![]() Through the Bayesian ordered logit model, it is found that some luxury car brands such as Cadillac, Lexus and Volvo show excellent total secondary safety compared with the average level. A total of 17,178 two-vehicle-crash records involving 34,356 cars in Florida were utilised to identify the variations regarding the TSSI of 23 major passenger-car brands. This model could explicitly define the crashworthiness of subject vehicles while taking into account the aggressivity to the counterpart vehicles which are involved in the same crashes. A Bayesian ordered logit model was proposed to estimate the TSSI for 23 major passenger-car. This paper aims to propose a crash-level approach to combine motor vehicles’ crashworthiness and crash aggressivity into an integrated index, which is expressed as the total secondary safety index (TSSI). Various studies have been conducted concerning vehicles’ crashworthiness and crash aggressivity. The perception of automobiles from the four testedĬountries differed among various demographic groups classified by age, Tends to positively bias the individual's perception of automobiles from Purchase of a brand of automobile from a particular country of origin Zealand automobile market, with “made in Germany” emergingĪs a favourite place of origin among consumers. Indicate that there is a significant level of stereotyping in the New ![]() Model representation in the New Zealand market. Questionnaires (with 150 of these being returned) containing bi-polarĪdjectives to assess the current attitude of new car purchasers towardsĪutomobiles made in four different countries (France, Italy, Germany and Considerable emphasis is placed on the fates of a number of key firms in the region – the British Leyland Motor Corporation (BLMC), MG Rover, Rootes and Jaguar – with explanations offered for their respective failures.įocuses on the issue of country of origin stereotyping by consumers This article assesses the reasons for the decline of the automotive sector in the West Midlands region by contextualising its growth and decline against that of the UK auto sector as a whole. The outcomes have led to factory closures and a hollowing out of both the assembly and component sides of the industry, leaving the region heavily dependent on Jaguar and Land Rover (JLR) which was acquired in 2008 by the Indian conglomerate, Tata. Similarly, foreign direct investment (FDI) by firms such as Chrysler, Peugeot, BMW and Ford through a series of takeovers failed to restore prosperity and eventually all of them withdrew from the region. Due to a lack of economies of scale and investment domestic firms such as British Leyland (BL) and Rootes became increasingly unable to compete in the market place despite restructuring and government intervention. By 2008 the context for the sector had become the global financial crisis. The automotive industry was caught up in the general de-industrialisation that took place in the region since the mid-1960s prior to the economic crisis of the early 1980s, as well as suffering from the effects of increasing globalisation in the car industry itself. The discussion here will focus particularly on the most likely reasons for the decline in volume production and the area’s increasing reliance on relatively small scale luxury car production. In the early 1970s the region accounted for about 60% of total car production in the UK. This article examines how the structure of the automotive industry in the West Midlands has changed since the 1970s.
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