National Car Research Articles

Risk Factors for CD19-Targeting CAR T Manufacturing Failure and Patient Outcomes: A Report from the UK National CAR T Panel

CAR T manufacturing failure (MF) rates reported in literature range between 1-13%. In some cases the manufacturing process fails to yield a product and in others results in one which does not meet pre-specified criteria for release and labelled an out of specification (OOS) product. We conducted a multicentre retrospective review of factors contributing to MF and its impact on patient outcomes. Patients with relapsed or refractory large B cell lymphoma (LBCL), mantle cell lymphoma (MCL) or B acute lymphoblastic leukemia (B-ALL) approved for CAR T therapy with axicabtagene ciloleucel (axi-cel), brexucabtagene autoleucel (brexu-cel) or tisagenlecleucel (tisa-cel) by the UK national CAR T panel between January 2019 and January 2023 were eligible. Patients with MF were identified from databases of the 11 participating CAR T centres and from the national OOS CAR T panel. In total 1138 patients were approved for CAR T therapy (903 LBCL, 97 MCL and 138 B-ALL). We identified 58 patients who had at least 1 CAR T MF; 38 LBCL (LBCL-MF), 14 MCL and 6 B-ALL with inferred MF frequency of 4.20%, 14.43% and 4.34% respectively. Intended CAR T product was axi-cel in 28 and tisa-cel in 10 LBCL, brexu-cel for all MCL and tisa-cel for all B-ALL patients. Most frequent reasons for MF were poor growth in culture (n=12), low cell viability (n=12) and low T cell purity (n=6). Of the 58 patients with MF, OOS product was available and infused in 19 patients (OOS cohort: 14 LBCL, 2 MCL and 3 B-ALL). Repeat apheresis led to infusion of a product in-specification in 17 patients (MF-delayed-infusion cohort: 10 LBCL, 6 MCL and 1 B-ALL). Another 22 patients did not proceed to CAR T infusion (MF-no-infusion cohort: 14 LBCL, 6 MCL and 2 B-ALL), some despite attempts at remanufacture (n=9) or available OOS product (n=5). We included 25 randomly selected matched (for disease subtype and product) controls (all LBCL: 19 axi-cel and 6 tisa-cel) without MF, 18 of whom received infusion. Univariable analysis of potential baseline clinical factors contributing to risk of MF did not reveal any significant impact of the number of lines of prior therapy, history of prior stem cell transplant or a need for holding therapy prior to apheresis. Bendamustine therapy was significantly associated with risk of MF for all lymphoma patients and the LBCL subset; prior exposure in 4% controls vs 32.7% of all lymphoma MF (p=0.004) and 26.3% of LBCL-MF (p=0.039). This was largely due to therapy within 6 months; 0% of controls vs 19.2% of all lymphoma MF (p=0.026) and 23.7% of LBCL-MF (p=0.009). Factors at apheresis including white cell count, neutrophil count, platelet count, absolute lymphocyte count, CD3 count, CRP, LDH and volume of blood processed had no impact on the risk of MF. With a median follow up of 11.6 months, the 12-month overall survival (OS) from date of approval for CAR T therapy was 45.0% (31.4 - 57.7) for all MF patients (n=58), 49% (24.7 - 69.5) for the OOS cohort (n=19), 64.2% (33.6 - 83.5) for the MF-delayed-infusion cohort (n=17) and 27.3% (11.1 - 46.4) for the MF-no-infusion cohort (n=22). Corresponding 12-month OS was 43.0% (26.7 - 58.3) for all LBCL-MF (n=38), 49.0% (21.6 - 71.7) for LBCL-OOS (n=14), 53.3% (17.3 - 79.8) for the LBCL-delayed-infusion cohort (n=10) and 28.6% (8.8 - 52.4) for the no-infusion cohort (n=14). The 12-month OS for LBCL controls (n=25) was 51.2% (30.3-68.7) for all and 65.5% (38.6 - 82.8) for infused patients (n=18). There was no significant difference between OS for LBCL-MF and LBCL controls (HR 1.38, p=0.31). Though OS was numerically lower for LBCL-OOS compared to infused LBCL controls, it was not statistically different (HR 1.82, p=0.21). For infused patients, the 3 months complete response (CR) rates were similar for the LBCL-OOS (38.5%), LBCL controls (40%) and MF-delayed infusion (53.3%) cohorts. The 3 months overall response rate (OR) was non-significantly lower in the LBCL-OOS (38.5%) compared to LBCL controls (60%) and MF-delayed infusion (53.3%) cohorts. There was no difference between any grade or grade ≥3 CRS or ICANS between the LBCL-OOS, LBCL-control and MF-delayed-infusion cohorts. In summary, outcomes for patients infused with an in-specification or OOS CAR T product following MF are comparable to those of controls. Prior bendamustine therapy within 6 months of apheresis is the only risk factor associated with risk of MF in lymphoma patients. Further analysis will be presented at the meeting.

Green hydrogen production from urban waste biogas: An analysis of the Brazilian potential and the process’ economic viability

The goal of this research is to pioneeringly assess the Brazilian potential and the economic viability of producing green hydrogen from urban waste using the biomethane steam reforming (BSR) process. Hence, first, it presents the methane and then the hydrogen estimated production of national wastewater treatment plants (WWTPs) and landfills, followed by two uses for their hydrogen potential. At last, it performsthe economic evaluation of both the hydrogen production and its applications. Brazil can produce 4.57 E+08 Nm3H2/y from WWTPs and 2.87 E+09 Nm3H2/y from landfills. The BSR cost range stands at 2.84–1.48 USD/kgH2 for plant sizes of 2.50 E+05–1.45 E+07 kgH2/y. If applied for electricity generation, the WWTPs' hydrogen potential can attend to 52.57% of the Brazilian wastewater treatment sector's demand while avoiding the emission of 4.60 E+04 tCO2e/y. However, the analyzed system for this hydrogen application has not yet reached economic viability. If employed to power fuel cell electric vehicles (FCEVs) following the distribution of 25% for cars and 75% for buses, the landfills' hydrogen potential would enable the replacement of 0.64 and 4.82% of the national car and bus fleet while preventing the emission of 4.76 E+06 tCO2e/y. For the studied systems, the hydrogen selling price, despite being 89.5% higher than diesel prices, could be nearly equivalent to gasoline prices. To conclude, although urban waste cannot be the country's main hydrogen source due to its reduced potential, this study suggests it may be vital for the early development of the green hydrogen economy in Brazil.

PENYELESAIAN SENGKETA ALTERNATIF SEBAGAI SALAH SATU PILIHAN DALAM PENYELESAIAN SENGKETA DAGANG INTERNASIONAL

Disputes are a common thing to happen, so the settlement must also benefit both parties. Alternative dispute resolution or Alternative Dispute Resolution (ADR) is an option in solving the problems of the parties in the field of international trade. This settlement is carried out by means of choice of law and choice of jurisdiction which is stated in the contract clause. Prior to the arbitration stage, dispute resolution begins with negotiations first. However, the implementation of the execution is a bit difficult, because sometimes some parties do not want to carry out the award from the arbitration, so it is quite time-consuming and labor-intensive to return the matter to court. For this reason, when making contract clauses, there must be self-awareness to carry out decisions if a dispute does occur in international trade. As an example of alternative dispute resolution by Indonesia is regarding the Indonesia-Japan National Car Dispute, the point of the problem is where Japan feels that Indonesia is doing injustice to the automotive industry which at that time cut the cost of tax duties for national cars, even though Japan has a large target market in Indonesia. in the automotive case, this lawsuit was brought to International Arbitration and the lawsuit was won by Japan. Furthermore, it is explained how the procedure for resolving disputes and how alternative dispute resolution is an option in resolving international trade disputes. The research method in this journal uses a normative juridical qualitative method that conducts research on existing theories. Keywords: Disputes, International Trade, Arbitration

CAR T in patients with large B-cell lymphoma not fit for autologous transplant.

Large B-cell lymphoma (LBCL) patients with comorbidities and/or advanced age are increasingly considered for treatment with CD19 CAR T, but data on the clinical benefit of CAR T in the less fit patient population are still limited. We analysed outcomes of consecutive patients approved for treatment with axicabtagene ciloleucel (axi-cel) or tisagenlecleucel (tisa-cel) by the UK National CAR T Clinical Panel, according to fitness for autologous stem cell transplant (ASCT). 81/404 (20%) of approved patients were deemed unfit for ASCT. Unfit patients were more likely to receive tisa-cel versus axi-cel (52% vs. 48%) compared to 20% versus 80% in ASCT-fit patients; p < 0.0001. The drop-out rate from approval to infusion was significantly higher in the ASCT-unfit group (34.6% vs. 23.5%; p = 0.042). Among infused patients, response rate, progression-free and overall survival were similar in both cohorts. CAR T was well-tolerated in ASCT-unfit patients with an incidence of grade ≥3 cytokine release syndrome and neurotoxicity of 2% and 11%, respectively. Results from this multicentre real-world cohort demonstrate that CD19 CAR T can be safely delivered in carefully selected older patients and patients with comorbidities who are not deemed suitable for transplant.

A Comparison Study of The Brand Loyalty of Perodua and Proton Car Owners: A Case Study in Kota Bharu

In today’s world, automobile industries play a very important role in contributing to the development and growth of one country’s economy. In the car business, which is very competitive, companies must make sure that their products are appealing to consumers and well-liked, as well as highly valued. Branding is not about presenting more choices but about providing buyers with clear choices. Hence, investigating the brand loyalty towards the national car among Malaysians would pave the way for the automobile industry to prosper along with other automobile industries worldwide. This study aims to identify the relative strengths of all factors in influencing brand loyalty among customers towards two brands of national cars in Malaysia. A total of 409 respondents to this study were at least 18 years old and car owners of the national brand, and they were selected from all dealers of Perodua and Proton in Kota Bharu, Kelantan. In this study, descriptive analysis, independent t-test and the Pearson correlation coefficient were used. The sample consisted of an almost equal breakdown of Perodua and Proton car owners. The findings show that the car owners show a moderate level of brand satisfaction, brand price, brand quality, brand equity and brand loyalty with their current cars. All the independent variables, which are brand satisfaction, brand price, brand quality, and brand equity, are strongly correlated with brand loyalty towards the national brand. Perodua owners were more loyal and committed than Proton owners. Brand loyalty has become an essential factor for all manufacturing companies. To gain customer loyalty, a company should produce products with good quality, suitable pricing, and more equity.

The Main Car-Buying Characteristics of a Young Generation

There is a need to easily see young generation’s characteristics when buying a car in order to increase sales of national cars. This document aims to conduct a systematic literature review synthesis method to evaluate the young generation’s main car-buying characteristics that focus on the youngers self-worth, the youngers personalities and the youngers preferences. Results of the study would include the main car-buying features of the young generation.

Travel Demand Management: Lessons for Malaysia

The growth in the number of motor vehicles has exacted costs on both the Malaysian economy and environment. For reasons such as increasing disposable incomes and poor management of the public transportation system, the number of vehicles has grown unabated and, in fact, is aided by various contradictory policy measures such as national car projects and the existence of fuel subsidies.A phased, five-pronged Transport Development Management-based approach is recommended towards targeting a sustainable transportation system in Malaysia: (1) alteration of charges on road taxes and car insurance, (2) elimination of fuel subsidies, (3) imposition of fuel taxes and amendments in the bases for car taxation, (4) congestion charging, particularly in Kuala Lumpur, and (5) national road pricing. This move towards an eventual sustainable transportation system is presented for consideration.

IZMEĐU TRANSFERA TEHNOLOGIJA I DOMAĆIH REŠENJA: IZGRADNJA MOTORNE INDUSTRIJE U JUGOSLAVIJI 1945−1952.

This article aims to shed light on how the Yugoslav motor industry in the first post-war years sought to overcome the difficulties of mastering the technology of motor vehicle production on a modern industrial basis. During this period, gigantic efforts were made to get the country out of economic backwardness in the shortest possible time. The motor industry had one of the key roles on the path of modernization of the economy, and the state accordingly paid special attention to the construction of factories in this branch of industry. Reliance on pre-war pioneering moves of truck fabrication based on a license purchased in Czechoslovakia was the main capital with which began the process of emancipation of the domestic motor industry. Due to the impossibility to independently solve the issue of construction of all types of motor vehicles, help was sought abroad. Negotiations with the USSR and Hungary were started first, but even before the severance of all relations caused by the conflict between the Yugoslav and Soviet leadership, this attempt to establish cooperation failed. In the following years, after the failure in the East, the state concentrated all its efforts on establishing strong economic ties with the West. Thanks to favorable foreign policy circumstances, the reorientation of state policy had achieved great economic benefits for the further construction of the motor industry. Licenses for the fabrication of the “Ansaldo TCA/60” tractor were purchased, thus resolving the production of all heavy types of vehicles, as well as the production of oil-powered engines. By the early 1950s, cooperation had been established with several renowned companies from Germany, Italy and Switzerland, which provided opportunities for the Yugoslav engine industry to keep pace with the latest technological solutions. However, despite the transfer of technology that played a dominant role in raising the national car and tractor industry, domestic forces played a significant role in the production of the first air-cooled engine, a light wheeled tractor with a gasoline engine and the “Prvenac” truck. The Yugoslav example has shown that reliance on one’s own strength and international cooperation are two inextricably important factors in overcoming all the difficulties that come with the forced industrialization.

Effectiveness of Loyalty Programs in Customer Retention: A Multiple Mediation Analysis

The impact of loyalty programs on customer retention was investigated in this study. Concomitantly, the mediating effects of brand association and customer satisfaction between loyalty programs and customer retention were also tested in three ways, viz., in parallel, distinct, and sequential through a series of structural models. The study focuses on the Malaysian national car sector, and empirical data was collected from 313 Malaysian national cars users through convenience sampling. This explanatory, quantitative research adopts a questionnaire as a survey instrument, and the collected data was first subjected to normality and reliability assessment followed by confirmatory factor analysis, structural equation modeling using IBM SPSS AMOS 24. Multiple mediation analysis was then conducted, and results were confirmed through bootstrapping. Findings show that there is a significant positive impact of loyalty programs on customer retention. The brand association has a full mediation effect between loyalty programs and customer retention when tested in parallel with customer satisfaction; on the contrary, customer satisfaction demonstrated an insignificant mediation effect. On the other hand, when tested distinctly, brand association showed a partial mediating effect while there was no mediation effect of customer satisfaction. Besides, customer satisfaction and brand association demonstrated sequential partial mediation.

Problems and Trends in Promoting Japanese Automotive Products on World Markets

This paper presents a study of the international car market; analysis of the development of automotive markets in Europe and Russia’s national car market; a review of the global car market; and international trading activity in the car market. Japan’s automotive industry is signifiantly developed with Toyota as one of the world’s leaders. Also, in addition to cars, Japanese companies are among the leaders in the production of motorcycles and engines for cars participating in sports races. Japanese legislation encourages the production and sale of cars with high environmental friendliness, hybrid and electric cars. This step allows companies to focus their production on a new class of cars, which helps Japanese companies outstrip European and American cars of the future. However, cars’ air pollution is relevant for Japan since the state subsidizes automakers and consumers, reducing taxes and supporting companies that switch to hybrid vehicles.

You have to drive: Impacts of planning policies on urban form and mobility behavior in Kuala Lumpur, Malaysia

This article investigates how planning policies have shaped urban form and mobility behavior in the rapidly urbanized metropolitan area of Kuala Lumpur, Malaysia. We argue that the complex chain of consequences of previous policies and their implementation processes can be understood from the socio-spatial dynamics that result from the interaction between people and their built environment. Using the case of Kuala Lumpur, we provide empirical evidence of these socio-spatial dynamics through (1) the identification of key policies, (2) an understanding of Kuala Lumpur’s spatial configuration using space syntax, and (3) in-depth interviews to reveal mobility behavior. Our findings suggest that Kuala Lumpur’s previous road expansion policies, national car project, and fragmented new town development have created an urban form that encourages vehicular instead of pedestrian movement. Consequently, this has induced an automobile dependence and culture that conflicts with the country’s current initiatives on sustainable development. For policymakers and planners, these findings provide awareness that policy impacts span across generations and scales, making them difficult to reverse and take a long time to be fixed. We conclude with practical insights on how to reverse the unsustainable path through socio-spatial innovations and research directions to address the ongoing vehicular dominance and automobile society in Kuala Lumpur.

Peramalan Penjualan Kendaraan Mobil Segmen B2B dengan Metode Regresi Linear Berganda, Jaringan Saraf Tiruan dan Jaringan Saraf Tiruan – Algoritma Genetika

This study aims to create an effective forecasting model in predicting sales of car products in the B2B segment (Business to Business) to obtain estimates of product sales in the future. This research uses multiple linear regression and artificial neural networks that are optimized by genetic algorithms. Forecasting factors for car sales are generally issued by total national car sales, the Consumer Price Index, the Consumer Confidence Index, the Inflation Rate, Gross Domestic Product (GDP), and Fuel Oil Price. The author has also gotten the factors that play a role in the sale of B2B segment by diverting the survey to 106 DMU (Decision Making Unit) who decide to purchase cars in their company. Then we evaluate the results of the questionnaire in training data and simulations on the Artificial Neural Network. Optimized Artificial Neural Networks with Genetic Algorithms can improve B2B segment car sales' accuracy when comparing error values in the ordinary Artificial Neural Network and Multiple Linear Regression.

PNS164 Payer Assessments of CELL and GENE Therapies: WHEN Is a Drug NOT a Drug?

The objective of this analysis is to identify where reimbursement, HTA, and pricing procedures for cell and gene therapies (CGTs) diverge from those of traditional pharmaceuticals, and to provide recommendations on how manufacturers can best prepare for HTA assessments and pricing negotiations to ensure positive outcomes for these technologies. Policies that several markets (i.e., EU5, CAN, AUS, SWE) have followed for the approval of CGTs were examined in order to identify how, if at all, these procedures diverge from those of traditional pharmaceuticals. Additionally, case studies of the N=5 approved CGTs were conducted to understand how their reimbursement outcomes vary vs. traditional pharmaceuticals (i.e., conditional on short-term re-assessments, real-world evidence (RWE) generation, value-based contracts). While ENG / SWE follow the standard approval procedure and consider CE analysis during CGTs’ HTA assessments, CAN has paved the way and designed a specific CGT assessment process which accounts for how these differ vs. typical pharmaceuticals, and AUS has developed a separate authorization to be applied to gene therapies only. Similarly, DEU is moving toward compassionate use programs for CGTs which will increase the availability of RWE and eventually allow for further data requirements in CGT risk assessments. Additionally, while there is currently no specific CGT HTA / reimbursement assessment pathway, there are some clear deviations vs. traditional pharmaceuticals in some markets such as ESP / ITA (i.e., outcomes-based contracts for tisagenlecleucel / axicabtagene ciloleucel) and FRA (i.e., national CAR T registry required with expected future re-assessment). As payers’ CGT experience increases, manufacturers should prepare for potentially differential assessments vs. typical pharmaceuticals. Manufacturers should plan to generate required data early in the life cycle to maximize the robustness of the evidence package both pre-and post-launch, closely follow CGT pricing agreements, and monitor for policy changes in how CGTs are assessed.

Intention to Treat Analysis of Real-World Outcomes Following Tisgenlecleucel Therapy for Pediatric and Young Adult ALL through a National Access Programme

Background: Tisagenlecleucel was approved in Europe for relapsed/refractory acute lymphoblastic leukemia (ALL) in young patients in 2018. In England, a national CAR T cell panel (NCCP ALL) ensures equity of access and assesses eligibility using inclusion and exclusion criteria based on the ELIANA study. All UK cases are discussed. Eligible cases are allocated to one of 9 JACIE-FACT IEC-approved centres based on age-appropriate service, capacity, distance and patient preference. We systematically reviewed all cases from panel inception providing an opportunity to analyse complete real-world ALL outcomes from this national access programme for tisagenlecleucel on an intention-to-treat (ITT) basis. Methods: We included all patients discussed in the NCCP ALL from Nov 2018 up to July 16th 2020. Clinical data were retrospectively reported in a standardised dataset to allow central analysis of disease and toxicity-related outcomes. Survival outcomes were assessed as for other CAR studies, using Kaplan-Meier estimates of survival from infusion. These included overall survival (interval to death from any cause) and event-free survival as defined in the ELIANA study (interval to death, disease relapse, or treatment failure defined in turn as failure to respond by day 30, with patients receiving further therapy being censored). In order to report outcomes on an ITT basis, survival outcomes were also assessed from time of treatment allocation for all patients considered eligible for tisagenlecleucel. Further, a more comprehensive event-free survival measure encompassing interval to molecular or frank relapse, further therapy, B cell recovery, death or treatment failure was analysed. Median follow up was calculated using a reverse Kaplan-Meier method. Results: Figure 1 demonstrates all patients: 66 patients were screened, 60 patients were deemed eligible for therapy (the ITT cohort), 57 patients were harvested and 49 infused. A total of 3 patients were not harvested and 2 not infused because of progressive disease (n=4) and 1 manufacturing failure. Patient and disease characteristics are summarised in Table 1. The cohort comprised patients with advanced ALL, having been treated with a median of 2.5 therapy lines not including HSCT (range 1-6), and with 47.5% of the cohort having had a prior HSCT. The median follow-up from infusion was 9.9 months and from treatment allocation for the ITT cohort was 11.9 months. The median lead time from allocation to infusion was 2 months. The CR/CRi rate was 95% in the first 90 days, 78.9% were MRD-. On an ITT basis, CR/CRi rate was 84.8%. Median OS and EFS as defined in the ELIANA study were not reached. Overall survival at 6 and 12 months for infused patients was 97.6% and 86.1%, and for the ITT cohort was 90.4% and 78.3%. EFS for infused patients at 6 and 12 months were 74.8% and 68.2%, and for the ITT cohort were 78.5% and 60.9%. Of 49 patients infused, 14 (28.5%) received further therapy including 6 (8.2%) who received allogeneic SCT for relapse or B cell recovery. For patients relapsing following CR (n=10 infused) there were 4/10 CD19- relapses. A composite EFS including molecular or frank relapse, further therapy, B cell recovery, death or treatment failure was analysed. Using this more stringent definition from infusion, the 6, 12 month EFS were 47.6%, and 33.6% and from treatment allocation for the ITT cohort were 63% and 34.3% Toxicity outcomes are summarised in Table 2. Severe (grade ≥3) CRS, neurotoxicity, infection or cytopenia after day 30 post infusion occurred in 20.4%, 10.2% 27.1% and 54.2% respectively. 71.4% of the cohort developed hypogammaglobulinaemia, (Figure 3A). The 6 and 12 month probabilities of B cell depletion were 67.1% and 51.3% respectively. Conclusions: Whilst registry data provide outcomes of large cohorts receiving Tisagenlecleucel, standardised data collection on complete populations are lacking. The framework of a national access scheme provides a unique opportunity to study outcomes on an ITT basis. The CR and MRD negative CR rates, as well as conventional EFS and OS and severe toxicities noted in our cohort compare favourably to published registry reports (Grupp et al., 2019). We found a greater proportion of CD19+ compared to CD19- relapses than noted in the ELIANA study. Consideration of OS and EFS on an ITT basis are informative for clinicians when screening patients for eligibility. If selected for presentation at ASH 2020, updated data will be presented Disclosures Ghorashian: Amgen: Honoraria; Novartis: Honoraria; UCLB: Patents &amp; Royalties. O'Reilly:Gilead: Honoraria; Novartis: Honoraria, Other: Travel support. Roddie:Celgene: Honoraria; Gilead: Honoraria; Novartis: Honoraria. Neill:Novartis: Other: Funded attendance at academic conferences; Celgene: Other: Funded attendance at academic conferences. Pagliuca:Jazz Pharmaceuticals: Membership on an entity's Board of Directors or advisory committees. Patel:Novartis: Honoraria, Other: travel support. Hough:Novartis: Other: Travel support.

Problems and prospects of development of car building enterprises of Ukraine

The article studies the current state of the car - building industry in Ukraine, discusses main problems and development prospects of railcar industry and preconditions of their occurrence. The problems that constrain the development of the car - building complex of Ukraine are formulated. The main ways of solving modern problems and proposals for improving the work of car - building enterprises of Ukraine are given. The perspective directions of the development of the national car - building industry have been identified. The need to make specific decisions on the large-scale development of railroad construction enterprises, the importance of strengthening partnerships with foreign railroad enterprises, combined efforts of domestic transport companies to create new innovative products, development of railway infrastructure, international transport corridors and many transport aspects. Also considered is the direction of movement of the world car-building enterprises, and the role of rail transportation in the life of an economically developed country.

SWOT-АНАЛІЗ АВТОМОБІЛЕБУДІВНОЇ ГАЛУЗІ УКРАЇНИ

The paper seeks to explore the issues of the automotive industry development given its strategic importance to Ukrainian machinery manufacturing sector. Currently, Ukraine's automotive industry challenges special attention, since in response to strong negative effects from multiple socioeconomic and global political environment factors, there has been a significant decrease in the number of automobile companies. Car manufacturers who managed to survive in the national automotive industry market suffer from a wide range of various problems of industrial, staff, managerial, innovation, investment, financial, strategic or market nature. It is assumed that functioning of Ukrainian car manufacturing companies in the current dynamic realia claims for building their new development strategies. However, effective strategic planning is associated with proper understanding of the strengths and weaknesses of the domestic automakers and the opportunities and threats for their successful performance. From this perspective, there is a growing need for an integrated assessment of all external and internal environment impact factors to identify the opportunities and prospects of automotive industry in Ukraine. The purpose of this paper is to carry out a SWOT analysis of Ukraine’s automotive industry. To attain the above objectives, the following research methods have been employed: the method of analysis and synthesis – to identify the strengths and weaknesses of the Ukrainian automotive industry as well as the opportunities and threats for their successful functioning; the system approach – to construct the variations of "strengths – opportunities", "weaknesses – opportunities", "strengths – threats", "weaknesses – threats" of the SWOT matrix of the Ukrainian automotive industry. The results of the integrated assessment of the competitiveness of Ukrainian automotive companies revealed their strengths and weaknesses along with identifying opportunities and threats to ensure successful performance of the domestic automotive companies. The specific pathways to implement the "maxi – maxi", "maxi – mini", "mini – maxi" and "mini – mini" strategies at the enterprises of the automotive industry in Ukraine have been developed. The outcomes of the SWOT analysis might lay the basis for building effective strategies to boost the national car manufacturing and ultimately contribute to the overall government strategy for enhancing Ukraine's automotive industry in the frameworks of the harmonization approach.

Development of Proving Ground Field Test for Establishment of Vehicle Accelerated Corrosion Test Procedure in Malaysia

This paper presents the field tests conducted as part of activity to establish the vehicle accelerated corrosion test procedure in Malaysia, initiated by the national car manufacturer company, PROTON, Malaysia. Vehicle accelerated corrosion test is a combination of corrosion exposures and durability cycles to accelerate the corrosion process and detect potential failures that may occur during in-service conditions. PROTON conducts the vehicle accelerated corrosion test at external test centres in overseas. However, due to the different climatic of test location, some of the corrosion problems were found to be varied and many did not address the actual corrosion problems detected in Malaysia markets. Hence, the primary aim of this study is to establish a suitable corrosion driving procedure to accommodate the hot and humid environment using facilities in PROTON Test Track. Three corrosion driving procedures were designed based on the number of corrosion exposures and designated as Field Tests 1, 2 and 3. Analysis ruled out that Field Test 3 provides moderate corrosion rate of 0.077-0.842 mm/year and potentially to be the best suited for accelerated corrosion test procedure in Malaysia due to its close replication of actual cosmetic corrosion behaviour observed in Malaysia.

Development of a Competitiveness Enhancement Mechanism for National Car Production Enterprises

The article discusses the development and implementation of a competitiveness enhancement mechanism for national car production enterprises. It indicates the development stages of the competitiveness enhancement mechanism for car production enterprises. Four subsystems making the competitiveness enhancement mechanism for enterprises are distinguished: owners and investors, top management, lower level management and average executives. An algorithm of implementing the competitiveness enhancement mechanism for national car production enterprises has been developed.

Stress Analysis of Automobile Steering Knuckle Using Finite Element Method

This paper aims in identifying effect of constraint point against critical area of 1300 cc national car steering knuckle using finite element method. The material of this steering knuckle is cast iron ASTM A536. The steering knuckle is modeled using a computer aided design software and the dimensions is assigned according to 3D scanning files. Meanwhile, steering knuckle is simulate using commercial finite element software where the load is assigned based on three conditions of constraints. The three conditions are fixed at hub, fixed hub and brake clamp and fixed at hub, brake clamp and steering arm of steering knuckle. Result shows that the positions of constraint points are significantly effect on stress value of steering knuckle. By acknowledging the presence or absent the effect of constraint on steering knuckle will aid in detecting critical area on this steering knuckle. Thus, approach could be conducted to optimize and enhance the life cycle of a steering knuckle. The data will be further utilized in testing the steering knuckle under variable amplitude strain signal.

Fuel price differentials and car ownership: A spatial analysis of diesel cars in Northern Ireland

Car fleets across much of Europe have undergone a process of dieselisation over the past 20 years. Understanding the factors driving this process is therefore important for sustainable transport policy, with implications for how governments steer their national car fleets towards ultra-low emission vehicles in the future. At a general level, this paper contributes to this wider body of work which aims to understand the factors which led to the transition from petrol to diesel. Specifically, the paper investigates whether the availability of relatively cheap diesel fuel in the Republic of Ireland affected the rate of diesel car ownership in Northern Ireland. A geographic approach is used, which involves generating spatial variables measuring nearness to the Republic of Ireland and comparing these with the proportion of the local car stock that is fuelled by diesel. A series of spatial regression models are specified to determine if this association between nearness to the Republic and diesel ownership persists after accounting for the effect of socioeconomic, travel, and household characteristics. The results support the hypothesis that the availability of cheaper fuel in the Republic of Ireland is not only generating fuel-tourism, but is also affecting the structure of the car fleet registered in Northern Ireland. The findings are relevant beyond the case study and imply that the structure of a country’s car fleet is not only dependent on domestic policies, but is also affected by the policies of neighbouring countries.