Amérique du Nord

Configuration of the North American and European auto industries – a comparison of trends

Soumis par Vincent Frigant, Université Montesquieu - Bordeaux IV le 24 janv. 2012 - 15:03
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Klier, Thomas, & Jim Rubenstein (2011).  Configuration of the North American and European auto industries – a comparison of trends. European Review of Industrial Economics and Policy. The sharp economic downturn that began at the end of 2007 severely impacted the auto industries on both sides of the Atlantic. The paper summarizes changes in the industry footprint for both North America and Europe. In North America the current geography came about through a dramatic reallocation of market share and subsequent plant turnover. In Europe an expansion of the industry footprint was motivated by the opening of Eastern European countries and markets. Only in North America did the recent recession significantly reduce production capacity. The locations of parts producers are closely tied to assembly locations in both regions to support just-in-time production. Yet, the supply base appears more spatially concentrated in Europe.

The three major uncertainties facing the European automotive industry

Soumis par Vincent Frigant, Université Montesquieu - Bordeaux IV le 24 janv. 2012 - 14:41
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Frigant, Vincent (2011).  The three major uncertainties facing the European automotive industry. European Review of Industrial Economics and Policy. The European automotive industry has once again entered a period of uproar. The crisis of 2008/2009 is far from over but probably marks the start of a new era that some observers are starting to refer to as the second automobile revolution. In this article -and more broadly throughout this special issue of the ERIEP, for which is serves as an introduction- we will be trying to emphasize three major uncertainties that weigh upon the European automotive industry. The first relates to the future products that the sector is looking to manufacture and sell. This will involve questions about electric vehicles but also how internal combustion vehicles might be sold to more tone-deaf European consumers. The second section will revisit the outsourcing strategies that have arisen over the past 30 years, together with their increasingly obvious limitations. The final section will highlight the profound geographic recomposition that has taken place under our eyes over the past decade or so, and which speaks directly to the issue of Old Europe’s productive capacities in the future.

Est-ce Chrysler qui sauve Fiat ou l’inverse ?

Soumis par Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan le 21 nov. 2011 - 15:00
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La chronique hébdomadaire de Bernard Jullien directeur du Gerpisa.

Chrysler a annoncé en fin de semaine dernière des investissement lourds aux Etats-Unis : d’un montant de 1,7 milliard de dollars, le plan concerne en particulier la production de la nouvelle Jeep Liberty à Toledo. Celle-ci sera lancée en 2012. Elle sera conçue sur la base de plateforme C qu’utilise l’Alfa Giulieta. Celle-ci qui a fait l’objet d’une déclinaison américaine (la CUSW our C US Wide) et doit ainsi permettre, sur ce modèle comme sur d’autres, de moderniser les gammes des marques de Chrysler. Chrysler est en particulier le champion américain de l’inefficience énergétique et compte sur Fiat pour lui permettre d’emboîter le pas à GM et Ford qui peuvent compter sur les apports de leurs divisions européennes pour reprendre pied sur le marché des cars et verdir leurs offres de SUV. lire la suite

GM : un numéro 1 fragile pour une industrie mondiale à la croisée des chemins

Soumis par Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan le 14 nov. 2011 - 15:07
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La chronique hébdomadaire de Bernard Jullien directeur du Gerpisa.

La publication des résultats de GM au troisième trimestre 2011 a, de manière très significative, donné lieu à des commentaires et des titres très contrastés. En effet, d’un côté, GM redevient clairement le numéro 1 mondial avec 6,79 millions de véhicules sur les 9 premiers mois et Toyota qui avait pris la tête en 2008 rend aujourd’hui à GM plus d’un million de véhicule alors que VW est à 6,11. D’un autre côté, par rapport à 2010, les profits de GM sont en retrait de 12%.

Comme le souligne le Wall Street Journal, il est frappant de constater que GM est en 2011 dans une position symétrique de celle que l’on s’était habitué à constater du temps de "l’ancien GM" : les profits se font aux Etats-Unis et, accessoirement, en Chine; les opérations internationales sont plus problématiques et ce n’est plus seulement l’Europe qui tire les résultats vers le bas, l’Amérique du Sud, la Russie et l’Inde sont également problématiques. Les problèmes de change sont à l’origine d’une partie des problèmes mais c’est aussi l’orientation de beaucoup de ces marchés vers des véhicules modernes et moins chers qui causent les pertes de GM. lire la suite

Industrie automobile. La croisée des chemins

Soumis par administrateur le 6 oct. 2011 - 15:18
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Jullien, Bernard, & Yannick Lung (2011).  Industrie automobile. La croisée des chemins. Etudes. L’industrie automobile a profondément structuré nos sociétés au XXe siècle : ses procédés de fabrication, ainsi que ses rapports sociaux, se sont étendus à l’ensemble de l’industrie, cependant que la généralisation de la possession de voitures individuelles structurait autour d’elle les espaces urbains. Cette prédominance a été contestée dans les années 1970, avec la critique de la société de consommation et la mise au jour des problèmes de sécurité et de pollution engendrés par la circulation. Plus tard, l’explosion de la demande, puis de la production, dans les pays émergents va poser de façon plus aiguë les questions de la limitation des ressources fossiles et des conséquences climatiques du tout-voiture. La crise de 2008 a accentué la prise de conscience de la nécessité de réviser au niveau mondial les procédés de fabrication et les usages de l’automobile. Confrontée à de nouveaux défis, l’industrie (notamment française – Renault et PSA) a commencé à explorer des pistes : production dans les pays émergents de véhicules très bon marché également vendables dans les pays développés, délocalisation des activités de conception, perspectives prometteuses de la voiture électrique dès lors que s’ouvrent de vastes marchés... L’industrie automobile semble être au seuil d’une révolution.
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Le syndicat américain de l’automobile à la croisée des chemins

Soumis par Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan le 3 oct. 2011 - 14:44
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La chronique hébdomadaire de Bernard Jullien directeur du Gerpisa.

Les salariés de ce qui reste de l’automobile américaine (GM, Ford et Chrysler) devaient voir leur sort réglé à la mi-septembre : le terme des contrats qui les liaient aux entreprises était le 16 septembre et un nouveau contrat de 4 ans devait avoir été négocié dans les trois entreprises à cette date. L’accord n’ayant pu se dégager alors, les négociations entre l’UAW et le management des trois entreprises s’est prolongé et le premier accord s’est dégagé cette semaine chez GM. Il servira de référence chez Ford et Chrysler pour lesquels les négociations se poursuivent. lire la suite

Fiat–Chrysler : et si Moody’s avait raison ?

Soumis par Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan le 26 sept. 2011 - 10:43
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La chronique hébdomadaire de Bernard Jullien directeur du Gerpisa.

Entre deux sorties médiatiques, sur la nécessité de revoir la politique monétaire européenne, la négociation sociale en Italie ou les opportunités d’une alliance avec Suzuki, Marchionne n’a guère eu de temps pour commenter la dégradation de la note de l’entité qu’il a constituée en juillet en passant à 53,5% du capital de Chrysler et en prenant la présidence début septembre : d’évidence, la nouvelle du passage de Ba1 à Ba2 n’était pas dans son "story telling". Pourtant, les fondements de cette dégradation ne se limitent pas à l’espèce de moyenne des notes de Chrysler (B2) et de Fiat (Ba1 donc) avant l’intégration qui a été évoquée dans les commentaires les plus rapides. lire la suite

Semaine américaine

Soumis par Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan le 23 mai 2011 - 09:55
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La chronique hébdomadaire de Bernard Jullien directeur du Gerpisa.

La presse nous rendait compte en fin de semaine des chances respectives d’une candidature européenne à la succession de DSK que pourrait incarner Christine Lagarde face à celles des mal nommés émergents. La question était au fond de savoir si le statu quo attaché au deal entre les Etats-Unis et l’Europe qui veut que la tête de la banque mondiale soit américaine et celle du FMI européenne pouvait être contesté par une coalition conduite par la Chine qui fait valoir que, les animaux malades de la peste financière étant plutôt en Europe, les Etats-Unis seraient avisés de ne pas laisser les trop proches des patients définir les traitements. Se voit ainsi incarnée une configuration dont nous commençons à être familiers au G20 ou encore à Copenhague : dans le jeu triangulaire qui structure très régulièrement désormais la plupart des grands dossiers, la coalition américano-chinoise peut faire de l’Europe le dindon de la farce géopolitique. lire la suite

Nissan: Sustaining Revival

Soumis par Merieke Stevens, le 26 avr. 2011 - 09:11
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Stevens, Merieke, Takahiro Fujimoto, & Takahiro Tomino (2011).  Nissan: Sustaining Revival. Gerpisa colloquium. In this presentation we will cover the period of 2008-2011 at Nissan. The three main topics we discuss are the focus on electric vehicles Nissan has taken, the importance of the Chinese market, and the alliance with Renault. Nissan has heavily bet on electric vehicles (EVs) as its answer to the increasing demand for more environmentally friendly automobiles. In our chapter we question the likelihood of the widespread diffusion of EVs in the near future, mainly for cost reasons. We look into niche applications of EVs, which we expect to be more likely in the European market rather than the Japanese or United States markets. China is the largest single market for Nissan, representing nearly a quarter of its total global sales. Nissan markets its vehicles to rising middle classes such as China’s as “an important symbol of freedom, status and personal achievement.” We investigate Nissan’s success in this regard, and discuss future developments that are important for Nissan’s strategy in this respect. The Alliance between Renault and Nissan has continually be hauled as one of the exceptional successes of this scale. Renault and Nissan proved that cross cultural alliances can work. We identify several key aspects of this success. The main point we raise in this respect is that Renault and Nissan did not chase scale, but sought complementarities in markets, capabilities and product architectures.
Thème: Automobile manufacturers
Thème: Les constructeurs

Alternative powertrain strategies and fleet turnover in the 21st century

Soumis par Bruce Belzowski, University of Michican Transportation Research Institute le 19 avr. 2011 - 12:48
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Belzowski, Bruce, & Walter McManus (2011).  Alternative powertrain strategies and fleet turnover in the 21st century. Gerpisa colloquium. The changes taking place in the global automotive industry related to alternative powertrains and fuels are affecting each country or region differently. Each country or region has its own policies in place to monitor and manage vehicle fuel consumption and emissions. Countries or regions also have different numbers of new vehicles sold annually and the total numbers of vehicles in their fleets. This analysis looks at the current and future direction of alternative powertrains/fuels across four developed economies (United States, Western Europe, Japan, and South Korea) and four developing economies (Brazil, Russia, India, and China) in order to measure the impact of increasing the number of alternative powertrains/fuels in their fleets. In particular, the analysis looks at how much of each country’s fleet will turn over to vehicles based only on alternative powertrains/fuels by 2050 by introducing three different alternative powertrain/fuel models (less aggressive, moderately aggressive, and very aggressive). A less aggressive approach will yield fleet turnover rates of 60 percent or more for most countries, a moderately aggressive approach will yield fleet turnover rates of over 80 percent for most countries, and a very aggressive approach will yield fleet turnover rates of nearly 90 percent or more for most countries.
Thème: Transformations technologiques, transformations systémiques
Thème: Technological transformations, systemic transformations

De la nouvelle géographie de la production au nouveau paysage géostratégique dans l’automobile mondiale

Soumis par Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan le 11 avr. 2011 - 14:44
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La chronique hébdomadaire de Bernard Jullien directeur du Gerpisa.

La parution des chiffres de l’Organisation Internationale des Constructeurs d’Automobiles (OICA) sur la production 2010 dans le monde a été relativement peu commentée. Elle fait pourtant apparaître de manière criante le caractère irréversible de l’irruption d’un nouvel ordre automobile mondial. En effet, outre le fait que la Chine assure désormais presque un quart de la production (18,2 millions des 77,6 millions de VP et de VUL fabriqués dans le monde), l’importance prise par les nouveaux pays de l’automobile durant la crise ressort avec éclat. Si l’on compare ainsi 2010 à 2007 où la production mondiale avait été de 73,3 millions, il ressort que les seuls BRIC représentaient en 2007 moins de 16 millions de véhicules produits (21,4% de la production mondiale) alors qu’en 2010 ils en auront assemblés 27 millions (c’est à dire 34,6%). De même, dans la hiérarchie mondiale des pays constructeurs, la France était encore au 6ème rang en 2007. En ayant vu sa production passer de 3 à 2,2 millions alors que la production croissait rapidement ailleurs, Brésil, Inde, Mexique et Espagne sont désormais devant elle et la France pointe au 10ème rang. Au sein de l’Europe, le redéploiement des productions est également très frappant puisque, avec une production de 857 000 véhicules, l’Italie est par exemple devenue un producteur de moindre importance que la République Tchèque ou la Pologne. lire la suite

The US automobile market after the crisis: back to business as usual or birth of a new industry?

Soumis par Bruno Jetin, Université Paris Nord le 9 mars 2011 - 20:31
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Jetin, Bruno (2011).  The US automobile market after the crisis: back to business as usual or birth of a new industry?. Gerpisa colloquium. The US automobile market after the crisis: back to business as usual or birth of a new industry? Bruno Jetin The US auto industry has suffered its worst crisis since the thirties. Since the spring of 2010, it is recovering progressively. GM and Chrysler emerged from bankruptcy as new slimmed-down companies with fewer brands, plants, workers, less debt and market share. It seems that the new “medium three” (GM, Ford and Chrysler) are now making profit in a market of 11 million vehicles sales a year in the US not only by selling high-margin light-trucks but also low-margin compact cars, among them hybrid cars. They have repaid their loans and have gone public again, a move that gives the government a way to progressively sell its stake in the companies' stock. They also seem better prepared to cope with the new gas price hike for they have changed their product mix to emphasize more small cars and fewer sport utility vehicles. But behind these goods news there are still factors of fragility. The US economy is recovering slowly and unemployment stays at a high level contrary to the previous recessions. A new jobless recovery as after the dotcom bubble burst in 2001 seems under way. The structural problems that have led to the crisis have worsened. Family income has dropped, poverty has risen and many have lost their health insurance. In this context, the rebound of the automobile market is no doubt fragile. The temptation is strong to use the traditional recipes such as indebtedness. Banks and captive finance automobile companies have started to issue loans more actively. Subprime auto credit is back. More than 859, 000 new cars were sold to consumers with a subprime credit rating in 2010, according to CNW Marketing research. Banks and auto loan makers are flushed with money and are making large profit on new loans since the policy of “quantitative easing” of the FED has lowered interest rates to nearly zero. GM has spent $3.5 billion to buy AmeriCredit, an auto subprime lender company, precisely to reap profits from this lucrative debt market. Another reason is to increase sales by lending to customers with a questionable credit rating. The danger is to be dependent again on bad loans to increase car sales. Our contribution will analyse these contradictory tendencies. In a first part, we will analyse the structural fragilities of the recovery on the demand side. In a second part, we will present the public policies and firms’ strategies in favour of hybrid cars and their impact on the product mix.

The US automobile market after the crisis: back to business as usual or birth of a new industry?
Bruno Jetin lire la suite

Thème: Transformations de la demande
Thème: Transformations in demand

How the South (Was) Won: The Emergence of a New American Auto Industry

Soumis par Karsten Huelsemann, Osnabrueck University le 2 févr. 2011 - 15:39
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Huelsemann, Karsten (201).  How the South (Was) Won: The Emergence of a New American Auto Industry. Gerpisa colloquium. How the South (Was) Won: The Emergence of a New American Auto Industry When Volkswagen presented its new, American-built Passat to the public in January 2011, it was the talk of the (Detroit Motor) Show. To support its renewed drive into the world's now second largest market for automobiles, the company which is aiming to become the world largest automaker by 2018 set up a dedicated new manufacturing facility for a product tailored to the local market. The plant in Chattanooga, Tennessee is only the latest in a series of new auto manufacturing plants which have literally sprung up across the American South over the past thirty years. Already there is talk of increasing the capacity of the VW plant to half a million car per year, revoking memories of another automaker that once declared its intention to build that many vehicles in Tennessee and meanwhile has completely withdrawn assembly from there (GM/Saturn), and yet another one which actually has grown its business to that size from more humble beginnings (Nissan). The emergence of a sizeable and full-blown automotive industry (including all sorts of suppliers, an R&D network, and even corporate HQs) in the American South and the complete makeover of the American automobile industry it has brought about makes for one of the most fascinating stories the industry has to tell – yet one that recently has tended to become overlooked with attention primarily focused on growth in the BRIC countries (mostly China), or all-new topics like the hype about E-mobility (which now doubt will substantially redraw the lines of the auto industry). The paper/presentation will trace the development of this still relatively new regional center of automotive production and will put it in the context of a rapidly globalizing industry. It will argue that the emergence of a new automotive in the American South (or Southeast, if looked upon in pure geographic terms) is on the one hand the result of a rigorous, relentless and – certainly by the standards of its proponents – highly successful drive for auto-industrial recruitment. It is, at the same time however, a manifest documentation of international automakers turning abstract global market strategies into concrete facilities. Triggered by Nissan's 1980 decision to put its first American assembly plant in a Southern state, others followed quickly: Japanese OEMs and suppliers in the first wave, German premium automakers and their suppliers in a smaller second wave (coinciding with additional plants by the Japanese Big Three), and the Koreans in a third. Volkswagen is only the latest automaker to join the ranks – most likely not the last, though. Talk of "transplants" - the term widely used for the first Japanese assembly plants - has by now almost universally given place to a more respectful reference to the "new domestics", accounting for the fact that the manufacturing facilities have become part of the economic fabric of their host country and in many cases the social fabric of its localities. In turn, the automakers and suppliers which operate these plants have assigned each facility a specific role in the market strategy and the global automotive value chain of its respective corporate parent. There has been no shortage of scholarly explanations, but interestingly, the various streams and bodies of literature have also come (and gone) in waves. Concepts that will be touched upon in the presentation include regional industrial development theories; the debate on new industrial spaces and industrial districts; the (mostly business-minded) literature on globalization and building and managing global enterprises; the "lean production" school focused on the perceived masters of lean production, the Japanese (and most of all Toyota of course); the global-local nexus (i.e. localizing products and production as part of a global strategy), among others. The presentation will also try to address the question to what degree this new auto industry makes for a departure from the long-standing pattern of a "branch plant economy" which had traditionally characterized the American South.
Thème: Les industries automobiles
Thème: Automobile industries

Brazil: Autos and Ethanol – marriage of international investors and local resources

Soumis par Michael McDermott, Northern Kentucky University le 2 févr. 2011 - 01:01
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McDermott, Michael, Denise Luethge, Marcio Cinelli, & Philippe Byosiere (2011).  Brazil: Autos and Ethanol – marriage of international investors and local resources. Gerpisa colloquium.

 Brazil: Autos and Ethanol – marriage of international investors and local resources

In common with other industries (e.g. energy), since the 1973 oil crisis the automobile industry has witnessed substantial investment in new technologies that are designed to address the economic and environmental costs associated with continued reliance upon oil. Such concerns have been exacerbated more recently by political considerations too and a desire to be increasingly energy self-sufficient. In recent years, major developed country manufacturers have made progress in introducing vehicles affording technological innovation in terms of fuel, and in 2011 several have or are introducing their first all electric vehicle(s). However, in many if not all developed country markets, conventional vehicles and gasoline continue to dominate the market.
There is one notable exception and that is Brazil and its reliance upon flexible-fuel vehicles and ethanol. This is a noteworthy example of the automobile industry adjusting successfully to the specific traits of the primary industry – in this case the local agricultural sector and sugar cane. Brazil is the world’s second largest producer of ethanol (34%), after the USA (55%).
In 1973 the Brazilian government introduced laws to compel the use of ethanol with gasoline. However, it was not until some 30 years later that Volkswagen launched in Brazil the first ever  flexible-fuel vehicle. The fleet in Brazil is now the largest in the world, and a total of 10.6 million cars and light trucks have been produced up to June 2010. By 2010 manufacturers that build flexible fuel vehicles include other major European and Japanese producers as well as GM and South Korean Kia. There are though significant regional variations in terms of ethanol use within the country.
This paper has a unique focus in that attention focuses upon a country that is simultaneously one of the most prominent Big Emerging Markets, namely Brazil, and which is also a huge auto market that is dominated by foreign auto producers. Despite foreign domination, multinationals have been adept at local adaptation, and thus Brazil is unique in that a large proportion of vehicles are dependent upon ethanol.
This paper therefore examines Brazil as a major host nation, and sheds light on a crucial aspect of international business strategy and management, namely foreign subsidiary strategy and entrepreneurship. At the same time, it considers too the role of government policy in directing manufacturers to develop flex vehicles. The Brazil example highlights the challenges facing international players as they seek to be locally-responsive and at the same time globally competitive. It provides an opportunity to consider whether aspects of the Brazil experience are transferable to other economies. As world food prices escalate to record levels in 2011, controversy surrounds ethanol derived from corn.
 
References
“Theme and variations”, The Economist,
“The post-alcohol world: Biofuels are Back”, The Economist, October 28, 2010. http://www.economist.com/node/17358802?story_id=17358802
 
“Ethanol’s Mid-Life Crisis”, The Economist, September 2, 2010. http://www.economist.com/node/16952914?story_id=16952914 retrieved February 2, 2011
 
Thème: Transformations technologiques, transformations systémiques
Thème: Technological transformations, systemic transformations

Reconfiguration of the North American and European auto industries - a study in contrast

Soumis par Thomas Klier, Federal Reserve Bank of Chicago le 1 févr. 2011 - 21:06
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Klier, Thomas, & Jim Rubenstein (2011).  Reconfiguration of the North American and European auto industries - a study in contrast. Gerpisa colloquium. The sharp economic downturn that began at the end of 2007 severely impacted the auto industries on both sides of the Atlantic. To what extent has the downturn affected the industry structure in each of the two regions? This paper addresses two main aspects of this question: 1. the evolving assembly footprint and 2. the location of motor vehicle parts suppliers relative to assembly facilities. This paper summarizes changes in industry structure for both North America and Europe.
Thème: Les industries automobiles
Thème: Automobile industries

Bernard Jullien interviewé par les Echos

Soumis par administrateur le 18 nov. 2010 - 10:50
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Date: 
17/11/2010
Intervenant/s: 
Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan
Emission / Séminaire / Colloque: 
Les Echos de l'Eco

Bernard Jullien interviewé par les Echos (17/11) from Gerpisa on Vimeo.

Bernard Jullien, économiste et directeur général du Gerpisa, répond aux questions de Marie-Sophie Carpentier à l'occasion de l'introduction en Bourse de General Motors.

Introduction. Automobile, auto subtile

Soumis par administrateur le 26 oct. 2010 - 13:18
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Daniel, Jean-Marc (2010).  Introduction. Automobile, auto subtile . sociétal. 70(4ème trimestre), 35-38.

Bernard Jullien intervient à "C'est pas du vent !": Qui a tué la voiture électrique?

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Date: 
28/09/2010
Intervenant/s: 
Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan
Emission: 
C'est pas du vent !
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Avec l’électrique, la Chine automobile sort du bois stratégique

Soumis par Bernard Jullien, GIS-Gerpisa, Ecole Normale Supérieure de Cachan le 20 sept. 2010 - 10:57
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La chronique hébdomadaire de Bernard Jullien directeur du Gerpisa.

Le Wall Street Journal a dévoilé jeudi que le gouvernement chinois préparait un plan qui pourrait obliger les constructeurs étrangers à partager assez largement leurs technologies pour pouvoir se préserver un accès au marché national (lire l'article). Le Ministère de l’Industrie et des Technologies de l’Information (MITI) a en effet reçu la mission de concevoir les mesures qui confèreraient à la Chine à un horizon de 10 ans une position de leader mondial dans le développement et la production de véhicules électriques et hybrides. Pour cela, produire des véhicules électriques en Chine ne serait possible qu’à condition d’accepter d’entrer dans des joint-ventures dominés par la partie chinoise et de partager largement les technologies dites critiques. lire la suite

Amérique des dealers et Europe de la distribution automobile : le jour et la nuit; Pour le meilleur ou pour le pire ?

Soumis par administrateur le 19 juill. 2010 - 08:40
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La chronique hébdomadaire de Bernard Jullien directeur du Gerpisa.

Après que les constructeurs américains GM et Chrysler aient dû reconsidérer l’automne dernier, sous la pression des distributeurs, leurs projets assez logiques de résiliation pour en réduire drastiquement l’ampleur, c’est au tour du Congrès de se heurter au très puissant lobby que les dealers continuent de représenter. Dans un article du 15 juillet, le Financial Times revient sur ce phénomène et son importance aux Etats-Unis. lire la suite

The Prospects for Mexico in the North American Automotive Industry: A Global Value Chain Perspective

Soumis par administrateur le 27 juin 2010 - 23:12
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Sturgeon, Timothy, Gary Gereffi, Kimberly B. Rogers, & Karina Fernandez-Stark (2010).  The Prospects for Mexico in the North American Automotive Industry: A Global Value Chain Perspective. The Prospects and Limits to the Development of the Automotive Periphery. 42, 11-23.

This paper considers the prospects for Mexico’s automotive industry as it has evolved, especially since the signing of the North American Free Trade Agreement (NAFTA) in 1994, in the context of these nested and highly dynamic global and regional value chains.  We find that the fate of an industry in a small, regionally embedded country like Mexico is tied to factors that lie largely outside the control of the state or of local firms.
Ironically, the flagging prospects of the Big 3 automakers have created more risks for Mexico and Canada than it has for the United States.
 

Biblio: The Prospects and Limits to the Development of the Automotive Periphery

The Prospects and Limits to the Development of the Automotive Periphery

Soumis par Anonymous le 24 juin 2010 - 09:10
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Domanski, Boleslaw (2010).  The Prospects and Limits to the Development of the Automotive Periphery. (Domanski B., Ed.).Actes du Gerpisa. 42,

The papers published in this issue of Actes du GERPISA focus on the evolution of the automotive industry in the peripheral countries and their changing role in the international division of labour in the automotive industry. The first aim is to achieve a better understanding of factors and mechanisms that spur and/or hinder industrial upgrading in less developed countries as defined according to Gereffi (2005) as a ‘move from low-value to relatively high-value activities in global production networks’. This is related to the issue of the long-term prospects of the peripheral countries, i.e. the debate as to what extent their position can be sustained in the long run and how far the observed processes of functional upgrading in the international value chain can continue. These problems have gained special importance in the situation of the current crisis. One of the conclusions drawn by Humphrey, Lecler and Salerno (2000) was that a scenario of regional segmentation of the global vehicle industry was more likely than global homogeneity.
The trend towards regionalism has been supported by Freyssenet, Shimizu and Volpato (2003) and Carrillo, Lung and Van Tulder (2004). The papers in this issue discuss the development trajectories of countries that represent three different types of automotive periphery (see Humphrey, Lecler, Salerno, 2000): Mexico as an example of the Integrated Peripheral Market strongly integrated into the North American Free Trade Area (Sturgeon, Gereffi, Rogers, and Stark-Fernandez, this issue; Contreras, Carrillo, and Estrada, this issue), Mercosur as the case of the Emerging Regional Market not integrated into the Triad (Lung, this issue), and China as the best example of the Protected Autonomous Market and now the second largest automobile market behind the United States (Bungsche, this issue).

The demand for automobile in the USA before and after the crisis

Soumis par Bruno Jetin, Université Paris Nord le 4 mars 2010 - 20:38
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Jetin, Bruno (2010).  The demand for automobile in the USA before and after the crisis. Gerpisa colloquium.

The first objective of our contribution is to analyse the evolution of the demand for automobile of US households before and after the crisis that broke in 2008. We study the impact of the income distribution at the national level on households’ consumption and more specifically on automobile outlays on the long-term period. We also analyse the impact of households’ equities and debt on automobile demand and the evolution of the financing of automobile purchase. We also analyse the evolution of the price and cost usage of automobiles in the US. We evaluate the changes of these variables before and after the crisis using the most updated data available. The second objective is to evaluate the role of the federal state in the shaping of the automobile demand. We analyse specifically the role of the fiscal and environmental regulations. We show that the regulation adopted favoured the SUV segment to the benefit of the big three in the years 1980-2000. But in the end, this politics is also the cause of the big three present demise. If the state had adopted a proactive innovation policy, the big three would be in a much favourable competitive position today. In conclusion, we draw the lessons of the US automobile demand pattern to explain the present state of the competitiveness of the US automobile industry.

Thème: Configurations macroéconomiques et politiques nationales dans la crise
Thème: Macroeconomic configurations and national policies in the crisis
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