RELIGION BEFORE EVIDENCE IS THE RULING PARADIGM
HOW TO BE COMPLETELY ILLOGICAL AND CALL IT SCIENCE
Blind undirected chance is nothing like design at all, nothing!!! Not only that, evolution does not simply count on blind undirected chance but also counts upon substances to be available for chance to work on, substances for which evolution cannot account.
DESIGN IS EVERYWHERE
MORE THAN ONE FACTORY AND MORE THAN ONE FACTOR
GETTING SPECIFIC - JUST ONE BASIC PART
Then the parts would be stacked on pallets and forklifted to a holding area where huge shelves designed to hold large pallets and large boxes could take three layers of such parts and therefore build up a surplus of the parts. Another forklift operator from the Hot Mold department would come and grab the pallets of padded parts as the mold press operators were about to run out of raw materials. At the time the factory was busiest, there were at least eight massive presses assigned to big padded parts and another six for smaller hot mold parts and three carousels and five big cutting presses. There was also an oven line for a different style of foam and asphalt-based parts that had several small presses and a set of presses that could mold fiberglass parts and apply a foil covering to them and a fiberglass-cutting area. The department would use some presses for different jobs at different times so we could be very versatile. Working forklift in Hot Mold required planning and powers of observation because if you were late supplying parts a line would go empty and if you didn't grab finished part boxes then people would run out of room.
Meanwhile, a pair of silos, one eight stories high and one six stories high held the raw materials and machinery that mixed various substances like asphalt and limestone and rubber, depending on the specific mix for the specific part, that were operated by one computer operator per silo. I was one who ran the silo with two lines and others ran the silo with only one line. My silo had three main mixers, two lines, two scrap feeds and multiple bins of substances and switches and banks of electric panels and tanks of liquids and lots of valves and levers and just an amazing number of things that could go wrong and I had to know what button to push, what big bin to whack with a long steel pole or what valve to thump with a small sledge when something went awry. But when all was well I sat and listened to music and read and put my feet up in air-conditioned comfort. Loved that job!
Among the parts those lines made were the sheets of what we termed "mastic" which were composed of asphalt and limestone plus other ingredients blended and baked and flattened and cut to a dimension slightly larger than the hot molded flooring parts being made for C-Body cars in Hot Mold. Think of roofing without little rocks and you would be pretty close to envisioning the composition of the sheets, only much bigger (In fact our plant once made roofing shingles). These would be stacked on pallets and also put in a holding area by a forklift operator, this one with steel shelving that was much more narrow and designed for smaller pallets. The carousel operator would yell at a forklift driver (if the driver did not notice) when he was running low on mastic for the line and the forklift would grab a pallet off of the shelves and bring it to the carousel where the mastic was stacked on a short, strong steel table.
In Hot Mold department we would feed the padding parts into 250-500 ton presses heated with 450 degree hot oil that circulated through the molds as we pressed the fabric blankets down with heat and pressure into relatively stiff and hardened parts roughly approximating the floor of the front or back seat of a normal large GM vehicle. The parts would then be tossed on a production line, where they would be grabbed and tossed on a carousel that used heat to glue and seal a sheet of an asphalt-limestone barrier atop the part and would clamp down on it with an ice-cold die before the carousel operator snagged the now-sealed parts off the carousel bucks before tossing them (since we would do two at a time) onto the line to be cut by the die press operators and, after cutting, the parts would go to the folks at the end of the line who would check them for errors, put them in boxes and label and seal them for forklift drivers to grab and scan into inventory in the warehouse. The hot press operators would toss out any bad padding or parts that molded incorrectly, the carousel operator would toss anything bad they missed and then the die press operator would also check the parts for problems before letting them go down the line to the end. In our factory, every station or step of every production line had operators trained to spot problems and cast out bad parts or even call a halt to the line to fix a problem involving fixing a problem with a press or oven or other piece of machinery.
Once the boxes were counted and sealed, a forklift operator would take them to a staging area and scan them out of the department and then another forklift operator would take the boxes and scan them in to a holding area of the warehouse. Later a truck would come to pick up boxes of the parts and yet another forklift operator would scan the parts out of inventory and into shipment status and carry the boxes onto the truck until it was filled with the assigned boxes for that truck. A shipping manager would check the scanned boxes against the shipment status list and okay each truck to be dispatched.
ADDITIONAL ELEMENTS OF THE PRODUCTION PROCESS
In order to make parts more efficiently, we had groups that worked on Kaizen (continual improvement) concepts to come up with more efficient ways to make what we produced. As part of one such group, we would be rewarded with bonuses for ideas that saved the company money or time or found uses for things usually thrown away. We also worked on ways to make things safer in the plant, for there were so many substances that were toxic or were heated to dangerous temperatures used in our factory and so many machines that could chop off a hand or swallow an arm or even flat kill you if you were careless, so finding ways to avoid accidents was also a priority. Fires had burned a couple of employees to the point that they were given full disability pay, so looking for ways to avoid or more quickly put out fires was always a topic of conversation.
THE FACTORY VERSION OF MUTATIONS - ACCIDENTS
One of my friends had a hand cut off, one had an arm compressed up to his shoulder between big steel rollers and had unreal agony as well as eventually losing the arm. A woman I knew slightly was burned in a big fire and got disability. Several back injuries and bad falls caused a few employees to take disability and leave. We convinced the company to take some important safety measures so that any openings to cutting or compressing machinery that could be screened off would be. We got more fire hoses put in. Thank God no one died in an accident while I was there, although at least one employee did die on another shift. One of my friends was blinded completely in one eye and all but blinded in other by calcium oxide, a substance used by the lines that made the asphalt and rubber-based products. It was helpful in breaking down scrap that was mixed and put in with the new batches of black stuff we called "making dirt into money" and sometimes I would toss a bag into the big final mixer when I needed to change the stiffness of the mix quickly. He was trying to blow out the calcium oxide feed line and it blew back at him, knocking off his safety glasses and filling his eyes. From that time forward people had to wear helmets in order to do that, but it was too late for my friend.
So one part that would go under the rug on the floorboards of GM C-Body cars required the Padding line, one of the Mastic lines, the Hot Mold department and of course forklifts and the warehouse and many workers and many raw materials and many different production lines and presses. It needed to be heated and cooled and, by the way, each department also had quality assurance measures in place, with quality assurance people checking on parts on a schedule to monitor the processes. Each department required relief men to take the place of the workers so the workers could get their breaks and their lunch time. Each department had a foreman and there would also be department supervisors. So C-Body floor parts required the efforts of several departments in the factory, with each department using at least 12 people for that particular part and others who would move the parts and ship them out after manufacture. This C-Body part was just one of thousands of parts that would go into making a C-Body automobile, made from components produced by dozens of factories and involving semi-trucks and rail lines and all eventually being sent to the main GM plant involved where hundreds of people would be involved in assembly and quality control and all the other aspects of a factory would now be focused on actually making an automobile. But think of the dozens of factories making components for the automobile. One could say that many thousands of workers and supervisors and engineers and mechanics and quality control people and drivers and so on were all needed to make one C-Body car.
PART ONE SUMMARY
In the automotive world, the production of one part for one automobile takes multiple factories and vehicles and men and machines and transport methods. Your body has about 100 trillion cells and each cell is far more complex than any factory. As I have mentioned previously, you also have about ten microorganisms per cell, mostly bacteria and viruses, so you are a living planet. But instead of needing thousands of people and machines and vehicles and large numbers of components all required to build an automobile, you simply needed a mother and a father.
In order to accomplish the simple task of replacing a part in an automobile, a mechanic needs to have the car brought into a garage and in most cases plug it into a diagnostic machine to determine what is not quite right with the automobile. A mechanic needs a wide range of tools to fix automobiles and access to auto part suppliers to get parts. If an auto has been in an accident, the mechanic needs more skills to repair and repaint what he can and replace what he cannot to restore the appearance of the automobile. As we discuss design, we have first looked primarily at the process of construction of an automobile. In part two, we will discuss repair of the automobile and why that process points us back to design. In part three, we will focus on the designers of automobiles and review the need for intelligence as the first stage of the construction of an automobile, just as intelligence was needed for the construction of living creatures. Hopefully, once you think of all aspects of the question you will be convinced that evolution must be cast aside as a philosophy based in ignorance. People in the 19th Century trying to avoid God did not know much about organisms, but they do now and they have no excuse for continuing the charade. See you in part two!