Electric vehicles are increasingly a part of human everyday life. Accordingly, a key issue is how these vehicles should sound to make the traffic environment safer and more sustainable. The aim of this thesis is to map, understand and discuss the communicative properties of AVAS sound in an electric vehicle and to examine these sounds as a semiotic resource for meaning making. The research questions are: (i) What characterizes the AVAS sounds that are represented in traffic today; (ii) in what way can AVAS technology be developed to contribute to a safer and thus more sustainable traffic environment, and (iii) in what ways can a sound be designed to contribute to a safer and more secure traffic environment? Two studies were carried out: Study A conducted an analysis of already existing AVAS sounds found in traffic today and in Study B an AVAS prototype was created, built and installed. On the basis of the results, chord as a semiotic resource, the absence of low frequencies, pulsating effect and the vehicle as a semiotic resource are discussed. In conclusion, the issue of the vehicle as a participant in the public space is discussed.

Yes / The evaluation of impact of collaborative research on robust design methodologies and methods is important to both academic and industry stakeholders. This paper introduces a framework for impact evaluation which combines the broader framework adopted for the academic research impact assessment with the organisation viewpoint centred on business results, process improvement and product development teams capability improvement. A large scale empirical study conducted with evidence from technical reports on workplace projects from an automotive OEM proved the validity of the proposed framework.

Yes / This paper presents an evaluation study for the System State Flow Diagram function modeling framework based on a large-scale study with an automotive OEM. Technical reports are used to evaluate the usage of the framework within the organization. The paper also introduces a list of the type of problems that engineers are interested in in practical function modelling. The findings suggest that there is a widespread uptake of the framework across the organization and it supports the usage of relevant key engineering tools within the context of a broader model-based Failure Mode Analysis methodology.

Background. With an aspiration towards an increased competitiveness and an increased productivity, many manufacturing industries have chosen to implement automated processes where manual work performed by humans is replaced by machines or computer-operated processes. Swedish manufacturing companies have been pioneers within the European Union in adopting and developing automated manufacturing processes. In addition, the automotive industry has been a leader in the implementation of robots and automation. But despite the fact that the manufacturing industry and in particular the automotive industry have long been pioneers for the implementation of automated processes, current research has been able to point to an imbalance that indicates that the degree of automation normally declines at the end of the production process. This mainly affects assembly processes which is generally the last step of the production process. The reason why it looks like this is mainly due to the complex structure of the assembly processes with many product variants, which requires flexibility. Robots have many good qualities, but when it comes to flexibility, humans have proven to be by far the best element. With the demand for flexibility, assembly processes have therefor been difficult to automate even in the industries that have driven the development for automation.  Objectives. This report to identify key design characteristics that enhance the potential for increased automation and reduce the demand for flexibility in assembly processes within the automotive manufacturing sector, with maintained product variety. Methods. The thesis is carried out as a case study at Scania's cab production facility in Oskarshamn. As one of the study's primary data collection sources, semi-structured interviews are conducted with experts in both product development and automation at Scania. In addition, a practical product design evaluation is carried out using the DFA2 methodology to gather data from unstructured observations. The data is obtained through the assessment of an existing Scania product for an academic evaluation of both the product and the DFA2 methodology. In order to create a broader understanding and thereby also anchor the study's findings in current research, a literature review is nonetheless carried out. Results. All the collected data indicates that there is no difference in the design requirements placed on products intended for manual assembly and automatic assembly. The DFA2 method has been found to be a beneficial aid to use in early product development processes by product developers to identify weaknesses in the intended product design. Conclusions. The product development process is the process that creates the main prerequisites for automated assembly processes. The product design evaluation process is what distinguishes this process where products intended for automatic assembly require a more detailed evaluation, however under the same criteria as for products intended for manual assembly. Here, DFA2 can be a beneficial tool for evaluation. / Bakgrund. Med en strävan mot en ökad konkurrenskraft och en ökad produktivitet har många tillverkningsindustrier valt att implementera automatiserade processer där manuellt arbete utfört av människor ersätts av maskiner eller datorstyrda processer. Svenska tillverkningsföretag har varit pionjärer inom EU när det gäller att ta till sig och utveckla automatiserade tillverkningsprocesser. Dessutom har fordonsindustrin varit ledande inom implementering av robotar och automation. Men trots att tillverkningsindustrin och i synnerhet fordonsindustrin länge varit pionjärer för implementering av automatiserade processer har aktuell forskning kunnat peka på en obalans som tyder på att automationsgraden normalt avtar i slutet av produktionen. Detta påverkar främst monteringsprocesser som i allmänhet är det sista steget i produktionsprocessen. Anledningen till att det ser ut så beror främst på den komplexa strukturen i monteringsprocesserna med många produktvarianter, vilket kräver flexibilitet. Robotar har många goda egenskaper, men när det kommer till flexibilitet har människor visat sig vara det överlägset bästa elementet. Med kravet på flexibilitet har monteringsprocesser därför varit svåra att automatisera även i de branscher som drivit på utvecklingen för automation. Syfte. Denna rapport syftar till att identifiera viktiga designegenskaper som ökar potentialen för ökad automatisering och minskar efterfrågan på flexibilitet i monteringsprocesser inom biltillverkningssektorn, med bibehållen produktvariation. Metod. Examensarbetet genomförs som en fallstudie på Scanias hytt produktionsanläggning i Oskarshamn. Som en av studiens primära datainsamlingskällor står semistrukturerade intervjuer genomförs med experter inom både produktutveckling och automation på Scania. Dessutom genomförs en praktisk produktdesignsutvärdering med hjälp av DFA2 metodiken för att samla data från ostrukturerade observationer. Data inhämtas genom bedömningen av en befintlig Scania produkt för en akademisk utvärdering av både produkten och DFA2 metodiken. För att skapa en bredare förståelse och sedermera också förankra studiens resultat i nuvarande forskning genomförs likväl en litteraturgenomgång. Resultat. Samtliga inhämtade data pekar på att det inte finns någon skillnad i designkraven som ställs på produkter avsedda för manuell montering respektive automatisk montering, alltså gäller samma krav. DFA2 metoden har kunnat konstateras vara ett fördelaktigt hjälpmedel att använda i tidiga produktutvecklingsprocesser av produktutvecklare för att identifiera svagheter i den tänkta produktdesignen. Slutsatser. Produktutvecklingsprocessen skapar de grundläggande förutsättningarna för automatiserade monteringsprocesser. Produktdesignutvärderingsprocessen är avgörande i detta sammanhang, där produkter avsedda för automatisk montering kräver en mer detaljerad utvärdering, men enligt samma kriterier som för produkter avsedda för manuell montering. Här kan DFA2 vara ett fördelaktigt verktyg för utvärdering.

Kundanpassade produkter är produkter som utformas och tillverkas för att möta enskilda kunders specifika behov. Speciellt inom fordonsindustrin är ökad kundanpassning ett förekommande fenomen eftersom tillverkning av kundanpassade fordon kan generera större intäkter. Till följd av detta ökar dock antalet artikelnummer som förvaras och hanteras i fabrikerna för att kunna tillverka just-in-time. Samtliga artikelnummer ska finnas tillgängliga i rätt kvantitet och på rätt plats vid rätt tillfälle för att undvika produktionsstopp och extra kostnader. Volvo Tuve är en lastbilstillverkande fabrik med hög grad av kundanpassning. Inom tio år förväntas antalet artikelnummer dubblas. Ökningen av artikelnummer innebär en logistisk utmaning, då fabrikens nuvarande lager saknar kapacitet för att förvara och hantera alla artikelnummer. Framför allt gäller det material som förvaras i små blå lådor. Denna studie ämnar utvärdera olika lagerlösningar för små material i lådor och rekommendera en framtida lagerlösning för Volvo Tuves materialhantering av dessa som kan möjliggöra framtida ökning av antal artikelnummer. Utifrån litteratur inom olika typer av lagerlösningar identifierades tre olika scenarion som kunde vara lämpliga att implementera i Tuvefabriken. Scenariona testades sedan empiriskt för att utvärdera vilket som var mest lämpligt för det undersökta fallet. Detta innebär att studien är deduktivt genomförd. Scenariona utvärderades genom två dimensioner; behovsuppfyllnad och löpande kostnader. Det optimala scenariot skulle tillgodose flest viktiga behov inom fabriken till en så låg löpande kostnad som möjligt. Scenario 1 innebär ett centraliserat automatiserat lager som är placerat ungefär lika långt bort från fabrikens interna kunder. Scenario 2 innebär en semi-decentraliserad lagerlösning med två automatiserade lager som försörjer olika områden av fabriken. Scenario 3 innebär en helt decentraliserad lagerlösning med fyra manuella lager som försörjer varsitt område i fabriken. Genom en workshop med logistikingenjörer från andra Volvofabriker identifierades de aktiviteter och behov som lagerlösningen bör tillgodose. De olika behovens viktighet graderades sedan genom en enkät som distribuerades till logistikingenjörer på Volvo Tuve. Genom jämförelse med litteratur graderades även varje scenarios möjlighet till att uppfylla varje enskilda behov. Weighted Point Method nyttjades sedan för att ge varje scenario ett summerat viktat betyg för hur väl de kan tillgodose de viktigaste behoven. Resultaten visade att scenario 1 och 2 var bäst lämpade för att uppfylla de viktigaste behoven medan scenario 3 var något sämre. För att beräkna skillnaden i löpande kostnader mellan de olika scenariona genomfördes en dokumentstudie för att samla relevant data. Personalkostnader, transportkostnader samt kostnad för yta beräknades sedan på årsbasis för samtliga scenarion. Resultaten visade att scenario 1 innebar lägst löpande kostnader, tätt följt av scenario 2 medan scenario 3 innebar mycket högre löpande kostnader. En intervju genomfördes för att undersöka Volvos prioritering av behov repsektive löpande kostnader. Därefter kunde det fastställas att scenario 1 borde rekommenderas eftersom det kunde uppfylla de viktigaste behoven till lägst löpande kostnad och dessutom sannolikt innebär lägre investeringskostnad än scenario 2. Det innebär att ett centraliserat, automatiserat lager bör implementeras i fabriken. / Customized products are products that are designed and manufactured to meet the specific needs of individual customers. Especially in the automotive industry, increased customization is common as the production of customized vehicles can generate more revenue. However, as a result, the number of part numbers stored and managed in factories to enable just-in-time manufacturing is increasing. All part numbers must be available in the right quantity and in the right place at the right time to avoid production stops and extra costs. Volvo Tuve is a truck manufacturing plant with a high degree of customization. Within ten years the amount of part numbers handled in the plant is expected to double. The increase in part numbers poses a logistical challenge, as the factory's current warehouse lacks the capacity to store and handle all part numbers. This is especially true for materials stored in small blue boxes. This study aims to evaluate different storage solutions for small materials in boxes and recommend a future storage solution for Volvo Tuve's material handling of these that can enable future increases in the number of part numbers. Based on literature regarding different types of warehouse solutions, three different scenarios were identified that could be suitable for implementation in the Tuve factory. The scenarios were then tested empirically to evaluate which one was most suitable for the case under investigation. This means that the study is deductively conducted. The scenarios were evaluated through two dimensions; need fulfillment and running costs. The optimal scenario would fulfill the most important needs within the factory at the lowest possible running cost. Scenario 1 entails a centralized automated warehouse located approximately equidistant from the factory's internal customers. Scenario 2 consists of a semi-decentralized warehouse solution with two automated warehouses supplying different areas of the factory. Scenario 3 is a fully decentralized warehouse solution with four manual warehouses, each serving a different area of the factory. In a workshop with logistics engineers from other Volvo factories, the activities and needs that the warehouse solution should meet were identified. The importance of the different needs was then graded through a survey distributed to logistics engineers at Volvo Tuve. By comparison with literature, the ability of each scenario to meet each individual need was also graded. The Weighted Point Method was then used to give each scenario a total weighted score for how well they can meet the most important needs. The results showed that scenarios 1 and 2 were best suited to meet the most important needs while scenario 3 was slightly worse. In order to calculate the difference in running costs between the different scenarios, a document study was carried out to gather relevant data. Personnel, transportation and space costs were then calculated on an annual basis for all scenarios. The results showed that scenario 1 had the lowest running costs, closely followed by scenario 2, while scenario 3 had much higher running costs. An interview was conducted to investigate Volvo's prioritization of needs versus running costs. It was then determined that scenario 1 should be recommended as it could meet the most important needs at the lowest running costs and is also likely to involve lower investment costs than scenario 2. This means that a centralized, automated warehouse should be implemented in the factory.

The way firms innovate has notably changed in recent years. A clear example is the manufacturing sector which has been experiencing a new revolution in production and innovation. Linked to this industrial shift, manufacturing firms have been adopting more open and collaborative practices to innovate. This phenomenon, known as Open Innovation (OI), is helping firms to acquire and explore knowledge from external sources (inbound process) and to exploit knowledge via the commercialisation of ideas and technology (outbound process). Even though numerous researchers have studied the adoption of OI and its relation to numerous strategic and organisational results, very few studies have focused on investigating the positive influence of diverse OI approaches and practices on multiple dimensions of firm performance from different angles. These drawbacks hinder the diffusion of OI practices and raise the question of whether it is convenient for any firm in any industry to adopt or not to adopt OI. Thus, this thesis helps to fill this gap by examining the extent to which OI practices are adopted by firms and other actors in unexplored mature manufacturing industries and by understanding the unidentified roles that these practices play in relation to different dimensions of firm and industrial performance.  This thesis brings together different methodologies and data to investigate OI practices with a novel multi-perspective approach. Hence, OI practices are framed within the industrial context of manufacturing firms in Italy and Sweden, several actors in the food industry, small and medium-sized enterprises (SMEs) from the Italian foundry industry, and also within worldwide SMEs designing and producing supercars. More specifically, using data from 247 European manufacturing firms collected through a tailored OI survey, this thesis supports the relevance of internal context characteristics such as firm size and provides evidence of the relation between configurations of OI models and innovation performance. Through two case studies in the food industry, this thesis demonstrates novel forms of OI practices that can be characterised and adopted by different innovation actors within and around this mature industry. Likewise, drawing from 30 rigorous case studies of small and medium-sized foundries, this research for the first time illuminates the relation between the aggregations of some innovation practices (specifically internal R&amp;D and inbound OI) with a contemporarily relevant dimension of environmental and industrial performance such as energy efficiency. Although foregrounding the practical implications of adopting OI practices, this project also investigates and attempts to contrast some of the theoretical perspectives used when researching OI in mature manufacturing industries. This thesis concludes with an integrative study of the main aspects of the research project to demonstrate the advantages of using a multi-perspective approach to study OI. This last study, originally inspired from two case studies of small carmakers, involved collecting data from 48 small and medium-sized manufacturers of supercars with a survey designed to evaluate OI influence on several types of firm performance. Collectively, the results from this thesis confirm the validity of OI in new research contexts and reveal a combined influence of specific innovation practices on innovativeness, but also on the dimensions of industrial, environmental, and social performance. This thesis contributes to theory and practice by empirically showing that even though OI and the results of practicing it are highly context dependent, adopting OI practices can definitely have a positive influence in the overall performance of firms in mature manufacturing industries, including SMEs and other small actors. / Det sätt på vilket företagen innoverar har förändrats märkbart under de senaste åren. Den här situationen syns tydligt inom tillverkningssektorn, som upplever en ny produktions- och innovationsrevolution. Med tanke på detta inför tillverkningsföretagen öppnare och mer samarbetsbaserade metoder. Detta fenomen, benämnt öppen innovation (Open Innovation, OI), hjälper organisationer att förvärva och utforska kunskaper från externa källor (ingående process) och att utforska kunskaper genom kommersialisering av idéer och teknik (utgående process). Även om ett flertal forskare har studerat införandet av OI och hur det hänger samman med olika strategiska och organisatoriska resultat, har endast mycket få studier lagt fokus på att undersöka de positiva effekter som olika former av OI-metoder och -praxis har på flera dimensioner av företagens resultat och ur olika synvinklar. Den här bristen hindrar spridningen av OI-praxis och väcker frågan om huruvida det är fördelaktigt för ett företag i en viss bransch att införa eller inte införa OI. Denna avhandling hjälper till att fylla det här tomrummet genom att undersöka i vilken utsträckning öppen innovationspraxis har införts av företag och andra aktörer i outforskade, mogna tillverkningsbranscher och vilka oidentifierade roller sådan praxis spelar i förhållande till olika dimensioner av företagsresultat och branschresultat. Denna avhandling för samman olika metoder och data för att undersöka OI-praxis ur ett nytt multiperspektiv. Det industriella sammanhanget för studien av OI-praxis är därför tillverkningsföretag i Italien och Sverige, flera aktörer inom livsmedelsindustrin, små och medelstora företag från den italienska gjuteriindustrin samt små och medelstora företag världen över som utformar och tillverkar superbilar. Denna avhandling använder data från 247 europeiska tillverkningsföretag, som samlats in genom en skräddarsydd enkät om öppen innovation, för att bekräfta betydelsen av det interna sammanhangets egenskaper, t.ex. företagets storlek, och lägga fram bevis för relationen mellan OI-modellkonfigurationer och innovationsresultat. Genom två fallstudier inom livsmedelsindustrin visar denna avhandling nya sätt på vilka OI-praxis kan karakteriseras och införas av olika innovationsaktörer inom och omkring den här mogna branschen. Forskningsprojektet utgår även från 30 noggrant genomförda fallstudier av små och medelstora gjuterier för att för första gången belysa relationen mellan samlingar av vissa former av innovationspraxis (nämligen intern FoU och ingående OI) och en samtida relevant dimension av miljö- och branschresultat, t.ex. energieffektivitet. Detta projekt bildar förgrunden till de praktiska följderna av att införa OI-praxis, men undersöker även och försöker kontrastera till några av de teoretiska perspektiv som används vid forskning kring OI i mogna tillverkningsbranscher. Denna avhandling avslutas med en integrerande studie av forskningsprojektets huvudsakliga aspekter för att påvisa fördelarna med att använda en multiperspektivmetod vid studier av OI. Den sista studien, till vilken inspirationen ursprungligen hämtades från två fallstudier av små biltillverkare, innebar insamling av data från 48 små och medelstora tillverkare av superbilar med en enkät avsedd att utvärdera OI:s påverkan på flera typer av företagsresultat. De sammantagna resultaten från denna avhandling bekräftar OI:s giltighet i nya forskningssammanhang och avslöjar en kombinerad effekt av vissa former av innovationspraxis på innovationsförmåga, men även på dimensionerna industriella, miljömässiga och sociala resultat. Avhandlingen bidrar till teori och praktik genom att empiriskt påvisa att även om OI och resultaten av OI-praxis är starkt kontextberoende, kan införande av OI-praxis säkerligen ha ett positivt inflytande på det totala resultatet för företag i mogna tillverkningsbranscher, däribland små och medelstora företag och andra mindre aktörer. / Il modo in cui le imprese stanno innovando è notevolmente cambiato negli ultimi anni. Un chiaro esempio è il settore manifatturiero, che sta reagendo a una nuova rivoluzione nella produzione e innovazione. Collegato a questo cambiamento industriale, le aziende del settore della manifattura stanno acquisendo nuove pratiche più aperte e collaborative per innovare. Questo fenomeno, noto come ‘Open Innovation’ (OI), sta aiutando alle aziende ad acquistare e esplorare le conoscenze dalle fonti esterne (processo ‘inbound’) e di sfruttare la conoscenza tramite la commercializzazione delle idee e delle tecnologie (processo ‘outbound’). Anche se numerosi ricercatori hanno studiato l’adozione della OI e la sua relazione con numerosi risultati strategici ed organizzativi, in pochi studi si sono concentrati sullo studio dell’influenza positiva di diversi approcci e pratiche sulle multipli dimensioni della performance aziendale di diverse angolature della OI. Questi inconvenienti ostacolano la diffusione delle pratiche OI ed evidenziano la questione se è pure conveniente per qualsiasi tipo d’azienda in qualsiasi tipo d’industria adottare o non adottare OI. Così, questa tesi contribuisce a riempire questa lacuna tramite la esaminazione delle misure in cui le pratiche della OI vengono adottate dalle aziende ed altri attori nelle inesplorate industrie mature della manifattura e attraverso la comprensione dei ruoli non identificati che queste pratiche giocano in relazione alle diverse dimensioni della performance aziendale e industriale.   Questa tesi mette insieme le diverse metodologie e i dati ad indagare sulle pratiche della OI con un nuovo approccio multi-prospettico. Quindi, le pratiche OI sono inquadrate nel contesto industriale delle aziende manifatturiere in Italia e in Svezia, i diversi attori nel settore alimentare, le piccole e medie imprese (PMI) del settore della fonderia italiana, e anche nelle PMI di tutto il mondo che disegnano e producono i supercars. In particolare, utilizzando i dati di 247 aziende manifatturiere europee raccolti attraverso un sondaggio, questa tesi sostiene la rilevanza delle caratteristiche del contesto interno come la dimensione della azienda e fornisce la prova della relazione tra configurazioni dei modelli OI e la capacità di innovazione. Attraverso due casi di studio nel settore alimentare, questa tesi dimostra delle nuove forme di pratiche OI che possono essere caratterizzate e adottate dai diversi attori dell’innovazione all’interno ed all’intorno di questo settore maturo. Allo stesso modo, raccolto da 30 rigorosi casi di studio delle piccole e delle medie fonderie, questa ricerca per la prima volta illumina la relazione tra le aggregazioni di alcune pratiche di innovazione (in particolare le pratiche interne di R&amp;S e di OI inbound) con una dimensione contemporaneamente rilevante delle prestazioni ambientali ed industriali quali l’efficienza energetica.   Anche se in primo piano le implicazioni pratiche dell’adozione delle pratiche della OI sono accentate, il progetto indaga anche e cerca di contrastare alcune delle prospettive teoriche utilizzate nella ricerca nelle mature industrie manifatturiere. Questa tesi finisce con uno studio integrativo degli aspetti principali del progetto di ricerca per dimostrare i vantaggi di utilizzare un approccio multi-prospettiva per studiare la OI. Quest’ultimo studio, originariamente ispirato da due casi di studio di piccole case automobilistiche, ha coinvolto la raccolta dei dati provenienti da 48 piccole e medie produttori di supercars tramite un sondaggio per valutare l’influenza dei diversi tipi di performance aziendale. Collettivamente, i risultati di questa tesi confermano la validità di OI in nuovi contesti di ricerca e rivelano una influenza combinata di pratiche d’innovazione specifica su innovazione, ma anche sulle dimensioni della performance industriale, ambientale e sociale. Questa tesi contribuisce alla teoria e alla pratica, che empiricamente mostra che se anche la OI ed i risultati di praticarla sono molto dipendenti dal contesto, l’adozione delle pratiche OI può sicuramente avere un effetto positivo nelle prestazioni complessive delle aziende nella industria manifatturiere matura, comprese le PMI ed altri piccoli attori. / <p>This thesis is produced as part of the EMJD Programme <em>European Doctorate in Industrial Management (EDIM) </em>funded by the European Commission, Erasmus Mundus Action 1.</p><p>EDIM is run by a consortium consisting of the industrial management departments of three institutions.</p><p>•KTH Royal Institute of Technology, Stockholm, Sweden</p><p>•Politecnico de Milano, POLIMI, Milan, Italy</p><p>•Universidad Politécnica de Madrid, UPM, Madrid, Spain</p><p>QC 20160128</p> / European Doctorate in Industrial Management

Research has validated the contribution of information sharing to performance improvement. It has also suggested that flexibility is a highly important competitive priority for those companies where demand is volatile. Several studies argue that flexibility has been recognized as a key enabler for supply chain responsiveness. However, the impact of information sharing on supplier flexibility is still unexplored, especially for the companies that operate in agile business environments such as in the automotive industry where flexibility is a strategic requirement to manage demand uncertainty. In agile supply chains, such as in the automotive industry, information sharing can play an important role in responding to demand variability. In such settings, the demand volumes generally fluctuate, and hence create production-scheduling problems for the upstream suppliers such as first-tier suppliers. Interestingly, the impact of demand fluctuations on suppliers is higher than that of Original Equipment Manufacturers (OEMs). The aim of this doctoral thesis is to investigate the role of information sharing between OEMs and first-tier suppliers, in enhancing supplier flexibility. Particularly, the research focuses on exploring the relationship between sharing demand schedules and inventory data, and volume and delivery flexibility. The questions on whether information sharing between OEMs and first-tier suppliers affect supplier flexibility remain unanswered. The following research questions have emerged:  RQ1: How does information sharing between OEMs and first-tier suppliers affect the latter's responsiveness to fluctuating demand? RQ2: What is the relationship between information sharing of OEMsʼ demand forecasts and inventory data, and suppliers’ volume and delivery flexibility? RQ3: What factors should OEMs consider to improve the sharing of demand forecasts with suppliers? The empirical part of this thesis comprises three individual studies that constitute the empirical foundations of the research problem. Each study analyzes one research question using its own methodological approach. Hence, different research methods for collecting and analyzing data were used to address the research questions. Applying different research methods is deemed advantageous because it allows for methodological rigorousness in this doctoral thesis. This thesis contributes to the body of knowledge in three dimensions—theory, method, and context. First, it contributes to the academic field of operations and supply chain management by developing a model to explain how information sharing could affect suppliers’ delivery performance. The model provides a measurement scale to measure the level of information sharing between OEMs and suppliers, and its impact on suppliers’ delivery flexibility. Second, this thesis contributes to the methods by using state-of-the-art techniques, which is partial least squares structural equation modeling (PLS-SEM) including consistent PLS, and applying advanced concepts to empirically test the proposed model. Third, this thesis has a managerial contribution to examine the concept of information sharing and flexibility at the supplier level. Investigating the problem at the supplier level may enable managers to improve short-term decisions, such as production scheduling decisions, internal production, and inventory processes, and evaluate collaboration practices with OEMs. This doctoral thesis is organized in a monograph format comprising five chapters: Introduction, Literature review, Methodology, Empirics, and Conclusion. As an outcome, several scientific articles have emerged from this thesis and have been submitted for consideration for publication in peer-reviewed journals and international conferences in the field of operations and supply chain management. These articles are listed and appended at the end of this dissertation. / <p>QC 20160302</p>

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.