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Journal articles on the topic 'Automobil industry and trade'

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Published: 27 July 2024

Last updated: 28 July 2024

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1

Choi, Doo-Won, and Neung-Ho Han. "A Study on the Change of Trade Competitiveness in the Automobile Industry after Japan’s Export Regulation." Korea International Trade Research Institute 18, no. 3 (June 30, 2022): 267–84. http://dx.doi.org/10.16980/jitc.18.3.202206.267.

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Purpose This study analyzed how Japan’s export regulations affected the imports and exports of the automobile industry, and examined whether there was a change in the trade competitiveness of the automobile industry. Design/Methodology/Approach In order to examine the degree of improvement in the automobile industry’s imports, exports, and trade competitiveness with Japan in Korea, the world and Japanese import and export statistical data of the automobile industry were aggregated for five periods. In addition, the change trend in the dependence on imports and exports of automobiles and parts to Japan was examined. In addition, the change in competitiveness of the Korean automobile and parts industry to Japan was examined using the trade specialization index. Findings As a result of the analysis, it was found that the trade deficit of automobiles and parts with Japan in 2021 fell compared to 2017 and 2019. In the case of import and export dependence, there was little change in export dependence, but it was confirmed that there was a significant decrease in import dependence. Korea’s dependence on exports of automobiles and parts to Japan has decreased slightly, but its dependence on imports has decreased by 10 times, which can be interpreted as Japan receiving more trade losses in the automobile industry due to the Korea-Japan trade dispute. Research Implications In the passenger car sector, it can be evaluated that there has been a result of the boycott of Japanese products, and efforts to strengthen the competitiveness of domestic cars and diversify import lines should continue to continue this in the future. In addition, in order to continue this performance in automobile parts, efforts should be made to improve product competitiveness and import dependence in more diverse item groups in the parts.

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2

Damoense, Maylene, and André C. Jordaan. "Intra-industry trade: a methodology to test the automobile industry in South Africa." South African Journal of Economic and Management Sciences 10, no. 1 (February 21, 2013): 130–45. http://dx.doi.org/10.4102/sajems.v10i1.542.

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This paper provides a study of the theory and empirical evidence of intra-industry trade (IIT) and relates it specifically to South Africa’s automobile industry. The automobile industry in South Africa is a key sector within the national economy and has experienced increased trade and foreign investment in recent years, and thus represents an important case study of IIT. In view of this, the paper proposes a methodology that may be used in future to assess the pattern and determinants of IIT between South Africa and its main trading partners in the automobile industry.

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3

Nagy, Judit, and Zsófia Jámbor. "Competitiveness in global trade: The case of the automobile industry." Ekonomski anali 63, no. 218 (2018): 61–84. http://dx.doi.org/10.2298/eka1818061n.

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Numerous studies handle analyses of revealed comparative advantages of global trade (especially in agriculture sector) using Balassa index, but the selected automobile industry represents new potentials to study. This study focuses on the competitiveness of automobile industry, which is a key sector due to its high value-added activities, a competitive market, with increasing technology requirements and high employment characteristics. The aim of our paper is to analyse the revealed comparative advantages of global automobile trade as well as the duration and stability of Balassa indices by applying Markov transition probability matrices and Kaplan-Meier survival function. The source of data is global automobile exports at HS6 level for 1997-2016. The paper has reached numerous conclusions. First, by analysing characteristics of global automobile trade, it turned out that China, USA, Japan and Germany were the biggest producers of cars, however the top exporters were Germany, Japan and Canada in the period analysed, together giving 40% of all products exported - the top10 countries, however, gave 71% of concentration. Second, our analysis has made it clear that the most traded/exported automobile product is vehicle with only sparkling ignition internal combustion (1500-300cm3) (870323) globally, giving more than 40% of all vehicle exports between 1997 and 2016. Third, the calculation of Balassa indices showed that Spain and Japan had highest comparative advantages in all periods analysed among the most important automobile exporters in the world.

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4

Goldberg, Penny Koujianou. "Trade policies in the U.S. automobile industry." Japan and the World Economy 6, no. 2 (June 1994): 175–208. http://dx.doi.org/10.1016/0922-1425(94)00013-1.

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5

Liu, Yuying, Jiali Wu, and Danni Wang. "Research on International Mutual Recognition of Carbon Certification System of Automobile Products." Advances in Engineering Technology Research 3, no. 1 (December 7, 2022): 364. http://dx.doi.org/10.56028/aetr.3.1.364.

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With the global attention to climate change gradually heating up, to carbon peak carbon neutralization as the theme of the new international trade system is gradually taking shape, will also have a broad and far-reaching impact on our foreign trade pattern. The automobile industry is the key to transportation in our country carbon industry, in response to climate change under the situation of double carbon targets, for car carbon product certification international mutual recognition research is not only beneficial to China's auto industry to establish a comprehensive carbon accounting system but can also help our country automobile industry breakthrough carbon tariff barriers to trade actively, Promote Chinese automobile manufacturing industry to complete green and low-carbon transformation.

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6

Qi, Hui Feng, and Dong Chen. "Planning Control of Automobile Trade Logistics Park: The Case of Auto Parts Logistics Center in TAIAN." Applied Mechanics and Materials 99-100 (September 2011): 519–23. http://dx.doi.org/10.4028/www.scientific.net/amm.99-100.519.

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Automobile Trade Logistics Park is one of the most important industrial zones for specific automobile trade and distribution in auto industry cities. The development control of physical spatial planning has a profound effect on the construction and operation of Automobile Trade Logistics Park. Three factors, including advantages of transportation, geographic features and industrial cluster, influencing the location of Logistics Park are discussed. The scales of automobile trade spaces built recent years in China are compared. Analyzing dual function of commerce and distribution, facilities in Automobile Trade Logistics Park are summarized. According to the arrangement of land use and spatial structure, development intensity of different space types for auto trade is proposed. The final section of this article examines the experience in Regulatory Plan of Auto Parts Logistics Center in TAIAN Hi-tech Industry Development Zone.

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7

Gao, Tianfang, Bo Dong, and Qing Zhu. "Current Situation, Trend Prediction and Development Suggestions for the Export of Chinese Automobiles." International Journal of Global Economics and Management 2, no. 1 (January 28, 2024): 155–59. http://dx.doi.org/10.62051/ijgem.v2n1.19.

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In recent years, promoting the high-quality development of the manufacturing industry has become a major economic development strategy in China. High-quality development in automobile trade has also achieved certain results, with export volumes stabilizing and increasing. Market layout and product structure continue to be optimized, and the international competitiveness and influence of Chinese brands are constantly improving. Since 2022, Chinese automobile brands have performed well in the global automobile market, with multiple breakthroughs in overseas exports. Different from the past focus on a single market, Chinese brand automobiles are accelerating their globalization, becoming a new choice for consumers. For many domestic brands, what the era of conventional vehicles could not accomplish, everything is possible in the new energy era. Industry experts indicate that by seizing the opportunities presented by the transformation of the automobile industry towards new energy and intelligent connected vehicles, and by enhancing the independent and controllable levels of the industry and supply chain, Chinese automobile exports are expected to reach new heights.

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8

Cao, Daqian, Yu Song, and Haiyang Wang. "Analysis of Automotive Parallel Import in China in 2021." Frontiers in Humanities and Social Sciences 2, no. 5 (May 17, 2022): 80–84. http://dx.doi.org/10.54691/fhss.v2i5.713.

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Since 2020, the global pandemic of COVID-19 shows far-reaching influences on the world economy and the automobile market and international trade. China's parallel imported car market has seen a further decline in 2021 due to multiple factors, including the COVID-19 pandemic, the implementation of the new national emission policy and so on. With the clearance of the first batch of China 6 parallel imported automobiles in May 2021, parallel imported automobile market development ushered in a new stage. Enterprises and relevant government departments should analyze industry changes and jointly promote the sustainable development of parallel imported automobiles in China.

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9

Jia, Fan. "The Influence of Low Carbon Economy on the International Competitiveness of the Chinese Automobile Industry." Advances in Economics, Management and Political Sciences 50, no. 1 (December 1, 2023): 139–45. http://dx.doi.org/10.54254/2754-1169/50/20230571.

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With the burgeoning global concern over climate change, nations around the world are vigorously embracing the low-carbon economy. As the primary exporter of automobiles, China faces significant carbon emissions, a factor that substantially diminishes its product competitiveness in the international market and hampers efforts towards sustainable environmental development. This research paper focuses on discussing the impact of a low-carbon economy on the international competitiveness of Chinas automobile export. Through qualitative analysis, the study primarily reviews existing literature, highlighting the crucial roles played by technology factors, demand structure, and capital in shaping the industrys international competitiveness. This paper finds an inverse correlation between the average fuel consumption and Chinas automobile industrys revealed comparative advantage. This suggests that fostering a low-carbon economy could potentially enhance international competitiveness in global trade. The findings of this research hold significant implications for policy makers that they can utilize this knowledge to formulate strategies aimed at reducing carbon emissions. Hence, it propels the progression of a low-carbon economy and elevates the worldwide prestige of China's automobile industry.

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10

LEE, SANG MIN. "A Comparative Study of the Automobile Industry in Japan and Korea." Asian Survey 51, no. 5 (September 2011): 876–98. http://dx.doi.org/10.1525/as.2011.51.5.876.

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This study utilized sociological perspectives to explain the relationships between institutional arrangements (government’s role, social dimensions of indigenous business organizations, and consumption culture) and non-tariff trade barriers embedded in Japan and Korea. A comparative study of institutional arrangements and the automobile industry reveals that there have been visible and invisible trade barriers in the Japanese and Korean automobile industries.

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11

Becuwe, Stéphane, and Claude Mathieu. "The determinants of intra-industry trade: The case of the automobile industry." Review of World Economics 128, no. 1 (March 1992): 34–51. http://dx.doi.org/10.1007/bf02707244.

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12

SALIM, RUHUL, AMIRUL ISLAM, and HARRY BLOCH. "PATTERNS AND DETERMINANTS OF INTRA-INDUSTRY TRADE IN SOUTHEAST ASIA: EVIDENCE FROM THE AUTOMOTIVE AND ELECTRICAL APPLIANCES SECTORS." Singapore Economic Review 63, no. 03 (June 2018): 647–65. http://dx.doi.org/10.1142/s0217590815500836.

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Using finely disaggregated data at six-digit harmonized code classification level, this paper examines the patterns and determinants of horizontal and vertical intra-industry trade in the automobile and electrical appliances sectors during the past few decades among the six major Southeast Asian countries. It is found from the analysis of the data that intra-industry trade is much higher than the inter-industry trade in each of these two sectors. Further, the determinants of these two types of trade are found to differ somewhat in terms of sign and magnitude across the sectors, implying the importance of sector-specific factors as influences on the pattern of trade.

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13

Chang, Min-Soo. "An Analysis on Trade Competitiveness of Korean Automobile Industry." Koreanische Zeitschrift fuer Wirtschaftswissenschaften 35, no. 4 (December 31, 2017): 169–93. http://dx.doi.org/10.18237/kdgw.2017.35.4.169.

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14

Ha, Young-Kyou, and Su-Han Woo. "Transportation Infrastructure or Economic Power? Development of the Automobile Industry in the United States." Sustainability 14, no. 3 (January 31, 2022): 1649. http://dx.doi.org/10.3390/su14031649.

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The motive for the Korean automobile industry’s US investment is the easing of trade regulations and managing a stable supply chain by establishing local production. The Korean automobile industry has undergone major changes due to strong trade regulations since the beginning of the Trump administration and the COVID-19 pandemic. This has affected parts production, procurement, and automobile manufacturing and shaken the foundation of the automobile industry supply chain. The purpose of this study is to provide implications for additional investment decisions by analyzing the impact of the US industry and economy on the success of the automobile industry if Korean automobile companies advance into the US. This study conducted panel analysis by collecting 10 years of data to investigate the impact of economic, industrial, and infrastructure factors in each state on the success of the automobile industry. This study reflected the characteristics and investment motivation of the automobile industry. The study findings revealed that an export-oriented industrial area is suitable for strategic investment rather than a region where the economy is simply large or where all industries are developed. In addition, when making investment decisions, it is important to prioritize the internal capabilities of the company rather than external factors.

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15

Huang, Qian, and Kai Kang. "Rescuing the global automotive industry supply chain." Journal of Innovation and Development 1, no. 1 (January 8, 2023): 38–41. http://dx.doi.org/10.54097/jid.v1i1.4468.

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China's economy has been deeply integrated into the global industrial supply chain, and the global industrial chain is highly dependent. The automobile industry is an important pillar industry of the national economy. It plays an important role in the development of the national economy and society because of its wide industrial chain, strong correlation, wide employment and large consumption. This paper studies the value chain of the global automobile industry. By analyzing the current situation of China's automobile industry, the degree of dependence on global foreign trade, and the position and advantages and disadvantages in the global value chain, it puts forward the development trend and direction of the future automobile industry chain, which has certain reference significance for the development of the automobile industry.

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16

Barnes, Justin, and Raphael Kaplinsky. "Globalisation and Trade Policy Reform: Whither the Automobile Components Sector in South Africa?" Competition & Change 4, no. 2 (June 2000): 211–43. http://dx.doi.org/10.1177/102452940000400203.

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As in the case of many formerly inward oriented economies, South African industry is facing a new competitive environment as trade barriers fall. The initial result of this reform in trade policy has been a sharp increase in the trade deficit in the automobile and components sector. A survey of the major auto assemblers and a comparative review of the automobile sector in Brazil and India suggests that the prognosis for the future of the South African components industry is not good unless corrective action is taken. This will involve responses from a variety of stakeholders. A number of policy responses are discussed identifying both the relevant stakeholders and the policy instruments which might be utilised.

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17

Zvekova, E. A., and E. V. Kravec. "Globalization and its possible consequences for the Russian machine-building enterprises." Izvestiya MGTU MAMI 7, no. 1-5 (September 10, 2013): 50–54. http://dx.doi.org/10.17816/2074-0530-67767.

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This article deals with the process of Russia's accession to the World Trade Organization (WTO). In this article the survival problems of the domestic automobile industry in the context of globalization are examined, and some measures to facilitate the adaptation of the automobile industry to the new economic conditions are proposed.

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18

Wu, Maoguo, and Siyuan Yan. "Opportunities for Parallel Import in China (Shanghai) Pilot Free Trade Zone: Evidence from the Automobile Industry and the Pharmaceutical Industry." European Scientific Journal, ESJ 14, no. 10 (April 30, 2018): 344. http://dx.doi.org/10.19044/esj.2018.v14n10p344.

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Parallel import, as a pattern of international trade, is often under criticism because of infringement of intellectual property. However, the establishment of China (Shanghai) Pilot Free Trade Zone has contributed to the rapid development of parallel import, which has existed in the “grey zone” in China for a long time. Generally speaking, parallel import not only minimizes damages to related intellectual property owners, but also maximizes flow of goods and promotes formation of a unified market, which is beneficial to free trade and economic integration as well as the welfare of consumers. This paper investigates two industries most affected by parallel import, namely the automobile industry and the pharmaceutical industry. Two cases, “Peugeot Unfair Competition” and “Compulsory Licensing of the Indian Pharmaceutical Industry”, are analyzed. This paper draws the conclusion that the general welfare of society must be considered and a clear boundary of intellectual property rights should be established in the development of trade policies on parallel import. Effective use of parallel import can ultimately promote social development.

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19

Yamarik, Steven. "The automobile industry and new trade theory: A classroom experiment." Journal of Economic Education 49, no. 3 (May 31, 2018): 252–59. http://dx.doi.org/10.1080/00220485.2018.1464982.

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20

AN, Myungho, and Jae Young Choi. "Analysis of Intra-industry Trade Dynamics between Korea-US and Korea-China Automobile Industry." Korea Association for International Commerce and Information 20, no. 1 (March 30, 2018): 131–49. http://dx.doi.org/10.15798/kaici.2018.20.1.131.

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21

Knittel, Christopher R. "Automobiles on Steroids: Product Attribute Trade-Offs and Technological Progress in the Automobile Sector." American Economic Review 101, no. 7 (December 1, 2011): 3368–99. http://dx.doi.org/10.1257/aer.101.7.3368.

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This paper estimates the technological progress that has occurred since 1980 in the automobile industry and the trade-offs faced when choosing between fuel economy, weight, and engine power characteristics. The results suggest that if weight, horsepower, and torque were held at their 1980 levels, fuel economy could have increased by nearly 60 percent from 1980 to 2006. Once technological progress is considered, meeting the CAFE standards adopted in 2007 will require halting the trend in weight and engine power characteristics, but little more. In contrast, the standards recently announced by the new administration, while attainable, require nontrivial "downsizing.” JEL: L50, L60

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22

Abdul-Aziz, Shahrun Nizam, Normala Zulkifli, Norimah Rambeli@Ramli, Noor Al-Huda Abdul Karim, Zainizam Zakariya, and Norasibah Abdul Jalil. "The Determinations of East Asia’s Automobile Trade Using a Gravity Model." Research in World Economy 10, no. 5 (December 24, 2019): 113. http://dx.doi.org/10.5430/rwe.v10n5p113.

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The aim of this study is to investigate empirically the factors that determine the level of automobile trade in East Asian countries by taking into account government policies as well as the role of MNEs. To do so, in this study we include dummies of import substitution industrialisation (ISI) and export orientation industrialisation (EOI) policies as well as Japanese FDI as additional explanatory variables in our augmented gravity models. We found that GDPs, distance, per capita income, FTA, government policies, language and FDI are the determinants for the development of automobile industry in each country in East Asia. In the case of auto P&C, apart from economic size, the role of government through trade policy (i.e., FTA) and industrial policies as well as the role of MNCs are the major contributors to the development both exports and imports of East Asian countries. In the case of final automobiles, the role of FTA and language seems to be unimportant. Nonetheless, the role of government policies and MNCs seem to be important.

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23

Agrawal, Namita. "Effects of GST on Automobile Dealers Industry." International Journal for Research in Applied Science and Engineering Technology 9, no. 12 (December 31, 2021): 138–41. http://dx.doi.org/10.22214/ijraset.2021.39179.

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Abstract: India has applied for GST for their taxation system which has already been applied by more than 160 Nations worldwide. GST has changed India’s perception in front of policy makers of other countries, global investors including big automobile companies. The growth of automobile sector has clear correlation with the policy reforms as it affects domestic demand pattern as well as trade balance. The automobile industry in India is the most booming industry from last many years. India has become the fourth substantial automobile market in 2019 with increasing sales by 8.3% to 3.99 million units. It was the seventh substantial automobile manufacturer in 2018. The government of India has also known the importance of automobile industry. India has imposed a flare of hope by determined growth targets, supported by many of vital undertaking such as Digital India and the make in India campaigns. There are many changes made ensuring simplicity in the GST tax system. The purpose of the study is to understand the impact of these changes by Automobile Manufacturers (OEMs). Keywords: GST, Taxation, Commercial vehicle, automobile manufacturer.

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24

Große-Börger, Julia. "Trade fairs and propaganda." Journal of Historical Research in Marketing 6, no. 4 (November 11, 2014): 460–84. http://dx.doi.org/10.1108/jhrm-06-2013-0033.

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Purpose – The purpose of this paper is to show how the National Socialist regime participated in popular commercial events such as trade fairs to posture their propaganda. I demonstrate how the inter-trade organization and one particular company – Daimler-Benz AG – tailored their advertising to the communication strategies used by the Nazi regime. Design/methodology/approach – This case study is based on the archival records of Daimler AG. The way in which the 50th anniversary of the automobile was staged at the Berlin Motor Shows of 1935 and 1936 is understood as part of the communication strategies of the German automotive industry, as well as of the Nazi regime. Findings – This paper shows how intimately connected the 50th anniversary of the automobile was to the themes of racing and motorization. The automobile as a German invention had the potential to reconcile the motorization of the German people – a sign of modernity – with the blood and soil ideology of the Nazis. The Berlin Auto Show became an important platform for this project. The paper also shows how Daimler-Benz’s approach should be read differently. Originality/value – The article sheds new light on the interaction between and inter-dependence of one particular company’s – Daimler-Benz AG’s – communication strategies and those of the Nazi regime. Furthermore, the 50th anniversary of the automobile, celebrated at the auto show in Berlin, provides a good opportunity to add exhibitions to of advertising history of the 1930 Germany.

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25

Tripathi, Vibha. "Panel Data Analysis of Determinants of Leverage in the Automobile Industry in India." GIS Business 13, no. 2 (April 15, 2018): 29–47. http://dx.doi.org/10.26643/gis.v13i2.3299.

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The study tries to investigate the key determinants of capital structure of leading automobile companies and the Automobile Industry in India. The study also tracks the theory implications, i.e. trade off vs. pecking order in these firms and the industry in general. An attempt is to see, if individually each sample company and the whole industry are influenced by the same determinants of capital structure. Pooled ordinary least squares and panel data econometric techniques such as fixed effect models are used to investigate the most significant determinants that affect the capital structure choice of 10 leading companies categorized as BSE Auto Top 100 and the Automobile Industry as a whole for a period of 14 years from 2000–2001 to 2013–2014. The study reveals some interesting facts and results. Multiple regression analysis reveals that while profitability and size are significant determinants in most of the leading companies; NDTS, Growth, and Debt service coverage ratio are not significant for these companies. While the Panel data results of the Automobile Industry as a whole reveals that profitability is the only significant determinant having negative relationship with debt equity ratio; and the other variables are insignificant. Also individual companies coefficient results shows implications of mix of pecking order and trade off theories while the panel data results of the whole Industry strongly supports the Pecking order theory.

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Wójtowicz, Mirosław. "Wpływ globalizacji i integracji w ramach MERCOSUR na wymianę handlową produktów przemysłu samochodowego Brazylii w latach 1990–2006." Studies of the Industrial Geography Commission of the Polish Geographical Society 12 (January 1, 2009): 63–78. http://dx.doi.org/10.24917/20801653.12.5.

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The aim of this paper is determining the influence of the globalization and regional integration processes on the Brazilian automobile industry. The paper also contains the analysis of changes in the state’s industrial policy towards this sector and their influence on winning new foreign investments. The analysis also concerns changes in the MERCOSUR integration policy towards the automobile industry. It was observed that the changes that occurred in the Brazilian automobile industry in the years 1990–2006 are to a large extent a consequence of world-wide transformations in the sector, caused by globalization. On one hand, the changes consisted in modernizing the existing plants, and on the other hand – in emergence of completely new enterprises that aimed at global expansion on the so-called rising markets. This led to the increase in production, diversification of the assortment of available models, and the increase in competition on the Brazilian market.As for integration policy, the member states tried to postpone as long as possible complete liberalization of products trade in this industry within MERCOSUR. Owing to this, they were able to conduct individual policies in this sector, on one hand trying to maintain the barriers that protected their domestic markets, and on the other hand, trying to offer as much as possible to attract foreign investors. This led to numerous conflicts and great tension, chiefly between Argentina and Brazil, which endangered the process of economic integration. Still, the emerging problems were successfully overcome and the barriers for automobile industry trade within MERCOSUR were gradually eliminated. It was reflected in the rapid increase in car trade between the two countries in years 2003–2006.

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전현중 and Lee Nam Chul. "Correlation between Intra-Industry Trade and Employment in the Automobile Industry of European Three Countries." Journal of Contemporary European Studies 30, no. 3 (December 2012): 115–40. http://dx.doi.org/10.17052/jces.2012.30.3.115.

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28

Ogihara, Hiroshi. "Keiretsu in the automobile industry: Not a barrier to free trade." Japanese Studies 15, no. 2 (September 1995): 3–21. http://dx.doi.org/10.1080/10371399508521833.

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29

Damoense-Azevedo, Maylene Y., and André C. Jordaan. "Trade Patterns in the Automobile Industry: Some Evidence from South Africa." Journal of African Business 12, no. 2 (May 2011): 154–77. http://dx.doi.org/10.1080/15228916.2011.588903.

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30

Chen, Wei. "Evolution of New Energy Minerals Trade Pattern and Analysis of China’s Status Evolution." Transactions on Economics, Business and Management Research 5 (March 31, 2024): 191–201. http://dx.doi.org/10.62051/qryq2707.

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Copper, cobalt, nickel as the key raw materials for the new energy automobile industry, the supply and demand of resources and international trade are largely affected by the world economy and political pattern, and the risks and vulnerabilities of the resource industry chain are highlighted. Using the method of complex network to analyze the trade network of three kinds of mineral resources from the perspective of industrial chain, the following conclusions are drawn: (1) the global trade network of three kinds of new energy minerals in the whole industrial chain all presents the characteristics of complexity and connection enhancement, and has the characteristics of the network of the small world; (2) China has become an important hub in the global trade network of copper, cobalt, and nickel, and has a stronger ability to control the trade of other countries.

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Holmes, J. "The Continental Integration of the North American Automobile Industry: From the Auto Pact to the FTA and beyond." Environment and Planning A: Economy and Space 24, no. 1 (January 1992): 95–119. http://dx.doi.org/10.1068/a240095.

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The continental integration of the US and Canadian automobile industries quickly followed the negotiation of a sectorial managed trade agreement—the Auto Pact—in 1965. Thus the recent Canada—US Free Trade Agreement (FTA) will likely have less short-term impact on restructuring in the auto industry than it will in most other industries. The paper begins with an analysis of the significant restructuring that occurred within the North American auto industry during the 1980s in response to the globalization of production and dramatic changes in competitive conditions. The future prospects of the industry as it enters the 1990s are examined with regard to three issues: the likely impact of the implementation of the automotive-industry provisions of the FTA; the consolidation of the significant auto-manufacturing presence in North America established by Japanese automakers during the 1980s; and the fact that, with or without the negotiation of a North American Free Trade Agreement (NAFTA), it appears likely that Mexico during the 1990s will become fully integrated into a truly North American automotive industry.

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Luo, Yihong. "A Study of Tesla's Impact on China's New Energy Vehicle Market." Advances in Economics, Management and Political Sciences 74, no. 1 (April 17, 2024): 197–202. http://dx.doi.org/10.54254/2754-1169/74/20241544.

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Nowadays, the issue of carbon emission is getting more and more attention, and China also attaches great importance to the development of the new energy industry. China is steadily developing its new energy automobile industry, and at the same time, new energy automobiles have provided a new "track" for the transformation and upgrading as well as the high-quality development of China's automobile industry. In this context, this paper provides an in-depth study of Tesla's market strategy and its impact on China's new energy vehicle market, outlining the complex interplay between market dynamics, government policies, and corporate strategies, and covering a number of important aspects, including government support, market expansion, consumer demand, competition and pricing strategies, product differentiation, infrastructure development, technological advances, and raw material foreign trade relations. Overall, these results and data show that Tesla's impact on China's new energy vehicle market is very important, intensifying the competition in China's new energy vehicle market, prompting similar new energy vehicle companies in China to innovate, improving the industrial level of China's new energy vehicle companies, and helping to improve China's policies in this area.

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Yang, Zi, Yixiang Cheng, Yanqiu Huang, Chunping Qiu, and Jun Sun. "Impact of Automobile Industry Development on Economy based on the Background of Epidemic Situation." Frontiers in Humanities and Social Sciences 2, no. 10 (October 23, 2022): 186–90. http://dx.doi.org/10.54691/fhss.v2i10.2470.

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The epidemic of New Coronary Pneumonia continues to spread around the world, the world economy is recovering slowly, the international situation is more complex and severe, and the uncertainty of the trade environment has risen significantly. However, China's automobile industry has demonstrated good development potential and resilience, which not only drives the smooth operation of the supply chain of the global automobile industry chain, but also seizes the development opportunities of the international market to achieve a breakthrough in the scale of automobile exports.

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Chakraborty, Debashis, Julien Chaisse, and Shameek Pahari. "Global auto industry and product standards." Journal of International Trade Law and Policy 19, no. 1 (February 24, 2020): 8–35. http://dx.doi.org/10.1108/jitlp-10-2019-0063.

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Purpose This paper aims to analyze whether the domestic policy reforms in India would suffice, or there is a need to conform to stricter international standards as well. The paper is arranged along the following lines. First, the paper offers a brief review of the cooperation in the field of harmonization of vehicle regulations which is provided by the so-called WP.29 Forum. Second, the United Nations Economic Commission for Europe (UNECE) standards and their membership along with Indian participation in the forum are presented. Third, reforms in India through the “Make in India” (MII) initiative and its trade in the auto-component segment are analyzed. Fourth, the possible non-tariff barriers (NTBs) on imports of auto-components in select partner countries is computed and presented. Fifth, the penetration pattern of partner countries in India’s automotive sector export value chain is analyzed. Finally, based on the observations, key policy conclusions are drawn both from global and Indian perspectives. Design/methodology/approach This paper blends expertise in law and economics and enables readers to have a finer understanding of the automotive sector which is one of the most internationalized product groups in world trade, characterized by not only cross-border movement of final products, but also of intermediate products like auto-parts and components as well as major global investment and relocation decisions. This paper focuses on India for four crucial reasons, which makes India both a key player (and potential disruptor) at global level and the rather complex approach chosen by the country vis-a-vis many regulations (including UNECE and WTO), reflecting its tendency to rely on domestic consolidation through measures such as the 2014 MII initiative. Findings The data analysis in the current paper indicates that after conforming to the UNECE 1998 standard, India’s relative trade with these countries has increased both in terms of auto-components and automobile products. Moreover, the value contribution from these partner countries in India’s exports is rising. On the other hand, the relative share of the UNECE 1958 countries in India’s trade basket has declined and a mixed trend is noticed for the common contracting parties (CPs). In addition, the share of the countries without accession to any of the UNECE agreements in India’s trade has shown an upward trend. The observation indicates that the divergence in automotive product standards might crucially influence India’s trade flows. It seems that in the short run, an orientation for exporting to UNECE 1998 partners and non-members emerges as a dominant strategy, underlining a specialization in medium-quality segment. Nevertheless, the long-term robustness of such a move deserves closer analysis, particularly by focusing on whether India may need to join the UNECE 1958 agreement to sustain its export growth. Before joining UNECE 1998, the sector has enjoyed protection through high tariff barriers. Given the differing perspective on opening-up, automobile sector earlier emerged as an obstacle in conclusion of EU–India Bilateral Trade and Investment Agreement (BTIA), which is being negotiated since 2007. However, after entry into an regional trade agreement (RTA), tariff preference in itself may not provide a country the requisite market access. The recent standard-setting exercises in ASEAN, a group with which India is deepening trade integration since 2010, may be considered as a case in point. Research limitations/implications The analysis so far indicates that absence of participation in UNECE 1958 standard may restrict future options for India. Presently, Indian vehicle exports are reaching UNECE 1998 member countries (e.g., Ford India sending Ecosport to USA). It is also directed towards African and Latin American countries, presently not part of any agreement. However, the ASEAN countries, currently partnering India through free trade agreement (FTA), are increasingly moving towards UNECE 1958 standards. India’s sectoral trade surplus with ASEAN countries over 2009-2013 to 2014-2018 has declined from US$548.44mn to US$529.53mn, respectively. The potential challenges in reaching ASEAN and other UNECE 1958 member countries, in turn, may influence the relocation decisions of global auto majors in India, defeating the core purpose of MII initiative. Practical implications Given the scenario, a number of policy choices for India emerge. First, joining UNECE 1958 may not be a short-run option for India, but after evaluating the evolving trade pattern, in the long run, the country may consider adopting certain core 1958 standards, in line with its economic interests. Such a move may facilitate greater export flows from India to UNECE 1958 countries. The experience of Indonesia and Vietnam, who have conformed to select UNECE 1958 standards in spite of not being formally part of any agreement, deserves mention in this regard. Second, it is observed that India’s trade balance (TB) is not improving for several Regional Comprehensive Economic Partnership (RCEP) member countries, in spite of obtaining tariff preferences through an existing trade bloc. Part of the poor performance has been explained by Indian exporters often using the most favoured nation route rather than the preferential route, to avoid the associated compliance-related complexities. The standards and mutual recognition agreements (MRAs) conformance provisions in ASEAN–India FTA are also found to be weaker vis-à-vis the comparable provisions for other ASEAN-centric bilateral RTAs with other RCEP members. This underlines the need for both rules of origin (ROO) reforms and agreement on MRAs, which may enhance the trade potential in general and in automotive sector in particular. In the short run, India should therefore attempt to enhance exports to the UNECE 1998 members and CPs, given the commonality in standards. However, in the long run, there is a need to explore harmonization with certain core 1958 standards, to promote exports in general and even within its RTAs in particular. Originality/value The automotive sector is one of the most internationalized product groups in world trade. It is known that harmonization of product standards with partner countries can facilitate bilateral trade flows. Presently, three agreements exist for harmonization of automotive standards relating to passenger and vehicle safety under the aegis of UNECE – UNECE 1958, UNECE 1997 and UNECE 1998. Through a series of reforms and launch of the MII initiative in 2014, India has deepened its presence in world automotive sector trade and aspires to play a bigger role in coming days. Moreover, India is a WTO member and has joined the UNECE 1998 standard in 2006, which means that several important conventions regulate and bind the country. The current paper intends to analyze whether the domestic policy reforms in India would suffice in promoting the exports from this sector, or there is a need to conform to stricter international standards. The data analysis reveals that India’s relative trade orientation is deepening towards the UNECE 1998 members and countries not part of any UNECE agreements. On the other hand, the relative trade share of the UNECE 1958 countries in India’s trade basket has declined and a mixed trend is noticed for the common CPs. The analysis indicates that the divergence in automotive product standards might crucially influence India’s trade flows in general and participation in international production networks in particular. The paper argues that in the long run, India needs to consider adherence to certain UNECE 1958 standards as well as speeding up the pending domestic reforms.

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Roh, Jaeyoun, and Soyoung Ahn. "Current Status and Issues of GVC in Korea’s Major industries: Focusing on the Electronics and Automobiles Industries." Korea Association for International Commerce and Information 25, no. 2 (June 30, 2023): 113–37. http://dx.doi.org/10.15798/kaici.2023.25.2.113.

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The recent GVC disconnection caused by the Russia-Ukraine war, COVID-19, US-China hegemony and technology competition requires strategic policy establishment and preparation at the national level as it goes beyond firm-level response capabilities. Since transactions under already established supply chains still account for a significant portion of trade in the perspective of firms, based on diagnosis and objective understanding of the current status, efforts are required to actively respond to changes in the global economic-security and industrial environment. Therefore, this study analyzes the current status of GVC, focusing on the electronics and automobile industries, which are the main industries that contribute the most to Korea's domestic value-added exports, and summarizes the implications related to GVC restructuring to respond to the changing trade environment. This study uses ICIO (2021), the most up-to-date data as of 2023, to analyze the results of value-added export decomposition of Korea's main export industries, electronics and automobiles. In particular, the study is meaningful in that it links recent changes centered on the US-China in the macro policy environment (country-industry) to the implications of the microscopic aspect (industry-item).

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Dunn, James A. "Automobiles in international trade: regime change or persistence?" International Organization 41, no. 2 (1987): 225–52. http://dx.doi.org/10.1017/s0020818300027454.

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The concept of a “regime” is frequently used to describe and explain behavior in international political economy. Peter Cowhey and Edward Long, attempting to test theories of surplus capacity and hegemonic decline, advanced a version of a regime governing international trade in automobiles which was fundamentally liberal from 1966 to 1975, but then collapsed into protectionism. Their diagnosis is mistaken, however, because the trade regime for autos was neither as liberal as they assert during the 1950s and 1960s, nor as protectionist as they believe it has become in the 1980s. The discussion focuses on a new definition of the auto trade regime based on four fundamental rules that have persisted since the 1950s. By examining data on auto imports since 1955 on a region-by-region basis, it becomes clear that the trade expansion of the postwar years was not based on a global liberalization of the trade regime, but on carefully managed regional arrangements that favored imports within the region, or extra-regional imports that did not threaten domestic producers. The flurry of restraints on Japanese imports in recent years is not a collapse into protectionism, but a reinforcement of the fundamental regime rules. The auto industry case illustrates the tendency of analysts to underestimate protectionist elements in industry trade regimes and to overestimate the amount of changes that take place in their fundamental rules.

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Tai, Sue-Yen Tjong Tjin. "Building Carriage, Wagon and Motor Vehicle Bodies in the Netherlands: The 1900–40 Transition." Journal of Transport History 36, no. 2 (December 2015): 188–208. http://dx.doi.org/10.7227/tjth.36.2.4.

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During the motorisation boom in the Netherlands in the 1920s, Dutch wagonmakers started making bodies for motorised utility vehicles. Prior to this, luxury carriage builders already had made the transition to production of automobiles or the bodies for these new vehicles. For wagonmakers, the decline in demand for their traditional business and farm wagon and carts began after World War I. However, the automobile industry created many opportunities for them as well. Archival information shows that the Dutch trade associations and government agency Rijksnijverheidsdienst, played a key role in the innovation and retraining process by building a network, stimulating wagonmakers to modernise and retrain, and by transferring and developing knowledge.

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Akai, Kenju, Yuji Kageyama, Kaoru Sato, Nariaki Nishino, and Kazuro Kageyama. "AHP Analysis of the Preference of Engineers for Suitable CFRP for Automobile Parts." International Journal of Automation Technology 9, no. 3 (May 5, 2015): 222–34. http://dx.doi.org/10.20965/ijat.2015.p0222.

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A questionnaire survey was conducted and analyzed with the analytic hierarchy process (AHP) to evaluate the suitability of carbon-fiber-reinforced plastic (CFRP) for use in automobile parts from an engineer’s viewpoint. The results indicated that carbon fiber has a higher potential for use in the framework than as an outer panel or exterior material. In addition, unidirectional and isotropic CFRPs can be used as alternatives to steel for higher-class automobiles. The critical evaluation criteria for carbon fiber are the material cost, safety, stiffness, and corrosion resistance. With the innovative carbon fiber project of the Ministry of Economy, Trade and Industry, CFRP has high potential as an alternative material for not only Class S but also Class A automobiles. In a dramatic innovation scenario with regard to the safety, stiffness, and thermal degradation of carbon fiber, CFRP was found to be a potential alternative material for more than half of the parts of Class A automobiles and several parts of Class C automobiles.

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Nishitateno, Shuhei. "Network Effects on Trade in Intermediate Goods: Evidence from the Automobile Industry." Japanese Economic Review 66, no. 3 (August 19, 2014): 354–70. http://dx.doi.org/10.1111/jere.12049.

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40

Levinsohn, James. "International trade and the U.S. automobile industry: Current research, issues, and questions." Japan and the World Economy 6, no. 4 (December 1994): 335–57. http://dx.doi.org/10.1016/0922-1425(94)90001-9.

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41

Nguyen, Phuoc Quy Phong, and Cong Tri Tran. "TRIP Steel for Automobile Industry in Vietnam." European Journal of Engineering Research and Science 4, no. 3 (March 26, 2019): 152–56. http://dx.doi.org/10.24018/ejers.2019.4.3.1212.

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When Vietnam joined the World Trade Organization (WTO), we made a non-discriminatory commitment between home-made goods and imported goods, so the great protection of domestic manufacturing enterprises is not can exist. Special consumption tax is only a historical period and will have to be adjusted, as this time transport infrastructure is still poor, people's living standards are not high. Particularly for domestically produced cars, it is not much affected by import tax, but still subject to SCT by the number of seats and cylinder capacity in accordance with the Law on Special Consumption Tax. As for value added tax (VAT), we should not mention much because most consumer products in Vietnam apply a VAT rate of 10%. The application of tariffs aims to encourage businesses to increase localization rates, and at the same time develop the automobile industry, aiming at export. Therefore, businesses need to try to save production and business costs, properly account market price. Vietnamese consumers are still "expecting" after 2018 to buy cheap cars because the import tax on complete cars will be reduced to 0%. However, in contrast, some comments also suggest that at that time most of the domestic car manufacturers and assemblers will turn into importers.

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Nguyen, Phuoc Quy Phong, and Cong Tri Tran. "TRIP Steel for Automobile Industry in Vietnam." European Journal of Engineering and Technology Research 4, no. 3 (March 26, 2019): 152–56. http://dx.doi.org/10.24018/ejeng.2019.4.3.1212.

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When Vietnam joined the World Trade Organization (WTO), we made a non-discriminatory commitment between home-made goods and imported goods, so the great protection of domestic manufacturing enterprises is not can exist. Special consumption tax is only a historical period and will have to be adjusted, as this time transport infrastructure is still poor, people's living standards are not high. Particularly for domestically produced cars, it is not much affected by import tax, but still subject to SCT by the number of seats and cylinder capacity in accordance with the Law on Special Consumption Tax. As for value added tax (VAT), we should not mention much because most consumer products in Vietnam apply a VAT rate of 10%. The application of tariffs aims to encourage businesses to increase localization rates, and at the same time develop the automobile industry, aiming at export. Therefore, businesses need to try to save production and business costs, properly account market price. Vietnamese consumers are still "expecting" after 2018 to buy cheap cars because the import tax on complete cars will be reduced to 0%. However, in contrast, some comments also suggest that at that time most of the domestic car manufacturers and assemblers will turn into importers.

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Park, Do-Joon, and Shuzhi Liu. "Impact of COVID-19 on Korea-China Import and Export Trade and Countermeasures." International Academy of Global Business and Trade 18, no. 6 (December 31, 2022): 19–31. http://dx.doi.org/10.20294/jgbt.2022.18.6.19.

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Purpose - This paper empirically investigates the changes and trends in export and import trade between Korea and China since 2000, especially after the establishment of Korea-China FTA and since the outbreak of COVID-19. This paper uses empirical analysis to determine the f uture t rade t ypes and t rends of import/ export trade between Korea and China and estimates the impact on import/export trade between Korea and China in the post-epidemic era. Design/Methodology/Approach - This paper first reviews the theories related to regional economic integration, sorts out the process of Korea-China FTA, and summarizes the changes and trends in import and export trade since COVID-19; second, it analyzes the current situation of bilateral trade between Korea and China using quantitative analysis, and investigates the specific impact of COVID-19 on Korea-China import and export trade using empirical analysis; finally, it summarizes the above studies, a conclusion is drawn, and policy recommendations are made to better utilize the challenges brought by COVID-19 to effectively address the problems that may be encountered in Korea-China trade and to promote the development of bilateral trade between the two countries. Findings - The global spread of the epidemic in Korea and China has led to the shutdown of both domestic and foreign operations, resulting in a foreign trade cliff effect in the short to medium term; the trade creation effect inspired by the international system dividend is no longer available in China in 2020, and the trade in goods is diminishing at the margin; the trade suppression effect is generated by the rise of international trade protectionism. The epidemic has led to a large upstream supply shortage pressure on the electronic information industry and the automobile manufacturing industry, and a large downstream demand shortage pressure on the energy industry and the electronic information industry. Research Implications - The establishment of Korea-China FTA will significantly promote bilateral trade between the two countries, change the trade and industrial structure of the two countries, and help to promote the development of the FTA strategy of the two countries; the outbreak of COVID-19 has changed the trade pattern and type, and the import and export of related epidemic prevention products as a new trade growth point and strengthened the trade market relationship between Korea and China.

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Leitão, Nuno Carlos. "GMM Estimator: An Application to Intraindustry Trade." Journal of Applied Mathematics 2012 (2012): 1–12. http://dx.doi.org/10.1155/2012/857824.

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This paper investigates the determinants of intraindustry trade (IIT), horizontal IIT (HIIT), and Vertical IIT (VIIT) in the automobile industry in Portugal. The trade in this sector between Portugal and the European Union (EU-27) was examined, between 1995 and 2008, using a dynamic panel data. We apply the GMM system to solve the problems of serial correlation and the endogeneity of some explanatory variables. The findings are consistent with the literature. The difference between per capita incomes and factor endowments present a positive sign. These results are according to Heckscher-Ohlin predictions. The economic dimension has a positive impact on trade. A negative effect of the distance on bilateral trade was expected and the results confirm this, underlining the importance of neighbour partnerships for all trade.

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Wu, Jiyi, and Lingzhi Li. "Study on the Influencing Factors of Value Added of China's Auto Exports--Taking Trade with EU as an Example." Highlights in Business, Economics and Management 16 (August 2, 2023): 193–201. http://dx.doi.org/10.54097/hbem.v16i.10557.

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After entering the 21st century, global trade has gradually changed from the traditional independent production of import and export to the global cooperative division of labor, and the production division of labor of each country has gradually become clearer, which also brings about the repeated flow of intermediate products in the international arena, and this has become especially obvious in the automobile industry. Since there are a large number of raw materials and intermediate products flowing in and out of the automotive industry, the traditional method of accounting for total trade value has become difficult to accurately calculate the real trade benefits of each country and is therefore no longer applicable to today's situation. The EU region, as the birthplace of the auto industry, has a huge auto market and is an important region for China to develop overseas markets in the future. This paper measures the value added of China's auto exports to the EU using the value added trade law from the background of China's auto exports to the EU, and explores the micro and macro factors that currently affect the value added of China's auto exports to the EU, which has positive guiding significance for China's auto exports to the EU market in the future.

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De, Debdeep. "Regional trade and international production networks: The context of automobile industry in Asia." International Journal of Technology Management & Sustainable Development 10, no. 1 (April 30, 2011): 77–98. http://dx.doi.org/10.1386/tmsd.10.1.77_1.

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Yanagawa, Noriyuki. "Comments on ‘trade policies in the U.S. automobile industry’, by Penny Koujianou Goldberg." Japan and the World Economy 6, no. 2 (June 1994): 209–10. http://dx.doi.org/10.1016/0922-1425(94)90041-8.

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Levinsohn, James A. "Comments on ‘trade policies in the U.S. automobile industry”, by Penny Koujianou Goldberg." Japan and the World Economy 6, no. 2 (June 1994): 211–15. http://dx.doi.org/10.1016/0922-1425(94)90042-6.

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Surugiu, Marius Razvan, and Camelia Surugiu. "Intra-industry trade in Romania: analysis of the automobile parts and accessories sector." International Journal of Economics and Business Research 4, no. 1/2 (2012): 166. http://dx.doi.org/10.1504/ijebr.2012.044251.

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Lee, DukHee, and MiSuk Jung. "Economic effects of trade patterns on productivity: Evidence from the Korean automobile industry." Japan and the World Economy 21, no. 1 (January 2009): 71–84. http://dx.doi.org/10.1016/j.japwor.2007.11.003.

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