By Petr Pavlínek
This booklet investigates the advanced tactics of the post-1990 transformation within the Czech car and its selective integration within the West eu vehicle production process. The post-1990 restructuring of the Czech car is analyzed within the context of its pre-1990 improvement and within the context of the relevant and East ecu car as a complete. particularly, the booklet examines the advance and post-1990 restructuring of the Czech passenger vehicle undefined, the elements and truck production. significant issues lined contain the advance of the Czech car earlier than 1990, the designated case examine of � koda automobile, the consequences of the post-1990 privatization within the Czech automobile undefined, the position and results of overseas direct funding through the post-1990 restructuring, the restructuring of the Czech truck undefined, and the speedy improvement of the car parts manufacturing.
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Extra info for A Successful Transformation?: Restructuring of the Czech Automobile Industry
This chapter therefore reviews the development of the Czech automobile industry before 1990. This chapter begins with a brief summary of pre-1945 developments followed by a discussion of the organization of the automobile industry and its centralized planning between 1945 and 1989. Next is an evaluation of international influences on the sector in terms of attempts at the division of labor within the CMEA and the role of the Czechoslovak automobile industry in the CMEA. The chapter then continues with an analysis of production trends and trade patterns during the post-WWII period and the differences among the individual sectors of the industry followed by an overview of investment policies in the automobile industry during the state socialist period.
The production of motorcycles collapsed across CEE in the 1990s (Fig. 10). Data from Russia, Belarus, Ukraine, Czechia, and Slovakia show production declines of at least 90% in each of these countries. 8% from 103,253 motorcycles made in 1990 to 182 in 2000. Similarly, tractor production dropped by more than 90% in these countries with the exception of Belarus, where it decreased by 75%. These production trends indicate that the increase in passenger car production in the 1990s and 2000s in several Central European countries represents a special case which has not been typical for the CEE motor industry as a whole, and which reflects FDI-driven transformation of the Central European passenger car industry.
With the exception of the VAZ plant at Togliatti, Russia, built to produce licensed Fiat cars, these factories were small by Western standards and typically produced less than 200,000 passenger cars annually (Sadler et al. 1993:340). Bulgaria, Hungary, and Albania did not 6 1 Central and East European Automobile Industry develop any passenger car production under state socialism. Nevertheless, Bulgaria assembled about 15,000 Russian Moskvitchs annually in the 1980s. Thus, with the exception of underdeveloped and isolated Albania, Hungary was the only CEE country that did not assemble any passenger cars during the state socialist period.