Global Impacts of the Automotive Supply Chain Disruption Following the Japanese Earthquake of 2011

Arto, Iñaki; Andreoni, Valeria; Cantuche, José Manuel Rueda

doi:10.1080/09535314.2015.1034657

Cited by 73 publications

(27 citation statements)

References 23 publications

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“…I-O analysis is widely used and accepted as a suitable methodological approach for calculation of energy and carbon footprints (Kucukvar et al 2014;Larsen and Hertwich, 2010;Lin et al 2013;Minx et al 2009;Wiedmann, 2009). Although, the majority of studies using I-O analysis were case studies that focus on carbon or energy footprint analysis of a single country for a single year (Hoekstra, 2010), a Multi Region Input-Output (MRIO) analysis is critical in order to take into account the role of international trade over a period of time (Arto et al 2015;Peters and Hertwich, 2009;Wiedmann and Barret, 2013). This is important since the majority of countries in the world prefer open economic structure, which allows the importing goods and services from foreign countries.…”

Section: Introductionmentioning

confidence: 99%

Energy-climate-manufacturing nexus: New insights from the regional and global supply chains of manufacturing industries

et al. 2016

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The main objectives of this research are to improve our understanding of energy-climate-manufacturing nexus within the context of regional and global manufacturing supply chains as well as show the significance of full coverage of entire supply chain tiers in order to prevent significant underestimations, which might lead to invalid policy conclusions. With this motivation, a multi-region input-output (MRIO) sustainability assessment model is developed by using the World Input-Output Database, which is a dynamic MRIO framework on the world's 40 largest economies covering 1440 economic sectors. The method presented in this study is the first environmentally-extended MRIO model that harmonizes energy and carbon footprint accounts for Turkish manufacturing sectors and a global tradelinked carbon and energy footprint analysis of Turkish manufacturing sectors is performed as a case study. The results were presented by distinguishing the contributions of five common supply chain phases such as upstream suppliers, onsite manufacturing, transportation, wholesale, and retail trade. The findings showed that onsite and upstream supply chains are found to have over 90% of total energy use and carbon footprint for all industrial sectors. Electricity, Gas and Water Supply sector was usually found to be as the main contributor to global climate change, and Coke, Refined Petroleum, and Nuclear Fuel sector is the main driver of energy use in upstream supply chains. Overall, the largest portion of total carbon emissions of Turkish manufacturing industries was found in Turkey's regional boundary that ranged between 40 to 60% of total carbon emissions. In 2009, China, United States, and Rest-of-the-World's contribution is found to be more than 50% of total energy use of Turkish manufacturing. The authors envision that a global MRIO framework can provide a vital guidance for policy makers to analyze the role of global manufacturing supply chains and prevent significant underestimations due to inclusion of limited number of tiers for sustainable supply chain management research.

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Section: Introductionmentioning

confidence: 99%

Energy-climate-manufacturing nexus: New insights from the regional and global supply chains of manufacturing industries

et al. 2016

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“…The most affected (groups of) countries were Japan (39%), the USA (25%), China (8%) and the European Union (7%). The most strongly affected industries were transport equipment (37%), other business activities (10%), basic and fabricated metals (8%), wholesale trade (7%) and financial intermediation (4%) (Arto, I. et al 2015) 13 .…”

Section: Impact Of Supply Chain Failuresmentioning

confidence: 99%

Using Disruptive Innovation for Disaster Mitigation and Ensuring Supply Chain Continuity

Chattopadhyay

2020

American Journal of Business and Management Research

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Supply chains are a network of intertwined nodes and routes that are normally expected to operate smoothly and allow for seamless movement of material, documentation and information two and fro its entirety. Such large networks spread over a wide area on a global scale are bound to be affected by disruptive factors both natural as well as man-made. Though some amount of research has been done on supply chain disruption, mitigation efforts, risk management, etc. a proper linkage is normally missing. Also very little research has been done on continuity. This paper does a selective literature review of selected papers covering various areas of supply chain disruption management under exogenous shock conditions like natural disasters and solutions and links the recent innovation of drone technology to disaster recovery and mitigation efforts and ensuring supply chain continuity. While commercial drones are under test usage by variety of organizations, this paper also assesses certain selected drone types for their compatibility and future modified usage in disaster recovery and supply chain continuity after natural disasters.

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“…For instance, a significant part of automotive electronic components is produced in Asian plants characterized by high fixed costs, high‐skilled employees, and huge economies of scale; moreover, these components are relatively easy to transport. The double disaster of Fukushima and major floods in Thailand in 2011 highlighted in a dramatic way the reality of these worldwide supply chains (Arto, Andreoni, and Rueda Cantuche ). In the 2000s, these types of flows have been heavily affected by the technological changes in the product “car.” One well‐known evolution is the increasing role of electric and electronic components, which has further accelerated since the 2000s (Lara Arturo ).…”

Section: European Integration and Globalisation Of Production Networkmentioning

confidence: 99%

Regionalisation or Globalisation of Automotive Production Networks? Lessons from Import Patterns of Four European Countries

Frigant¹,

Zumpe²

2017

Growth and Change

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The automotive industry has long had a reputation for organising its production networks on a macro‐regional scale. However, over the 2000–2012 time span, extended vertical disintegration of both carmakers and mega‐suppliers, and the 2008–2009 trade collapse suggest that this geographical organisation pattern could have weakened, giving way to a genuine globalisation of auto‐parts trade. This paper first reviews arguments likely to explain why automotive production networks are multi‐scalar, ranging from local to global. Empirical analysis of international auto‐parts trade data from Germany, France, UK, and Spain suggests that there has been little progression in globalisation of production networks. General data features can be best explained as follows: 1) the auto‐parts import level of a given country is mainly driven by its automobile production level, and by the degree of presence of foreign headquartered carmakers; and 2) the breakdown of imports into procurement flows from near‐distant and far‐distant countries is mainly driven by the degree of presence of carmakers headquartered in far‐distant countries.

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Global Impacts of the Automotive Supply Chain Disruption Following the Japanese Earthquake of 2011

Cited by 73 publications

References 23 publications

Energy-climate-manufacturing nexus: New insights from the regional and global supply chains of manufacturing industries

Energy-climate-manufacturing nexus: New insights from the regional and global supply chains of manufacturing industries

Using Disruptive Innovation for Disaster Mitigation and Ensuring Supply Chain Continuity

Regionalisation or Globalisation of Automotive Production Networks? Lessons from Import Patterns of Four European Countries

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