Relevant bibliographies by topics / Automobile industry and trade, history

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Automobile industry and trade, history'

Author: Grafiati
Published: 4 June 2021
Last updated: 28 July 2024

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Journal articles on the topic "Automobile industry and trade, history"

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

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Purpose – The purpose of this paper is to show how the National Socialist regime participated in popular commercial events such as trade fairs to posture their propaganda. I demonstrate how the inter-trade organization and one particular company – Daimler-Benz AG – tailored their advertising to the communication strategies used by the Nazi regime. Design/methodology/approach – This case study is based on the archival records of Daimler AG. The way in which the 50th anniversary of the automobile was staged at the Berlin Motor Shows of 1935 and 1936 is understood as part of the communication strategies of the German automotive industry, as well as of the Nazi regime. Findings – This paper shows how intimately connected the 50th anniversary of the automobile was to the themes of racing and motorization. The automobile as a German invention had the potential to reconcile the motorization of the German people – a sign of modernity – with the blood and soil ideology of the Nazis. The Berlin Auto Show became an important platform for this project. The paper also shows how Daimler-Benz’s approach should be read differently. Originality/value – The article sheds new light on the interaction between and inter-dependence of one particular company’s – Daimler-Benz AG’s – communication strategies and those of the Nazi regime. Furthermore, the 50th anniversary of the automobile, celebrated at the auto show in Berlin, provides a good opportunity to add exhibitions to of advertising history of the 1930 Germany.
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Tai, Sue-Yen Tjong Tjin. "Building Carriage, Wagon and Motor Vehicle Bodies in the Netherlands: The 1900–40 Transition." Journal of Transport History 36, no. 2 (December 2015): 188–208. http://dx.doi.org/10.7227/tjth.36.2.4.

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During the motorisation boom in the Netherlands in the 1920s, Dutch wagonmakers started making bodies for motorised utility vehicles. Prior to this, luxury carriage builders already had made the transition to production of automobiles or the bodies for these new vehicles. For wagonmakers, the decline in demand for their traditional business and farm wagon and carts began after World War I. However, the automobile industry created many opportunities for them as well. Archival information shows that the Dutch trade associations and government agency Rijksnijverheidsdienst, played a key role in the innovation and retraining process by building a network, stimulating wagonmakers to modernise and retrain, and by transferring and developing knowledge.
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Schorman, Rob. "“This Astounding Car for $1,500”: The Year Automobile Advertising Came of Age." Enterprise & Society 11, no. 3 (September 2010): 468–523. http://dx.doi.org/10.1017/s1467222700009277.

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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.
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Park, Jeong-Gyu, and Hyung-Oh Lee. "Japanese Mobility Industry Trends and Toyota Motor Corporation Strategy." Korean-Japanese Economic and Management Association 101 (November 30, 2023): 19–37. http://dx.doi.org/10.46396/kjem..101.2.

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Purpose: The purpose of this study is to look at trends in the Japanese mobility industry, analyze Toyota Motor’s mobility strategy, and then seek implications for the Korean government and companies. The reason for looking at Japan’s industrial trends is that not only has Japan made various efforts early on in this field, but Korea is similar to Japan in demographic structure, and so there are many things to refer to from Japan’s industrial trends. Also, looking at Toyota Motor’s case in relation to corporate strategy, we can find that the company not only clearly presents its strategy as a mobility company, but is actually implementing it by launching various products and services. Research design, data, and methodology: As to the Japanese mobility industry trend, we first briefly look at the Japanese government’s policies, and then look at the trends by components of the mobility industry such as electric vehicles, autonomous driving, personal mobility, and flying cars. And regarding Toyota Motor’s mobility strategy, we look at electric vehicle strategies and development organizations, and look at strategies for each field, including automobiles, MaaS, personal mobility, and flying cars. Results: As a result of analyzing trends in the Japanese mobility industry, the following points were confirmed. At first, the basic direction of mobility policy in the Ministry of Economy, Trade and Industry was securing mobility services that provide new value, realizing carbon neutrality and reducing traffic accidents, and strengthening the industry’s international competitiveness. In the automobile industry, we find that the electrification of automobiles had a significant impact on the industrial structure, resulting in the weakening of the vertical division of labor and the advancement of the horizontal division of labor. In the mobility field, not only automobiles but also personal mobility plays an important role. The Japanese government was promoting deregulation in this field, and startups were playing a large role in the private sector. In addition, in the field of UAM, or flying cars, the government and the private sector were cooperating to improve various standards. In addition to industry trends, this study examined the strategy of Toyota Motor Corporation, and found that the company is advancing into each field that makes up the mobility industry and pursuing business in all directions. First, in the automobile sector, the company was a little late in moving to electric vehicles, but it set a new direction by announcing a large-scale electric vehicle investment plan in December 2021. In addition to investing in electric vehicles, the company was pursuing a transformation of its automobile business from hardware-centered to MaaS-centered, the key elements of which were MSPF and Autono-MaaS. The company also actively entered the personal mobility field and the UAM or flying car business. Implications: This study presented the following implications for Korea through consideration of the Japanese mobility industry. First, there is a need to actively refer to Japanese policies when establishing mobility-related policies at the Korean government level. Second, Korean companies also need to actively utilize the experience of Japanese companies, especially in the service sector, when establishing mobility strategies. Thirdly, there is a need for companies in the two countries to jointly solve social problems of both countries and to explore the global market through cooperation, and to this end, the government’s efforts to revitalize exchanges between companies from both countries are needed.
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Sharma, Aryaman. "Assessing Core-Monopolization and the Possibilities for the Semi-Periphery in the World-System Today." Journal of World-Systems Research 29, no. 2 (August 22, 2023): 480–504. http://dx.doi.org/10.5195/jwsr.2023.1189.

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Drawing upon both classic and more contemporary world-systems analysis, along with oft-forgotten sections of Arghiri Emmanuel’s work on technology, this paper studies, through a quantitative and qualitative comparative method, the history and development of the global semiconductors industry, its selective spatial re-organization/peripheralization over time, and the logic of technology transfers within the context of core-monopolization of high profit industries. The paper then draws comparisons between semiconductors and prior core-monopolized industries like the automobile industry, and analyzes attempts at entry into core-like production by the large semi-peripheries such as China and India and the difficulties faced by them not only by the structural limitations of the world-system but also due to opposition from the core nations (like the U.S.-China Trade War). Resultingly, the analysis concludes that significant upward mobility for the large semi-peripheries through entry into core industries is, within the current capitalist world-system, largely unfeasible.
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Damoense, Maylene, and André C. Jordaan. "Intra-industry trade: a methodology to test the automobile industry in South Africa." South African Journal of Economic and Management Sciences 10, no. 1 (February 21, 2013): 130–45. http://dx.doi.org/10.4102/sajems.v10i1.542.

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This paper provides a study of the theory and empirical evidence of intra-industry trade (IIT) and relates it specifically to South Africa’s automobile industry. The automobile industry in South Africa is a key sector within the national economy and has experienced increased trade and foreign investment in recent years, and thus represents an important case study of IIT. In view of this, the paper proposes a methodology that may be used in future to assess the pattern and determinants of IIT between South Africa and its main trading partners in the automobile industry.
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Qi, Hui Feng, and Dong Chen. "Planning Control of Automobile Trade Logistics Park: The Case of Auto Parts Logistics Center in TAIAN." Applied Mechanics and Materials 99-100 (September 2011): 519–23. http://dx.doi.org/10.4028/www.scientific.net/amm.99-100.519.

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Automobile Trade Logistics Park is one of the most important industrial zones for specific automobile trade and distribution in auto industry cities. The development control of physical spatial planning has a profound effect on the construction and operation of Automobile Trade Logistics Park. Three factors, including advantages of transportation, geographic features and industrial cluster, influencing the location of Logistics Park are discussed. The scales of automobile trade spaces built recent years in China are compared. Analyzing dual function of commerce and distribution, facilities in Automobile Trade Logistics Park are summarized. According to the arrangement of land use and spatial structure, development intensity of different space types for auto trade is proposed. The final section of this article examines the experience in Regulatory Plan of Auto Parts Logistics Center in TAIAN Hi-tech Industry Development Zone.
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Goldberg, Penny Koujianou. "Trade policies in the U.S. automobile industry." Japan and the World Economy 6, no. 2 (June 1994): 175–208. http://dx.doi.org/10.1016/0922-1425(94)00013-1.

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

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With the global attention to climate change gradually heating up, to carbon peak carbon neutralization as the theme of the new international trade system is gradually taking shape, will also have a broad and far-reaching impact on our foreign trade pattern. The automobile industry is the key to transportation in our country carbon industry, in response to climate change under the situation of double carbon targets, for car carbon product certification international mutual recognition research is not only beneficial to China's auto industry to establish a comprehensive carbon accounting system but can also help our country automobile industry breakthrough carbon tariff barriers to trade actively, Promote Chinese automobile manufacturing industry to complete green and low-carbon transformation.
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Tournois, Laurent, and Jean-Jacques Chanaron. "Car crisis and renewal: how Mercedes succeeded with the A-Class." Journal of Business Strategy 39, no. 1 (January 15, 2018): 3–14. http://dx.doi.org/10.1108/jbs-03-2017-0033.

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Purpose In mature industries, downward vertical (line) extension has become an increasingly popular strategy, particularly for automobile manufacturers aiming at expanding their consumer bases and/or avoiding competition in higher market segment. This paper aims to examine how Mercedes-Benz (MB) practiced a downward vertical line extension within the same product category. When commercialized as a product line innovation, the MB A-Class was the first and most symbolic move made by a premium brand in the automobile industry. Design/methodology/approach This paper investigates the microfoundations of a vertical downward extension strategy. To do so, the authors adopt a narrative style to analyze the story of the MB A-Class from its inception to its commercialization. Secondary data sources, such as company websites, annual reports, internal documents, books, public relations and press releases, were used. Qualitative as well as quantitative performance outcomes were assessed using market and product sales in Western Europe (1997-2016) and the results of an MB brand image survey conducted in 1998 following the accident faced by the A-Class. Findings The case illustrates that contrary to initial assumptions, lower-quality extensions may be relevant for prestige brands under certain conditions and identifies four strategy components that may drive a successful downward stretch: combine organizational, product, process and marketing innovation with the support of dynamic capabilities; manage paradoxes/contradictions in terms of product development; target the high-end of a lower consumer segment; and adopt a “brand humility talk scheme”. Research limitations/implications Existing studies primarily focus on consumers’ evaluations of vertical step-down extensions. Rare are the articles that adopt the company’s perspective. Moreover, additional research is needed to assess the short- and long-term impacts of vertical downward extension on performance outcomes. Practical implications The case of the MB A-Class encourages top executives to consider the trade-offs inherent to a down-market strategic move: keeping the (premium) brand’s standards high within a reduced cost/price envelope while learning the codes of the new/bottom of the market. In addition, the A-Class may serve as a fundamental school case for marketing managers and creative advertising agencies on what should and should not be done, whether at the product or at the advertising level. Originality/value This paper demonstrates that a premium brand that practiced a vertical downward line extension can expand its sales in a mass market, by targeting a small but growing segment with a high willingness to pay for more expensive products. This adds to the contention that it is not the downscale extension product price per se that negatively affects the parent brand but rather where it stands in the hierarchy of the market segment considered and the ability of the premium brand to integrate the downscale extension to its own history (i.e. combining its original values with tangible product benefits while backing the cause of the new market). Finally, the story of the A-Class strongly suggests that any company needs to upgrade its capabilities as part of the learning process of a new market to convert a business opportunity into a market success.
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Dissertations / Theses on the topic "Automobile industry and trade, history"

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Yoshida, Phyllis Genther. "A history of Japan's government-business relationship the passenger car industry /." Ann Arbor : Center for Japanese Studies, University of Michigan, 1990. http://catalog.hathitrust.org/api/volumes/oclc/20825489.html.

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RAMÍREZ, PÉREZ Sigfrido M. "Public policies, European integration and multinational corporations in the automobile sector : the French and Italian cases in a comparative perspective 1945-1973." Doctoral thesis, European University Institute, 2007. http://hdl.handle.net/1814/25416.

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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
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Roy, James A. "Support pending, the Canadian autoworkers' struggle for adjustment assistance at a time of industrial change, 1960-1965." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 2000. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp03/MQ52365.pdf.

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Jones, Carolyn G. "The Canada-U.S. free trade agreement and the auto pact : a history of the automotive provisions and an examination of the state of the Canadian automotive industry /." Thesis, This resource online, 1990. http://scholar.lib.vt.edu/theses/available/etd-03042009-040353/.

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Fabyan, Emiel Joseph. "The world's greatest wagon works : a history of the Studebaker Brothers Manufacturing Company, 1856 to 1966." Virtual Press, 1987. http://liblink.bsu.edu/uhtbin/catkey/498259.

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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.
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Saldibar, Joseph P. "The lost motor city : Indianapolis automobile manufacturers 1900-1966." Virtual Press, 1998. http://liblink.bsu.edu/uhtbin/catkey/1115746.

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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
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Fernández, de Sevilla i. Mansanet Tomàs. "El desarrollo de la industria del automóvil en España: El caso de FASA-Renault, 1951-1985." Doctoral thesis, Universitat de Barcelona, 2013. http://hdl.handle.net/10803/108949.

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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.
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Welch, M. Courtney. "Evolution, Not Revolution: The Effect of New Deal Legislation on Industrial Growth and Union Development in Dallas, Texas." Thesis, University of North Texas, 2010. https://digital.library.unt.edu/ark:/67531/metadc30524/.

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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.
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Sorensen, Daniel Schäfer Henry. "Automotive development process a real options analysis /." Wiesbaden : Deutscher Universitäts-Verlag, 2006. http://site.ebrary.com/id/10231855.

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Wojcik, Charlotte A. (Charlote Anne). "Studies of the automobile industry and international trade." Thesis, Massachusetts Institute of Technology, 1996. http://hdl.handle.net/1721.1/10841.

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Books on the topic "Automobile industry and trade, history"

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Shimokawa, Kōichi. The Japanese automobile industry: A business history. London: Athlone Press, 1994.

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Shah, S. G. Shaping the Indian automobile industry. Mumbai: Association of Indian Automobile Manufacturers, Research & Publications, 1996.

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S, May George, ed. The Automobile industry, 1920-1980. New York: Facts on File, 1989.

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Laux, James Michael. The European automobile industry. New York: Twayne, 1992.

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Seal, Rector R. Maryland automobile history, 1900 to 1942. Chicago, Ill. (30 W. Washington St., Chicago 60602): Adams Press, 1985.

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Rae, John Bell. The American automobile industry. Boston, Massachusetts: Twayne, 1985.

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Sinsabaugh, Chris. Who me?: Forty years of automobile history. Detroit: Arnold-Powers, 1988.

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Verway, David I. The automobile century. Lansing, MI (300 S. Washington Square, Lansing 48933): Public Sector Consultants, 1990.

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Guide, Consumer, ed. History of the American auto. Lincolnwood, Ill: Publications International, 2004.

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Jean-Louis, Loubet, ed. L' industrie automobile, 1905-1971. Genève: Droz, 1999.

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Book chapters on the topic "Automobile industry and trade, history"

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Burns, Alan. "Trade and Industry." In History of Nigeria, 297–305. London: Routledge, 2023. http://dx.doi.org/10.4324/9781003363088-27.

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Labit, Anne. "Group Working at Volkswagen: An Issue for Negotiation between Trade Unions and Management." In Teamwork in the Automobile Industry, 395–411. London: Palgrave Macmillan UK, 1999. http://dx.doi.org/10.1007/978-1-349-14933-9_18.

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Clibborn, Stephen, Russell D. Lansbury, and Chris F. Wright. "Who Killed the Australian Automotive Industry: The Employers, Government or Trade Unions?" In New Frontiers of the Automobile Industry, 255–76. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-18881-8_10.

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Yee, Janice G. "A Brief History of U.S.-Canadian Trade Relations." In Determinants of Intra-Industry Trade, 9–21. New York: Routledge, 2021. http://dx.doi.org/10.4324/9781003249191-2.

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Ross, Duncan M. "The financing of industry and trade." In The History of Banking II, 1844-1959 Vol 8, 122–43. London: Routledge, 2024. http://dx.doi.org/10.4324/9781003547211-5.

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Moindi, Kennedy M. "Pre-colonial Economic Activities: Crafts, Industry, and Trade." In The Palgrave Handbook of Kenyan History, 85–96. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-09487-3_8.

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Ekberg, Espen, Even Lange, and Eivind Merok. "Building the Networks of Trade: Perspectives on Twentieth-Century Maritime History." In The World's Key Industry, 88–105. London: Palgrave Macmillan UK, 2012. http://dx.doi.org/10.1057/9781137003751_6.

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McNabb, David E. "Post-Revolutionary War Commerce and Trade." In A Comparative History of Commerce and Industry, Volume I, 215–27. New York: Palgrave Macmillan US, 2016. http://dx.doi.org/10.1057/9781137503268_13.

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McNabb, David E. "Commerce and Trade in Early Civilization." In A Comparative History of Commerce and Industry, Volume I, 7–20. New York: Palgrave Macmillan US, 2016. http://dx.doi.org/10.1057/9781137503268_2.

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McNabb, David E. "Commerce and Trade in Colonial America: 1609 to 1789." In A Comparative History of Commerce and Industry, Volume I, 201–14. New York: Palgrave Macmillan US, 2016. http://dx.doi.org/10.1057/9781137503268_12.

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Conference papers on the topic "Automobile industry and trade, history"

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Hirota, Keiko, and Kiyoyuki Minato. "Regional Trade and Emission Gas in Asian Automobile Industry." In 2001 Environmental Sustainability Conference & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2001. http://dx.doi.org/10.4271/2001-01-3761.

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Sesegma, Zhambalova. "MATERIALS OF THE OLHONIAN STEPPE DUMA ABOUT TRADE, INDUSTRY COVERAGE, COTTON AND CORRESPONDENCE IN BURYAT XIX V." In Archives in history. History in archives. Ottisk, 2018. http://dx.doi.org/10.32363/978-5-6041443-5-0-2018-28-36.

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Hartatik, Hartatik, Eko Herwanto, and Bambang S. W. Atmojo. "The Industry and Iron Trade on Barito Watershed in 17th-19th Century AD." In 9th Asbam International Conference (Archeology, History, & Culture In The Nature of Malay) (ASBAM 2021). Paris, France: Atlantis Press, 2022. http://dx.doi.org/10.2991/assehr.k.220408.007.

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Ayodele, Emmanuel, Oshogwe Akpogomeh, Freda Amuah, and Gloria Maduabuchi. "African Continental Free Trade Agreement: the Pros and Cons on the Oil and Gas Industry in Nigeria." In SPE Nigeria Annual International Conference and Exhibition. SPE, 2021. http://dx.doi.org/10.2118/207164-ms.

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Abstract Nigeria has oil and gas as her major source of revenue, accounting for more than 80% of her foreign exchange, with the AfCFTA, that has been signed and ratified not just by Nigeria but by other African countries taking away tariffs on goods and services produced across the continent irrespective of the market where it's been sold. The AfCFTA being the second largest free trade agreement in the history of World Trade Organization is aimed at uniting African markets. This paper aims to review the framework of the continental free trade agreement, it pros and cons, its grey area, and its impact on the Oil and Gas Industry in Nigeria. The impact of the agreement on the local industries servicing the oil and gas industry is considered as well. The paper reviews the possible advantage of the AfCFTA on the Nigerian oil and gas market. The possible threats to nationalization in the oil and gas industry due to the availability of cheap labour and technical expertise across the continent in the country is analyzed. Solutions to protect the oil and gas industry in Nigeria is recommended as well.
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Voronkova, D. "Comparative analysis of the topics of publications of the journal «Bulletin of Finance, Industry and Trade» for 1913 and 1917." In Historical research in the context of data science: Information resources, analytical methods and digital technologies. LLC MAKS Press, 2020. http://dx.doi.org/10.29003/m1785.978-5-317-06529-4/25-32.

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The reflection of the economic situation in 1913 and 1917 in the official press organ of the Ministry of Finance – «Bulletin of Finance, industry and trade» may be interesting to both historians and economists. The journal is a valuable source on a wide range of issues in Russian economic history. The article provides a comparative thematic analysis of the journal materials using quantitative methods. For this purpose, the author relies, among other things, on the quarterly “Systematic lists of articles” and the bibliographic database created at NSU in 2005. The best way to present changes in the priorities of the editorial policy of the journal is to refer to the quarterly dynamics of the topics of analytical articles and reports.
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Voronkova, D. "Comparative analysis of the topics of publications of the journal «Bulletin of Finance, Industry and Trade» for 1913 and 1917." In Historical research in the context of data science: Information resources, analytical methods and digital technologies. LLC MAKS Press, 2020. http://dx.doi.org/10.29003/m1785.978-5-317-06529-4/25-32.

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The reflection of the economic situation in 1913 and 1917 in the official press organ of the Ministry of Finance – «Bulletin of Finance, industry and trade» may be interesting to both historians and economists. The journal is a valuable source on a wide range of issues in Russian economic history. The article provides a comparative thematic analysis of the journal materials using quantitative methods. For this purpose, the author relies, among other things, on the quarterly “Systematic lists of articles” and the bibliographic database created at NSU in 2005. The best way to present changes in the priorities of the editorial policy of the journal is to refer to the quarterly dynamics of the topics of analytical articles and reports.
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Song, Kisun, Kyung Hak Choo, Jung-Hyun Kim, and Dimitri N. Mavris. "Aerodynamic Automobile Shape Optimization by Incorporating Reverse Shape Design Method With CFD Analysis." In ASME 2017 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/detc2017-67175.

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In modern automotive industry market, there have been a lot of state-of-art methodologies to perform a conceptual design of a car; functional methods and 3D scanning technology are widely used. Naturally, the issues frequently boiled down to a trade-off decision making problem between quality and cost. Besides, to incorporate the design method with advanced optimization methodologies such as design-of-experiments (DOE), surrogate modeling, how efficiently a method can morph or recreate a vehicle’s shape is crucial. This paper accomplishes an aerodynamic design optimization of rear shape of a sedan by incorporating a reverse shape design method (RSDM) with the aforementioned methodologies based on CFD analysis for aerodynamic drag reduction. RSDM reversely recovers a 3D geometry of a car from several 2D schematics. The backbone boundary lines of 2D schematic are identified and regressed by appropriate interpolation function and a 3D shape is yielded by a series of simple arithmetic calculations without losing the detail geometric features. Besides, RSDM can parametrize every geometric entity to efficiently manipulate the shape for application to design optimization studies. As the baseline, an Audi A6 is modeled by RSDM and explored through CFD analysis for model validation. Choosing six design variables around the rear shape, 77 design points are created to build neural networks. Finally, a significant amount of CD reduction is obtained and corresponding configuration is validated via CFD.
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Srivastava, Sakshi, and Chhavi Bajpai. "PLATFORM FOR ART MARKETPLACE UTILIZING BLOCKCHAIN TECHNOLOGY." In Computing for Sustainable Innovation: Shaping Tomorrow’s World. Innovative Research Publication, 2024. http://dx.doi.org/10.55524/csistw.2024.12.1.42.

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Blockchain is a new technology that has the power to transform international trade and build dependable connections inside multi-party networks of business. There are several real-world applications for blockchain technology. One particular sector where it fits very well with the way art forensics and transactions are carried out, monitored, and documented is the art industry. This inspires us to continue building the ArtChain platform in order to support the art industry. We introduce ArtChain, an integrated trade system built on blockchain technology, in this article. From bottom to top, it consists of the deployment scripts, the front end, the back end, the services, the smart contract, and the chain connection. To the best of our knowledge, this is Australia's first blockchain-enabled art trade platform. For the purpose of art asset registration, provenance, and traceability, it offers a transparent, privacy-preserving, and tamper-proof transaction history. Our unbiased examination and assessment demonstrate the applicability and usefulness of the ArtChain platform.
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Naess, Tore. "Kongsberg Gas Turbines Through Fifty Years: A Review of the Products and the History." In ASME Turbo Expo 2018: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/gt2018-75313.

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In 1964 Kongsberg Våpenfabrikk AS decided to develop a small gas turbine for power generation, primarily for stand-by and emergency power. The engine was called the KG2 and had a unique all radial rotor design which was to become the trade mark for the later Kongsberg designs. The onset of the oil exploration in the Norwegian sector of the North Sea in the 1970’s gave the new business an opportunity to qualify for continuous drive applications and to expand into the international oil- and gas industry. In the following years a larger engine, the KG5, was launched and a third engine program was initiated, but never completed. The gas turbine know-how that was established in Kongsberg in these years was of great significance to the overall Norwegian gas turbine competence environment and was a deciding factor when Dresser-Rand first partnered with and later, in 1987, acquired the business. Under the new ownership the company became able to offer compressor- and power generation packages based on large aero-derivative gas turbines and it was soon recognized as a significant supplier, both nationally and internationally. The present paper provides a review of some of the unique design features of the KG series of engines as well as some of the typical applications. It also describes the transformation of the company from a small industrial gas turbine supplier to the recognized supplier of large, compressor- and power generation packages for the oil and gas industry.
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Stankova, Mariya, and Maksym Dimitrov. "CONCEPTUAL FRAMEWORK FOR TOURISM DESTINATION COMPETITIVENESS IN THE FACE OF GLOBAL FUNCTIONAL TRANSFORMATION." In TOURISM AND CONNECTIVITY 2020. University publishing house "Science and Economics", University of Economics - Varna, 2020. http://dx.doi.org/10.36997/tc2020.165.

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Tourism is among the industries that record globally, the most rapid rate of development. Being a highly dynamic sector, modern tourism forms the third largest volume in international trade operations, after the oil and automobile industries. It is distinguished by its vulnerability to external economic, political and nature factors, but also by its great flexibility in relation to the ongoing transformation processes. In this dynamic and changing environment, the tourism industry and tourist destinations are exposed to the global competition pressure. Regarding to that, this paper explores the role of possible approaches to the destination management for improving the whole process of competitiveness increase, with accent on the cluster concept. The results show that in the frame of common approach in the management of tourist destination, when developing a model for approving its success and competitiveness, a modification on clusters' approach is purposeful to adapt.
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Reports on the topic "Automobile industry and trade, history"

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Berry, Steven, Vittorio Grilli, and F. Lopez-de-Silanes. The Automobile Industry and The Mexico-Us Free Trade Agreement. Cambridge, MA: National Bureau of Economic Research, August 1992. http://dx.doi.org/10.3386/w4152.

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Russo, Margherita, Fabrizio Alboni, Jorge Carreto Sanginés, Manlio De Domenico, Giuseppe Mangioni, Simone Righi, and Annamaria Simonazzi. The Changing Shape of the World Automobile Industry: A Multilayer Network Analysis of International Trade in Components and Parts. Institute for New Economic Thinking Working Paper Series, January 2022. http://dx.doi.org/10.36687/inetwp173.

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In 2018, after 25 years of the North America Trade Agreement (NAFTA), the United States requested new rules which, among other requirements, increased the regional con-tent in the production of automotive components and parts traded between the three part-ner countries, United States, Canada and Mexico. Signed by all three countries, the new trade agreement, USMCA, is to go into force in 2022. Nonetheless, after the 2020 Presi-dential election, the new treaty's future is under discussion, and its impact on the automo-tive industry is not entirely defined. Another significant shift in this industry – the acceler-ated rise of electric vehicles – also occurred in 2020: while the COVID-19 pandemic largely halted most plants in the automotive value chain all over the world, at the reopen-ing, the tide is now running against internal combustion engine vehicles, at least in the an-nouncements and in some large investments planned in Europe, Asia and the US. The definition of the pre-pandemic situation is a very helpful starting point for the analysis of the possible repercussions of the technological and geo-political transition, which has been accelerated by the epidemic, on geographical clusters and sectorial special-isations of the main regions and countries. This paper analyses the trade networks emerg-ing in the past 25 years in a new analytical framework. In the economic literature on inter-national trade, the study of the automotive global value chains has been addressed by us-ing network analysis, focusing on the centrality of geographical regions and countries while largely overlooking the contribution of countries' bilateral trading in components and parts as structuring forces of the subnetwork of countries and their specific position in the overall trade network. The paper focuses on such subnetworks as meso-level structures emerging in trade network over the last 25 years. Using the Infomap multilayer clustering algorithm, we are able to identify clusters of countries and their specific trades in the automotive internation-al trade network and to highlight the relative importance of each cluster, the interconnec-tions between them, and the contribution of countries and of components and parts in the clusters. We draw the data from the UN Comtrade database of directed export and import flows of 30 automotive components and parts among 42 countries (accounting for 98% of world trade flows of those items). The paper highlights the changes that occurred over 25 years in the geography of the trade relations, with particular with regard to denser and more hierarchical network gener-ated by Germany’s trade relations within EU countries and by the US preferential trade agreements with Canada and Mexico, and the upsurge of China. With a similar overall va-riety of traded components and parts within the main clusters (dominated respectively by Germany, US and Japan-China), the Infomap multilayer analysis singles out which com-ponents and parts determined the relative positions of countries in the various clusters and the changes over time in the relative positions of countries and their specialisations in mul-tilateral trades. Connections between clusters increase over time, while the relative im-portance of the main clusters and of some individual countries change significantly. The focus on US and Mexico and on Germany and Central Eastern European countries (Czech Republic, Hungary, Poland, Slovakia) will drive the comparative analysis.
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The Competitive Advantage of Nations: A Successful Experience, Realigning the Strategy to Transform the Economic and Social Development of the Basque Country. Universidad de Deusto, 2015. http://dx.doi.org/10.18543/xiqr3861.

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Why do the new economy and welfare societies recommend a new station on the long journey towards competitiveness initiated within the framework of “The Competitive Advantage of Nations”, published as long as 25 years ago? A little more than twenty-five years ago, the Basque Country decided to equip itself with its own development strategy, undertaking to meet the challenge of designing its own future. The Basque Country aspired to give itself the maximum degree of self-government as a nation without a State, following its release from a long dictatorship which had plunged it into autarchy and isolation from the Western democracies around it, limiting its ability and responsibility to shape its own destiny and to offer its Society the highest standards of welfare, facing one of the greatest economic, political and social crises of its history and suffering from the ravages of terrorism within an economy castigated by soaring unemployment above 25%, a drop in its GDP, the fall, like dominoes, of its key industrial sectors, locked into the monoculture of the steel and metal working industry, outside the Europe which was being constructed by the then Economic Community of the Six, marginalized as a peripheral area from the future axis and development of the so-called “blue banana” of the London-Milan backbone and with an incipient and inexperienced administration, full of youth and enthusiasm, and a business world undergoing conversion, learning to live with a trade union phenomenon that the former dictatorship had bypassed. Faced with this complex and exciting challenge, those of us who had the privilege of addressing the aforementioned proposal, interpreting (by means of our analyses, as well as the wish to make our desires and dreams come true) the main keys to explain the state of the world economy, the main trends of change and their foreseeable impact on the Basque economy (“What the world economy taught us”), began the task of defining what we call “A strategy for the modernization and internationalization of our economy and our Country” trying to give some meaning to the role expected of the new players (States, city-regions, provinces, etc.), a role in which our small Country, with features of a City-Region, a sub-national entity, an invertebrate area on the two sides of the Pyrenees, could assume the figure of co-protagonist and provide society with a prosperous future. We also needed the framework and tools desirable for tackling the success strategy. We identified the gap between the needs that would be generated by the new paradigms and the tools offered by the existing political-economic framework (contents, skills, potential developments), accompanied by our own Country-strategy, with special emphasis on the initiatives, factors and critical vectors our society would demand and its aspirations for well-being and development. Within this context, the Basque Government approached Michael E. Porter, his ideas and concepts of the moment, and we began a collaborative process (which lasts until this day), constructing much more than our “Competitive Advantage of the Basque Country” in a thrilling and unfinished “Journey towards Competitiveness and Prosperity”. The Basque Country enjoys the privilege of having been the first nation to apply, in a strategic and comprehensive manner, the concepts which, a few years later, came to light in the prestigious publication we celebrate today, titled “The Competitive Advantage of Nations”, which has inspired the design of numerous policies and strategies throughout the world, which has brought about a proliferation of followers, which has trained instructors and which has generated a large number of new researchers and academics, new policy makers, new instruments for competitiveness and extraordinary levels of prosperity throughout the world. Since then, we have shared our own particular project which, alive and changing, responds to the new economic and social challenges and conflicts by constructing and applying a Country strategy with distinctive achievements and results beyond our economic environment. It lies within the conceptual framework inspired by the complementary tripod of Michael E. Porter's conceptual movement in his Competitive Advantage (Competitiveness, Shared Value Initiative and Social Progress) and our contributions learned from day to day in keeping with our vocation, identity, will and commitment. It is a never-ending process based on a model and a way of understanding the former pledge to give ourselves a single strategy designed by and for people.
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