Automotive regions in transition: Preparing for connected and automated vehicles

Trippl, Michaela; Baumgartinger-Seiringer, Simon; Goracinova, Elena; Wolfe, David A.

doi:10.1177/0308518x20987233

Cited by 16 publications

(3 citation statements)

References 25 publications

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“…10 Nevertheless, influential industry voices such as CAPC (2016, p.2) suggest that "[I]n this period of rapid industry transformation and adoption of new technologies, Canada needs to now invent products others will manufacture -not just manufacture products others have invented." For some policy advocates, this means transitioning to a more knowledge-intensive innovation profile for the industry focused on technologies linked to the development of autonomous, connected, electric and shared vehicles (ACESs) (Goracinova and Wolfe, 2019;Trippl et al, 2021). They point to Ontario's strength in both digital ICT technologies and cutting-edge artificial intelligence research and recent Ontario investments in ACES software development by both traditional OEMs and global digital platform companies such as Google and Uber.…”

Section: Ontario: An Integral Part Of the Glrmentioning

confidence: 99%

New Trade Rules, Technological Disruption and COVID-19: Prospects for Ontario in the Cross-Border Great Lakes Automotive Industry

Holmes¹

2022

IJATM

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Canada has been characterised as a 'semi-peripheral' automotive-producing nation. This paper argues that to frame Canada only as a singular 'national' automotive industry is ill-conceived. Overwhelmingly concentrated in Ontario, Canadian automotive production forms an integral and important part of the cross-border Great Lakes automotive production region. The fortunes of automotive production in Canada are reliant, therefore, not only on 'national' policies but also on the continued vitality of the industry in this broader region and must be analysed as such. An analysis of the state of the industry in Canada stressing its integration within the Great Lakes automotive region is followed by an assessment of how the industry in the region, and especially in Ontario, might be impacted by impending challenges. These include supply chain weaknesses exposed by COVID-19, the more complex and stringent USMCA automotive rules of origin, and technological disruption associated with the transition to electric vehicles.

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Section: Ontario: An Integral Part Of the Glrmentioning

confidence: 99%

New Trade Rules, Technological Disruption and COVID-19: Prospects for Ontario in the Cross-Border Great Lakes Automotive Industry

Holmes¹

2022

IJATM

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“…Austria had the highest average AIP in the stable semiperiphery despite its weak positional power compared with other semiperipheral countries with larger automotive industries. Its position was mainly based on a strong innovation capacity (Trippl et al, 2021) with the third highest average value of the index of innovation (after Sweden and Germany). The Netherlands' average AIP was only slightly lower than that of Austria, but the Netherlands' positional power grew faster after the 2008-2009 economic crisis.…”

Section: Semiperiphery Countriesmentioning

confidence: 99%

Relative positions of countries in the core-periphery structure of the European automotive industry

Pavlínek

2021

European Urban and Regional Studies

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This article investigates the core-semiperiphery-periphery structure of the European automotive industry between 2003 and 2017 by drawing on the global value chains and global production networks perspectives and on the conceptual explanation of the spatial division of labor in transnational production networks in the automotive industry. It develops a methodology to empirically determine the relative position of countries in the core, semiperiphery, or periphery, and changes in their position over time. The methodology is based on calculating the automotive industry power of individual countries, which is the combination of trade-based positional power, ownership and control power, and innovation power in the automotive industry. On the one hand, the empirical analysis revealed a dominant position of Germany as a higher-order core, which is joined only by France and Italy in the stable core of the European automotive industry. On the other hand, the periphery is mostly located in East-Central Europe despite the rapid growth of the automotive industry there since the 1990s. The majority of countries kept a stable relative position in the core-semiperiphery-periphery structure of the European automotive industry transnational production system during the 2003–2017 period.

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“…A relatively great deal of attention is being devoted to global contexts in terms of the labour market and innovations (Brincks et al, 2018;Drahokoupil, 2020;Trippl et al, 2021), creating, enhancing and capturing value in regional production systems (Pavlínek et al, 2009;Pavlínek & Ženka, 2016;Ambrodziak, 2018;Vlčková, 2018;Molnár et al, 2020) or intra-regional trade and export patterns (Molnár et al, 2015;Garcia and Paz, 2017;Micek et al, 2021). Less attention is paid to the local level (within countries), where regionally integrated local clusters are emerging.…”

Section: Introductionmentioning

confidence: 99%

Spatial patterns and time-accessibility of supplier network of the automotive industry in Slovakia

et al. 2022

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The article deals with the spatial pattern of the supply network of the automotive industry according to the time-accessibility to four car assembly plants in Slovakia. Empirical results are anchored in the spatial concept of integrated periphery and theoretical framework of the nested structure. We obtained the data after a personal meeting with the General Secretary of the Association of the Automotive Industry in Slovakia. The database contains a list of 313 suppliers of different levels. We assume that with increasing distance from automobile assembly plants and decreasing level of the supply network, the geographical concentration of the supply network will become lower. Our results confirm the assumption that tier-1 suppliers are located closer to assembly plants with higher geographical concentration compared to bottom suppliers‘ levels. On the other hand, these spatial patterns change when we consider a regional production system of the automotive industry that reaches beyond the national territory scale (e.g., KIA) or a launch of a new car assembly plant (JLR) arriving into a developed environment with an existing network of suppliers.

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Automotive regions in transition: Preparing for connected and automated vehicles

Cited by 16 publications

References 25 publications

New Trade Rules, Technological Disruption and COVID-19: Prospects for Ontario in the Cross-Border Great Lakes Automotive Industry

New Trade Rules, Technological Disruption and COVID-19: Prospects for Ontario in the Cross-Border Great Lakes Automotive Industry

Relative positions of countries in the core-periphery structure of the European automotive industry

Spatial patterns and time-accessibility of supplier network of the automotive industry in Slovakia

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