Modernizing Maritimes Motorsport: Creating Atlantic Motorsport Park, 1959-1979

Governments in developing countries continue actively to promote the auto industry. However, the benefits derived from this industry are changing as a result of global restructuring. The key relationships in the auto industry are between the major assemblers and a small number of first-tier suppliers with global reach. The latter are increasingly responsible for designing and delivering component systems and sub-assemblies at multiple locations around the world. This restructuring has direct consequences for auto component manufacturers in developing countries. This paper examines the extent to which the practices of standardisation of vehicle designs across countries and the use of the same supplier across many markets are being applied in these countries. It examines the consequences of this change for the auto components industries of Brazil and India.

This study exposes the human side of the decline of the U.S. auto industry, tracing the experiences of two key groups of General Motors workers: those who took a cash buyout and left the factory, and those who remained and felt the effects of new technology and other workplace changes. Milkman's extensive interviews and surveys of workers from the Linden, New Jersey, GM plant reveal their profound hatred for the factory regime - a longstanding discontent made worse by the decline of the auto workers' union in the 1980s. One of the leading social historians of the auto industry, Ruth Milkman moves between changes in the wider industry and those in the Linden plant, bringing both a workers' perspective and a historical perspective to the study. Milkman finds that, contrary to the assumption in much of the literature on deindustrialization, the Linden buyout-takers express no nostalgia for the high-paying manufacturing jobs they left behind. Given the chance to make a new start in the late 1980s, they were eager to leave the plant with its authoritarian, prison-like conditions, and few have any regrets about their decision five years later. Despite the fact that the factory was retooled for robotics and that the management hoped to introduce a new participatory system of industrial relations, workers who remained express much less satisfaction with their lives and jobs. Milkman is adamant about allowing the workers to speak for themselves, and their hopes, frustrations, and insights add fresh and powerful perspectives to a debate that is often carried out over the heads of those whose lives are most affected by changes in the industry.

This paper employs an embeddedness approach to study the restructuring and spatial change of China's auto industry since the 1980s. The two major dynamics behind these processes are discussed in detail: (1) institutional reform, which has resulted in a mixed regulation mechanism composed of both market competition and legacies of the past command economy, and which has also allowed more freedom in the decisionmaking of indigenous auto firms, and (2) globalization of production in terms of a huge inflow of foreign direct investment (FDI), mainly in the form of joint ventures. As a result, a new geography of the industry has emerged, with clear features of decentralization of production and a shift of production toward the coastal region. The paper concludes that the gradual institutional reform in China has led to a ‘path-dependent’ development of its auto industry and that auto-producing FDI has been deeply embedded in the Chinese institutional environment. This involvement in China's auto production can be aptly described as ‘embedded globalization.’

Plastics have transformed the automotive industry, contributing substantially to automobile design, weight reduction, fuel efficiency, safety, and sustainability. This review paper examines the applications of plastics in the automotive sector, evaluates the present trends, and describes the future plastic consumption possibilities, emphasizing emerging technology and sustainable practices. The paper delineates how plastics have become an essential component of automotive innovation and illustrates the possibilities for additional breakthroughs in this dynamic industry.Highlights Advances in plastics, bioplastics, and smart materials in the auto industry. Plastic role in design, safety, and sustainability in the auto industry. Recycling and the circular economy of plastics in the auto industry. Collaboration of stakeholders to drive change in the auto industry.

Strategically managing industry change is a pervasive challenge for firms and can have profound implications on firm performance, even survival. This paper asks whether a firm’s cognitive diversity increases or decreases its responsiveness to industry change. I contend that this relationship is nuanced and depends on the mode of investment. I argue that a firm’s internal research and corporate venture capital related to a focal emerging technology should increase with greater cognitive diversity regarding the technology, consistent with a learning perspective. In contrast, I hypothesize that acquisitions associated with an emerging technology should decrease with greater cognitive diversity, consistent with a political perspective. I explore these arguments within the setting of the global automotive industry between 1990 – 2020, a period characterized by significant industry change associated with the electrification of powertrains, autonomation of driving, connectivity of vehicles, and shared mobility. Utilizing a novel dataset of over 3.2 million automotive industry-related quotes as well as investment and patent activity of 56 major automobile manufacturers during this period, I find robust support for my theory. The study offers a novel account of how cognition within the firm may influence firm-level strategic decisions across firms over different stages of industry change.

Of course Dr. Evans is correct in stating that behavior influences crash risk. In our article we made clear that our estimates of risk include how well a vehicle/driver combination avoids a crash, as well as how crashworthy a vehicle (and robust a driver) is once a crash occurs. We also analyzed two variables that can account for behavior: the fraction of all fatalities that are young men, and a driver rating that combines information about the current crash (drug or alcohol involvement, driving without a license, or reckless driving) as well as the operator's driving record for the previous three years. For example, the high risks of sports cars, and the low risks of minivans, are clearly influenced by who drives these types of vehicles (36 percent young males and 0.77 bad rating for sports cars, vs. 4 percent and 0.21 for minivans; the average values for all types of cars are 20 percent and 0.50). On the other hand, we were surprised to find that the imported luxury cars, with the lowest risks, have only average drivers (21 percent young males, 0.57 bad rating). That is the basis for our conclusion that the design of imported luxury vehicles, or at least specific safety features on them, overcome risky behavior taken by their drivers. The safety of vehicles has greatly improved over the years. In our studies we have found several examples of models that greatly reduced their risks over time; for example, the Ford Focus has a much better risk to its drivers (118) than the Ford Escort it replaced (148). Our data indicate that more young males drive the Focus (21 percent) than the Escort (15 percent), and that Focus drivers are perhaps slightly more risky (0.50 vs. 0.44 bad rating). Clearly vehicle design does not play as small a role in vehicle safety as Dr. Evans suggests. Dr. Evans asserts that we ignore single-vehicle crashes and that simple physics dictates that vehicle mass provides safety in single-vehicle crashes. By itself, additional vehicle mass does provide some protection from rapid deceleration in crashes with a movable object, particularly for an unbelted occupant. However, when it comes to vehicle safety, our research by vehicle model indicates that there is essentially no relationship between car mass and risk, even in frontal crashes. In his own papers, Dr. Evans appears to admit that it is not clear whether mass, or size (specifically crush space) is inherent to vehicle safety. Additional research indicates that it is not size per se that protects in two-vehicle crashes, but how well the stiff structures on the vehicles are aligned. The auto manufacturing industry has voluntarily made design changes to their pickup trucks to increase the likelihood that truck and car bumpers will interact in a frontal crash, reducing the aggressivity of pickup trucks in recent years. Regarding the differences in experiences between the U.S. and other countries, it is important to keep in mind that the U.S. vehicle fleet is fairly unique; about half of U.S. vehicles are light duty trucks (pickups, SUVs and minivans), which many studies have shown are dangerous to other road users.

Suzy Frisch looks at health in the bankrupt city The saying about Detroit goes, “When the nation catches a cold, Detroit gets pneumonia.” Battered by the turbulent US automotive industry,...

Solutions to environmental problems associated with human endeavor are generally interconnected with many factors, including technological and economic constraints - often requiring a systems engineering approach. To create a culture for change in industry, students must begin to understand how to assess the tradeoffs among economic, technical, and environmental factors if they are to become socially, as well as fiscally, responsible designers and leaders. Because of their unique learning style and technology expertise, the ldquomillennial generationrdquo will bring significant learning and teaching challenges to the classroom. This project brings the growing concerns of environmental awareness and diverse learning styles together in an innovative learning model to educate future engineering leaders. This research will explore the extent to which students increase their understanding of complex tradeoffs among environmental, economic, and technological issues in the auto industry through repeated play of a collaborative cross disciplinary computer game.

Jane Jenkins laughed when she related that childʼs remark to me. As a history professor, she is now in her element in the classroom. But as a college student herself, she had been equally at home behind the wheel of a Datsun 240Z, hurling the car through a twisty slalom course. In 1986 she was the Saskatoon Sports Car Clubʼs Rookie of the Year in auto slalom racing. Professor Jenkins was not the only or the fi rst woman to race a car in Canada. Many Canadian women have been involved in all aspects of auto sport since the dawn of the twentieth century. That said, relative to men, few of them competed and none have yet made it to the top: Indy Car or Formula One. So that childʼs reaction to Jane as “racer” was understandable and common. Our society does not naturally assume that women do car racing. Likewise, the scholarly and popular literature on women in sport is extensive, but there is little on their role in auto sport. Why, then, is it so hard to conjure up the image of the female racer? Because, like the so-called mainstream stick and ball sports, auto sport is overwhelmingly a male activity, played by men and almost exclusively run by men. Until very recently, all of its “superstars” have been men. The primary audience is young men, and the sponsors (automakers, breweries, and tobacco companies, for example) tailor their advertising to appeal to that market. And above all, auto sport uses the quintessentially male technology: the car. Sports cars, in particular, have been promoted as “toys for boys.” In short, “Itʼs a guy thing.” In that respect, it differs little from other sports. Still, to leave the story at that would be a “double fault.” First, the social portrait of the sport would be incomplete. Second, and more important, it would not do justice to the many women who refused to be constrained by prevailing attitudes and who successfully broke into what was otherwise an exclusively male activity. The historical record makes an important point: that women have competed—and excelled—at all levels and

The purpose of the paper is to analyse the nature and patterns of adoption of Advanced Manufacturing Technologies (AMTs) in the Indian auto components industry in light of the policy changes in India and changes in world automotive industry. We empirically investigate the determinants of AMT adoption in order to tease out the parameters of technological change. The process of technology diffusion is dynamic and appears to have been driven by an apparent objective of steering the industry in the direction of an innovation-driven industry. The evolution of the industry in the light of these is discussed and relevant policy implications are spelled out in the paper.

Based on the provincial panel data of Chinese 29 provinces of auto industry from 1993 to 2007, I studied the cause of factor intensity change of auto industry. I find that the relative price between capital and labor cannot affect factor intensity significantly; in different stages, the increase of per capita GDP and the decrease of percent of state-owned property will lead to industry capital labor ratio to rise; the increase of industrial concentration can promote capital labor ratio; the technical progress of Chinese auto industry is labor-saving, which can raise the capital labor ratio.

- Offers a completely new, big picture look at what causes whole industries to change - Shows how this concept can be applied in any industry to unleash creativity and create dramatic improvements - Demonstrates that many of the most important breakthroughs of the past 200 years resulted from applying this concept The Pebble and the Avalanche shows how the Internet, the auto industry, music downloading, and other rapidly evolving industries are all connected by the same dynamic -- disaggregation. Moshe Yudkowsky shows why this dynamic is crucial to survival in the 21st century marketplace, and how you can use it to bring about change in your industry. Disaggregation means taking things apart -- for example, the break-up of ATT digital photographs don't require paper; and digital movies don't need film -- has enabled millions of people to create and share their work (and others') far more easily than ever before, with enormous implications. Think of this process as an avalanche: at the top of a mountain, rocks are jammed together in a solid mass. Pry some of these rocks loose and you will unleash a tremendous outpouring of energy that sweeps everything from its path. The same thing happens in technology: with the right innovation, you can pry the pieces of technology apart and unleash an outpouring of powerful ideas that shake apart whole industries. Yudkowsky details exactly how disaggregation works, describing five different ways of taking things apart, and the many ways it can be used to generate new innovations. The Pebble and the Avalanche provides strategies for successfully adapting to a disaggregation revolution, and points towards the future, identifying several industries that are about to be completely transformed by disaggregation.

With the development of the global economy and the improvement of the technology level, the integration of information technology and the manufacturing industry has accelerated. The global manufacturing sector is moving in major directions as a result of digitalization, networking, and intelligence. The auto industry is also innovating, and artificial intelligence and new energy have accelerated the innovation and change of the auto industry. How automotive companies can improve their profitability and gain advantages in the competition during the transition period has become a key issue. This paper takes Volkswagen (VW) Group as the research object and analyzes its relevant indicators in FY2022, and also selects enterprises in the same industry for comparison. The current financial situation of VW Group is analyzed in terms of solvency, operating capacity, and profitability. The financial indicators such as total debt ratio, profit margin, total asset turnover ratio, and return on equity are used to make a comprehensive assessment of VW Group's financial status. With the gradual diversification of corporate sales revenue, revenue measurement, and recognition have become more complex. This paper also accounts for elements such as revenue and intangible assets of VW Group to make sure accounting data is accurate. The analysis is conducted from the perspective of corporate strategy to understand the strategic objectives and future direction of the VW Group. The VW Group's risks and difficulties are evaluated and projected within the framework of the overall company plan.

This book offers a comprehensive look at an industry that plays a growing role in motor vehicle production in the United States - the author supplier industry.

The chapter explains the structural change in the global auto industry and the current situation of Korean auto industry, followed by the risk management of supply chain. This chapter uses the cases of recent disasters to understand the interactions and impacts along the global value chain. In addition, several strategies to minimize the risk of supply chain are proposed: First, Build strong and flexible procurement system; Second, Risk Mitigation with diversification of supply sources; Third, Information network across the supply chain; Fourth, Build a real-time risk evaluation system with quantifiable index and training; Fifth, Minimize the damage with a business continuity plan (BCP).