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Kształtowanie się aliansu strategicznego firm Nissan i Renault

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Lizak P.
Prace Komisji Geografii Przemysłu Polskiego Towarzystwa Geograficznego
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2012
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vol. 20
108-123
EN
The advancing process of economic globalization and the related increase in market competitiveness compels companies to search for new markets. Internationalisation processes present in all world-economy sectors, including the automotive industry, are manifested in such phenomena as entering into strategic alliances and the change of world corporations production structures. In the world economy, alliances are entered into mainly by high technology enterprises, such as telecommunication, information technology, aviation and automotive industries.In numerous companies, in particular in trans-national ones, there is a tendency to get involved in cooperative activity, carrying out mergers or concluding strategic alliances. Corporate strategic alliances result in the emergence of various space and production links through the creation of network connection systems, organizing world economic space at the same time.Consequently, changes occur in the ownership structure of concerns (concentration of capital), and relocation and delocalization of world production take place.In this context, this article analyses the process of shaping and functioning of the strategic alliance between Nissan and Renault international automotive corporations, as well as presents the benefits of the strategic alliance formed by the mentioned companies.
2
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Wpływ koncernu Fiat na kształtowanie się przemysłu samochodów osobowych w Polsce

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Lizak P.
Prace Komisji Geografii Przemysłu Polskiego Towarzystwa Geograficznego
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2009
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vol. 12
79-86
EN
The change of economic system and switching to market economy, as well as opening the economy to international environment, significantly affected the changes in the national industry structure, including the restructuring of the automobile industry. In global economy, international corporations, among them the automobile companies, are carriers of the global economic increase, and the increase in economies of particular countries. On these bases, this paper presents an analysis of the influence of FIAT on the formation of the country’s automobile industry.The country’s automobile industry is, to the greatest extent, connected with the Italian automobile concern FIAT. It has been present in Poland since 1932, when the first licence agreement was signed between the Polish government and FIAT; the agreement included building a car factory in Warsaw. In 1967 the Italian company launched the production of Fiat 125p in the Warsaw FSO factory in Żerań. In 1971, FIAT opened a very modern small-cars factory, FSM, in Bielsko-Biała and Tychy. In 1992, due to its serious situation, it was taken over by FIAT and transformed into three new companies, belonging to the FIAT group, which were: Fiat Auto Poland, Teksid, and Magneti-Marelli. FIAT also took over a number of smaller, chiefly state-owned firms, connected to it by corporational links, which used to be its suppliers. It also took over a number of enterprises which were not connected with automobile industry, e.g. the Bicycle Factory Apollo in Czechowice-Dziedzice, or the factory of lathes in BielskoBiała.FIAT conducted restructuring of its factories (earlier FSM), privatized the supplier firms which were not connected directly with the car production, and sold the metallurgic enterprises in BielskoBiała and Skoczów. These firms were taken over in 1992, by Teksid, which belonged to the FIAT concern. After the foundry in Skoczów was taken over, its production profile was modified and adapted to the needs of the automobile industry.The FIAT concern has strongly influenced the present form of the Polish automobile industry. This is visible in the fact that in the first years of the economic transformation, having taken over FSM factories, it sold the enterprises not connected with car production, and introduced remedial programmes in the remaining firms, thus significantly improving their efficiency and production quality. Restructuring led to production specialization in particular enterprises.In 2005, FIAT employed 8812 workers in Poland. Nowadays the FIAT group is composed of 16 companies and 3 joint-venture enterprises. In the structure of the FIAT group in Poland, the most important is Fiat Auto Poland, specializing in car production, with 3531 employees, i.e. 40.1% of all the group’s workers. Next is Fiat-GM Powertrain Polska, with 1356 employees, which makes 15.4% of the group’s employment. Both these enterprises are dominating in the group and concentrate 55.5% of all its employees. The FIAT factory in Bielsko-Biała has attracted about 32 foreign cooperating investors to Poland, including Teksid Aluminium, Teksid Iron Poland, Magneti-Marelli, Gestind, Delphi, TRW, and others. As a result of restructuring actions in the Polish automobile industry, currently there are four areas in the country in which automobile enterprises are located: Bielsko-Biała – Gliwice, Warszawa-Łódź, Poznań, and Wrocław.
3
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Proces kształtowania się słowackiego przemysłu motoryzacyjnego jako wyraz konkurencyjności regionu

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Lizak P.
Prace Komisji Geografii Przemysłu Polskiego Towarzystwa Geograficznego
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2011
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vol. 17
144-154
EN
The spatial systems of different scale try to create the most advantageous conditions for attracting new forms of economic activity to the particular areas by increasing their attractiveness of the new locations for the economic activities.With reference to the presented premises the process of forming Slovak automotive industry is presented. The paper presents the essential factors that caused competitive advantage of Slovakia in comparison to other countries of Central Europe, determining increased streams of direct foreign investments that resulted in, among others, dynamic development of Slovak automotive industry.
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Przemiany w przemyśle samochodów osobowych w Polsce w latach zmian systemu gospodarowania

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Lizak P.
Prace Komisji Geografii Przemysłu Polskiego Towarzystwa Geograficznego
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2011
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vol. 17
164-176
EN
The subject of this work is to present the process of forming car industry in Poland and the influence of the current economic crisis on its shape and condition. The aim of the work is to indicate changes that are observed in the current structure of the Polish automotive industry.The article presents changes of the spatial structure of automotive industry in Poland in years 1918−2009. In the second part, an issue of the influence of the current economic crisis on general condition of the automotive industry in Poland is described. Moreover, the causes of changes of the spatial structure of the Polish automotive industry (resulting from the global economic crisis) are indicated and analyzed.
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Działalność japońskich koncernów motoryzacyjnych na terenie Unii Europejskiej jako wyraz atrakcyjności układów regionalnych

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Lizak P.
Przedsiębiorczość - Edukacja
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2010
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vol. 6
66-77
EN
Automobile industry is one of the key factors contributing to the global economy as it has an impact on both the economic situation in other sectors of economy which produce for the demands of the automotive market and also on other business areas such as services and trade. The subject of this article is to analyse the evolution of the Japanese car industry as an important element of the global economy. The activities and dynamics of Japanese automotive companies are presented as well as their impact on the current shape of the European car industry. When starting the production of cars, especially in the early stages of the automative industry development, the Japanese largely exploited modern technology acquired through the purchase of licenses in Western Europe and the USA. As a result of strenghtening global process of concentration of capital, new corporations are formed in the Japanese automotive market. These corporations are characterised by constantly increasing economic potential. In the next part of the article it has been noted that global corporations, including automobile corporations, seek new effective locations for their factories but also various regions create different conditions to attract new investments to their territory. The article then goes on to present the spatial structure of production of Japanese automotive companies in the world according to different continents in years 1985–2008 and then examines the dynamic changes in the scale of production for individual continents. The next part of the article concetrates on the spatial structure of passenger cars and components factories, as well as on research and development centers belonging to Japanese automotive companies located in the European Union. The analysis of the structure and size of employment in factories based in the European Union has also been made.
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