Thesis (PhD (Process Engineering)--Stellenbosch University, 2006. / My applied engineering research and industrial application work of the past 20 years is presented in this dissertation. It is the conjecture of my work that only if thorough first principles knowledge of the depth of process metallurgy and recycling is available, can meaningful first principles environmental models be developed. These models can then evaluate technology, provide well argued and first principles environmental information to our tax paying consumer society as well as to legislators and environmentalists. Only through this path can one estimate the limits of recycling and its technology, hence evaluate the true boundaries of sustainability. My work with students has presently culminated in the detailed modelling and simulation of recycling systems for post-consumer goods. Notably the models are finding an application in the prediction of legally required recycling rates for automobiles. The models provide first principles arguments for less stringent EU recycling legislation and the integration of the first principles models in computer aided design tools of the automotive industry as part of a large EU 6th Framework (project managed by Volkswagen and the other European car producers). Presently these models are also being converted to model the Waste Electric and Electronic Equipment (WEEE) as well as water recycling systems respectively, both for industry in The Netherlands. This unique rigorous integration of systems engineering, reactor technology and process control theory is the basis of all my work to describe recycling systems as dynamic feedback control loops. My large body of acquired industrial knowledge renders these models practical and can hence be used by the automotive and recycling industries. The origins of this work may be found in the various cited publications and reports to industry by myself (due to my close association with industry as well as industrial experience) over the past 20 years as well as the work of my students, covering topics such as: • system optimization models for flotation, mineral beneficiation and recycling systems and applying these for design for recycling and argue for better/improved first-principles based legislation, • industrial measurement, modelling and simulation of industrial extractive process pyrometallurgical reactors as well waste incinerators and recycling plants, • various activities in other areas such as hydrometallurgy, clean and new breakthrough technology, and • process control of industrial metallurgical reactors by among others the application of artificial intelligence techniques. All the ideas of the last years have been worked out with students and have been summarized in our book: “The Metrics of Material and Metal Ecology, Harmonizing the resource, technology and environmental cycles”.

Thesis (MBA (Business Management))--Stellenbosch University, 2008. / ENGLISH ABSTRACT: The aim of this research report is to identify the impact of the changes in retail pricing driving forces since the introduction of the Motor Industry Development Programme (MIDP) in 1995, identify the shortcomings and develop an improved retail pricing principle model for Volkswagen of South Africa (VWSA), taking cognisance of the changing competitor environment. The anticipated outcome will be to improve WVSA's competitive position in the South African automotive industry (SAAI) passenger vehicle market by securing market share and optimising profitability. Prior to 1995, the SAAI passenger vehicle market was highly protected and competition was low. Cost increases affected all Original equipment manufacturers (OEMs) to the same extent and therefore retail price increases were similar. However, the introduction of the MIDP in 1995, resulted in a reduction of the protection levels, inviting new global competition. It furthermore resulted in structural changes which affected the status quo of the competitor framework and caused a relative change in the cost base between competitors. The structural changes lead to new variables affecting costs and ultimately retail prices to different extents for the various competitors. This necessitated the understanding of, not only VWSA's own organisation's cost drivers and behaviour, but also that of key competitors in order to develop optimal retail pricing principles. Retail pricing driving forces are redefined in section 3.4 and divided into the "Role of the economy" (section 3.4.3) and the "Role of the government" (section 3.4.4). As a consequence of the difference in cost basis of the various competitors, this left the SAAr passenger vehicle market uncertain as to retail pricing principles to be followed. The author makes use of primary data collected from interviews and secondary data collected from content analysis, literature reviews and various SAAI passenger vehicle information centres to achieve the aim of this research report. Retail pricing principles and influences based on international marketing are explored and evaluated for the SAAI passenger vehicle market in Chapter 4. Retail pricing principles consist of two elements, namely the determination of a retail price for a new product and the evaluation of inflationary retail price increases for existing products. The former is considered well applied by the SAAI passenger vehicle market. The latter was identified as the main weakness in the SAAr passenger vehicle market and receives attention in Chapter 6 and Chapter 7. The evaluation of the cost position of WlSA for the period 2003 to 2007 indicates that WlSA is at a cost disadvantage (including fixed cost) of 12 percent (of retail pricing)against Toyota SA and six percent against Chinese importers, taking into account the total impact of exchange rate and inflation. Therefore, WISA will be under the most pressure to increase retail prices. This is the case before the effect of a natural currency hedge, MIDP duty differentials and imported content inflation is considered. As a result of price elasticity of demand (PED), the pressure to increase retail prices more, relative to key competition, could have a negative impact on WISA's market share and consequently its profitability and long-term sustainability. Furthermore, should the macroeconomic situation not improve, the cost focussed competitor strategies of Toyota SA and Chinese importers might be more desirable to the end consumer from an affordability perspective. The main strategic focus areas to support WISA's premium pricing strategy are the improvement of: • Consumer centricity satisfaction index for sales and service. • Quality standards. • Brand strength. • Supplier cost competitiveness. • Productivity. A new retail pricing principle model, TRIPP (consisting of three steps), is developed in Chapter 6 to address the changes in the retail pricing driving forces and cost structures, which caused uncertainty with reference to retail pricing in the SAAI passenger vehicle market. This model determines the required percentage retail price increase in order to retain a net margin percentage for WISA relative to key competitors. The aim is to provide VWSA with intelligent market information to assist in the optimisation of retail price increase decisions. By applying TRIPP (STEP ONE and STEP TWO), it has been discovered that, as at the end of quarter two 2008, Toyota SA has experienced the least pressure (6.1 percent of retail pricing), whereas WISA experienced a little more (7.5 percent of retail pricing) and Chinese importers have experienced far more pressure (17.7 percent of retail pricing) than either WISA or Toyota SA to increase retail prices (after taking into account the effect of natural currency hedge and MIDP). Theoretically it means that it should be safe for VWSA to increase retail prices by a minimum of 6.1 in comparison to Toyota SA (Figure 6.10), resulting in VWSA's profitability deteriorating by 1.4 percent of retail pricing. However one should not price without considering the following: • Current market conditions with consumers having low levels of disposable income. • The impact of the principle of price elasticity. • Exchange rate volatility, keeping in mind that once the SAAI passenger vehicle market has moved pricing, retail prices will not reduce for reasons previously discussed. A concept, the tipping point, is relevant. It is extremely important to take cognisance of the tipping point concept and consider it wisely when making retail price increase decisions. If not, a price war with negative implications on profitability may follow. It will impact on long-term investment strategies taking longer to render a return. This situation will not benefit any competitor in the long run. Other elements that should be monitored and considered before making a final decision whether or not to increase retail prices or on the extent of increases are discussed in section 6.3.5 and also listed in the previous section. These are different for each OEM and importer and it is therefore not possible to do a competitive analysis without inside information, but should not be ignored when considering retail price increases. Having identified the shortcomings in VWSA's current retail pricing principles, with reference to price increases, it is proposed that the current retail pricing model used by VWSA be replaced by the TRIPP model (which was implemented in September 2008)in order to improve the intelligence of decision-making with reference to retail price increases and optimise profitability and market share. In order to ensure meaningful results from the TRIPP model, the following key points are of importance: • Know the SAAI market drivers. • Know your cost drivers, also relative to key competitors. • Understand the impact of certain "other" elements as listed under TRIPP: STEP THREE. • Know and focus on key strategic issues influencing your product in order to allow premium pricing. The above mentioned points should be reviewed regularly, monitored by dedicated project teams and continuous improvement be applied to the TRIPP model. "It is all about getting to the future first." (Roberts, 2008, [Online]) and knowledge is power. Volkswagen of South Africa should therefore ensure it gets there before key competitors do in order to ensure sustainability in the SAAI / AFRIKAANSE OPSOMMING: Die doel van hierdie navorsingsverslag is om die veranderinge in dryfkragte ten opsigte van verkoopsprysbepaling sedert die inwerkingstelling van die Motor Industrie Ontwikkelingsprogram (MIOP) in 1995 te identifiseer en daarvolgens 'n verbeterde verkoopsprysbepalings-model vir Volkswagen van Suid Afrika (VWSA) te ontwikkel, met spesifieke inagneming van die voortdurende veranderinge in die kompeterende omgewing binne die industrie. Die resultaat beoog om VWSA se kompeterende posisie in die Suid Afrikaanse motorindustrie (SAMI), in besonder die passasiersvoertuigmark, te verseker by wyse van die verhoging van markaandeel en winsgewendheid. Die passasiersvoertuigmark binne die SAMI het aansienlike beskerming geniet en kompetisie was gering tot en met 1995. Verhogings in koste het aile plaaslike motorvervaardigers op soortgelyke wyse beinvloed en gevolglik was prysverhogings met betrekking tot verkoopspryse ook soortgelyk. Die inwerkingtreding van die MIOP in 1995 het egter gelei tot verlaagde beskermingsvlakke wat tot gevolg gehad het dat globale kompetisie die mark aantreklik gevind het. Voorts het strukturele veranderinge ingetree wat die status quo van die kompeterende omgewing geaffekteer het en relatiewe veranderinge in onderlinge koste tussen kompetisie tot gevolg gehad het. Nuwe elemente het na yore getree met 'n direkte invloed op koste en eindelik ook op verkoopspryse in die kleinhandelsmark. Begrip van die dryfkragte en gedrag, nie aileen binne VWSA, maar ook ten opsigte van sleutelkompetisie, het noodsaaklik geword ten einde optimale prysbepalingsbeginsels te bepaal. Die dryfkragte word in afdeling 3.4 herdefinieer en opgedeel in die "Rol van die ekonomie" (afdeling 3.4.3) en die "Rol van die regering" (afdeling 3.4.4). Die verskille in die kostebasisse van verskeie mededingers het die passasiersvoertuigmark onseker gelaat met betrekking tot verkoopsprysbepalings. Die skrywer maak gebruik van primere data (by wyse van onderhoude bekom) en sekondere data (gevorder by wyse van inhouds analise, nagaan van literatuur en verskeie inligtingsentrums in die passasiersvoertuigmark) om die einddoel te bereik. Prysbepalingsbeginsels in die kleinhandelsmark en die uitwerking van die internasionale mark daarop. word in Hoofstuk 4 ondersoek en geevalueer. Prysvasstellingsbeginsels bestaan uit twee elemente, naamlik die bepaling van pryse op nuwe produkte en die evaluasie van inflasionere verhogings op die pryse van bestaande produkte. Eersgenoemde word suksesvol geag en redelik volledig toegepas binne die SAM! passasiersvoertuigmark, maar laasgenoemde word as die belangrikste tekortkoming geIdentifiseer en word gevolglik breedvoerig in Hoofstukke 6 en 7 behandel. Die beoordeling van die kosteposisie gedurende die tydperk 2003 tot 2007 het getoon dat VWSA oor 'n 12 persent kostenadeel beskik (vaste koste ingesluit) teenoor Toyota SA en ses persent teenoor Chinese invoerders. Die totale impak van die wisselkoers sowel as inftasie is in ag geneem by berekening van hierdie syfers. Die gevolg is dat VWSA onder ho;; druk verkeer om prysverhogings toe te pas, relatief tot sleutelkompetisie. Hierdie is die posisie voordat die uitwerking van 'n natuurlike wisselkoersverskansing, MIOP invoerkoste differensiasie en ingevoerde materiaal koste inflasie in ag geneem is. As gevolg van pryselastisiteit van aanvraag (PEA) kan die hoer druk op VWSA om verkoopspryse te verhoog (relatief tot sleutel kompetisie), 'n negatiewe invloed op VWSA se markaandeel en gevolglik op die winsgewendheid en langtermyn volhoubaarheid tot gevolg he. Voorts mag die kostegesentreerde-strategie van Toyota SA en Chinese invoerders vir die eindverbruiker meer bekostigbaar voorkom indien die makro ekonomie nie verbeter nie. Die belangrikste strategiese fokusareas ten einde VWSA se premieprys-strategie te ondersteun, is die verbetering van: • Verbruikers tevredenheidsindeks met betrekking tot verkope sowel as dienste. • Kwaliteit standaarde. • Handelsmerksterkte. • Koste kompeterendheidsindeks. • Produktiwitei!. In Hoofstuk 6 word 'n nuwe prysvasstellingsmodel, die TRIPP model, ontwikkel. Hierdie model bestaan uit drie stappe en spreek die veranderinge aan van die dryfkragte en kostestrukture wat tot onsekerheid in die prysbepaling van passasiersvoertuie gelei he!. Die model bepaal die verlangde prysverhogingspersentasie om 'n vaste winsgewendheidspersentasie te behou. Die model se doel is om intelligente inligting aan VWSA te verskaf wat benodig word om prysverhogings te optimiseer. Die toepassing van stap een en stap twee het aangedui dat Toyota SA tot en met die tweede kwartaal 2008 onder die minste druk verkeer het om prysverhogings toe te pas (6.1 persent van verkoopsprys). Daarenteen het VWSA onder effe meer druk verkeer (7.5 persent van verkoopsprys) en die Chinese invoerders het die meeste druk verduur (17.7 persent van verkoopsprys). Hierdie berekeninge is gedoen met inagneming van die uitwerking van natuurlike wisselkoersverskansing, MIOP invoerkoste differensiasie en ingevoerde materiaal koste inflasie. Die teoretiese afleiding hieruit blyk te wees dat VWSA met veiligheid 'n verhoging van verkoopsprys kan toe pas van ongeveer 6.1 persent (Figuur 6.10). Die effek sal 'n afname van 1.4 persent in winsgewendheid tot gevolg he, maar geen prysverandering behoort te geskied sonder oorweging van die volgende nie: • Huidige marktoestande met verbruikers wat oor lae vlakke van besteebare inkomste beskik. • Die impak van die pryselastisiteits beginsel, gegewe die vorige punt. • Onsekerheid van wisselkoerse, met spesifreke inagneming dat kleinhandelspryse nie sal verlaag nadat aanpassings gemaak is nie. Die "tipping pOint" konsep is van belang op hierdie stadium. Dit is uiters belangrik dat die "tipping poinf konsep in ag geneem word wanneer besluite geneem word in verband met prysbepaling om te verhoed dat 'n prysoorlog ontstaan met vanselfsprekende negatiewe gevolge op winsgewendheid vir die industrie. Geen rolspeler sal in sodanige omstandighede voordeel trek op die lange duur nie, aangesien langtemnyn belegginsstrategiee hierdeur geaffekteer sal word deurdat opbrengste op beleggings uitgestel sal word. In afdeling 6.3.5 word verdere elemente behandel wat oorweeg behoort te word voordat prysverhogings plaasvind. Hierdie elemente is verskillend vir elke plaaslike vervaardiger en invoerder en gevolglik is dit nie moontlik om 'n kompeterende analise te doen sonder interne inli9tin9 nie. Die impak van hierdie elemente mag egter nie gering geskat word nie. Die beginsels ten opsigte van verkoopspryse, soos tans deur VWSA toegepas, is nagegaan en tekortkominge is ge'identifiseer, in besonder wat prysverhogingsbesluite betref. 'n Nuwe verkoopsprys bepalingsmodel, die TRIPP model, is voorgestel en in September 2008 ge"implimenteer binne VWSA ten einde die besluitnemingsproses vir prysbepaling te optimiseer om sodoende markaandeelhouding en winsgewendheid te maksimiseer. Die volgende sleutelpunte is van belang ten einde te verseker dat die TRIPP model effektief toegepas kan word: • Ken die markaanwysers in die SAMI. • Ken die koste aanwysers, oak met betrekking tot sleutelkompetisie. • Verstaan die impak van sekere ander elemente soos gelys in stap drie van die TRIPP model. • Identifiseer en fokus op sleutel strategiese kwessies am premie-pryse te regverdig. Bogenoemde aspekte behoort gereeld hersien te word en dit word vereis dat toegewyde projekspanne dit voortdurend sal monitorr en oak deurgans verbeteringe aanbring aan die TRIPP model. "It is all about getting to the future first." (Roberts, 2008, [Online]) en kennis is mag. Volkswagen van Suid Afrika moet dus verseker dat hul voor hul sleutelkompetisie bly met betrekking tot die verwikkellinge rakende prysbepalings. Slegs dan sal hul 'n kompeterende voordeel verseker en markaandeel en winsgewendheid maksimeer.

Objective of the present study is the development of methods for the assessment of manufacturing systems complexity and the investigation of flexibility and complexity relationship. Towards this target, a complete approach based on information theory permitting the analytical, quantitative and systematic modeling and quantification of both static and dynamic manufacturing complexity is proposed. Static complexity concerns the structure of the manufacturing systems, namely the products, the processes, the resources that constitute the systems as well as their interconnections. Static complexity is treated as the information that is required for the description of a manufacturing system. Multi domain matrices modeling the relationships between products, processes and resources are formalized as networks following the notions of graph theory. The information content of each matrix is assessed employing Shannon entropy measure and their aggregation yields the static complexity. Dynamic complexity is related to the uncertainty in the behaviour of a manufacturing system and in the present study is associated with the unpredictability of the performance indicators timeseries. The unpredictability of the performance indicators timeseries, which are provided by computer simulation, is captured employing the Lempel Ziv algorithm that calculates the Kolmogorov complexity. The dynamic complexity is either the unpredictability of a specific timeseries or the weighted mean of a series of performance indicators timeseries produced under different product demand scenarios. The relationship between flexibility and complexity is investigated for a group of 19 different configurations of a manufacturing system. In particular, operation flexibility that refers to the system’s ability to produce a set of products through different machines, materials, operations and sequences of operations and total complexity, and both static and dynamic are examined employing a utility function. As a case study, two assembly lines producing three car floor model types at three different product mixes are investigated. The dynamic complexity of each assembly line is assessed and the relationship between product mix and dynamic complexity is studied. The evaluation of the case study revealed the efficiency of the suggested approach validated its applicability to industrial environments. / Αντικείμενο της παρούσας διατριβής είναι η ανάπτυξη μεθόδων για την εκτίμηση πολυπλοκότητας συστημάτων παραγωγής και η διερεύνηση της σχέσης ευελιξίας και πολυπλοκότητας. Προς αυτή την κατεύθυνση προτείνεται μια ολοκληρωμένη προσέγγιση βασισμένη στην θεωρία της πληροφορίας που επιτρέπει μια αναλυτική, ποσοτικοποιημένη και συστηματική προτυποποίηση και εκτίμηση τόσο της στατικής όσο και της δυναμικής πολυπλοκότητας των συστημάτων παραγωγής. Η στατική πολυπλοκότητα αφορά την δομή των συστημάτων παραγωγής, και σχετίζεται με τα προϊόντα, τις διεργασίες, τους παραγωγικούς πόρους που αποτελούν το σύστημα καθώς και τις μεταξύ τους σχέσεις. Η στατική πολυπλοκότητα αντιμετωπίζεται ως η πληροφορία που απαιτείται για να περιγραφεί ένα σύστημα παραγωγής. Πολυ-πεδιακοί πίνακες αναπαριστούν τις σχέσεις μεταξύ προϊόντων, διεργασιών και πόρων και προτυποποιούνται ως δίκτυα ακολουθώντας την θεωρία γράφων. Το πληροφοριακό περιεχόμενο κάθε πίνακα εκτιμάται με την χρήση της εντροπίας Shannon και το άθροισμα για όλους τους πίνακες δίνει την στατική πολυπλοκότητα. Η δυναμική πολυπλοκότητα σχετίζεται με την αβεβαιότητα της συμπεριφοράς των συστημάτων παραγωγής και στην παρούσα διατριβή συνδέεται με την απροβλεψιμότητα των χρονοσειρών δεικτών απόδοσης ενός συστήματος. Οι χρονοσειρές των δεικτών απόδοσης προκύπτουν από υπολογιστική προσομοίωση και η απροβλεψιμότητα τους εκτιμάται με των αλγόριθμο Lempel Ziv ο οποίος υπολογίζει την πολυπλοκότητα Kolmogorov. Η δυναμική πολυπλοκότητα είναι η απροβλεψιμότητα είτε μιας συγκεκριμένης χρονοσειράς είτε ο σταθμισμένος μέσος όρος ενός συνόλου χρονοσειρών δεικτών απόδοσης. Η σχέση ευελιξίας – πολυπλοκότητας διερευνάται για 19 διαμορφώσεις ενός συστήματος παραγωγής. Συγκεκριμένα, η ευελιξία λειτουργίας που αναφέρεται στην ικανότητα ενός συστήματος να παράγει ένα σύνολο προϊόντων χρησιμοποιώντας διαφορετικές μηχανές και διεργασίες και πολυπλοκότητα τόσο η στατική όσο και η δυναμική μελετώνται με μια συνάρτηση χρησιμότητας. Ως περίπτωση μελέτης εξετάζονται δύο γραμμές συναρμολόγησης που παράγουν τρία δάπεδα αμαξιού σε τρία μείγματα παραγωγής. Η δυναμική πολυπλοκότητα κάθε γραμμής και η σχέση μείγματος παραγωγής και δυναμικής πολυπλοκότητα μελετώνται. Η αξιολόγηση της περίπτωσης μελέτης αποδεικνύει την αποτελεσματικότητα των προτεινόμενων μεθόδων σε βιομηχανικό περιβάλλον.

Automobiles can be today considered as cultural icons which indicate the level of develop- ment of a particular state. This thesis provides analysis of automotive industry in general from the point of view of globalization, linkages, value chains and macroeconomic envi- ronment. We will stress crucial challenges that face global original equipment manufac- turers, depict situations on most important emerging markets and forecast development that we can expect there. In the context of these information we will develop economet- ric analysis which will widen current findings from microeconomic and macroeconomic perspective of a car manufacturer. ŠKODA AUTO represents the most important en- terprise in the Czech Republic and at the same time is a part of the biggest automobile concern in the world. We will use internal data from the company for our research and give overall recommendations. Central questions in this study are the following: What are the forecasted needs of the customers on emerging markets? How sensitive are com- panys' costs on the output? And finally, which role do the macroeconomic indicators play in delivering of automobiles to end customers? 1

The thesis is aimed at explanation of the factors that led to the creation of the current financial crisis in their mutual context. Emphasis is placed on the way of providing mortgages in the USA, policy of FED and credit derivatives. The impacts of the crisis on banking, stock and commodity markets, building industry and automotive industry are discussed as important determinants of international trade. It is shortly mentioned how countries like Germany, China or Czech Republic dealt with the crisis. The final part of the thesis is devoted to the impacts of the crisis on international trade, these impacts result from the issues that are described in the first two parts. Discussed are the commodity and territorial structures of the international trade during the years of crisis. Also the impacts on the foreign trade of the Czech Republic are stressed.

[pt] Este trabalho teve como principal objetivo o estudo da indústria automobilística brasileira, relacionando o posicionamento estratégico competitivo das empresas com a formação de grupos estratégicos e o desempenho dos mesmos. O período estudado compreende os anos de 2001 a 2006, a amostra foi formada por 20 empresas ligadas à Abeiva - Associação Brasileira de Importadores Veículos Automotores - e à Anfavea - Associação Nacional dos Fabricantes de Veículos Automotores, e a análise foi baseada na tipologia de Porter. Os resultados demonstraram que empresas que apresentam melhores desempenhos são as que optaram por uma das estratégias genéricas propostas por Porter, no caso a de Diferenciação; as empresas que obtiveram os piores resultados foram as que não apresentaram estratégia definida (stuck-in-the-middle). / [en] This research aims to study the Brazilian automobile industry, relating the strategic positioning of the companies with the formation of strategic groups and their performances. The studied period started in 2001 and ended in 2006 and the sample was formed by 20 associated companies from Abeiva - the Brazilian Importers Association of Automotive Vehicles and the Anfavea - the National Association of Automotive Vehicles. The study was based on the Porter`s typology and the findings showed that the best performances companies are those that applied the generic strategy of Differentiation, moreover, the companies who had gotten the worse result had been the ones who had not presented a well-defined strategy (stuck-in-the-middle).

Este trabalho teve como objetivo propor uma metodologia para otimizar o planejamento de processos de montagem final da indústria automotiva. A metodologia proposta foi elaborada com base na revisão bibliográfica e no Mapeamento de Processos Críticos da atividade de planejamento de processos de montagem final durante o desenvolvimento de produtos, tendo como referência a subsidiária brasileira de uma montadora. A metodologia proposta consiste em aplicar o PFMEA (Process Failure Mode and Effect Analysis) associado às seguintes ferramentas de qualidade: Brainstorming, Benchmarking, Lições Aprendidas, Sistemas À Prova de Erros, Diagramas de Causa e Efeito e 5 Por Quês. Neste trabalho foi adotada a realização de uma pesquisa explicativa com metodologia de pesquisa-ação. Foram criados procedimentos para que a metodologia proposta fosse aplicada experimentalmente na unidade de análise deste trabalho. A fase de coleta de dados foi feita através de três estudos de caso. Com base nos resultados obtidos, foram analisados os benefícios da aplicação da metodologia proposta e os procedimentos para formar equipes para realizar estudos de PFMEA, no contexto da Engenharia Simultânea. Foi observado que a aplicação da metodologia proposta por este trabalho proporcionou importantes benefícios para o planejamento de processos de montagem final, a especificação técnica de equipamentos de montagem e o desenvolvimento de produtos. / The objective of this work was to propose a methodology to optimize the general assembly process planning of automotive industry. The proposed methodology was elaborated based on bibliographic revision and a Critical Process Mapping regarding general assembly process planning activity during product development, referring to a Brazilian automaker subsidiary. The proposed methodology consists in applying PFMEA (Process Failure Mode and Effect Analysis) associated with the following quality tools: Brainstorming, Benchmarking, Lessons Learned, Error Proof Systems, Cause and Effect Diagrams, and 5 Why’s. Explicative research with action research method was adopted in this work. Procedures were created to experimentally apply the proposed methodology to the analysis unit of this work. The data collect phase was performed through three case studies. Based on the experimental results, advantages of the proposed methodology and PFMEA team formation were analyzed, in the context of Simultaneous Engineering. It was observed that the implementation of the proposed methodology provided important benefits to general assembly process planning, assembly equipment technical specification and product development.

O grande crescimento da comunicação boca a boca, principalmente após a popularização da internet e redes sociais, aumentou a circulação de opiniões sem que o indivíduo tenha consumido, utilizado ou até mesmo tido algum tipo de contato com o produto. Por isso, é necessário que as empresas entendam melhor quais características devem promover em suas marcas para aumentar o valor percebido pelo cliente, proteger-se do boca-a-boca negativo e estimular o positivo. Assim, o objetivo do trabalho é analisar as inter-relações entre personalidade de marca, valor percebido e atitude e seus efeitos preditivos sobre o boca-a-boca entre os consumidores antes da compra. Neste estudo descritivo foram obtidas 1.156 respostas on-line para a utilização de modelagem de equações estruturais. Foram aplicadas ferramentas estatísticas preparatórias, que validaram os dados para aplicação do método PLS, permitindo estimar uma série de relações de dependência entre variáveis latentes. Foi confirmado que uma cadeia de eventos anterior à compra, formada pelos construtos sob análise e moderada pela familiaridade com a marca e envolvimento com o produto, resulta na intenção do consumidor realizar o boca-a-boca, especialmente o positivo. Quando percebidos, a competência da marca e os atributos emocionais do produto tendem a se sobressair ao preço e influenciar com maior relevância a atitude do consumidor para estímulo ao boca-a-boca. / As internet and social media usage expands, significant growth in word-of-mouth communication has increased consumers\' opinion-sharing about products and brands, regardless they ever having used, consumed, or been in contact with such products. For this reason, it is crucial for companies to better understand the cognitive and emotional aspects of such consumer behavior in order to protect their brands from negative word-of-mouth and stimulate positive mentions. Therefore, this work aims at analyzing the interrelations between brand personality, perceived value and attitude, as well as their predictive effects in word-of-mouth communications between customers before the purchase. In this descriptive study, 1,156 self-administered questionnaires data was subjected to Structural Equation Modeling analysis. Statistical analysis validated the data for PLS path modeling which, in turn, allowed estimation of several dependent interrelationships between latent variables in a model developed from literature. Results suggest that a chain of events, comprised by the analyzed constructs and moderated by brand familiarity and product involvement, results in customer\'s intention to engage in predominantly positive word-of-mouth prior to the purchase. When actually perceived, brand competence and emotional attributes overweight price perception in influencing customer\'s attitude toward word-of-mouth behavior.

As mudanças do cenário competitivo forçam a necessidade de reestruturação das empresas estreitando a relação entre as organizações participantes da cadeia de suprimentos de um produto, atuando com base na colaboração interorganizacional. Diferentes estratégias de atuação colaborativa tornam o assunto relevante aos pesquisadores, e gestores de empresas. A integração, cooperação e parceria são essenciais para o sucesso desta reestruturação, as práticas deste tema são tratadas como Gestão Colaborativa. O objetivo principal foi analisar e sistematizar os requisitos da Gestão Colaborativa entre empresas da cadeia de suprimentos do setor automobilístico e propor um modelo de referência. A pesquisa iniciou com um estudo exploratório para identificar os elementos teóricos que envolvem a atuação colaborativa entre empresas. Na sequência foi realizado um estudo de caso múltiplo, a fim de analisar as estratégias colaborativas utilizadas pelas empresas do setor. Com os dados coletados foi elaborado modelos de referência utilizando a metodologia Enterprise Knowledge Development (EKD) sob uma perspectiva de gestão colaborativa. Os dados possibilitaram a representação sistêmica e consistente da colaboração entre empresas, contribuindo para esclarecer a atuação Colaborativa, bem como a relação da integração com as estratégias de gestão interorganizacional. / Changes in the competitive landscape demand the need for restructuring interorganizacional narrowing the relationship between the organizations participating in the supply chain of a product, based in interorganizational collaboration. Different strategies work collaboratively make the subject relevant to researchers and business managers. Integration, cooperation and partnership are essential to the success of this restructuring, the practices of this subject are treated as Collaborative Management. The main objective was to analyze and systematize the requirements of the Collaborative Management in supply chain companies in the automotive sector and propose a reference model. The research began with an exploratory study to identify the theoretical elements that involve collaborative activity between companies. In the sequence was carried out a multiple case study in order to analyze the collaborative strategies used by companies. With the data collected was developed reference models using the methodology Enterprise Knowledge Development (EKD) under a collaborative management approach. The data allowed the representation of the systemic and consistent collaboration between companies, helping to clarify the role Collaborative, and the relationship of integration with the interorganizational.

O sucesso na indústria automobilística está intrinsecamente associado à sua capacidade de apresentar rapidamente novos produtos ao mercado. Foram fundamentais para reduzir o tempo de desenvolvimento de novos veículos a utilização de sistemas de projeto auxiliado por computador, ou CAD, para substituir o modelamento tridimensional físico pelo digital. Buscamos inicialmente apresentar os aspectos históricos da produção industrial do automóvel no início do século XX para compor um panorama com os personagens e os fatos relevantes que influenciaram o processo de projeto de veículos. Destacamos a criação do Art & Color Section da GM porque foi neste estúdio que modelos de projeto representando a carroceria de automóveis foram construídos pela primeira vez utilizando clay industrial. Descrevemos o fluxo de trabalho do processo de projeto no design automotivo e investigamos adicionalmente as possíveis interferências dos programas de modelamento digital no desenvolvimento criativo de projetos de design de automóveis. Complementarmente, analisamos a influência das ferramentas digitais na formação dos futuros designers de automóveis, os futuros desenvolvimentos de interface dos programas CAD/CAS e o panorama atual dos principais programas utilizados no design industrial de automóveis. / The ability to offer new products to the market is the key to success in auto industry. New vehicles are developed with Computer-Aided Design (CAD) programs, resulting in great development time reduction where digital models replaced traditional clay models. By researching historical facts about the auto industry production in early 20th century, this research focused on building a background where the design processes were developed, including relevant biography and facts about the people who created the modern car. We highlighted the creation of GM Art & Color Section due to its relation with the first use of car body models modeled with industrial clay. To find possible interferences caused by the use of digital modeling within the creative phase of car design processes, we described and analyzed the car design process workflow. Furthermore, we analyzed how digital tools can influence new designers education, looked for future CAD/CAS software interface development and an overview on the main high-end software for car design.