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2018 | OriginalPaper | Buchkapitel

7. Case Studies on Global Value Chains in Automobiles

verfasst von : Caf Dowlah

Erschienen in: Transformations of Global Prosperity

Verlag: Springer International Publishing

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Abstract

This chapter provides empirical examples of global value chains (GVCs) in the automobile sector by focusing on six emerging countries/regions—Brazil, Central and Eastern Europe (CEE), China, India, Mexico, and Thailand. Although all are emerging developing countries/regions, the chapter explains how they represent different dynamics in global automobile structure, and how all of them are increasingly being brought under the nexus of foreign direct investment (FDI), multinational enterprises (MNEs), and the GVCs. The automobile GVCs of these countries are examined by focusing on historical background, supply chains, and trends in production and trade of automobiles in each country.

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Fußnoten
1
See US Department of Commerce (http://​www.​export.​gov/​articleid=​Brazil) Automotive Industry for the share of multinational firms in Brazilian auto components industry. Accessed on March 20, 2017.
 
2
In a study on automobiles in Brazil, Humphrey (2000) found that Mercedes imported only some key parts from the home country—such as the engine, gearbox, antilock brakes, sensors, and rear axles—but for most of the other components, it relied on a network of local suppliers.
 
3
See US Department of Commerce (http://​www.​export.​gov/​article?​id=​Brazil) Automotive Industry. Accessed on March 20, 2017.
 
4
Between 2005 and 2010, smaller fuel-efficient urban vehicles saw the most growth in Brazil’s auto market—sales of small hatches increased by 2.19 percent, medium hatches increased by 2.65 percent, and small sedans increased by 4.23 percent during the period. In recent years Chinese car manufacturers have intensified competition for small and flex-fuel cars in the country by introducing Chinese cars, such as the Chery-S18 and JAC sedan and hatchback (Zimmerman et al. 2011).
 
5
For further details see https://​www.​export.​gov/​article?​id=​Brazil-Automotive-Industry, accessed on March 17, 2017.
 
6
These countries have considerable auto assembly as well as auto parts and components manufacturing facilities. Moreover, the automotive sector’s share in national industrial output in each of these countries exceeded 10 percent in recent years.
 
7
For further details on the privatization of the automobile sector of the region, see Ruigrok and Tulder (1998), Sturgeon and Florida (1999), Pavlínek (2002), Nunnenkamp (2004), Jürgens and Krzywdzinsky (2009), Fortwengel (2011), and Alfaro et al. (2016).
 
8
In 2004, the average hourly cost of auto manufacturing labor was €5.78 in Czech Republic, €5.72 in Hungary, €4.92 in Poland, and €4.23 in Slovakia, less than 10 percent of Western countries (PwC, 2007). In subsequent years, the wage gap narrowed significantly, but even in 2012, Poland’s hourly compensation costs were 16.1 percent of the German level, while Hungary’s were 18.4 percent, and it was 20.9 percent for Slovakia in 2011 (Pavlínek 2015).
 
9
The progress was more impressive for Poland. While only 4 percent of automotive components produced in Poland were considered high value-added in 1996, the share increased to 33 percent in 2006 (Pavlínek et al. 2009). Another remarkable record was made by the Magyar Suzuki plant in Hungary, where the share of local content in value-added increased from 6 percent in 1992 to 29 percent in 1996, when the share of Japanese suppliers in the value-added dropped from 71 percent to 30 percent (Havas 2000).
 
10
The top-five biggest clusters in entire Europe were in Germany, France, Italy, the UK, and Spain.
 
11
Such a massive relocation of production also resulted in massive job losses in Western Europe. During 2000–2010, job losses in automotive sectors were 12 percent in Germany, 49 percent in Belgium, 25 percent in Spain, 9 percent in France, 17 percent in Italy, 43 percent in the UK, 23 percent in Finland, 83 percent in Norway, and 34 percent in the Netherlands (Frigant and Miollan 2014).
 
12
The discussion of the historical background of Chinese automobiles is based on numerous sources, including Chu (2011), Thun (2006), Lu (1999), PingQing et al. (2008), Sadler (1999), Sturgeon and Florida (1999), Fetscherin and Beuttenmuller (2012), and Ren et al. (2012).
 
13
AMC ceased to exist in 1988. It was established in 1954 with the merger of Nash-Kelvinator Corporation and Hudson Motor Car Company—in one of the largest corporate mergers in US history.
 
14
It is notable that the failure of the Guangzhou-Peugeot venture to raise domestic content levels resulted in the withdrawal of Peugeot from China in 1997. During its 11-year lifespan, the joint venture produced only about 100,000 cars.
 
15
CITIC Dicastal Wheel Manufacturing Company was ranked 77th in the list of top-100 global OEM parts suppliers in 2015 by the PWC (Automotive News, June 20, 2016).
 
16
In 2014, the top-10 best-selling passenger sedans in China were New Lavida, Sagitar, Sylphy, Jetta, Excelle, New Santana, Cruze, Elantra, New Sail, and Verna. The best-selling SUVs were Haval H6, Tiguan, CR-V, ix35, Escape, RAV4, X-Trail, Tiggo 3, Q5.0T, and CS35. Based on Figures 2 and 3 of Yi et al. (2017).
 
17
In 2015, China also imported 1.1mn units of automobiles from overseas valued $45bn. Based on https://​www.​export.​gov/​article?​id=​China-Automotive-Components-Market, attributed to China’s Association of Automobile Manufacturers (CAAM), Ministry of Industry and Information Technology (MIIT), accessed on March 11, 2017. Another source, however, indicates that, in 2015, Chinese automobile exports totaled $4.1bn only, when it ranked 22nd among all auto exporters in the world. See WTEx (http://​www.​worldstopexports​.​com/​car-exports-country/​), accessed on March 11, 2017.
 
18
The numbers in the parenthesis indicate the year when these companies were established. Even prior to that, General Motors had a complete knock-down (CKD) plant for trucks and cars back in 1928, and Ford Motors began its operations in India in the early 1930s (Singh and Gupta 2012; Marukawa 2011).
 
19
One of these joint ventures was Swaraj Mazda, established in 1983, which pioneered auto parts and components industry in the Indian state of Maharashtra. The automobile cluster developed in Maharashtra now accounts for almost 50 percent of net value-added and about 35 percent of output of India’s national auto outputs. The cluster has 72 special export zones, located mostly in the Golden Quadrilateral, and contributes almost 80 percent to Maharashtra’s GDP (Sasuga 2011).
 
20
Maruti’s success is often associated with Sanjay Gandhi, son of India’s Prime Minister Indira Gandhi, who championed the ‘people’s car.’ Soon, Maruti Udyog’s share in the Indian passenger car market crossed the 50 percent mark. For further details see www.​cartrade.​com/​car-bike-news/​a-brief-history-of-the-indian-automobile-industry-122518.​html, accessed on April 11, 2017.
 
21
During the 2000–2016 period, the Indian automobile industry received FDI worth $15.8bn directed at both manufacturing of automobiles and auto components. Based on http://​www.​makeinindia.​com/​sector/​automobiles/​, accessed on March 12, 2017.
 
22
Automotive News, June 20, 2016.
 
25
It is notable that OICA data, as presented in Table 6.​5, however, show that Indian auto production increased from 1.14mn to 3.7mn in 2016. The discrepancy with the Indian source may lie with the fact that most of the automobiles of India are two wheelers, such as mopeds, scooter, and motorcycles, which were not considered automobiles by the OICA.
 
27
Based on India Brand Equity Foundation (www.​ibef.​org), accessed on September 9, 2017.
 
28
Chrysler acquired the company in 1987. Nissan acquired Datsun in 1934. Borgward of Germany, founded in 1890, ceased its operations in the 1960s.
 
29
For further details see Tables 10.2, 10.3, and 10.4 in Bird (1992).
 
30
Like all other members of the WTO, Mexico was also required to liberalize its import and trade restrictions under the Trade-Related Intellectual Property Rights (TRIPs), which protect copyright and patents globally; the Trade-Related Investment Measures (TRIMs), which ban local content requirements, trade balance obligations, export requirements, and so on; and the General Agreement on Trade in Services (GATS), which restricts government intervention in the market and the regulation of multinational corporations operating internationally.
 
31
After 2004, duty-free exports from Mexico required at least 62.5 percent of a vehicle’s content to be made in North America.
 
32
Financial Times, April 21, 2015.
 
36
China, by contrast, has only 12 FTAs (though it aims to create 20 more), so its products hit tariff barriers upon entering North American and South American markets (Kynge 2015).
 
37
Mexico, however, is not the only export powerhouse for the US—the US is also the chief destination of vehicles made in Canada. Domestic consumption is only 12 percent of Canadian auto production, compared with 20 percent for Mexico (CAR 2016).
 
39
Thailand’s auto production, however, climaxed in 2013, when a total of 2.46mn vehicles were produced, of which 1.1mn were passenger vehicles and the rest commercial vehicles.
 
40
It is notable that before 1977 there were no restrictions on foreign ownership in automotive sector in Thailand. Restriction was first imposed in 1977 when the Thai government, in a revised investment policy, required majority Thai ownership in domestic market-oriented joint ventures—for firms that sold more than 70 percent of their output in domestic market. The policy was abandoned in 1998 following the East Asian financial crisis.
 
41
Thailand was a member of the WTO since its inception. The country is also an original member of the Association of South East Asian Nations (ASEAN), which was established in 1967. The other original members of the ASEAN bloc were Indonesia, Malaysia, the Philippines, and Singapore. Subsequently ASEAN’s membership expanded to include Brunei, Cambodia, Laos, Myanmar, and Vietnam. The AFTA was signed by all 10 members of the ASEAN bloc in 1992.
 
42
See Tables 2 and 3 of Kohpaiboon and Yamashita (2011) for further details.
 
43
Some scholars however argue that like other East Asian Tigers, Thailand’s impressive industrial development, including that of the automotive sector, resulted from government incentive and trade protection for domestic producers (Kohpaiboon 2006; Techakanont 2008).
 
44
The conglomerate currently has 37 affiliates, of which ten are located abroad, and it is a major supplier for Toyota and Isuzu.
 
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Metadaten
Titel
Case Studies on Global Value Chains in Automobiles
verfasst von
Caf Dowlah
Copyright-Jahr
2018
DOI
https://doi.org/10.1007/978-3-319-71105-8_7