Motor Vehicle Manufacturers Research Articles

Nowcasting Household Consumption and Investment in Indonesia

It is imperative for the Central Bank to know the current state of the economy as the basis underlying projections of future economic conditions. To that end, current economic conditions, in this case household consumption and investment, could be predicted using nowcasting. In this research, a nowcasting model was developed for the two aforementioned macroeconomic variables using a Dynamic Factor Model (DFM). Theindicators used when nowcasting household consumption included: motor vehicle sales, total deposits, the lending rate on consumer loans, M1 and the rupiah exchange rate (NEER), while the indicators used for nowcasting investment included: cement sales, motor vehicle production, electric energy consumption, outstanding loans and M1. Accuracy testing showed that the nowcasting model for household consumption using DFM was sound, while the forecast error for nowcasting investment was significant but remained below the benchmark.

RESEARCH OF THE GERMAN AUTOMOTIVE INDUSTRY

The title of the following research is “Research of the German automotive industry”. The German automotive industry and its well-being and growth is a key sector of the German economy. Therefore it is of importance to analyse this industry. The aim of this research is to provide an analysis of the German automotive industry and its growth. The tasks to achieve the set aim are as follows: turnover, production of motor vehicles and passenger and the strategy of internalization of the German automotive industry. The primary methods used in this research are: logically constructive method, analysis, descriptive method, document study and descriptive statistical methods. Based on these methods the turnover, production of motor vehicles and passenger and the strategy of internalization of the German automotive industry is analysed. This research shows that the German automotive industry constitutes a growth industry between 2005 and 2015. Furthermore, it shows the importance of the strategy of internalization of the German automotive industry for its growth: the two-pillar strategy which consists of production on site an export. Due to the fact that the export numbers are stagnating on a high level in recent years the future focus of the German automotive industry should be set on the production abroad.

Fiat’s small cars for Polish mass motorisation: The Small Engine Car Factory in Bielsko-Biała and Tychy, 1971–80

The paper presents the 1970s licensing agreement between the communist government of Poland and the Italian company Fiat for the production of small motor vehicles, the Fiat 126 model, and the consequent building of the Small Engine Car Factory ( Fabryka Samochodów Małolitrażowych) in Bielsko-Biała and Tychy. The project aimed to enhance Polish economic international competitiveness, to narrow a technological gap between the country and the West, but – most of all – to transplant to Poland an element of Western modernity: individual car ownership. In fact, with three million units produced, 126 was the car that had motorised Poland. The paper focuses on managerial problems that state bureaucracy had to tackle in the process of constructing a new car factory, showing how the political goal of mass motorisation overtook any other financial or industrial constraints, though reducing productivity and financial sustainability of the project.

Zeolite as a prospective material for the purification of automobile exhaust gases

Abstract Examinations were carried out to investigate the effectiveness of natural zeolite clinoptilolite and its thermally activated and modified forms in decreasing the concentration of nitrogen oxides, the frequently monitored components of the environment, in automobile exhaust gases. Since nitrogen oxides contribute to the greenhouse effect, the public increases pressure on motor vehicle manufacturers to intensify their efforts toward the reduction of the relevant emissions. One option is the use of a combination of a conventional three-way catalytic converter with either a synthetic or modified natural zeolite. Researchers and designers are coming up with new solutions, which are protected by patents. In this study, natural zeolite clinoptilolite (grain size 5-8 mm) and its thermally treated (270°C, 2 hours) and modified forms (ammonia, cobalt) were used in the form of filters. The results of our measurements showed high the effectiveness of the tested forms which are relatively easy to prepare and are economically advantageous in comparison with the synthetic alternatives. The heat treated and ammonia forms decreased the concentration of nitrogen oxides in the exhaust gases by 31% and 59%, respectively. The cobalt form appeared prospective as it exhibited not only adsorption but also catalytic properties which are effective in decreasing nitrogen oxides emissions. After initial stabilization, its effectiveness did not change with time. With this modification, 46.4% reduction in nitrogen oxide emissions was achieved.

Political Economy of Industrial Policy in Turkey: The Case of the Automotive Industry

In this paper, we analyse the industrial and trade policies in Turkey in relation to their impact on the automotive industry. Established during the import substituting industrialisation era of the 1960s and 1970s, the Turkish automotive industry had seized the opportunities opened up with the customs union agreement between Turkey and the EU that went into effect in 1996. As such, it provides a good example of how an industry with an initially protected home market can be transformed into a competitive and increasingly export-oriented industry through foreign direct investment (FDI) inflows. In one of the important conclusions of our study, we emphasise the lack of a welldesigned, long-term industrial development perspective in place, leading to the current state of the Turkish automotive industry. Rather, the automotive firms that performed well in recent decades did so thanks to their organisational capabilities and experience in international competition. Our analysis of export patterns shows that Turkey’s place in the international division of labour has been determined by the decisions of multinational firms. Motor vehicle manufacturers in Turkey were able to readjust their positions vis-a-vis European value chains by skillfully managing the benefits of geography (proximity to European markets) and the country’s metalworking capability. However, existing tax policies that rely heavily on indirect taxes have created significant obstacles for automotive firms, which in principle can move their production and R&D activities in Turkey towards high quality/high valueadded segments of the industry.

Political Economy of Industrial Policy in Turkey: The Case of the Automotive Industry

In this paper, we analyse the industrial and trade policies in Turkey in relation to their impact on the automotive industry. Established during the import substituting industrialisation era of the 1960s and 1970s, the Turkish automotive industry had seized the opportunities opened up with the customs union agreement between Turkey and the EU that went into effect in 1996. As such, it provides a good example of how an industry with an initially protected home market can be transformed into a competitive and increasingly export-oriented industry through foreign direct investment (FDI) inflows. In one of the important conclusions of our study, we emphasise the lack of a well-designed, long-term industrial development perspective in place, leading to the current state of the Turkish automotive industry. Rather, the automotive firms that performed well in recent decades did so thanks to their organisational capabilities and experience in international competition. Our analysis of export patterns shows that Turkey’s place in the international division of labour has been determined by the decisions of multinational firms. Motor vehicle manufacturers in Turkey were able to readjust their positions vis-a-vis European value chains by skillfully managing the benefits of geography (proximity to European markets) and the country’s metalworking capability. However, existing tax policies that rely heavily on indirect taxes have created significant obstacles for automotive firms, which in principle can move their production and R&D activities in Turkey towards high quality/high value-added segments of the industry.

The Impact of Changing Technology of Motor Vehicles on Road Tax Revenue

This paper considers the impact on tax revenue as a consequence of the changing technology of motor vehicles. As motor vehicles transform their drive trains from internal combustion engines to electric motors their energy source could change from fossil fuel to renewable energy. That may not necessarily be the case. Motor vehicle energy sources may simply move from the on-board, fossil fuelled, internal combustion engines to centralised, fossil fuelled electricity power stations. In that case, fossil fuel consumption, and accompanying greenhouse gas emissions, will continue unabated. Fuel consumption, and its accompanying greenhouse gas emissions, may even increase. Inefficiencies in electricity generation, transmission, storage, as well as losses through storage and use of electricity in the vehicle itself will be added to overall vehicle energy consumption. Regardless of whether the electricity to power the vehicle is sourced from renewable energy, or from fossil fuelled power stations, revenue from motor vehicle fuel excises, currently levied on petroleum products, will fall. In order to continue to build and maintain motor vehicle transport infrastructure governments will be obliged to change their focus on how road tax revenue is raised. This paper seeks to establish how that energy transition might impact the current tax revenue from motor vehicle fuel taxes. It considers the current number of electric vehicles on Australia roads and predicts what is likely to happen to future motor vehicle fuel excises. It looks at the impact of rising self-generated electricity from renewable energy sources, and how that energy might be used to power electric vehicles in the future. The paper examines data published by the Australian Bureau of Statistics and data provided by the Australian Taxation Office statistics. It also refers to sales data provided by motor vehicle manufacturers. Further, it supports the findings of its analysis of statistical data by a case study of a plug-in hybrid electric vehicle (PHEV) owned by the Solex solar farm project in Carnarvon Western Australia. That data has been collated from fuel and electricity consumptions recorded from delivery of the vehicle in June 2016 to the October 2017. It finds that unless motor vehicles are charged from independent electricity sources, such as dispersed, embedded solar pv installations, little is saved in the way of greenhouse gas emissions. However tax revenues from motor vehicle fuel sales may decline considerably. Although, overall tax revenue may remain consistent, as fuel excises become substituted by goods and services taxes on the sale of electricity. It concludes that as a consequence of the introduction of the electric vehicle, revenue from fuel excise may fall. However, as there has been no official link between road tax revenue and road construction and maintenance expenditure since 1959, the reduction in excise revenue will not necessarily affect funding for the construction and maintenance of roadways by the Australian government.

INFLUENCE OF LOADING AND UN LOADING TIME ON FUNCTIONING COMPLEX OF MICROSYSTEMS IN TRANSIT FREIGHTS PUBLIC MOTOR TRANSPORT

In the article, they were tested for compliance with the modern practice of representing the theory of freight road transport on the effect of downtime when performing loading and unloading operations for the production of motor vehicles. The solution of the problem is represented by the example of transportation of reinforced concrete products from a plant in the city in the aggregate of micro motor transport systems by rolling stock of general use. Calculated by the dependence of the output in tons and ton-kilometers for the totality of micro motor transport systems.

Workforce Adaptation to the Cessation of Motor Vehicle Manufacturing in Australia

Over 2016 and 2017, the last of Australia's motor vehicle manufacturing plants will close their doors, retrenching several thousand workers. Agility, the solution to our economic woes, will be the key to recovery. Just how agile will workers need to be? This paper describes a scenario in which there is no “damage” in terms of increased unemployment, facilitated by flexibility in both occupation‐specific real wages and willingness of workers to transition to new occupations and new regions. The scenario identifies occupations and regions into which displaced workers may transition, based on an economy‐wide view of regional industry demands for labour and the skill profiles of the displaced workers.

Path dependence, policy learning and Australian manufacturing since the 1970s

ABSTRACTThe impending demise of passenger motor vehicle manufacturing in Australia provides a good opportunity to view the trajectory of industry policy since the Whitlam government commenced the process of tariff cuts in 1973. It is argued that industry policy over this period demonstrates the effects of path dependence and a lack of policy learning. In the industry policy context, the path dependence perspective suggests three key factors in explaining policy effects: the importance of initial conditions; the role of cumulative causation in the interaction between policy settings, actors and firms; and the shaping role of networks. While political or electoral factors could, on occasion, generate support for threatened industries, overall, neo-liberal policy ideas guided decision-making. An examination of Australian defence industry, and a comparison of the Australian and New Zealand dairy and milk processing industries reinforces the importance of institutionally shaped path dependency.

수출입 중소기업의 기술금융에 관한 연구: 한국수출입은행 지원기업을 중심으로

본 연구는 한국수출입은행이 금융지원한 2011년~2013년의 2,753개 중소기업에 대한 기술현황 및 기술금융에 대해 분석하였다. 연평균 약 400개의 중소기업이 지재권을 보유하며 약 200개의 중소기업이 특허를 보유하는 것으로 나타난다. 제조업 중 전자부품, 컴퓨터, 영상, 음향 및 통신장비 제조업(KSIC 26), 기타 기계 및 장비 제조업(KSIC 29), 자동차 및 트레일러 제조업(KSIC 30)에 가장 높은 지재권 집중도를 보인다. 또한, 지재권 보유 기업의 경우 총자산, 매출액, 연구개발비가 비(非)보유 기업을 크게 초과하며, 유동성에서 약간의 우위를 보이고, 부채비율도 다소 낮게 나타난다. 수익률 지표에 있어서는 지재권 보유기업이 비(非)보유 기업에 비해 다소 열악하거나 비슷한 수준으로 나타난다. 신용도가 높은 기업일수록 지재권 보유수가 증가하나 그 상관관계는 0.1정도로 약하다. 신용도가 매우 취약한 기업의 지식재산권과 특허 보유율이 각각 20~30%임을 감안할 때, 이들의 기술금융지원으로 인한 리스크는 상당할 것으로 예상된다. This study examines the possibility of implementing the technology financing for export-import based small and medium sized enterprises. Our sample consists of 2,753 small and medium sized enterprises, receiving financial support from the Export-Import Bank of Korea for the period of 2011-2013. We find that only 400(200) firms reserve IPs(patents) annually. Given that IPs are likely to concentrate on manufacturer industries such as electronic components, computers, video, sound and communication equipment manufacturing(KSIC 26), other machinery and equipment manufacturing(KSIC 29), manufacture of motor vehicles and trailers(KSIC 31). We also find that the total assets, sales and R&D expenses of IP holding companies greatly exceeds those of companies without IPs. In addition, IP holding companies' liquidity seems slight edge and the leverage ratio is somewhat lower. However, profitability ratios of IP holding companies are rather than harsh or similar level. 20~30% of IP holding firms show very week credit scores, implying that banks' default risk is expected to be significant.

The effects of the motor vehicle industry on employment and research innovation in Australia

Purpose – The purpose of this paper is to examine the likely economy-wide impacts of the complete shutdown of the motor vehicle industry on output and employment in Australia using the latest input-output (IO) table (2009-2010). Design/methodology/approach – Both supply- and demand-driven IO models are employed to determine the extent, and pattern, of the resulting output and job losses in upstream and downstream industries. An analysis of the first-order field of influence is also conducted to observe how output multipliers in other sectors respond to changes in the self-use-input-requirement of the professional, scientific and technical services (PSTS) industry. Findings – The PSTS industry (with a significant research and development (R & D) component and the highest forward linkage index) would be hardest hit with the collapse of the motor vehicle industry. Research limitations/implications – This paper identifies a number of industries that are more likely to be heavily influenced by the resulting lack of R & D in the PSTS industry in the near future. Unless more funding is allocated to other research and technology-intensive industries, the extinction of the motor vehicle industry, coupled with the recent budgetary cuts for strategic organisations such as the Commonwealth Scientific and Industrial Research Organisation, can reduce the positive spillover effects of R & D activities on the Australian economy. Originality/value – This is the first study to examine the effects of the shutdown of the motor vehicle industry on employment in Australia. The results also have broader implications for other developed countries that have declining motor vehicle industries. The findings suggest that the global decline in the motor vehicle industry can adversely affect investment in R & D in upstream and downstream industries. More generally, the results suggest that the shift in motor vehicle production to developing countries, will contribute to increased R & D intensity in them at the expense of developed countries.

Employment, spillovers and ‘decent work’: Challenging the Productivity Commission’s auto industry narrative

AbstractThe 2013 and 2014 announcements by major car manufacturers that they would wind down all their remaining Australian automotive operations by 2016/2017 pre-empted the March 2014 release of the Productivity Commission’s final report into motor vehicle manufacturing. The Commission suggested that government subsidies had only delayed car plant closures and reiterated its longstanding opposition to industry policy and redistributive regional adjustment programmes by government. Industrialists, employer associations, state governments and trade unions have, however, questioned the Commission’s forecasts for both economic spillover effects and social impacts in regions affected by automotive plant closures. In addition to challenging several underlying assumptions used to calculate the Productivity Commission’s forecasts, this article argues that insufficient attention has been paid to the quality of future work. It extends insights from previous studies of industrial decline by proposing a new research agenda based on the idea of ‘social spillovers’.

Основные факторы, влияющие на падение продаж на российском автомобильном рынке

Objective: to identify the negative factors affecting the development of the Russian automobile market. Methods: systemic approach, generalization and comparison of results, method of induction. The findings are based on the research results and observations obtained with the comparative-historical, dialectical-synthetic and abstract-logical methods. Results: basing on data of the International organization of motor vehicle manufacturers (OICA), the rate of vehicles overproduction worldwide was determined; the analysis of motorization index in various countries allowed to form the forecast for the development of automotive fleet in Russia; basing on the analysis of macroeconomic data, the main factors influencing the development of the Russian automobile market were determined. Scientific novelty: the regularities of dynamics of development of the global and Russian automobile markets were revealed. The factors influencing the Russian car market were identified. Practical significance: the Russian car manufacturers can use information about the development of the global and Russian automobile markets to create plans for their activities.

The Key Activities of Green Logistics Management in the Thai Automotive Industry

INTRODUCTION:In the early of the 21st century, environmental concept was considered as the priority of international standards and regulations in order to manage company and industr y with integration of envir onmental ma nagement in their business processes. In business process of most countrie s, the concept of Supply Chain Management (SCM) is the important strategic of all industries (Hsu, Choon & Laosirihongthong, 2014; Isaksson & Brodin, 2013; Styles, Schoenberger & Galvez-Martos, 2012a; Styles, Schoenberger & Galvez -Martos, 2012b). SCM is the integration of logistics activities and management of product, service and information that flows from first suppliers to end users and organizing the cooperation of the three main SCM dimensions; i.e. Economic, Social and Environment dimensions (Bernon & Mena, 2013; Fayezi, O'Loughlin & Zutshi, 2012).The goal of SCM is to minimize the total cost and adding value to the supply chain that uses a variety of natural resources and energy while causing minimal waste and pollution to the community and environ ment (Bak & Boulocher-Passet, 2013; Department of Primary Industries and Mines, 2011; Lorentz, Toyli, Solakivi & Ojala, 2013). T hen, this development produces pollution t hat affects the environment and communities which ar e solved by Sustainable Supply Chain Management (SSCM) (United Nation Environment Programme, 2014). SSCM is considered to be important as it is green logistics management, the management of logistics activities while considering the environmental concept , in parallel with decr ease in the envir onmental effects (Dey, Guardia & Srinivasan, 2011; Xia & Tang, 2011).In the industry manner, the knowledge of green logistics management is important for studying key activities of this management. Also, this knowledge is the key information for com panies to start green logistics management within their business processes. Furthermore, this information supports fundamental knowledge to plan the logistics management towards a company operating with environmental concept. Apparently in 2013, the automotive industry was a major sector in Thailand with a significant contribution to the country's economy, in the amount of 12% of Thailand's gross domestic product (GDP). In 2014, Thailand had the world 17 th largest manufacturer and host economies for 2013 -2015 in Rank 8 of the world. Also motor vehicle production capacity was nearly 2 million vehicles with an export value of US$30 billion according to the Thailand Ministry of Commerce. (Thailand Board of Investment, 2015)Moreover, ASEAN countries are trying to promote green and environment friendly technology. Thailand has high potential to become the hub of global gr een automotive production towa rds global trend (ASEAN Automotive Federation, 2014; Thai Automotive Industry Association, 2015). Also, the gover nment and private sectors have been collaborating to create the master plan for automotive industry (2012 -2016) in order to develop Thailand to be a global green automotive production base and to support the research and development in automotive technology (Thai Auto parts Manufacturers Association and BOI, 2012).As the results, the information of main activities of green logistics management (inbound logistics) in the Thai automotive industry needs to be developed for understanding activit ies management. This research focus on inbound logistics that is an essential element of business operations for a manufacturing firm, involving the processes of receiving, storing and distributing raw materials for use in production. Therefore, the purpose of this r esearch is to study the main activities of green logistics ma nagement (inbound logistics) in the Thai automotive industry.THE CONCEPTUAL FRAMEWORK OF THE KEY MAIN ACTIVITIES:The indicators and dimensions of key activities are analyzed with two data sources which are the reviewed of liter atur es from journal articles a nd r eports of the automotive organizations. …

Controllability of Partially Automated Driving functions – Does it matter whether drivers are allowed to take their hands off the steering wheel?

Different motor vehicle manufacturers have recently introduced assistance systems that are capable of both longitudinal and lateral vehicle control, while the driver still has to be able to take over the vehicle control at all times (so-called Partial Automation). While these systems usually allow hands-free driving only for short time periods (e.g., 10s), there has been little research whether allowing longer time periods of hands-off driving actually has a negative impact on driving safety in situations that the automation cannot handle alone. Altogether, two partially automated assistance systems, differing in the permitted hands-off intervals (Hands-off system vs. Hands-on system, n=20 participants per assistance condition, age 25–70years) were implemented in the driving simulation with a realistic take-over concept. The Hands-off system is defined by having a permitted hands-off interval of 120s, while the Hands-on system is defined by a permitted hands-off interval of 10s. Drivers’ reactions at a functional system limit were tested under conditions of high ecological validity: while driving in a traffic jam, participants unexpectedly encountered a time-critical situation, consisting of a vehicle at standstill that appeared suddenly and required immediate action. A visual-auditory take-over request was issued to the drivers. Regardless of the hands-off interval, all participants brought the vehicle to a safe stop. In spite of a stronger brake reaction with the Hands-on system, no significant differences between assistance levels were found in brake reaction times and the criticality of the situation. The reason for this may be that most of the drivers kept contact with the steering wheel, even in the Hands-off condition. Neither age nor prior experience with ACC was found to impact the results. The study thus demonstrates that permitting longer periods of hands-off driving does not necessarily lead to performance deficits of the driver in the case of take-over situations, if a comprehensive take-over concept is implemented.

Analysis of the Deformation Mode and Determination of the Energy Dissipated by the Resistance Structure of the Vehicles

The increasingly tougher international regulations force motor vehicle designers and manufacturers to find complex solutions that should increase the protection of motor vehicle occupants. In this paper the author carries out an analysis on the energy absorption by a front strut-type structure of a motor vehicle involved in head-on collision with a rigid barrier inclined at various angles. Small overlap collisions open new challenges for car manufacturers with a view to developing structures able to absorb the impact and provide safety to the motor vehicle occupants.

Some Comments on Compositional Analysis in Management and Production Engineering

Abstract This paper introduces the most basic concepts of the compositional analysis of data with a simple but real example form the Management and Production Engineering (MPE) field. Compositional Data (CoDa) are vectors of positive elements that represent parts of a whole and are widely found in MPE, i.e. production times, resource composition, percentage utilization of work stands, waste components. . . The need for an analysis based on ratios of components (or better log-ratios of components) is illustrated step by step, and findings are compared to the corresponding standard methods applied to raw compositions. The paper also exposes the principles of CoDa analysis and presents two basic descriptive tools suitable for CoDa: the clr-biplot and the CoDa dendrogram. The example is a time series, from 1994 to 2013, of motor vehicle production in 8 countries and regions.

Prioritization of manufacturing sectors in Serbia for energy management improvement – AHP method

Manufacturing, which is destined to play the most significant role in the reindustrialization of Serbia is also one of the largest energy consumers and environmental polluters. In accordance with this, a large number of energy and environment management initiatives have been implemented over the years. In developed countries, these initiatives are at an advanced level, but not in Serbia. A group of manufacturers in Serbia has recognized the significance of the environmental initiatives implementation, but the interest in energy management improvement has remained low. Although these initiatives can be used to achieve cost reduction in industry, not all the manufacturing sectors equally value the importance of energy management improvement. Among all the manufacturing sectors, it is necessary to prioritize those with the potentials for energy management improvement, which can be done using different methods. In this paper, the AHP (Analytic Hierarchy Process) method was used to prioritize manufacturing sectors in Serbia in the area of energy management improvement. Using a created AHP questionnaires criteria weights were selected. These questionnaires were completed by the experts from the Serbian Chamber of Commerce and Industry, providing us with the opportunity to evaluate the Serbian manufacturing sectors based on the real life data. The results of the AHP method, which was used as the prioritization instrument, and their analysis are presented in the paper. As a part of a wider study, aimed at the improvement of the energy management in Serbia, the three manufacturing sectors with the highest priority (“Manufacture of food products”, “Manufacture of motor vehicles, trailers and semi-trailers”, “Manufacture of other non-metallic mineral products”) will be analyzed in the future research in terms of energy process flows, energy management system implementation and other relevant issues.

A Novel Life Cycle-based Principal Component Analysis Framework for Eco-efficiency Analysis: Case of the United States Manufacturing and Transportation Nexus

In this study, the relationship between the U.S. manufacturing and transportation industries was studied from economic and environmental life cycle sustainability perspective. The main objectives were 1) to quantify the life cycle impacts of national freight transportation activities that were triggered by the U.S. manufacturing industries and supply chains, a.k.a. manufacturing transportation nexus, and 2) assess the transportation-focused sustainability performance of manufacturing sectors based on eco-efficiency. Three environmental impact categories were focused, namely: greenhouse gas (GHG) emissions, energy use, and water withdrawals along with the economic outputs. To achieve the goals, a novel integrated methodology that consists of Economic Input–Output Life-Cycle Assessment (EIO-LCA) and Principal Component Analysis (PCA) was utilized. The scope of the study consists of 276 U.S manufacturing sectors' economic and environmental impacts associated with four transportation modes including air, rail, truck, and water transportation. Based on EIO-LCA results, food manufacturing sector was found to be responsible for the highest environmental impacts and economic output with a share of over 20% for GHG emissions, energy use, and water withdrawals and about 12% for economic output. Motor vehicle manufacturing and motor vehicle body, trailer and parts manufacturing were found to have the second and third largest share of environmental impacts and economic output, respectively. From the result of the eco-efficiency analysis, ordinance and accessory manufacturing (0.719) was found to have the highest and iron and steel mills manufacturing and agricultural chemical manufacturing (0.130) were found to have the least eco-efficiency scores. It was also critical to address that a significant negative correlation was observed between the eco-efficiency and the ton-km transportation trends.