The Experts below are selected from a list of 360 Experts worldwide ranked by ideXlab platform
Thierry Mayer - One of the best experts on this subject based on the ideXlab platform.
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misfits in the Car Industry offshore assembly decisions at the variety level
Social Science Research Network, 2019Co-Authors: Keith Head, Thierry MayerAbstract:This paper estimates the role of country-variety comparative advantage in the decision to offshore assembly of more than 2000 models of 197 Car brands headquartered in 23 countries. While offshoring in the Car Industry has risen from 2000 to 2016, the top five offshoring brands account for half the Car assembly relocated to low-wage countries. We show that the decision to offshore a particular Car model depends on two types of cost (dis)advantage of the home country relative to foreign locations. The first type, the assembly costs common to all models, is estimated via a structural triadic gravity equation. The second effect, model-level comparative advantage, is an interaction between proxies for the model's skill and capital intensity and headquarter country's abundance in these factors. Institutional subscribers to the NBER working paper series, and residents of developing countries may download this paper without additional charge at www.nber.org.
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misfits in the Car Industry offshore assembly decisions at the variety level
Sciences Po publications, 2019Co-Authors: Keith Head, Thierry MayerAbstract:This paper estimates the role of country-variety comparative advantage in the decision to offshore assembly of more than 2000 models of 197 Car brands headquartered in 23 countries. While offshoring in the Car Industry has risen from 2000 to 2016, the top five offshoring brands account for half the Car assembly relocated to low-wage countries. We show that the decision to offshore a particular Car model depends on two types of cost (dis)advantage of the home country relative to foreign locations. The first type, the assembly costs common to all models, is estimated via a structural triadic gravity equation. The second effect, model-level comparative advantage, is an interaction between proxies for the model’s skill and capital intensity and headquarter country’s abundance in these factors.
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from torino to tychy the limits of offshoring in the Car Industry
Social Science Research Network, 2017Co-Authors: Keith Head, Thierry MayerAbstract:This paper estimates the role of country/variety comparative advantage in the decision to offshore assembly of nearly 2000 models of 184 Car brands headquartered in 25 countries. While offshoring in the Car Industry has risen from 2000 to 2013, the top five offshoring brands account for the majority of Car assembly relocated to low wage countries. We show that the decision to offshore a particular Car model depends on two types of cost (dis)advantage of the home country relative to foreign locations. The first type, the component of assembly costs common to all models, is estimated via a structural triadic gravity equation. The second effect, model-level comparative advantage, is an interaction between proxies for the model's skill and capital intensity and the factor abundance of the headquarters country.
Frank Verboven - One of the best experts on this subject based on the ideXlab platform.
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Public Support to the European Car Industry: The Impact of the Financial Crisis
Journal of Industry Competition and Trade, 2015Co-Authors: Laura Grigolon, Nina Leheyda, Frank VerbovenAbstract:We provide a quantification of public support for the European Car Industry during the past decade. First, we identify the most relevant instruments of state aid and non-state aid public support. Second, we aim to estimate the amount of public support for European Car manufacturers for each instrument and investigate its dynamics. Three factors complicate the overall quantification of public support for each instrument: (i) the Commission does not scrutinize, and hence does not quantify all public support measures; (ii) the available information depends on whether the state aid is granted to individual companies, or in the form of general schemes; and (iii) the available information depends on whether the aid is granted in the form of a grant, soft loan or guarantee. Our lower bound estimate of state aid suggests that the aid declined over the pre-crisis period, but peaked at €1.2 billion as a response to the last financial and economic crisis in 2009. Perhaps even more strikingly, this state aid was combined with an unprecedented amount of other public support: scrapping schemes of at least €4.0 billion, and loans from the European Investment Bank of €2.8 billion, or an equivalent of €400 million of “aid element” .
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public support for the european Car Industry an integrated analysis
Social Science Research Network, 2012Co-Authors: Laura Grigolon, Nina Leheyda, Frank VerbovenAbstract:We provide an overview of public support for the European Car Industry during the past decade. First, we identify the most relevant instruments of public support, and review their economic assessment. The European Commission increasingly recognizes the role of economic analysis in controlling public aid to the Car Industry, although the degree of economic assessment varies across dierent instruments of public support and individual state aid cases. Moreover, the state aid legislative framework is open to derogations and interpretations. In particular, the Temporary Framework, approved by the Commission to tackle the last …nancial and economic crisis de facto implied a relaxation of the state aid rules and foresaw no formal control of individual state aids. Second, we aim to estimate the amount of public support for European Car manu- facturers. Three factors complicate the overall quanti…cation of public support for each instrument: (i) the Commission does not scrutinize, and hence does not quantify all public support measures; (ii) the available information depends on whether the state aid is granted to individual companies or in the form of general schemes; and (iii) the available information depends on whether the aid is granted in the form of a grant, soft loan or guarantee. Our lower bound estimate of state aid suggests that the aid
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public support for the european Car Industry an integrated analysis
Research Papers in Economics, 2012Co-Authors: Laura Grigolon, Nina Leheyda, Frank VerbovenAbstract:We provide an overview of public support for the European Car Industry during the past decade. First, we identify the most relevant instruments of public support, and review their economic assessment. The European Commission increasingly recognizes the role of economic analysis in controlling public aid to the Car Industry, although the degree of economic assessment varies across different instruments of public support and individual state aid cases. Moreover, the state aid legislative framework is open to derogations and interpretations. In particular, the Temporary Framework, approved by the Commission to tackle the last fi;nancial and economic crisis de facto implied a relaxation of the state aid rules and foresaw no formal control of individual state aids. Second, we aim to estimate the amount of public support for European Car manufacturers. Three factors complicate the overall quantification of public support for each instrument: (i) the Commission does not scrutinize, and hence does not quantify all public support measures; (ii) the available information depends on whether the state aid is granted to individual companies or in the form of general schemes; and (iii) the available information depends on whether the aid is granted in the form of a grant, soft loan or guarantee. Our lower bound estimate of state aid suggests that the aid declined over the pre-crisis period, but peaked at €1.2 billion as a response to the last financial and economic crisis in 2009. Perhaps even more strikingly, this state aid was combined with an unprecedented amount of public support granted through scrapping schemes of at least €4.0 billion, and loans from the European Investment Bank of €2.8 billion, or an equivalent of €400 million of aid element. In conclusion, the existence of multiple public support instruments at different levels may create coordination problems and a lack of transparency, in spite of the Commission's efforts. The lack of transparency in turn poses a challenge for the quantification of state aid and non-state aid support to any Industry or sector. This paper provides a first step towards informing the policy debate on the effects of public support to the Car sector, and also stimulates the academic interest in the subject of state aid, and - more generally - public transfers to companies.
Arunansu Haldar - One of the best experts on this subject based on the ideXlab platform.
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design and development of precipitate strengthened advanced high strength steel for automotive application
Materials Science and Engineering A-structural Materials Properties Microstructure and Processing, 2013Co-Authors: Subhasis Sinha, Arijit Lodh, Arunansu HaldarAbstract:Abstract Stringent safety and pollution control norms forces the Car Industry to use higher strength steels in different components of an automobile. However, high strength steels typically possess less formability which makes forming operations difficult. Thus developing high strength steel, with better formability for automotive application, is a challenge for all the steel companies those are working to solve in different ways. In the present work, a new approach, from designing of steel composition to finalizing the process parameters, to develop high strength steel (minimum 1000 MPa UTS) with high elongation (minimum 15%) will be discussed in details. High elongation of this steel is expected to make the forming operation easier without compromising with the strength.
Keith Head - One of the best experts on this subject based on the ideXlab platform.
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misfits in the Car Industry offshore assembly decisions at the variety level
Social Science Research Network, 2019Co-Authors: Keith Head, Thierry MayerAbstract:This paper estimates the role of country-variety comparative advantage in the decision to offshore assembly of more than 2000 models of 197 Car brands headquartered in 23 countries. While offshoring in the Car Industry has risen from 2000 to 2016, the top five offshoring brands account for half the Car assembly relocated to low-wage countries. We show that the decision to offshore a particular Car model depends on two types of cost (dis)advantage of the home country relative to foreign locations. The first type, the assembly costs common to all models, is estimated via a structural triadic gravity equation. The second effect, model-level comparative advantage, is an interaction between proxies for the model's skill and capital intensity and headquarter country's abundance in these factors. Institutional subscribers to the NBER working paper series, and residents of developing countries may download this paper without additional charge at www.nber.org.
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misfits in the Car Industry offshore assembly decisions at the variety level
Sciences Po publications, 2019Co-Authors: Keith Head, Thierry MayerAbstract:This paper estimates the role of country-variety comparative advantage in the decision to offshore assembly of more than 2000 models of 197 Car brands headquartered in 23 countries. While offshoring in the Car Industry has risen from 2000 to 2016, the top five offshoring brands account for half the Car assembly relocated to low-wage countries. We show that the decision to offshore a particular Car model depends on two types of cost (dis)advantage of the home country relative to foreign locations. The first type, the assembly costs common to all models, is estimated via a structural triadic gravity equation. The second effect, model-level comparative advantage, is an interaction between proxies for the model’s skill and capital intensity and headquarter country’s abundance in these factors.
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from torino to tychy the limits of offshoring in the Car Industry
Social Science Research Network, 2017Co-Authors: Keith Head, Thierry MayerAbstract:This paper estimates the role of country/variety comparative advantage in the decision to offshore assembly of nearly 2000 models of 184 Car brands headquartered in 25 countries. While offshoring in the Car Industry has risen from 2000 to 2013, the top five offshoring brands account for the majority of Car assembly relocated to low wage countries. We show that the decision to offshore a particular Car model depends on two types of cost (dis)advantage of the home country relative to foreign locations. The first type, the component of assembly costs common to all models, is estimated via a structural triadic gravity equation. The second effect, model-level comparative advantage, is an interaction between proxies for the model's skill and capital intensity and the factor abundance of the headquarters country.
Sjoerd Bakker - One of the best experts on this subject based on the ideXlab platform.
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the Car Industry and the blow out of the hydrogen hype
Energy Policy, 2010Co-Authors: Sjoerd BakkerAbstract:The hydrogen hype of the last decade has passed and it is now seemingly substituted by the electric vehicle hype. A technological hype can have both positive as well as negative consequences. On the one hand it attracts sponsors for technology development but on the other hand the high expectations might result in disappointment and subsequent withdrawal of the sponsors. In this paper I ask the question to what extent the Car Industry has created the hype and how it has done so. The Industry’s role is studied through their prototyping activities and accompanying statements on market entry. I conclude that the Car Industry has indeed inflated the hype, especially through its public statements on market release after the turn of the millennium. Furthermore, it can be concluded that the Industry has shown a double repertoire of both highly optimistic and more modest statements. It is possible that statements are used deliberately to serve the Industry’s interests whenever needed. Without neglecting the positive influence of technological hype on public policy and private funding for R&D efforts, more modest promises could serve the development of sustainable mobility better. For policy makers the challenge is to remain open to different options instead of following hypes and disappointments as they come and go.
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the Car Industry and the blow out of the hydrogen hype
Research Papers in Economics, 2009Co-Authors: Sjoerd BakkerAbstract:The hydrogen hype of the last decade has passed and it is now seemingly substituted by the electric vehicle hype. A technological hype can have both positive as well as negative consequences. On the one hand it attracts sponsors for technology development but on the other hand the high expectations might result in disappointment and subsequent withdrawal of the sponsors. In this paper I ask the question to what extent the Car Industry has created the hype and how it has done so. The Industry’s role is studied through their prototyping activities and accompanying statements on market entry. I conclude that the Car Industry has indeed inflated the hype, especially through its public statements on market release after the turn of the millennium. Furthermore, the Industry has shown a double repertoire of both highly optimistic and more modest statements. From this I take that statements are used deliberately to serve the Industry’s interests whenever needed. Without neglecting the positive outcomes of hype, public and private funding for R&D efforts, more modest promises could serve the development of sustainable mobility better.
