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The Integration of Peripheral Markets: a Comparison of Spain and Mexico

In: Global Strategies and Local Realities

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  • Jean-Bernard Layan

Abstract

Since the mid-1980s, the Mexican motor industry has experienced exceptional growth, with annual vehicle output having exceeded the one million mark since 1996 (Table 6.1). This period of expansion, which was sparked off when the big North American companies decided to build a series of assembly facilities in the country, has been sustained by an export boom towards the United States. From an analytical point of view, these events have become a classic example of the Triad having integrated its periphery into its core, and they have come to symbolise a type of industrial development which the present article will from now on refer to as ‘Integrated Peripheral Markets’.1 Mexico is not the only country to have lived through this kind of experience. During the 1970s, the Spanish motor industry also followed a similar trajectory. At the beginning of that decade, Spain had been producing 500000 vehicles annually — but by 1997, this number had soared to 2.5 million (Table 6.2), and the country had caught up with France as Europe’s second largest vehicle producer, far ahead of Italy and the UK. More than 80 per cent of the production of foreign companies in Spain has been exported to the countries in the European heartland.

Suggested Citation

  • Jean-Bernard Layan, 2000. "The Integration of Peripheral Markets: a Comparison of Spain and Mexico," Palgrave Macmillan Books, in: John Humphrey & Yveline Lecler & Mario Sergio Salerno (ed.), Global Strategies and Local Realities, chapter 6, pages 122-148, Palgrave Macmillan.
    • Handle: RePEc:pal:palchp:978-0-333-97771-2_6
    DOI: 10.1057/9780333977712_6
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    Citations

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    Cited by:

    1. Bourdin, Sebastien & Le Thiec, Anaïs & Elissalde, Bernard, 2009. "Le changement spatial dans l'industrie automobile en Europe centrale et orientale : entre effets d'héritage, cycles de vie et transition [Spatial change in the automotive industry in Central and Ea," MPRA Paper 44130, University Library of Munich, Germany.
    2. Yannick Lung, 2004. "The changing geography of the European automobile system," International Journal of Automotive Technology and Management, Inderscience Enterprises Ltd, vol. 4(2/3), pages 137-165.
    3. Petr Pavlínek, 2012. "The Internationalization of Corporate R&D and the Automotive Industry R&D of East-Central Europe," Economic Geography, Clark University, vol. 88(3), pages 279-310, July.
    4. Jean-Bernard LAYAN & Jean-Bernard LAYAN, 2007. "Les Nouvelles Configurations De L Espace Automobile Méditerranéen," Region et Developpement, Region et Developpement, LEAD, Universite du Sud - Toulon Var, vol. 25, pages 157-176.
    5. Güldem Özataǧan, 2011. "Shifts in Value Chain Governance and Upgrading in the European Periphery of Automotive Production: Evidence from Bursa, Turkey," Environment and Planning A, , vol. 43(4), pages 885-903, April.
    6. Frigant, Vincent & Miollan, Stéphane, 2014. "The geographical restructuring of the European automobile industry in the 2000s," MPRA Paper 53509, University Library of Munich, Germany.
    7. Jean-Bernard LAYAN & Yannick LUNG, 2008. "Attractiveness and agglomeration of automotive industry in Morocco and Tunisia: A comparative analysis (In French)," Cahiers du GREThA (2007-2019) 2008-20, Groupe de Recherche en Economie Théorique et Appliquée (GREThA).
    8. Jean-Bernard LAYAN (E3i-IFReDE-GRES) & Yannick LUNG (E3i-IFReDE-GRES), 2006. "The fuzzy outline of the Mediterranean automotive space (In French)," Cahiers du GRES (2002-2009) 2006-22, Groupement de Recherches Economiques et Sociales.
    9. Petr Pavlínek & Jan Ženka, 2011. "Upgrading in the automotive industry: firm-level evidence from Central Europe," Journal of Economic Geography, Oxford University Press, vol. 11(3), pages 559-586, May.

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