May 22 2014

Health systems learn to be lean | Jodi Schwartz | Argus Leader

See on Scoop.it – lean manufacturing
Without adding staff, the Avera Medical Group gynecologic oncologist spends 10 more minutes with each patient than he used to and leaves work two hours earlier.

‘We were often stressed at our clinic and running late,’ he said. ‘Patients sometimes had to wait, and I was always behind on documentation.'”

 

Michel Baudin‘s comments:

See Mark Graban’s blog post about this article. It is a case he has been following, and is featured in the 2nd edition of Lean Hospitals.

See on www.argusleader.com

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May 21 2014

Dispelling myths about manufacturing | James Manyika and Katy George

See on Scoop.it – lean manufacturing

“Myth 1. All manufacturing companies need the same things — low-cost labor, access to raw materials and markets, and a favorable business environment.

Myth 2. Trade and offshoring drove the decline in manufacturing in the U.S.

Myth 3. Manufacturing employment means assembly line work.

Myth 4. Manufacturing employment can someday return to historic peak levels.”
See on www.washingtonpost.com

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May 17 2014

Who Invented the Car? | Ronnie Schreiber

See on Scoop.it – lean manufacturing

Marcus’s 1870 car

“[…] the Nazis tried to write Austrian inventor Siegfried Marcus (who was Jewish) out of history by ordering German encyclopedia publishers to replace Marcus’ name and credit Gottlieb Daimler and Carl Benz as the inventors of the automobile[…]”

 

 

 

Michel Baudin‘s comments:

As this article is not about manufacturing or Lean, I hesitated about posting it. Who cares who invented the car anyway?

When President Obama mistakenly referred to the car as an American invention, it created a small diplomatic row with Germany because, as everyone knows, the car was invented by Gottlieb Daimler and Carl Benz…

Or was it? Not according to Ronnie Schreiber, and he shares plenty of  evidence that, until the Nazis decided otherwise, the inventor of the car was an Austrian jew named Siegfried Marcus who beat Daimler and Benz by about  two decades.

We should care about giving credit where it is due, even for inventions that are 150 years old, and for practical reasons. We want the inventors of today and tomorrow to know that they will be properly honored for their contributions, whether or not they are able to profit from them.

Now back to manufacturing!

See on www.thetruthaboutcars.com

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May 16 2014

Does the World Need More MBAs? | Sally Blount says “Yes” | Business Week

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“Business is our most important social institution—improving the lives of millions. Yet it falls far short of its potential to serve society […]  When you’re creating the next Google, Tencent, or Apple, you’re going to need people with the training, skills, and network that business education is uniquely good at providing. There’s a reason all of those companies hire people with MBAs. Even more important than the skills argument, however, is the intellectual argument for an MBA education, where there is critical knowledge to be gained. Business has evolved to be the dominant social institution of our age. Business is the cultural, organizational, and economic superforce in human development.”

Michel Baudin‘s comments:

Bill Waddell disagrees. I do too, for different reasons.

While I agree with Blount about the value of business skills, I see MBA programs as steeped in the druckerian fallacy that management is a profession in its own right, like Medicine or Engineering, and that a well-trained manager can be equally effective at running businesses in any industry, whether selling sugared water or making computers that change the world.

Rather than being a specialty in its own right, “Business Administration” is best viewed as a set of skills that complements industry-specific knowledge and experience.

That business is “the cultural, organizational, and economic superforce in human development” is something the dean of a business school would say. You could easily make the case for other forms of human endeavors, like universal public education, scientific research, or even democracy.

Bill Waddell seems to think that MBAs are inherently unable to implement and sustain Lean. I have, however, met several leaders who excelled at Lean while having MBAs. But it was not all they had.

A unique feature of this degree is that it takes over the identity of its holders, to the point that they describe themselves as “being MBAs” rather than “having MBAs.” The ones I have admired for their excellence in Lean had an engineering degree and had worked as engineers before getting MBAs.

See on www.businessweek.com

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May 13 2014

The GM Toyota Rating Scale | Bill Waddell

See on Scoop.it – lean manufacturing

“In a survey of suppliers on their working relationships with the six major U.S. auto makers – Toyota, Honda, Nissan, Ford, Chrysler and GM – GM scored the worst.  But of course they did.  They are GM and we can always count on such results from them. […] Toyota scored highest with a ranking of 318, followed by Honda at 295, Nissan at 273, Ford at 267, Chrysler at 245, with GM trotting along behind the rest with an embarrassing 244.”

 

Michel Baudin‘s comments:

While I am not overly surprised at the outcome, I am concerned about the analysis method. The scores are weighted counts of subjective assessments, with people being asked to rate, for example, the “Supplier-Company overall working relationship” or “Suppliers’ opportunity to make acceptable returns over the long term.”

This is not exactly like the length of a rod after cutting or the sales of Model X last month. There is no objective yardstick, and two individuals might rate the same company behavior differently.

It is not overly difficult to think of more objective metrics, such as, for example, the “divorce rate” within a supplier network. What is the rate at which existing suppliers disappear from the network and others come in? The friction within a given Supplier-Customer relationship could be assessed from the number of incidents like the customer paying late or the supplier missing deliveries…

Such data is more challenging to collect, but supports more solid inferences than opinions.

See on www.idatix.com

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May 9 2014

Making time for improvement

“How do you make time for improvements?” asked a manager on The Lean Edge. The anonymous questioner is self-described as experienced in Lean and currently CEO of a company in the outdoor sports industry, with employees who want time to climb, backpack, canoe, etc. This question brought forth an unusually brutal answer from usually mild-mannered Art Smalley, casting doubt on the questioner’s actual experience of Lean and telling him or her to exercise leadership.

I would not be so harsh. The situation in the CEO’s company is best described by this cartoon I found on Scott Simmerman’s site:

Getting out of this dysfunctional mode of operation is not obvious, and can be a challenge even for someone who has experienced Lean in a company that has been working on it for a few years.

While I have never seen it acknowledged in the literature, my own experience is that first-line managers — whether called supervisors, group leaders, or area coordinators — are the key agents for improvement activity. As part of management, they have the clout needed to get support from Maintenance, Engineering, and other support groups; from being on the first line, they are in direct contact with production operators and communicate with them daily. This puts them in a unique position to lead improvement projects, but the way their job is set up in many companies prevents them doing it.

In the Toyota system in assembly, the first-line managers are in charge of four to six teams of four to six operators each, which translates to a minimum of 16 operators and a maximum of 36, with the actual average being near the low end. When NUMMI was running, the figure was an average of one first-line manager for 17 operators. Contrast this with a situation I encountered in many manufacturing companies, where each first-line manager had 80 to 100 operators, and had no time for anything but expediting parts, keeping records, and disciplining rogue operators. The upper managers were proud of this situation, and described it as “Lean.” They didn’t think it was a good idea to have more first-line managers because they are “non-value added.”

I don’t presume to know whether this is the case in the questioner’s sporting goods company but, if it is, reinforcing first-line management is a good place to start, particularly if it can be done by internal transfers, for example by giving engineers the opportunity to try their hand at running production. It must also be clear that these new first-line managers, with fewer operators, are expected to spend 30% of their time on improvement.

Starting continuous improvement in an organization is a bootstrapping process. Pilot projects not only demonstrate value but free resources and develop skills that allow you to ramp up the activity. For this to happen, the selection of pilot projects is critical and here are some of the conditions they must meet:

  • They must be few in number. An organization that is starting out in Lean may have the capacity to undertake two projects, but not ten.
  • They must be within the area of responsibility of a single first-line manager, to avoid the complexity associated with involving multiple departments.
  • Each one must have tangible, measurable improvements at stake, at least in quality and productivity. Otherwise, they will not be “pilots” of anything.
  • They must be feasible with current skills of the work force.
  • They must be opportunities to develop new skills.
  • The target area must have a sufficient remaining economic life. If you plan to shut it down in six months, don’t bother improving it.
  • The first-line manager must perceive the project as an exciting opportunity.
  • …

Most “Lean initiatives” do not bother with such considerations.  No wonder they fail.

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