w o r k e r

Initial

year 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957____ -0. 6 3.8 5. 5 5. 1 6. 2 6. 3 6. 0 6.0 5.5

1958____ — 8. 3 8. 2 6. 3 7 .3 7. 1 6. 5 6. 3 5. 7

1959------

— — 8. 0 5.0 7.2 7.0 6. 2 6.0 5.4

I960____ — — — 2. 0 7. 6 7. 1 5.9 5.8 5.0

1961____ — — — — 13.5 8. 6 6. 1 5.9 4. 8

1962------

— — — — — 4. 0 3.0 4. 2 3.4

1963------

— — — — — — 2. 0 4 . 7 . 3. 2

1964____ — — — — — — — 7 .4 3. 2

1965____ — — — — — — — — -0. 8

P r o d u c t io n w o r k e r s

Initial

year 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957____ -24. 8 -5 .5 -0. 2 -2. 3 - 1. 1 0. 3 0.9 2.0 2. 5

1958____ — 18. 8 11. 6 2. 2 2. 2 2.9 3.0 3.8 4. 1

1959------

— — 4. 8 -5 .6 - 1. 8 0. 8 1. 5 3. 1 3. 6

I960____ — — — - 15.0 -2. 7 1.6 2.4 4. 2 4. 5

1961____ — — — — 11.4 9.4 6.6 7.5 6. 8

1962____ — — — — — 7.5 4. 2 6.6 6. 1

1963____ — — — — — — 1. 0 7. 2 6. 1

1964____ — — — — — — — 13.7 7.4

1965------

— — — — — — — — 1.4

S e e fo o tn o te a t e n d o f t a b l e .

29

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A P P E N D I X D . M O T O R V E H IC L E S A N D E Q U IP M E N T I N D U S T R Y --C o n tin u e d

A V E R A G E A N N U A L R A T E S O F C H A N G E (P E R C E N T )1

(T o o b ta in a n n u a l r a te o f c h a n g e b e tw e e n a n y 2 y e a r s s h o w n , fin d r o w fo r

i n it ia l y e a r a t le f t o f ta b le a n d r e a d f ig u r e in th a t r o w u n d e r th e t e r m in a l y e a r

sh o w n on t o p .)

O u tp u t p e r N o n p r o d u c tio n W o r k e r M a n -H o u r

T e r m in a l y e a r

Initial

year 1958 1959 I960 1 9 6 1 1 9 6 2 1963 1964 1965 1 9 6 6

19577777" - 17.4 1.7 6 . 2 4. 1 5‘.S~~ 6 . 2 S .6 6 . 2 5 .8

1958-----

— 25. 2 17. 1 8 . 3 9 .0 8 . 5 7. 3 7 .4 6 .7

1959-----

— — 9 .5 0 .5 5. 3 6 . 1 5 .4 6 .0 5. 5

I960___ — — — -7 . 7 5 .6 6 . 7 5 .4 6 . 3 5. 5

1 9 6 1 ----- — — — — 2 0 .9 12.4 7. 5 7 .9 6 . 3

1 9 6 2 ___ — — — — — 4 .4 1. 8 5. 2 4. 1

1963-----

— — — — — — -0 . 7 6 . 6 4. 3 1964___ — — — — — — — 14. 5 5. 2

1965___ — — — — — — — — -3 . 3

N o n p r o d u c tio n w o r k e r m a n -h o u r s

I n it ia l

y e a r 1958 1959 I960 1961 1962 1963 1964 1965 1966

1 9 6 7 .... -9 .5 -3 .6 -6 .9 - 1.4 -0. 7 o n 1. 1 1.6 2. 2 1958___ — 2.7 3. 1 0. 3 0 .6 1. 6 2. 2 2. 8 3. 1 1959___ — — 3. 5 - 1.4 -0. 1 1.5 2. 3 3. 1 3. 5 1960___ — — — -6 .0 -0 .8 2.0 2.9 3. 7 4 .0 1961___ — — — — 4 .6 5 .8 5. 3 5.5 5. 3 1962----- — — — — — 7.0 5.4 5.6 5. 3 1963___ — — — — — — 3. 7 5. 2 5.0 1964.. .-. — — — — — — — 6. 7 5. 3 1965----- — — — — — — — — 4 .0

O u tp u t p e r n o n p r o d u c tio n w o r k e r

I n it ia l

y e a r 1958 1959 I9 6 0 1 9 6 1 1 9 6 2 1963 1964 1965 1 9 6 6

1 9 5 7------ - 18. 6 2 . 0 6 . 5 4 . 1 5 .9 6 . 4 6 . 1 6 .5 6 . 2

1 9 5 8____ — 2 8 .0 18. 1 8 . 4 9 . 2 8 . 9 7. 7 7 . 8 7 . 1

1 9 5 9------

— — 9 . 0 - 0 . 4 5 . 1 6 . 3 5 . 6 6 . 4 5 . 9

1 9 6 0 ____ — — — - 9 . 0 5 . 8 7 . 2 5 . 8 6 . 8 6 . 0

1 9 6 1 . . . .' — — — — 2 2 .9 1 3 .6 8 . 3 8 . 7 7 . 0

1 9 6 2 ____ — — — — — 5 . 1 2 . 2 5 . 7 4 . 6

1 9 6 3------

— — — — — — - 0 . 5 7 . 2 4 . 7 1 9 6 4____ — — — — — — — 1 5 .5 5 .7 1 9 6 5____ — — — — — — — — -3.2

S e e fo o tn o te a t e n d o f t a b le .

30

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A P P E N D I X D . M O T O R V E H IC L E S A N D E Q U IP M E N T I N D U S T R Y -- C o n tin u e d

A V E R A G E A N N U A L R A T E S O F C H A N G E (P E R C E N T )1

(T o o b ta in a n n u a l r a te o f c h a n g e b e tw e e n a n y 2 y e a r s sh o w n , fin d r o w fo r

in it ia l y e a r a t le f t o f t a b le an d r e a d f ig u r e in th a t r o w u n d e r th e t e r m in a l y e a r

sh o w n on to p .)

N o n p r o d u c tio n w o r k e r s

T e r m in a l y e a r

Initial

year 1958 1959 I960 1961 1962 1963 1964 1965 1966

1957____ -8. 1 -3 .9 - 1. 2 - 1. 3 -0 .8 0. 1 0. 8 1. 5 1. 9

1958____ — 0 .5 2. 2 0. 2 0.4 1. 2 1. 8 2 . 4 2. 7

1959------

— — 3.9 -0 .5 0. 1 1.4 2. 1 2. 7 3. 1

I960____ — — — - 4 . 7 - 1 . 0 1. 5 2. 5 3. 2 3. 5

196 1____ — — — — 2.9 4. 6 4. 5 4.7 4. 7

1962____ — — — — — 6. 3 5.0 5. 1 4. 8

1963____ — — — — — — 3. 6 4. 7 4. 5

1964____ — — — — — — — 5.8 4. 8

1965____ — — — — — — — — 3. 9

1 A ll a v e r a g e a n n u a l r a t e s o f c h a n g e a r e b a s e d on th e lin e a r l e a s t

s q u a r e s t r e n d s o f th e lo g a r it h m s o f th e in d e x n u m b e r s .

31

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OTHER RECENT BLS PUBLICATIONS ON PRODUCTIVITY

AND AUTOMATION

Indexes of Output Per Man-Hour—

Selected Industries, 1939 and 1947-67 (Bulletin 1612). October 1968. 102 pp.

65 cents.

Air Transportation Industry, 1947-64 (Report 308). August 1966. 14 pp.

(Free).

Aluminum Rolling and Drawing Industry, 1958-65 (Report 314). December 1966.

20 pp. (Free).

Concrete Products Industry, 1947-63 (Report 300). November 1965. 20 pp.

(Free).

Footwear Industry, 1947-63. July 1965. 17 pp. (Free).

Gas and Electric Utilities Industry, 1932-62. April 1964. 19 pp. (Free).

Hosiery Industry, 1947-64. (Report 307). June 1966. 22 pp. (Free).

Man-Made Fibers Industry, 1957-63. October 1965. 20 pp. (Free).

Primary Aluminum Industry, 1947-62. September 1964. 15 pp. (Free).

Radio and Television Receiving Sets Industry, 1958-66. November 1968, 27 pp. (Free).

Labor Productivity of the Steel Industry in the United States (Report 310). July 1966.

36 pp. (Free).

Productivity: A Bibliography, July 1966. (Bulletin 1514). 129 pp. 65 cents.

Industry Productivity Projections, A Methodological Study. 1966. 5 pp. (Free).

Indexes of Output Per Man-Hour, Hourly Compensation, and Unit Labor Costs in

the Manufacturing Sector, 1947-66. June 1967. 2 pp. (Free).

Indexes of Output Per Man-Hour for the Private Economy, 1947-67. March 1968.

5 pp. (Free).

Indexes of Output Per Man-Hour, Hourly Compensation, and Unit Labor Costs in

the Private Sector of the Economy and the Nonfarm Sector, 1947-67. May 1968. 4 pp. (Free).

Implications of Automation and Other Technological Developments

Technology and Manpower in the Textile Industry of the 1970,s (Bulletin 1578,

1968). 60 cents.

Manpower Planning for Technological Change: Case Studies of Telephone

Operators (Bulletin 1574, 1968). 34 pp. 30 cents.

Job Redesign for Older Workers, Ten Case Studies (Bulletin 1523, 1967). 63 pp.

40 cents.

Technological Trends in Major American Industries (Bulletin 1474, 1966).

71 pp. 45 cents.

Technological Change and Disemployment of Labor at the Establishment Level.

1956. 17 pp. (Free).

Impact of Office Automation in the Insurance Industry (Bulletin 1468, 1966).

71 pp. 45 cents.

Manpower Planning to Adapt to New Technology at an Electric and Gas Utility

(Report 293, 1965). 25 pp. (Free).

Outlook for Numerical Control of Machine Tools: A Study of a Key Technological Development in Metalworking Industries (Bulletin 1437, 1965). 63 pp.

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Labor and Material Requirements for—

School Construction (Bulletin 1586, 1938). 23 pp. 30 cents.

Private One-Family House Construction (Bulletin 1404, 1964). 37 pp. 30 cents.

Public Housing Construction (Bulletin 1402, 1964). 42 pp. 30 cents.

College Housing Construction (Bulletin 1441, 1965). 34 pp. 30 cents.

Sewer Works Construction (Bulletin 1490, 1966). 31 pp. 30 cents.

Construction of Federally Aided Highways, 1958, 1961, and 1964. (Report 299,

1966). 17 pp. (Free).

Sales publications may be purchased from the Superintendent of Documents,

Washington, D.C. 20402, or from regional offices of the Bureau of Labor Statistics

at the addresses shown below. Free publications are available as long as the supply

lasts, from the Bureau of Labor Statistics, U.S. Department of Labor, Washington,

D.C. 20212.

R egion al O ffic es

R egion I F e d e r a l B uilding R oom 1603-A

G overn m en t C enter

B oston , M a ss. 02203

R egion IV 1371 P ea c h tr e e S treet, NE

Suite 540 A tlanta, G a. 30309

R egion VII M ayflow er B uilding 411 N orth A kard S treet D a lla s, T e x a s 75201

R egion II 341 Ninth A venue N ew York, N. Y. 10001

R egion V 219 South D earb orn S treet C hicago, 111. 60603

R egion VIII 450 G olden Gate A venue

Box 36017 San F r a n c is c o , C alif. 94102

R egion III J e ffe r so n B uilding

R oom 818 1915 C hestnut S treet

P h ilad elp h ia, P a . 19107

R egion VI 911 W alnut S treet 10th F lo o r

K ansas C ity, M o. 64106

☆ U.S. GOVERNMENT PRINTING OFFICE : 1969 0-329-491

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U.S. DEPARTMENT OF LABOR

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WASHINGTON, D.C. 20212

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