Littérature scientifique sur le sujet « Automobile industry and trade – Italy – History »

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.

In 1906, a writer declared that it remained an “unsolved problem whether the automobile is to prove a fad like the bicycle, or a lasting factor in the industry of the country.” A few years later, concerned with the possibility of overproduction and market saturation, auto executives and other commentators were writing articles for the advertising trade press with titles like “Why Auto Production Must Be Curtailed” and “The Fading of the Automobile Rainbow.” Considering that by the early twenty-first century, the United States had a population of nearly 300 million people and an average of 2.1 registered motor vehicles per household, it is difficult to appreciate how uncertain the industry’s status seemed in its early years. Yet although contemporary observers may not have known it, in many ways by the end of 1908 the foundation stoneswere already in place for a hundred years of automotive economic and cultural preeminence in the United States. Two events from that year are well known as harbingers of the industry’s future. In September, General Motors was established, and in October, Ford introduced its Model T to the nation's auto dealers. In time, these developments had a profound impact on American automobile manufacture and management.

This article describes methods of development of technical diagnostic systems for internal combustion engines. The automotive industry plays a leading role in the economy of any state. The history of the development of the global automotive industry is closely linked with the development of many branches of engineering. So, by the beginning of the 20th century, the automobile industry began to consume half of the steel and iron produced, three-quarters of rubber and leather, a third part of nickel and aluminum, and a seventh part of wood and copper. Autobuilding came in first place in terms of production among other branches of engineering, began to have a serious impact on the economic life of states. By the beginning of World War I, the car park on the globe was about 2 million. Of these, 1.3 million were in the USA, 245 thousand in England, 100 thousand in France, 57 thousand in Austria-Hungary, 12 thousand—to Italy, 10 thousand—to the Russia.

AbstractThe article presents an in-depth analysis of the struggle for gender equality in hiring, as well as campaigns for parental leave and demands for improved work conditions, by female workers in manufacturing industry in 1970s–80s Italy. The case study is focused on Fiat in Turin, a highly significant site given its economic role in Italy and Europe, and its history of social conflict and radical workforce. Against the backdrop of dramatic changes in gender relations since the 1960s, ongoing industrial unrest since 1968 and the introduction of new gender-equality legislation, fatefully coinciding with the onset of deindustrialisation and the rise of unemployment in manufacturing, trade union feminism presented an original and, viewed in hindsight, highly significant agenda. The events in Fiat demonstrate the extent to which new demands and ideas regarding the value of women's work became acceptable in the workers’ movement and in society at large, but also reveal the obstacles which the feminist politics of work encountered, and the persistence of gender-based prejudice in understandings of the value of work in all its forms. The analysis is based on archive material, press and original interviews.

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.

AbstractThe excavations conducted at Euesperides between 1999 and 2007 under the auspices of the Society for Libyan Studies, London, and the Department of Antiquities, Libya, and jointly directed by Paul Bennet and Andrew Wilson, brought to light private houses and a building complex, industrial areas related to purple dye production and part of the city's fortification wall. Among the finds was a highly significant body of local, regional and imported pottery (from the Greek and Punic world, Cyprus, Italy and elsewhere), dated between the last quarter of the seventh and the middle of the third century BC, when the city was abandoned.This archaeological project adopted an innovative approach to the study of pottery from the site, based on the total quantification of the coarse, fine wares and transport amphorae. This was supplemented by a targeted programme of petrographic analysis to shed light on production centres and thus questions about the trade and the economy of ancient Euesperides. The pottery study by K. Göransson, K. Swift and E. Zimi demonstrated that although the city gradually developed a significant industry of ceramics, it relied heavily on imports to cover its needs and that imported pottery reached Euesperides’ sheltered harbour either directly from the supplying regions or most often through complex maritime networks in the Mediterranean which changed over time.Cooking pots from Aegina and the Punic world, mortaria, bowls, jugs and table amphorae from Corinth as well as transport amphorae from various centres containing olive oil, wine, processed meat and fish were transported to the city from Greece, Italy/Sicily, Cyprus and elsewhere. The so-called amphorae B formed the majority, while Corinthian, Aegean (Thasian, Mendean, Knidian, etc.), Greco-Italic and Punic were adequatly represented. Regarding fine wares, East Greek, Laconian and Corinthian are common until the end of the sixth century; Attic black-glazed, and to a lesser extend, black-figure and red-figure pots dominate the assemblages between the fifth and the mid-third centuries BC, while Corinthian, Italian/Sicilian and Punic seem to have been following the commodities flow at Euesperides from the fourth century BC onwards. Finally, Cyrenaican pottery and transport amphorae have been also identified at Euesperides implying a considerable volume of inter-regional trade.

After unification (1861) Italy had to face a badly integrated and oddly struc-tured financial system as well as some fragmented or lacking institutions. The fi-nancial position of the country was characterised by double deficit in public and external balance. That caused several monetary and financial difficulties. In par-ticular, monetary and banking institutions had to be step-by-step integrated and reorganised to support economic development in this new economic space. Luigi Luzzatti has been one of the main protagonists of this process of institution build-ing. Besides his commitment with trade tariff negotiation and a variety of initiative in industry and environmental protection, he dedicated a wide effort to monetary institutions. He was one of the main supporters of the "Latin Monetary Union", which lasted from 1865 to 1928 and contributed to reforms dealing with the prob-lem of the plurality of emission banks and of their control. Luzzatti also engaged in the development of "popular banks" to contribute to the structuring of the credit system from the bottom.

AbstractThe Habsburg Empire was a sovereign dynasty ruled by the Habsburgs between the 15th and 20th centuries. Although its borders were not defined before the 19th century, what is now Austria, Hungary, some areas of the Czech Republic, the Netherlands and Italy were at some point part of the Empire. Starting in the 17th century, the Empire had Vienna as the capital, which was a hub for culture and craft where silk was a valued commodity. Despite the political and cultural importance of the Empire, little is known of its trade practices and sources of raw material. Using a combination of X-Ray Fluorescence (XRF) and High Performance Liquid Chromatography-Photodiode Array Detector (HPLC-PDA) for the study of a Viennese swatch book, we conducted the first systematic approach to understanding the industry. Benedict Codecasa, a prominent merchant active in Vienna between the late 18th and early 19th century sold silk and other textile goods. Authorized by the Royal Court, Codecasa was assumed to sell luxurious and high-quality textiles. However, our results suggested colored goods were dyed with more focus on aesthetics (finding a similar color) rather than quality through unique recipes. This greatly contrasts with other contemporary textile industries praised for their quality and which, in turn, might be related to comparatively lesser quality textiles sold in Vienna.

Defence date: 21 December 2007
Examining board: Prof. Luciano Segreto, Università degli Studi di Firenze ; Prof. Patrick Fridenson, Ecole des Hautes Etudes en Sciences Sociales, Paris ; Prof. Giovanni Federico, EUI Department of History and Civilization (HEC) ; Prof. Bo Stråth (supervisor) EUI HEC/Robert Schuman Centre
PDF of thesis uploaded from the Library digital archive of EUI PhD theses

This research and documentation project of surviving Indianapolis automobile factories examines the importance of Indianapolis, Indiana, as a center of automobile manufacturing in its early days. Automobile factories appeared in the city as early as 1895, and were often an outgrowth of bicycle or carriage-building companies. This followed a national trend. As the industry grew, Indianapolis firms continued to produce low-volume, high-quality cars instead of the more popular, low-cost cars being produced by Ford and other Michigan-based manufacturers. The recession of 1921 and the Great Depression of 1929 decimated the market for expensive cars and by 1937 all Indianapolis-based firms were out of the automobile business. A number of their production facilities remain and are employed in a variety of uses. This project documents these buildings and recommends a range of adaptive re-uses based on successful conversions.
Department of Architecture

The purpose of the study was to provide a complete historical account of the events which led to the rise and fall of the Studebaker Brothers Manufacturing Company of South Bend, Indiana. The study also evaluated the impact upon the ethnic development of South Bend from the years 1856 to 1966.The applicability of the Kuhnian paradigmatic process of culture change to the South Bend-Studebaker interaction sphere was considered as well.Ninety-seven employees of the company were selected and interviewed in regard to their knowledge of the company and its impact upon the city. Primary and secondary archival materials were utilized to supplement worker interviews.FINDINGS1. The Studebaker Brothers Manufacturing Company and the Studebaker Corporation acted as primary agents of ethnic development in the South Bend community.2.The interviewing process provided new data which supplemented and substantiated previous accounts.3. The Studebaker Company's success was founded upon intensive employer-employee involvement in the production process.4. The Studebaker Company's failure was brought about by the breakdown of the employer-employee relationship.CONCLUSIONS1. The study proved the significant impact of the Studebaker Company upon the American transportation industry.2. The Studebaker Company exerted a major influence upon the ethnic and cultural development of the city of South Bend.3. The "paradigmatic process of social change" model as postulated by Thomas Kuhn was appropriate to the Studebaker-South Bend situation.4. An ethnohistorical reconstruction technique proved successful in recounting the impact of the Studebaker Company.

The New Deal legislation of the 1930s would threaten Dallas' peaceful industrial appearance. In fact, New Deal programs and legislation did have an effect on the city, albeit an unbalanced mixture of positive and negative outcomes characterized by frustrated workers and industrial intimidation. To summarize, the New Deal did not bring a revolution, but it did continue an evolutionary change for reform. This dissertation investigated several issues pertaining to the development of the textile industry, cement industry, and the Ford automobile factory in Dallas and its labor history before, during, and after the New Deal. New Deal legislation not only created an avenue for industrial workers to achieve better representation but also improved their working conditions. Specifically focusing on the textile, cement, and automobile industries illustrates that the development of union representation is a spectrum, with one end being the passive but successful cement industry experience and the other end being the automobile industry union efforts, which were characterized by violence and intimidation. These case studies illustrate the changing relationship between Dallas labor and the federal government as well as their local management. Challenges to the open shop movement in Dallas occurred before the creation of the New Deal, but it was New Deal legislation that encouraged union developers to recruit workers actively in Dallas. Workers' demands, New Deal industrial regulations, and union activism created a more urban, modern Dallas that would be solidified through the industrial demands for World War II.

La presente tesis doctoral quiere contribuir al conocimiento del proceso de desarrollo de la industria automovilística en España mediante la elaboración de una historia económica y empresarial de FASA (FASA-Renault), desde su constitución, en 1951, hasta 1985, momento en que tanto la empresa como el sector en su conjunto se encuentran ya en su madurez. El estudio de FASA es pertinente y relevante, ya que estuvo presente desde los inicios del despegue del sector y representó un 24% de la producción acumulada durante el período. La mayor novedad de la investigación es la explotación de unas fuentes directas de información hasta el presente no exploradas –Actas del Consejo de Administración y las Actas de la Junta General de Accionistas– o infrautilizadas –Memorias de Actividad. Los principales trabajos que han analizado el proceso de desarrollo de la industria automovilística en España son los de Jordi Catalan y José Luis García Ruiz. Jordi Catalan sostiene que entre los factores explicativos del despegue sobresale la aplicación de políticas estratégica. Por su parte García Ruiz resta importancia al posible efecto de las políticas aplicadas. El primer objetivo del trabajo es aportar evidencia empírica que refuerce la hipótesis sobre el papel propulsor de las políticas industriales estratégicas de corte proteccionista en los procesos de industrialización de los países en fase de actualización en la línea trazada por las investigaciones de Ha-Joon Chang. Sin embargo, aunque las políticas aplicadas pueden explicar parte del desarrollo de una industria, no justifican el éxito de una empresa en concreto. Por ello, el segundo objetivo del trabajo es establecer los factores determinantes del proceso de crecimiento de FASA. La hipótesis examinada es que el éxito de FASA provino de la materialización de la triple inversión descrita por Chandler y que ello fue posible por la transferencia de recursos y capacidades por parte de Renault. La tesis doctoral consta de una introducción, a modo de capítulo inicial, más otros cuatro capítulos en los que se ofrece una historia económica y empresarial de FASA que sigue un orden cronológico y adopta una perspectiva evolutiva. En el primer capítulo se expone el proceso de constitución de la empresa y se analizan los años en que se ensambló el Renault 4CV. En el siguiente capítulo, que transcurre entre 1958 y 1965, se estudia la transformación de FASA de simple planta ensambladora a auténtica fabricante de automóviles de turismo. En el tercer capítulo, que abarca de 1965 a 1974, se analiza el proceso de transformación de FASA-Renault en una gran empresa mediante la realización de la triple inversión. Finalmente, en el último capítulo se analiza la trayectoria de FASA-Renault durante la crisis de la estanflación. En primer lugar, el trabajo ha aportado nueva evidencia empírica que refuerza la hipótesis de Chang conforme la mayor parte de economías en proceso de actualización han empleado políticas activas para la promoción del desarrollo económico. La evidencia aportada en los dos primeros capítulos muestra como fue la política industrial consistente en reservar el mercado del automóvil a los fabricantes instalados, la condición necesaria que forzó a Renault a ceder las licencias de producción. Es importante resaltar que para Renault su óptimo era vender directamente en España la producción realizada en Francia, mientras que su second best era montar en Valladolid los conjuntos completos fabricados en Billancourt. Además, fue la obligatoriedad de incorporar unos amplios porcentajes de producción doméstica la que obligó a Renault a ceder la producción de componentes estratégicos como el motor. La evidencia aportada en los capítulos tercero y cuarto valida la hipótesis conforme el éxito de FASA-Renault se sostuvo en la materialización de la triple inversión –en producción, comercialización y managment– que Chandler relaciona directamente con el auge de la gran empresa industrial moderna. Asimismo, los datos analizados señalan que fue la transferencia de recursos financieros, humanos y técnicos por parte de la régie Renault la que posibilitó que la compañía castellana alcanzara las capacidades competitivas necesarias, situándose en el mismo nivel de desarrollo que las factorías francesas. Merced a ello FASA-Renault se convirtió en el principal centro de producción de automóviles Renault fuera de Francia.
The aim of the Ph.D. dissertation is to contribute to improve our knowledge of the development process in the automotive industry in Spain. This research undertakes an economic history of the firm “FASA-Renault” between its foundation in 1951 and 1985 when the Spanish economy was about to join the EEC. In the analysis of the firm through the thesis, a chronological structure and an evolutionary perspective is adopted. The study of FASA is relevant: throughout the period examined, the firm produced on average up to a 24% of the total volume of cars manufactured in Spain. The objective is twofold. First, in chapters 1 and 2 empirical evidence of the role of strategic policy on the industrialization of developing countries is provided. The results go in line with the hypothesis drawn by Chang (1994, 2002). Market protection was the necessary condition that forced Renault to transfer its technology and its production licenses to FASA. More importantly, the optimum for Renault was to sell in Spain the cars that were produced in France, while its second best was to assemble in Spain the complete sets manufactured in the France. Second, in chapters 3 and 4 the key factors for FASA-Renault’s success are established. Following Chandler (1990), it is possible to argue that the accomplishments of the firm came from the realization of the triple investment in production, commercialization and management. As a result, FASA became the main Renault production center outside France.

Defence date: 16 September 1994
Examining board: Prof. Giuseppe Bertola, University of Turin ; Prof. Christopher Bliss, Nuffield College Oxford ; Prof. Alan Kirman, E.U.I. ; Prof. Stephen Martin, E.U.I., supervisor ; Prof. Luis Rodriguez, Universidad Carlos III, Madrid