sector matrix

In buyer-driven commodity chains retailers, branded manufacturers and branded marketers which usually operate in labor-intensive consumer goods industries (e.g. footwear, toys, and consumer electronics) play key parts in setting up decentralised production networks in a variety of exporting countries. In producer-driven commodity chains, however, large manufacturers usually operating in capital and technology-intensive industries (e.g. automobiles, aircraft, and computers) play pivotal roles in managing production networks, usually in developed countries.
Global Commodity Chains overlooks important concepts known as demand substitution and supply interaction, which occur in the motoring sector when lower income consumers rather purchase more affordable second hand automobiles from car dealerships than new automobiles from manufacturers e.g. when second-hand cars dilute the automobile market. Competition is thereby oversimplified by Gereffi’s framework as a process that takes place within an industry of firms using similar technologies to produce competing products.
Furthermore, complementary goods e.g. spares and parts, repairs and servicing, fuel, tax and insurance, and finance generates a high percentage of revenue in the motoring sectors. Thus to maintain competitiveness within a sector, managers need to be familiar with the concept of demand complementarity. Gereffi, similarly to Porter, overlook the strategic importance of complementary goods, envisaging the processes that bring a commodity to the final product market.
The sector matrix analysis mentioned by Froud (2006) fills these limitations; it constructs the demand side in terms of complementary and competing demands made by end users, and the supply side in terms of corporate consolidation of surplus from different activities inside and outside a specific demand matrix.
Taking into account the weaknesses of Porter and Gereffi’sframework, Froud argues a need to abandon product-specific analysis for