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Economic growth and industrial development in China over the last decade has been of great interest to industrialists, academics and policy-makers alike. In case of the Chinese automotive industry, studies have noted the complex structure of the industry, dominated by a range of joint ventures between domestic and foreign manufacturers; the potenti...
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... ABD'den farklı olarak Fransa'da otomotiv sanayisinin Paris çev resinde toplanmasında (Tümertekin,1969), Japonya'da da özel likle TokyoNagoya kıyı kuşağı boyunca belirgin bir yoğunluk kazanmasında (Timor, 2004) ağırlıklı olarak ulaşım ve pazar ko şullarının elverişli olması belirleyici etken olmuştur. Öte yandan, son yıllarda büyük bir ekonomik kalkınma süreci içine giren Çin'de ise özellikle 1990'lardan sonra hükümetin yabancı oto motiv yatırımlarını çekmek için uyguladığı çeşitli teşviklerin et kisiyle" Çin" küresel otomotiv kuruluşlarının ilgisini çekmiş (Holweg, 2005) ve ülkenin bilhassa denizle bağlantılı kıyı lokas yonlarında (özellikle ülkenin kuzeydoğu kesimi) otomotiv sana yisi önemli bir yoğunluk göstermiştir. ...
Bu çalışmanın amacı, Türkiye’de otomotiv sanayisinin kuruluş ve işleyişinde etkili olan faktörleri incelemektir. Çalışmada, Türkiye sanayi coğrafyası içerisinde kümelenmeye sahne olan otomotiv sanayi faaliyetlerinin yer seçiminde, otomotiv şirketlerin onlarca farklı faktörü göz önünde bulundurarak nihai kuruluş yer seçim kararı verdikleri ortaya konulmaya çalışılmıştır. Ağırlıklı olarak Marmara Bölgesinde konumlanan otomotiv sanayi faaliyetleri, kısmen Ege, Akdeniz ve İç Anadolu bölgelerinde yer almaktadır. 1950’li yılların ikinci yarısından itibaren montaja dayalı motorlu araç üretimiyle başlayan faaliyetler, başlangıçta eskiden beri köklü bir sanayi tabanına sahip olan İstanbul’da yoğunlaşırken (1955-1970), 1970’lerden itibaren Bursa’da, 1980’lerde ülkenin iç kesimlerinde (Aksaray, Eskişehir, Ankara, Adana) ve 1990’lardan sonra ise daha çok Kocaeli ve Sakarya gibi kıyıyla bağlantılı yerlerde yayılım göstermiştir. Otomobil fabrikaları, Bursa, Sakarya ve Kocaeli gibi kıyıyla bağlantılı lokasyonlarda, hafif ve ağır ticari araç fabrikaları ise daha çok iç bölgelerde yer almışlardır. Otomotiv sanayisi pazar odaklı bir sanayi kolu olduğu için, fabrikalar genellikle ihracat limanlarına bağlanan işlek ve gelişmiş karayollarının yakınlarında kurulmuşlardır. Günümüzde montaja dayalı üretimden uzaklaşarak küresel ölçekte üretim yapacak düzeye erişen otomotiv sanayi faaliyetlerinin ülke genelinde bu şekilde bir mekânsal dağılış düzeni kazanmasında çeşitli faktörlerin etkisi bulunmaktadır. Bu faktörleri pazar, ulaşım, hammadde, sermaye, işgücü, enerji, devlet politikaları ve kişisel kararlar şeklinde sıralamak mümkündür.Türkiye’de otomotiv kuruluşlarının lokasyon seçimi üzerinde her faktörün önemi görece olarak birbirinden farklı olmuştur. Bir motorlu araç fabrikası için nihai karar verilirken onlarca bireysel kararın bileşik bir sonucu olarak alınmıştır .Makalede, otomotiv sanayi kuruluşlarına özgü hazırlanan sanayi anketleri, arazi çalışmaları ve fabrika gezileri yapılarak Türkiye’de otomotiv sanayisinin kuruluş ve işleyişinde etkili olan faktörler belirlenmeye çalışılmıştır. Ayrıca, tematik haritaların hazırlanmasında, ArcGIS 10.4.1 programından faydalanmıştır.
... As a result of the reduced size of the low-end, firms had less pressure to innovate for the local market. Foreign partners in the JVs transferred the skills necessary to improve capabilities in the supply chain (Thun, 2006) and improve the operations of the assembly plants (Nam, 2010), but the foreign partners had little incentive to transfer the design skills that were needed to design new models (Holweg et al., 2005;Thun, 2006;Nam, 2010). Domestic partners were also complacent. ...
While emerging markets are widely seen as a favorable environment for cost innovation, the existing literature has difficulty explaining why in some cases cost innovation provides a solid foundation for upgrading but in other cases it does not. This paper focuses on how different market segments (low-, medium-, and high-end) within an industrial sector each play a unique role in the development process, and how the absence of any segment may inhibit the upward trajectory of emerging market firms. The low-end offers new entrants “natural” protection from foreign firms with higher cost structures, and allows local firms to cultivate their capabilities, engage in cost innovation, and gain scale. The high-end is dominated by foreign firms that have better access to human resources, capital and technology. The middle segment is a crucial pathway for the development of new capabilities because it forces foreign and local firms to combine and re-combine their respective resources in new ways so as to achieve the exact ratio of price and quality demanded by “value for money” customers. Because market segmentation is shaped by a range of state policies that affect both the demand- and the supply-side, the state may inadvertently restrict the growth of segments that contribute crucial ingredients to the process of capability-building, and adversely affect upgrading outcomes.
... Há inúmeros trabalhos internacionais sobre o desenvolvimento da indústria automobilística asiática em especial, a chinesa (HE, 2008;WANG, 2009;HOLWEG;LUO;OLIVER, 2005;NAM, 2010). Estes trabalhos mostram uma interação quanto a transferência de tecnologia de empresas transnacionais as empresas locais. ...
... Há inúmeros trabalhos internacionais sobre o desenvolvimento da indústria automobilística asiática em especial, a chinesa (HE, 2008;WANG, 2009;HOLWEG;LUO;OLIVER, 2005;NAM, 2010). Estes trabalhos mostram uma interação quanto a transferência de tecnologia de empresas transnacionais as empresas locais. ...
... Há inúmeros trabalhos internacionais sobre o desenvolvimento da indústria automobilística asiática em especial, a chinesa (HE, 2008;WANG, 2009;HOLWEG;LUO;OLIVER, 2005;NAM, 2010). Estes trabalhos mostram uma interação quanto a transferência de tecnologia de empresas transnacionais as empresas locais. ...
... This constituted grounds for obtaining state support for its further development. The main problem at that time was to find strategic partners for further expansion, improvement of the quality of the vehicles manufactured in China, and growth in the productivity level in Chinese factories [Holweg, 2005]. In 2008, during the world financial crisis, China – and many other countries – experienced recession as regards the automotive industry. ...
... In 1987, China officially adopted an import substitution policy. Foreign companies were allowed to enter the Chinese market, but only if they formed joint ventures (JVs) with a limited number of state-owned domestic companies (Li, 2009;Holweg, Luo, & Oliver, 2005), as the Chinese government hoped to create national champions with high economies of scale by restricting entry to the market (Thun, 2004(Thun, , 2006. High tariffs were imposed on imported vehicles, thus stimulating domestic production. ...
This article explores how the institutional context, including central and local governments, has co-evolved with business in relation to small cars and sustainability. This is a very relevant issue for business and society in view of the environmental implications of the rapidly growing vehicle fleet in China, the economic importance attached to this pillar industry by the government, and citizen interest in owning and driving increasingly larger cars. The interactions between different levels of government, and with business (both domestic and foreign-invested) in countries with a large role for the state is a novel area of study in the business-society area and a complex one given the multitude of objectives and interests involved in industry competitiveness, economic development, energy security and sustainability. The article shows that the central government has adopted policies to further the production and use of small cars, which it perceives as serving environmental, economic and social goals. Concurrently, however, many local governments imposed restrictions on small cars and have, implicitly or explicitly, favored larger cars. There seems to be a clear linkage to municipal ownership of those domestic automobile companies which, via joint ventures with foreign firms, focused more on larger cars. By adopting a co-evolutionary approach focused on macro-level interactions, the case helps to shed some more light on concrete sustainability challenges, and broader on government-business interactions in a highly institutionalized setting, contributing insights on issues that have remained underexposed in business and society research.
... Likewise, in Central and Eastern European transition economies, MNEs became dominant in the auto industry after privatization (Van Tulder & Ruigrok, 1998). An exception is China, where several strong state-owned auto manufacturers and components groups have emerged , owing to active government promotion, protection and policymaking (Holweg, Luo, & Oliver, 2009). In India, even before broad-based economic liberalization began in 1991, India's centrally planned economy comprised a large private sector with several characteristics of a market economy. ...
Market liberalization in emerging-market economies and the entry of multinational firms spur significant changes to the industry/institutional environment faced by domestic firms. Prior studies have described how such changes tend to be disruptive to the relatively backward domestic firms, and negatively affect their performance and survival prospects. In this paper, we study how domestic supplier firms may adapt and continue to perform, as market liberalization progresses, through catch-up strategies aimed at integrating with
the industry’s global value chain. Drawing on internalization theory and the literatures on upgrading and catch-up processes, learning and relational networks, we hypothesize that, for continued performance, domestic supplier firms need to adapt their strategies from catching up initially through technology licensing/collaborations and joint ventures with multinational enterprises (MNEs) to also developing strong customer relationships with downstream firms (especially MNEs). Further, we propose that successful
catch-up through these two strategies lays the foundation for a strategy of knowledge creation during the integration of domestic industry with the global value chain. Our analysis of data from the auto components industry in India during the period 1992–2002, that is, the decade since liberalization began in 1991, offers support for our hypotheses.
... Likewise, in Central and Eastern European transition economies, MNEs became dominant in the auto industry after privatization (Van Tulder & Ruigrok, 1998). An exception is China, where several strong state-owned auto manufacturers and components groups have emerged , owing to active government promotion, protection and policymaking (Holweg, Luo, & Oliver, 2009). In India, even before broad-based economic liberalization began in 1991, India's centrally planned economy comprised a large private sector with several characteristics of a market economy. ...
Market liberalization in emerging-market economies and the entry of multinational firms spur significant changes to the industry/institutional environment faced by domestic firms. Prior studies have described how such changes tend to be disruptive to the relatively backward domestic firms, and negatively affect their performance and survival prospects. In this paper, we study how domestic supplier firms may adapt and continue to perform, as market liberalization progresses, through catch-up strategies aimed at integrating with the industry's global value chain. Drawing on internalization theory and the literatures on upgrading and catch-up processes, learning and relational networks, we hypothesize that, for continued performance, domestic supplier firms need to adapt their strategies from catching up initially through technology licensing/collaborations and joint ventures with multinational enterprises (MNEs) to also developing strong customer relationships with downstream firms (especially MNEs). Further, we propose that successful catch-up through these two strategies lays the foundation for a strategy of knowledge creation during the integration of domestic industry with the global value chain. Our analysis of data from the auto components industry in India during the period 1992–2002, that is, the decade since liberalization began in 1991, offers support for our hypotheses.
... Other relevant location factors: nearshore location for ASC (Northwestern part of Romania -Siebenbuergen); cultural proximity through ancestors of early German settlers (12 th century); 'German' institutions: German consulate, mayor from German minority ('Transylvanian saxxons'), German business club, perceived " German working mentality " Degree of sophistication of field practices and institutions: Relatively low; no experience with higher-skilled offshore investments in general and engineering in particular; university curricula outdated, most graduates leave after graduating ASC's position at time of entry: Powerful pioneer investor; important role model for followers from Germany in particular Size: Large city, high number of competitors at time of entry Supply of Engineers: several technical universities with specialized faculties, German language courses (Est. number of S&E students enrolled at top three schools: >50,000) Other relevant location factors: one of China's big automotive clusters, beside Changchun, and Guangzhou (see also HOLWEG et al., 2004; LIU and DICKEN, 2006). Headquarters of major automotive OEMs, hotspot location, attractive place for engineers and expatriates, available suppliers and headhunters Degree of sophistication of field practices and institutions: Relatively high; many years of experience with higher-skilled offshore investments in general and engineering in particular; local institutions (e.g. ...
This article examines how multinational corporations (MNCs) shape institutional conditions in emerging economies to secure access to high-skilled, yet lower-cost science and engineering talent. Based on two in-depth case studies of engineering offshoring projects of German automotive suppliers in Romania and China we analyze how MNCs engage in ‘active embedding’ by aligning local institutional conditions with global offshoring strategies and operational needs. MNCs thereby contribute to the structuration of field relations and practices of sourcing knowledge-intensive work from globally dispersed locations. Our findings stress the importance of institutional processes across geographic boundaries that regulate and get shaped by MNC activities.
... Those young tigers mostly entered the automotive market after 1997 when the ban on In addition, the "young tigers" are dedicated to expanding internationally (Luo, 2005a Luo and Oliver, 2005). And it seems that the function of most of these R&D centres is to act as showcases of compliance with governmental policies. ...
... For the capitalintensive automotive industry, capacity utilization is a vital performance measure, and very sensitive for determining companies' financial turnouts (Holweg and Pil, 2004). As shown in Table 3.4, the capacity utilization in the entire industry is around only 50~60%, far below the average utilization in the Western automotive industry around 80% (Holweg, Luo and Oliver, 2005). And the capacity utilization rate of the ambitious expanding young tigers is incredibly as low as 20%. ...
... And the capacity utilization rate of the ambitious expanding young tigers is incredibly as low as 20%. Source: Matthias, Luo and Oliver (2005) However, most manufacturers are still increasing their facilities in China. Perhaps from their views, the sustainable growth prospect outweighs the short-term adverse financial implications of overcapacity. ...
Governmental industrial policies have great influence on industrial performances and development trajectories. The infant industry theory has been the dominating theoretical foundation of the industrial policies in developing countries to protect and foster their immature industries. However, the successful application of infant industry theory is subject to many conditions, such as the economic and political environment in a specific country. In this thesis, the case of China's automotive industry under strong industrial policies is used to demonstrate the complex dynamics between policies and industrial development, as well as the interactions between government and industry. Especially, the key factors that determine the success or failure of the infant industry theory are the research focus. The overall industrial characteristics of China's automotive industry were overviewed. The industry was protected and fostered in the past two decades with a few policy options, such as trade barriers, joint venture regulation, local content rule, industrial entry limit and etc. However, the indigenous industry became highly fragmented, still lacks independent technological capabilities, and relies on the international automakers which have gradually dominated the passenger car market in China over the time of protection. Systematic causal analyses are conducted to explore the essential reasons for the distorted policy impacts on industrial evolution. The results indicate the regionalism and departmentalism in China's government system led to the fragmentation, and the "regulatory capture" between the government and state-owned enterprises is the major reason for the oligopoly of joint ventures and the industry-wide lack of active capability development. The uniqueness of the strong governmental ownership in the market players in the Chinese automotive industry determined the failure of the application of infant industry theory. A further crosscountry comparative analysis also supports these major findings. A few policy recommendations, including ownership reform of state-owned enterprises, centralization of industrial management and etc., are proposed at the end of the thesis.
... Those young tigers mostly entered the automotive market after 1997 when the ban on In addition, the "young tigers" are dedicated to expanding internationally (Luo, 2005a Luo and Oliver, 2005). And it seems that the function of most of these R&D centres is to act as showcases of compliance with governmental policies. ...
... For the capitalintensive automotive industry, capacity utilization is a vital performance measure, and very sensitive for determining companies' financial turnouts (Holweg and Pil, 2004). As shown in Table 3.4, the capacity utilization in the entire industry is around only 50~60%, far below the average utilization in the Western automotive industry around 80% (Holweg, Luo and Oliver, 2005). And the capacity utilization rate of the ambitious expanding young tigers is incredibly as low as 20%. ...
... And the capacity utilization rate of the ambitious expanding young tigers is incredibly as low as 20%. Source: Matthias, Luo and Oliver (2005) However, most manufacturers are still increasing their facilities in China. Perhaps from their views, the sustainable growth prospect outweighs the short-term adverse financial implications of overcapacity. ...
Governmental industrial policies have great influence on industrial performances and evelopment trajectories. The infant industry theory has been the dominating theoretical foundation of the industrial policies in developing countries to protect and foster their immature industries. However, the successful application of infant industry theory is subject to many conditions, such as the economic and political environment in a specific country.In this thesis, the case of China’s automotive industry under strong industrial policies is used to demonstrate the complex dynamics between policies and industrial development, as well as the interactions between government and industry. Especially, the key factors that determine the success or failure of the infant industry theory are the research focus.The overall industrial characteristics of China’s automotive industry were overviewed. The industry was protected and fostered in the past two decades with a few policy options, such as trade barriers, joint venture regulation, local content rule, industrial entry limit and etc. However, the indigenous industry became highly fragmented, still lacks independent technological capabilities, and relies on the international automakers which have gradually dominated the passenger car market in China over the time of protection.Systematic causal analyses are conducted to explore the essential reasons for the distorted policy impacts on industrial evolution. The results indicate the regionalism and departmentalism in China’s government system led to the fragmentation, and the “regulatory capture” between the government and state-owned enterprises is the major reason for the oligopoly of joint ventures and the industry-wide lack of active capability development. The uniqueness of the strong governmental ownership in the market players in the Chinese automotive industry determined the failure of the application of infant industry theory. A further cross-country comparative analysis also supports these major findings.A few policy recommendations, including ownership reform of state-owned enterprises, centralization of industrial management and etc., are proposed at the end of the thesis.
