Dissertations / Theses on the topic 'Automobile parking Government policy'

Thesis (MS en S)--Stellenbosch University, 2001.
ENGLISH ABSTRACT: The problem of parking has been with mankind almost from the day that the first carriage was invented. Everyone that owns a motor car knows competing for a parking space in a town centre can be frustrating. This study sets out to explain the phenomenon of parking and attempts to discover how the demand and supply of parking interacts with one another. Parking demand and supply needs to be balanced by policy makers in local governments. Local govemments are in a unique position in laying down guidelines for the provision of parking. These guidelines can influence and direct the way in which parking is supplied in the central business district. A better understanding of parking demand was attained through examining parking behaviour in the central business district of Paarl. The demand for parking was measured and conclusions drawn regarding on-street and off-street parking provision. In-lieu parking fees were found to be a viable alternative to providing parking in the central business district. The minimum parking standards for Paarl were examined and the conclusion arrived at showed that the standards need to be revised. The standards seem to be too high if compared to the current supply of parking in the central business area. The main recommendations made in this study are that further parking survey studies . need to be conducted to forecast the demand for parking in the central business area over the short- to medium term. The Municipality of Paarl should adopt a comprehensive parking policy that guides and manages the provision of parking in the central business district. This policy should be continually adapted and updated to keep track with the changing nature of transport modes and behaviour.
AFRIKAANSE OPSOMMING: Parkering as 'n probleem is saam met die mensdom al vandat die eerste trekkar ontwikkel is. Elke motoreienaar weet dat dit baie frustrerend kan wees om parkeerplek in die dorpskern te soek. Die studie ondersoek die fenomeen van parkering en poog om te ondek hoe die vraag en aanbod van parkering by mekaar inskakel. Dit is die taak van beleidsmakers in plaaslike owerhede om parkeervraag en -aanbod te balanseer. Plaaslike owerhede is in 'n unieke posisie as dit kom by die ontwerp en implementering van regulasies oor parkeervoorsiening. Hierdie regulasies beïnvloed en lei die manier waaarop parkering in die sentrale sakekern voorsien word. 'n Beter begrip van parkeervraag is verkry deur parkeergedrag in die sentrale sakekern van die Paarl te ondersoek. Die vraag na parkering is gemeet oor 'n sekere tydperk en gevolgtrekkings oor op-straatse en af-straatse parkeervoorsiening is gemaak. Parkeervoorsieningsfooie in plaas van parkeerplekvoorsiening word gesien as 'n goeie alternatief om te sorg dat genoegsame parkeerplekke beskikbaar is in die sentrale kern. Die minimum parkeerstandaarde vir Paarl is ook ondersoek en die gevolgtrekking is gemaak dat hierdie standaarde hersien moet word. Die standaarde kom voor as te hoog as dit vergelyk word met die huidige vraag na parkering in die sentrale sakekern. Die hoof aanbevelings wat in hierdie studie gemaak is sluit in dat verdere parkeerstudies gedoen moet word om die vraag na parkering te kan vooruitskat. Die vooruitskattings moet oor die kort- tot mediumtermyn geskied om te voorkom dat die data relevansie verloor. Paarl Munisipaliteit moet ook 'n omvattende parkeerbeleid wat die voorsiening en beheer van parkering defineer en lei daarstel. Die beleid moet gereeld verander en aangepas word om tred te hou met veranderings in vervoermodusse en parkeergedrag.

This research analysed four main themes – role of government, globalisation, foreign direct investment (FDI), and industrial clusters in the context of Chinese automobile industry. The aim was to explore how these four elements were brought together to achieve industrial development and modernisation in the Chinese automobile industry since 1949. In particular, the globalisation process, speedily driven by the world economy, has been shaping the automobile industry in a profound way. With this mega trend, China was able to initiate a set of policies undertaken by the government to develop its own automobile industry in several regional clusters across the country, which in turn hastened the progress of modernisation. Moreover, FDI has been critical for remaking a once backward automobile industry into one that has large-scale assembly capacity, comprehensive local supply networks, and a new generation of indigenous car brands and models. The overall methods adopted for this research are semi-structured face to face interviews and case studies. In order to accomplish the research aim, 11 interviews have been carried out with key personnel drawn from the Chinese automobile industry. Participants have been chosen because of their expertise on this topic. In addition, three case studies were developed on the performance of three different types of firms operating in China: private (Geely), state-owned (Chery), and joint venture (Beijing Hyundai). Three cases were analysed in-depth in order to gain a rich understanding of the context of operation in the Chinese automobile industry. The key conclusions are both the role of government and FDI by multinational firms have been crucial to the development of the automobile industry in China and will be so for many years to come.

The automotive industry in South Africa exists in its current state due to the developmental programmes created by the South African government. During the next three years the government’s main development policy for the automotive industry will change from the Motor Industry Development Programme (MIDP) to the Automotive Production and Development Programme (APDP). As a result of this change there were feelings of uncertainty experienced across the domestic automotive industry during the APDP’s design and the period leading up to its launch, more or less years 2008 to 2010. Also present is the fear that the industry would collapse when faced with global competition should this change not fully comprehend all aspects of South Africa’s automotive industry. The research problem addressed in this study was to determine the effect on the sector’s competiveness in light of the impending change in governmental development programmes. This was accurately explained and expressed clearly while sub problems were identified from areas in the main problem that required further analysis due to their criticality or lack of clarity. A comprehensive literature review was executed to understand the nature and extent of the South African automotive industry, the Motor Industry Development Programme and the Automotive Production and Development Programme. A primary research instrument was constructed, in the form of a questionnaire, to test specific themes exposed during the literature review which can influence the sector’s competitive advantage. This questionnaire was distributed with the assistance of industry representative bodies NAAMSA (National Association of Automobile Manufacturers of South Africa, the domestic de facto representative body) and NAACAM (National Association of Automotive Component and Allied Manufacturers, a component manufacturers’ representative body), to an even spread of respondents representative of the senior management and executives of automotive companies in South Africa. From the results obtained from the sample group, it seemed that there was consensus on many issues regarding the current structure of the South African automotive industry. Specifically, the profitability of vehicle assemblers and component manufacturers is heavily iii influenced by the incentives offered under the MIDP and the industry is not viable without them. The respondents were virtually unanimous in indicating that there is a need for some form of incentive programme and were positive about the effect the MIDP has had thus far on the automotive industry of South Africa, particularly the effect on the structure, focus and encouraging a reduction in complexity. The research found that it is common practice for OEMs to include the import duty on vehicles imported for domestic consumption even though this duty will be paid with the use of import-duty rebate credit certificates (IRCCs), which are provided to those vehicle assemblers who are net exporters of vehicles. Looking to the future, it emerged that the APDP will have a similar, positive effect on the domestic automotive industry when compared to the MIDP, but the effect will be experienced in a more aggressive manner. Companies will be encouraged by the new development programme to more aggressively improve aspects such as restructuring, rationalising, reducing model proliferation and improving low scale economies for example. Also the APDP will encourage OEMs to increase plant production volumes and ensure that reasonable scale economies are present to develop a domestic component supply industry to a degree. However, the volumes will be insufficient to create a world-class supplier industry. As a result automotive companies will have to be more aggressive in their adoption of more automated production processes and through Automotive Investment Scheme capital investment will increase in both vehicle assemblers and component manufacturers. Component manufacturers indicated that they would invest more in the coming years under the APDP than previously while vehicle assemblers indicated that their investment levels will remain as before. While this is good for the industry, labour is somewhat left out of this: considering the APDP’s focus on increased volumes and capital investments automotive companies are not incentivised to make use of labour-absorbing production processes. The study also found that there is still a need for tariff protection and that the domestic industry would collapse in the face of global competition. The research found that the APDP was compliant with South Africa’s commitments to the World Trade Organisation. Finally, the Department of Trade and Industry’s goal of producing 1.2 million vehicles per annum by 2020 was revealed to be unrealistic and unreachable.

by Pak Chui Mei, Pat.
Thesis (M.B.A.)--Chinese University of Hong Kong, 1997.
Includes bibliographical references (leaves 42-44).
ABSTRACT --- p.ii
TABLE OF CONTENTS --- p.iii
LIST OF TABLES --- p.vi
ACKNOWLEDGMENTS --- p.vii
Chapter
Chapter I. --- INTRODUCTION --- p.1
Automobile Industry in China --- p.1
Passenger Car --- p.2
Outlook --- p.3
Research Objectives --- p.4
Chapter II. --- METHODOLOGY --- p.5
Chapter III. --- LITERATURE REVIEW --- p.7
The Current Passenger Car Market Players --- p.7
The Overall Market/ Industry --- p.13
Chapter IV. --- HINDERING FACTORS --- p.18
Demand Not Encouraging --- p.18
Impact of WTO Membership --- p.18
Neglected Component Sector --- p.19
Aftermarket Is In Disorder --- p.19
Policy Loophole/Conflicts --- p.20
Local Protectionism --- p.21
Smuggling --- p.21
Debt Default Dilemma --- p.22
Chapter V. --- GLOBALIZATON POTENTIAL AND VALUE --- p.24
Market --- p.25
Cost --- p.27
Competitor --- p.29
Government --- p.32
Chapter VI. --- AREAS FOR CONSIDERATION --- p.34
Facilitating Consolidation --- p.34
Promoting Long-term Market Hype --- p.35
Building Faith in the Beijing Government --- p.36
50/50 --- p.37
Chapter VII. --- LIMITATIONS --- p.38
APPENDIX --- p.40
BIBLIOGRAPHY --- p.42

This study seeks to identify the nature of the bargaining relationship between manufacturing multinational corporations and a host government, to assess the distributive pattern of power and authority in such a relationship and the independence of government policy-making, and to evaluate the viability of the modern State in the contemporary international system. These objectives are pursued through an examination of the Australian Government's relationship with manufacturing multinationals. Particular attention is given to the motor vehicles industry. The study advances the propositions that (1) the balance of bargaining power between manufacturing multinationals and host governments is to the advantage of the governments in the initial stages and to the advantage of the corporations in the mature stages of the relationship (2> the distribution of power and authority at each stage of the relationship reflects the respective power bases of the actors, the degree of mutual need and the international context of the relationship and (3) the viability of the modern State is not undermined by the operations of manufacturing multinationals. The research suggests that <1) the manufacturing multinationals have an initial bargaining advantage over host governments with the latter gaining the advantage as the relationship matures (2) the weight of the respective power bases, mutual need and international relations does support these dynamic bargaining positions and <3) the viability of the modern State is not compromised by the activities of manufacturing multinationals.

碩士
國立臺北大學
公共行政暨政策學系碩士在職專班
97
Since 1980, outsourcing national curb parking affairs expends day by day, Taoyuan County has a larger scale than others so far and all his villages and towns outsource curb parking affairs continually. In the scope of public outsource management, the selection of outsourcing Taoyuan County curb parking affairs as a strategic decision plan is a discussion. This research discusses the selection of strategic decision plan of Taoyuan County curb parking outsourcing management models. Start with Taoyuan County curb parking outsourcing management evolution and public domain literatures, set up curb parking outsourcing management model as a goal of strategic decision objective , collect academics and experts’ opinions, and then conclude 14 strategic decision standard contents. By ways of commissioners and professors of transportation industrial circles in Ministry of Transportation and Communication, Transportation Department of Taoyuan County Government, Institute of Transportation, and universities and Outsource vendors of industrial circles in Taoyuan and Taipei County, via two times questionnaires to get criteria and contents, and then based on statistic results of Delphi Method questionnaires to build up Analytic Hierarchy Process. Last, use pair comparison analysis to find out the best strategic decision plan of curb parking outsourcing management model for other city/county governments’reference. Objectives of this research includes 1.discuss the solution of Taoyuan County curb parking outsource management model 2.discuss the standard weight of criteria of Taoyuan County curb parking outsource management model 3.find out the best management model after analysis strategic standards and plans of curb parking outsource management model. In conclusion, some crucial findings are 1.Interviewees pay much attention to public accommodation services than operation and administration management. Hence, the service provided by curb parking outsource management is the most respected 2.Interviewees think the highest weight of criteria is service quality no matter what alternatives are. 3.To sort outsource management strategic decisions, interviewees think multi-area joint outsource is the best solution, the second is the whole County outsource, and unitary area outsource is the last. For further research, recommend adjusting criteria, increasing contents, enlarging research scope like including general public, and using Delphi Method to diminish common consensus to come out more accurate evaluation results.

As the economic reform deepened, private sector became the major force in the industrial expansion and collective sector diminished dramatically. Previous researches on the role of local government have been challenged. Instead of "local government as industrial firms" put forward by Andrew Walder, this dissertation proposes a new explanation "local government as agents". Local government has withdrawn from the direct intervention in firms' internal management. It turns to offer public services, as well as help firms to achieve institutional innovation and obtain scarce institutional resources. The firms will pay back to the local government in the forms of tax and other non-financial income. There are mutual selections between "agents" and "star" firms. Horizontal competitions between different governments always exist, and the "star" firms make use of these competitions to bargain with government to obtain more favorable policies.
Based on a case study of a privately-owned automobile enterprise (Geely Holding Group) in China, this study aims at exploring the interactions between institutional environment, local government and individual enterprises, as well as answering these two questions: Under an ambiguous institutional environment, (1) how can the private automobile enterprise deal with various institutional barriers and be able to survive and develop? (2) what role does local government play in this process? Informed by the work of Victor Nee, here in this thesis I put forward an integrated theoretical framework of institutions, local government, enterprises and social network in order to analyze the issues raised above. Qualitative research methods, such as participant observation, in-depth interview and archival research, were employed to collect data in the field.
Institutional ambiguity increases the cost of implementing rules and regulations on the local level, which makes local government more powerful in explaining and executing policies. Thus, local government has many chances to "filter" or "purify" institutional factors which are inconsistent with local interests, and share the profit with enterprises in its jurisdiction by helping them break through the institutional barriers. Based on the interaction between institution, local government and enterprises, cooperative alliance between enterprises and local government has been established, while the relationship between the central and local governments is covered non-cooperative.
It is found that institutional ambiguity is not only an obstacle but also an opportunity for organizational growth. Institutional ambiguity may create grey zones in the economic fields, where enterprises have chances to break through the administrative barriers with the help of local government. Economic and technical barriers can be partially lowered by administrative barriers. On the other hand, institutional ambiguity does increase the indeterminacy of economic actions; so the enterprises incline to rely on social network and establish legitimacy to reduce the risk.
蔣怡.
Adviser: Tai-lok Lui.
Source: Dissertation Abstracts International, Volume: 71-01, Section: A, page: 0351.
Thesis (Ph.D.)--Chinese University of Hong Kong, 2009.
Includes bibliographical references (p. 204-210).
Electronic reproduction. Hong Kong : Chinese University of Hong Kong, [2012] System requirements: Adobe Acrobat Reader. Available via World Wide Web.
Electronic reproduction. Ann Arbor, MI : ProQuest Information and Learning Company, [200-] System requirements: Adobe Acrobat Reader. Available via World Wide Web.
Electronic reproduction. Ann Arbor, MI : ProQuest Information and Learning Company, [200-] System requirements: Adobe Acrobat Reader. Available via World Wide Web.
Abstracts in Chinese and English.
Jiang Yi.

The study aims to research the performance of past and present motor industry policy in South Africa - with special reference to Phase VI of the local content programme and the Motor Industry Development programme (MIDP) - in the light of the domestic macroeconomic environment and global developments in the world automotive industry. The overall objective of this dissertation is to contribute to the debate on motor industry policy which concerns what future policy would be appropriate for the development of a viable and competitive motor vehicle industry. Thus this study is primarily policy-oriented, and the empirical analysis produced deals with important developments in the local motor and component industries and attempts to examine key variables to establish the likely impact of industry-specific policy changes - both past and future. The method of investigation involves the study of relevant theoretical literature regarding domestic automotive policy, and considers policies of low-volume automobile producing economies, especially Australia, Philippines, India and Malaysia. Also, empirical data of various sub-sectors of manufacturing in South Africa were examined and compared to the motor vehicle sector in order to determine the extent to which the macroeconomic state of the domestic economy as distinct from automotive policy might explain the performance of the South African motor industry. The dissertation presents a review of the local content programme of motor industry policy in South Africa since the early 1960s. It examines the claim that import-substituting policy in the motor industry actually had a negative impact on the country's balance of payments. The study finds questionable whether local content policy contributed significantly to the large net foreign exchange usage by the motor industry in real terms. There is evidence that increases in the nominal industry trade deficit can largely be explained by the weakening of the Rand, especially during the mid-1980s. Also, empirical data was used to make an examination of the performance of automotive exports under Phase VI and the MIDP in the context of economy-wide trade liberalization. It was found that exports of automotive products grew significantly under both Phase VI and the MIDP in real Rand terms. Thus, it seems probable that industry-specific policy played a major role in the strong export performance of the sector since the late 1980s through to the 1990s. The study then reviews the revised version of the impact of the MIDP and considers the future of the industry. The state of the domestic macroeconomic environment and globalization of the international automobile industry, including the influence of Transnational Corporations' (TNCs') strategies, will undoubtedly determine the future direction of South Africa's automotive sector. In the short to medium term, we might expect an increase in imported vehicles and some rationalization of the industry. Over the longer term, the possibility of fewer OEMs and component suppliers, and automotive exports are likely to rise as trade and the inflow of foreign investment accelerates due to foreign collaboration and global competition. A simple theoretical model applicable to the South African automotive industry attempts to show the welfare implications of a protective automotive regime (similar to Phase VI) and compares it with that of a more liberal (tariffs-only) automotive regime that may be considered as a likely policy-option for South Africa post-MIDP. The theoretical analysis indicates that the tariffs-only policy is superior to that of a more protective regime in that static efficiency losses are lower. However, the dynamic effects of such policy changes and of possible TNC responses to them, which are referred to in the previous paragraph, are not included in this simple model.
Thesis (M.Com.)-University of Durban-Westville, 2001.

In modern economies, national governments have a wide range of policies for restricting international trade and protecting domestic industries at their disposal. The most popular form of non-tariff trade policies is probably that of a direct quantitative restriction. This policy takes two principal forms: explicit import quotas and voluntary export restraints (VERs). A VER is a quota imposed by an exporting country upon exports to other countries in response to pressures exercised by the importing countries (i.e., in the form of threats of various types of import restrictions). When these two policies are partially liberalized, subject to a reasonable foreign share in the domestic market, product differentiation between imported goods and domestic goods within an imperfect market can serve to increase welfare levels within the domestic economy. In this situation, the foreign share will not be as high as it would be for the homogeneous assumption. Under a partial VER liberalization policy, if the degree of substitutability between domestic and imported goods is sufficiently small, then domestic welfare will improve as foreign imports are increased. That is, if domestic and imported goods are perfect substitutes, then the most favorable domestic policy will be to close domestic markets to the foreign country since no country can allow foreign market shares as high as 66 percent in the domestic market. In a simulation of U.S. automobile industrial production, when a partial quota liberalization is observed, welfare levels can be increased by reducing the Japanese import market share to a level below 10 percent, that is, to a level which is less than the actual current foreign market share. In real terms, this implies that U.S. auto industry must be further liberalized to acquire additional domestic benefits under a VER policy, whereas the U.S. should restrict foreign market share below 10 percent to maximize domestic welfare levels under a quota policy. This will occur if the net consumer surplus is in excess of producer net excess profits under an imperfect market structure.
Graduation date: 1993

In the early 1990s the South African automotive sector was regarded as ineffective, uncompetitive and dependent on heavy tariff protection for survival. The government’s policy support through the Motor Industry Development Programme lowered tariffs and provided strong support for exports, while the production incentives of the Automotive Production Development Programme reinforced the vision that the long-term development of the sector will best be served through considerable increases in production volumes and accelerated growth. The population consisted of the seven OEMs and the 110 First Tier Suppliers. The results indicate a difference in government support between the vulnerable and non-vulnerable suppliers. The government has shown its commitment to the future of the automotive industry by policy interventions such as the Motor Industry Development Programme and the Automotive Production Development Programme. The question arises as to what extent the government’s guarantees are keeping the domestic automotive manufacturing industry sustainable? The objective of this research was to investigate the relationship between government support and the sustainability of the South African automotive industry. The conclusion of the study is that the South African automotive industry and its suppliers would not be able to survive without continued government support.
Business Management
M. Com. (Business Management)

The South African leather industry has undergone a significant transformation since the 1990’s and this can be attributed primarily owing to two major factors that occurred. The first being trade liberalisation, which meant the fall of trade barriers, and the second being the Motor Industry Development Programme (MIDP), which was implemented in South Africa on 1 September 1995. The MIDP was implemented in the context of the country’s political and economic liberalisation, and the major structural shift in government policy and the trade regime. South Africa became much more globally integrated and the South African leather industry benefited because of this, as well as the incentives that was offered under the MIDP. Automotive exports of stitched leather seat parts responded positively to the incentives offered under the MIDP and stitched leather seat parts, as a component under the MIDP, became one of the best performing components being exported from South Africa. The MIDP had been terminated at the end of 2012 and is now being followed by government’s latest rendition of automotive policy, namely the Automotive Production and Development Programme (APDP). The APDP focuses on value addition, which pursues beneficiation of the country’s raw materials to the final stages, to ensure maximum benefit to the South African economy. The findings of the study entail that the South African leather industry is now in a vulnerable state because of the new automotive policy. This is mainly because the APDP does not provide the same level, or type, of incentives that the MIDP had provided to the industry.
Business Management
M. Com. (Business Management)

As with many other nations, the passenger motor vehicle industry has long been central to the economic health of Australia. In addition, the purchase of a motor vehicle is a commitment of considerable magnitude to most consumers. As a result, the passenger motor vehicle industry has attracted the attention an interest of a wide and diverse range of groups who have brought to bear a multitude of often-conflicting concerns and interests. Nowhere has this been more apparent that in the development and execution of industry policy. This thesis examines the development and application of Australian passenger motor vehicle industry policy from the turn of the twentieth century until the mid-1990s.