著者

塩地 洋

出版者

産業学会

雑誌

産業学会研究年報 (ISSN:09187162)

巻号頁・発行日

vol.2018, no.33, pp.55-73, 2018 (Released:2019-04-01)

参考文献数

27

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This paper clarifies the causes of the increase of abandoned vehicles in Pacific Ocean Islands Countries. We find firstly that there are many abandoned vehicles without properly scrapped. This means that the abandoned vehicles discharge the harmful materials into the atmosphere and ground. Secondly the reason why the vehicle owners abandoned their vehicle is that the profitability of scrapping and recycling business are very low. Thirdly the reason of the low profitability of scrapping and recycling business results from the social, economic and geographical characteristics. These characteristics are the smallness, distance and dispersiveness. Fourthly we define the countries of these characteristics as the Country with Difficulties in Automobile Recycling. It is impossible for the Country with Difficulties in Automobile Recycling to complete the full scrapping and recycling process. Therefore the scrapping and recycling business shrink. As a result of that, the numbers of abandoned vehicles continue increasing.Our proposals consist of four basic proposals. Core one is related with the improvement of economic profitability of the scrapping firms. In order to improve the economic profitability of the scrapping firms, we have to special proposals to overcome the handicaps with which the Pacific Islands Countries confront.Other three basic proposals are related to overcome these handicaps. First basic proposal is to offer the incentives to the owners to bring their disused vehicles to the scrapping factories. Second basic proposal is to remove thoroughly the accumulated and long term abandoned vehicles by utilizing the Japan Automobile Recycling Center’s special fund. Fourth basic proposal is that Japanese government establish the Buying and Bringing Back Center, which buy the recycle materials and used parts from the scrapping firm and bring back them to Japan. At the same time this Center controls whole process of recycle scheme.

著者

塩地 洋

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.42, no.4, pp.80-86, 2008-03-25 (Released:2010-05-18)

著者

天野 雅敏 中林 真幸 木山 実 塩地 洋

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.35, no.1, pp.55-83, 2000-06-25 (Released:2009-11-06)

著者

塩地 洋

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.23, no.2, pp.59-91,iii, 1988-07-30 (Released:2009-11-06)

被引用文献数

1

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This article provides an historical analysis of the relations between the Toyota Motor Company and Hino Motors Limited, relations which formally began in 1966. Through such analysis, light can be shed on the general characteristics of tie-ups between vehicle manufacturers.Three basic areas are covered. First, Hino's failure in the small automobile sector is discussed. In the 1950's Hino was a specialist manufacturer of large trucks and buses. In 1961, it tried to enter the small car sector but, faced with severe competition, made an ungraceful exit and was left with a large investment in small car assembly equipment.Second, the tie-up with Toyota is examined. Through this tie-up, Hino was restored to its former position as a specialist in the large truck and bus field, and Toyota was able to utilize Hino as a subcontracting assembler of Toyota brand automobiles. This arrangement was good for both companies. Partly because of the benefits of specialization, Hino's market share gradually rose and it eventually reached the top position in its sector. For its part, Toyota was able to increase production through the subcontracting arrangement.Finally, the shift in the nature of the tie-up is considered. In the 1970's, as Japan's economy moved from high to low growth, the domestic demand for large trucks and buses began to stagnate and Hino suffered as a result. At the same time, needless to say, Toyota increased small car production through the expansion of both domestic and export markets.In general, this episode points out some of the long term factors involved in selection and bargaining between partners in vehicle manufacturing tie-ups.

著者

富山 栄子 塩地 洋

出版者

事業創造大学院大学

雑誌

基盤研究(C)

巻号頁・発行日

2009

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新興国自動車メーカーである、現代自動車のグローバルマーケティングについて、インド、ロシア、中国市場への市場参入方法とマーケティング戦略の比較、および先進国企業との戦略比較を中心に研究を行った。現代自動車のグローバル・マーケティングの「配置」と「調整」では、自社工場の設置は人口が多く将来的に需要が見込める国BRICsを中心に中小型車を投入し、市場の大きさや潜在力に応じて直接進出方式とライセンス方式を使い分けている。4P戦略は、全世界で同一のスローガンによるグローバルな統合の下、プラッットフォームは共有し標準化しながら、地域のニーズや状況にあわせてデザイン等は現地適合化を行い、拠点間でのノウハウの移転・共有を行っていることを明らかにした。また、先進国自動車メーカー(トヨタ)との違いは前者がグローバルモデルの「本国モデル」あるいは「先進国モデル」を基盤とした新興国への転用を原則とし、機能的価値や品質、耐久性など「見えない」点に力を注いでいるのに対し、現代自動車は、国単位でBRICS市場を分割し特定国向けの専用車種を開発投入し、「新興国モデル」を基盤として他の新興国へ横展開し、デザインなどの「見える化」に力を注ぎ、市場環境に応じてフレキシブルな対応を行っていることを明らかにした。