Thailand is the 13th automotive manufacturer, and it is also the important part and component manufacturer in the world. After 2000, Toyota and GM established the R&D Centre and Production Base in Thailand. Now, Thailand has become ¡§Detroit of Asia.¡¨ How could we find the developmental model of Thailand automotive industry? Maybe it cannot be explained by one theory. So we try to select three theories, different ideology, to find the path of industrial development in three periods. Finally, we find the path of automotive industrial development in Thailand. Triple Alliance of dependency development theory let the industry updrade and become more and more important. And then, international division let Thailand became the key role of supply chain in the world. Laissez faire and compare advantage are the characteristics in this period, so we know the developmental model of neo-classical economic theory let Thailand shining in the world.

The quantity of cell phone applications or mobile apps have seen an upsurge at an exponential rate in under a decade. Many have been created for a variety of industries, including transportation. The advent and subsequent commercialized implementation of near-instant transport by a middleman-type of app is now known as a Transportation Network Company or TNC. Examples of the more renowned TNCs are Uber, Lyft and Sidecar. In recent years, TNCs have cultivated a tremendous following, to the degree of taxicab desertion. Moreover, the massive success of TNCs led to expansion of its capacities into public transportation. The TNC’s expeditious popularity has garnered the attention of government and transit agencies. Without fail, TNCs can complement, supplement or compete with transit. However, sparsely has there been any deep discussion about a TNC potentially supplanting transit. The aim of this paper is to show how TNCs could replace public transportation in the United States if subsidized at the same level of transit agencies. Austin, Texas was analyzed as the case study city. A comparison of subsidization between Austin’s transit agency: Cap Metro, the local TNCs, and on a national aggregate level was conducted. The evidence herein clearly shows that TNCs are highly competitive when in revenue service operating at full capacity, potentially replacing public transportation.

This thesis covers topic of actual trends in CSR strategies of the multinationals, especially of the global company Unilever. It presents drivers and bariers to the implementation of the CSR strategies. The goal of this paper is to understand new trends of the corporate social responsibility and sustainablity using the analysis of current TNC strategies. The thesis is divided into the two parts, theoretical based on the literature reading and practical based on PEST analysis, SWOT analysis, survey and the content analysis in order to prove or disprove specified hypotheses.

For many years, research on user acceptance of different technologies has been one of the most important topics within the field of information systems. In markets with the sheer size and uniqueness of the Chinese mobile economy fostered rapid development of sharing economy firms. Transportation Network Companies (TNC) can be regarded as a context of the sharing economy that focuses on personal transportation. Intrigued by the immense success of TNC and notorious competition between TNC companies Uber and DiDi in China, we study why users are susceptible to TNC. In this study, user acceptance is defined as intention to use TNC and the actual use of TNC. This study aims to examine what factors affect user acceptance of TNC in China and to what extent. By this, the thesis aims to provide TNC with adequate recommendations for success. The state of the art user acceptance model UTAUT2 has been used in this research with an explanatory purpose and a deductive approach. The UTAUT2 model consists of factors related to user acceptance, such as Performance Expectancy, Effort Expectancy, Social Influence, Facilitating Conditions, Hedonic Motivation, Price Value and Habit. These factors were individually tested with Simple Linear Regression to determine their influence on user acceptance. These calculations were executed upon quantitative data from an electronically distributed survey. Upon analysis of the findings, research and practical implications are provided such as managerial recommendations for how TNC can raise user acceptance and increase market share.

Transfer pricing plays a crucial role in the financial management of TNC as it significantly influences revenues and costs allocation among affiliates of TNC that are located in countries with different tax regimes, interest rates, political situation and economic environment. Recently, transfer pricing is scrutinized in respect of tax minimisation strategies adopted by TNC which raises various conflicts of interest with tax authorities in some countries of their presence. The main objective of the dissertation thesis is to provide a comprehensive empirical study on international transfer pricing in the Czech Republic from the perspectives of both taxpayer and the tax authority. With regard to the complexity of transfer pricing, manufacturing afiliates of TNC located in the Czech Republic were selected to be examined in more detail. The thesis is structured into five chapters. The first chapter defines theoretical framework based on which the analytical part of the thesis is elaborated. The strategies applied by TNC in setting transfer prices are strongly affected by the transfer pricing regulation and interpretative experience of the particular countries in which they operate. In this context, the Czech transfer pricing legislation as well as selected case law is analyzed in the second chapter. Given the complexity of the issue of transfer pricing, the third chapter deals with selected aspects that are considered critical when setting transfer prices. The fourth chapter presents key findings regarding transfer pricing strategies applied by TNC located in the Czech Republic to transfer pricing issues. The fifth chapter summarizes the approach of the Czech tax authorities to the transfer pricing audits and at the same time evaluates related risks borne for taxpayers in this respect. The thesis reveals that manufacturing afiliates of TNC located in the Czech Republic generally prefer non market (cost based) transfer pricing methods when setting transfer prices, whereby there are several factors influencing their decision making, out of which internal economic conditions and foreign exchange risk management are deemed the most important factors, while tax optimisation as well as restrictions on profit repatriation are considered relatively less important factors. The study further indicates certain inconsistency between declared functional and risk profiles and decision making competences. In this connection, it was found out that the Czech afiliates in which the foreign parent company is involved in transfer pricing set-up incur tax losses. In response to the increasing importance of transfer pricing and international initiative Action Plan BEPS (Base Erosion and Profit Shifting) it can be stated that the approach of the Czech tax authorities has become more intensified and sophisticated. The Czech tax authorities challenge declared and actual functional and risk profile of taxpayers as well as economic substance of realized intercompany transactions. Furthermore, number of transfer pricing audits has increased and become targeted on risky taxpayers such as companies granting investment incentives or incurring tax losses etc. As a result, additional tax assessment due to incorrect transfer pricing significantly increases over recent years.

The aim of Master’s thesis Transceiver and TNC for Data Communication in UHF Band with CC1020 Chip is design of unit, which provides a data transfer by the packet radio net. It is an experiment, whether CC1020 chip is possible to use for TNC design. The thesis consists of study AX25 a KISS protocols, study of CC1020 features, design of PA and LNA and programming control software for Atmel AVR microcontroller.

Transportation-network companies such as Uber and Lyft have permeated cities around the world. While they have been lauded for introducing a new mobility option, questions of equity have been raised, including in relation to people with disabilities. Numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility of transportation service they facilitate, with some of the lawsuit focusing on wheelchair accessibility. These have been reported in the media while work on the topic is lacking in the academic literature. This doctoral research explores wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A mixed-methods approach was used to investigate the research problem. The quantitative strand surveyed 341 wheelchair users in the U.S., while the qualitative strand consisted of three sets of 16 qualitative interviews with drivers on the Uber and Lyft apps, Uber and Lyft company representatives, and representatives of relevant government agencies in Washington, DC. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions. / Doctor of Philosophy / Transportation-network companies connect drivers who are interested in providing a ride to riders who are looking for transportation through smartphone apps. Uber and Lyft are the most common of these companies. Both companies operate in many cities around the world. They are praised for creating a transportation alternative, but there is a concern that they may not serve everyone equally. For example, people with disabilities, especially wheelchair users have complained that they are not receiving the same service as those who do not use wheelchair. In the US, there are numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility. Some of the lawsuit focus on wheelchair accessibility. These issues are reported in the media mostly. This doctoral research looks at wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A survey and a set of interviews were used to investigate the research problem. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions.

Small and Medium Enterprises (SMEs) are one of the principal driving forces in the development of an economy because of its significant contribution in terms of number of enterprises, employment, output and exports in most developing as well as developed countries. But SMEs, particularly in developing countries like India, face constraints in the functional areas of technology, finance, marketing and human resources. Moreover these SMEs have been exposed to intense international competition since early 1990s because of globalisation. However, globalisation, the process of continuing integration of the countries in the world has opened up new opportunities for SMEs of developing countries to cater to wider international markets which bring out the need for these SMEs to develop competitiveness for their survival as well as growth. Subcontracting relationship of SMEs with Large Enterprises (LEs) is an important source of access to technology and other infrastructural resources for SMEs of developing countries enabling them to develop their capabilities and become competitive. In the era of globalisation, Trans National Corporations (TNCs) are expanding their production facilities to developing countries for availing the advantages of productivity and distribution more than ever and India is no exception. These TNCs which concentrate on core operations and outsource non core activities offer better scope for local SMEs to have subcontracting relationship with them. Superior work culture of these TNCs would be reflected in their subcontracting relationships with local SME suppliers since TNCs place much emphasis on their value chain to be organised according to international standards. The key issue is whether Indian SMEs have entered into subcontracting relationship with TNCs and if so what is the nature of these subcontracting relationships? Does this relationship with the TNCs offer more scope for receiving assistance of various kinds for subcontracting SMEs? What is the extent and diversity of this TNC assistance? Given the quantum of assistance, does it facilitate the innovations and economic performance of SMEs? These questions have been addressed in the study with reference to subcontracting SMEs of three major TNCs in the Indian automobile industrya Japanese TNC, a German TNC and a Swedish TNCall the three being located in Bangalore, India. A theoretical framework for subcontracting relationship between TNCs and SMEs is proposed focusing on TNC assistance, SME innovations and economic performance, based on literature review. The study is based on an Ex Post Facto Exploratory research using primary data collected from a sample of 81 SME subcontractors selected from the list of first level suppliers provided by the three TNCs. The relevant data were collected using a structured questionnaire by visiting the firms and having personal interviews with entrepreneurs/senior managers of the firms. An assessment of nature of the SME subcontractors and their subcontracting relationships with TNCs revealed that these SME subcontractors of the three TNCs are in different stages of TNCSME subcontracting relationship. The Swedish TNCSME subcontracting relationships are in the initial stage, the Japanese TNCSME subcontracting relationships are in the growing stage and German TNCSME subcontracting relationships are in an enduring stage of the relationship. Therefore they are alternatively referred to as initial stage SME subcontractors, growing stage SME subcontractors and enduring stage SME subcontractors. The assistance a subcontracting SME received from its TNC customer was measured using 20 item variables under 7 dimensions of assistance related to product, production process, managerial know-how, marketing, human resource, financial and purchase process. A model to measure the degree of assistance was formulated with these 20 item variables for measuring the seven dimensions of assistance. Confirmatory factor analysis was used to establish the validity of the model. The degree of assistance was calculated as a single summated score for each case by summing up the composite scores of the seven dimensions of assistance calculated using weighted average method. The assistance provided to SME subcontractors was more in the case of German TNC than those of Japanese TNC and Swedish TNC. Even though there was evidence of assistance from TNCs to SME subcontractors, these SMEs received more of product related and purchase process assistance whereas assistance for their production process, managerial know-how, marketing, human resource, financial requirements was not very high. This implies that subcontracting relationship of Indian SMEs with TNCs is confined more to a mere purchase supply relationship where both the parties are concerned about the basic requirements of purchase supply relationship like detailed specifications, proper feedback on product performance, advance information about future orders, preferential pricing and proper payment. Innovation of the subcontracting SMEs was measured based on six dimensions of innovation, namely, new product developments, product modifications, process improvements, informal R&D/NPD expenditure, informal R&D/NPD employees and raw material selection. Firms were classified into two groups as high innovators and low innovators based on the innovation score calculated using the six dimensions. To probe the role of TNC assistance in the innovations of subcontracting SMEs, a logistic regression analysis was performed using the equation with degree of assistance, capital and labour as explanatory variables and innovation level as criterion variable. Our analysis revealed the positive role of assistance in the innovations of SMEs. However, the positive role of this assistance was found to be decreasing as focus of our analysis shifted from the initial stage SME subcontractors to the growing stage SME subcontractors and then to the enduring stage SME subcontractors even when the assistance they received increased from one stage to the other. SME subcontractors operating in the initial stage of the relationships, who in general lack technological competence, rely more and make more use of the assistance, even when the assistance itself is low, for their innovative performance. As the relationship gets older, the SMEs may be able to enhance their inhouse competence using the assistance from the TNC and may make more use of their own resources for innovations along with the assistance from TNCs. Therefore, as SME firms begin to use more of their inhouse resources for their innovations, it is likely that the role of TNC assistance for SME innovations would decrease. Increasing positive role of labour for SME innovations as the relationship shifted from initial to enduring stages substantiate the argument of increasing utilisation of inhouse resources for innovations as relationship prolongs over a period of time. A comparative analysis of the economic performance of SME subcontractors revealed that the German subcontractors were having more labour productivity and value added to value of output and low capital productivity whereas Swedish subcontractors were having high capital productivity and low labour productivity and value of added to value of output compared to other two. In order to probe the role of degree of assistance on the economic performance of SMEs, a regression analysis was performed using the equation with degree of assistance, capital and labour as explanatory variables and value addition as criterion variable. The results revealed the contributory role of TNC assistance in the economic performance of subcontracting SMEs but this contributory role of assistance was found to be decreasing even when the assistance itself is increasing whereas the contribution of labour increased, as our analysis shifted from the initial stage to the growing and then to the enduring stage of relationships. The extent of assistance might be low at the initial stage of the relationship but the small and young SME subcontractors who in general, lack technological competence might be able to make more use of this assistance since the assistance from TNCs would be one of their major sources for technical upgradation and growth. As the relationship prolongs both contracting and subcontracting firms may rely on trust and build up close relationship which would enable the SMEs to enhance their sales to the TNC and receive more assistance. At the same time, some of the SMEs might even strengthen their inhouse resources due to TNC assistance which in turn could be further used for their economic performance. This could be the reason for the decreasing contributory role of assistance and increasing contributory role of labour for the economic performance of subcontracting SMEs as our analysis moved to more enduring relationships. Further analysis using other regression models revealed that the firms, which received more assistance from the TNC customers utilised labour more efficiently than firms which received lesser assistance. TNC assistance was found to be an important factor for the enhancement of labour productivity of subcontracting SMEs, especially for young and small firms operating in the initial stage of the relationship. The subcontracting SMEs were able to make use of the innovations which they could carry out with TNC assistance for their economic performance. Quantile regression analysis, performed to have a more comprehensive picture of the effect of degree of assistance on economic performance, revealed that that for SMEs having average factor productivities, the assistance from TNCs contributed less to their economic performance relative to those SMEs which had low and high factor productivities, respectively. Moreover, SMEs which had high factor productivities were able to make more use of their innovations for their economic performance. These findings clearly show that the TNC assistance enables subcontracting SMEs to enhance their innovations and economic performance. Initially, the SME subcontractors might receive less assistance but these SMEs who in general, have limited resources may make more use of this assistance for better performance and enhancing their internal capabilities. As the subcontracting relationship endures over a period of time, subcontracting SMEs would be able to enhance their performance and develop their internal resources which in turn could be further used for their performance. If that is so, even when the SMEs are able to receive more assistance from TNCs and deliver higher performance, the contribution of this assistance for their performance would decrease. Thus this diminishing role of assistance from TNCs in the economic performance of subcontracting SMEs supports the fact that SME subcontractors are able to improve their internal capabilities and competitiveness through long term subcontracting relationships with TNCs. An assessment of the relative importance of SME factors which encourage subcontracting of the SMEs with TNCs indicated that inhouse R&D efforts and technological capability, frequent and proper communication, financial stability, skilled manpower, reputation of the subcontracting firm etc. are the most important factors, indicating the importance of inhouse/internal resources of the subcontracting firms. An assessment of the factors with respect to improvement needed for these SMEs revealed that the entrepreneurs/managers of the SMEs had realised the need to improve their inhouse resources and develop their technological capabilities with enhanced skilled manpower and better machinery. Given the importance of internal resources of SMEs for forging subcontracting relationships with TNCs, Indian SMEs need to place utmost priority for enhancing their own technical and manpower resources. Results of our study underlines the need for a policy thrust to expand the coverage of subcontracting involving local SMEs with domestic economy based global TNCs. The promotion of linkages of SMEs with TNCs depends on two factors: (i) the availability of local SMEs who have the prerequisite capabilities in terms of quality, delivery and cost and (ii) availability of information of such SMEs and their capabilities for TNCs. This context calls for the simultaneous strategy of competitiveness enhancement of local SMEs to the required level and providing information about the available capabilities of SMEs to TNCs.

在全球化的影響下，全球各地人才、物質、資金、資訊呈現高度流通的狀況，全球許多著名城市，便成為此一流動的匯聚之處，並具有影響全球資源流通的能力，亦即所謂的「全球城市」。其為「全球城市」，除了本身的發展規模外，更強調其在全球化時代，具有與其他城市的高度關連性，同時，亦具有影響全球政治、經濟的能力。 在此前提下，改革開放後，積極融入全球經濟體系的中國大陸，也著重於城市的發展建設，特別是經濟發展著有成效的上海市，更成為中國積極建構「全球城市」的標的，這樣的雄心企圖，具體體現在前上海市長陳良宇的眾多談話中。 有鑑於此，本論文即對於上海市積極建構「全球城市」的目標、過程、結果進行分析探討。全論文共分七章，除緒論外，分別探討「全球城市」的理論系譜與其在中國大陸的運用，其次，討論上海市在人口與空間佈局方面的政策與結果，再接著討論中央為了建構上海市，所提出的四大中心---經濟、金融、貿易、航運，其建設過程以及面臨的困境。於此之後，開始分析上海市與其他城市的關連性，分別就上海與長三角的其他十五個城市的關係、上海吸引跨國公司的博奕關係進行探討，並採取內容分析法，藉由上海文匯報、經濟學人、新聞週刊等傳播媒體，檢視上海與其他國內外重要城市的關連性。再者，則將重點分析討論，上海市在城市建構背後的主要動力，即「上海市政府」，其為了進行城市建設並積極融入全球化，所進行的「城市治理」。最後則是提出結論與討論。 藉由上述的分析，本研究指出，儘管上海市政府在建構「全球城市」的過程時，具有「政府主導型的互動建構」模式，積極規劃上海市的建設發展，但是由於中央政府的影響、與周邊城市的關係，使得上海在發展上，仍未能稱為「全球城市」，僅能達到「全球化城市」的階段。另外，也必須反思，上海市的發展也許未必適合套用西方的發展模式，而是具有其獨特的發展軌跡。 / Under the effects of globalization, the flows of people, material, finance, and information transit very fast, and a few famous cities with the power of affecting the flows become the places of gathering, namely Global Cities. So call depends not only on its scale , but the power of its connection with other cities as well. Considering this, China begin to emphasize its city development after its reform and open policy, and especially focuses on Shanghai to be a global city, and such ambition can often be seen from the several speeches of its former mayor Chen Lian Ju. According this background, the dissertation tries to research the construction process of Shanghai being a global city. It includes seven chapters, besides the introduction, it traces the development of the theory of global city, and then discusses the policies of Shanghai’s people and space arrangement. Ensuing we discuss its Four Centers—economic, financial, trade and shipping, their developments and difficulties. After these, we begin to discuss its connection respectively with Yangtze River Delta cities and foreign cities by adopting content analysis method to examine Shanghai Wenhui Newspaper, Economist, and Newsweek. And then we discuss Shanghai Government including its transformation and its urban governance. Finally it’s the conclusion. By this analysis and discuss, the dissertation points out the fact that spite of its striving construction, Shanghai with the trait of “Interactive construction mode by its government leading ”, it at most can only be called a “globalizing city”, not a “global city”. At the same time , it also reflects that adopting western theory to Shanghai may not be a good way , for Shanghai can be a global city by its own way.

The purpose of this study is to investigate one of the European Structural Fundprogrammes, Interreg V Öresund-Kattegat-Skagerrak (ÖKS) and the priority areaTransportation. The programme gives financial support to transportation projectsaiming to develop sustainable (environmentally friendly) transportation alternativesand solutions. Through studies and theories on cross-border collaboration (CBC) and goals forsustainable transportation a major need of joint strategies for solving shared problems,such as environmental concerns has been demonstrated. This approach ofcollaboration projects as a pillar for sustainable development has been the foundationof how the current Interreg programme has been studied and the starting point for thisresearch. The study aims to clarify the relationship between the overall view uponcooperation and joint development programmes (within areas stretching over nationaland administrative borders, such as transportation) and the specific Interregprogramme. A programme which during current period (2014-2020) experienced adrastic decline of number of applicants. In order to further understand the context thecurrent study has trough empirical research defined added values (advantages) of theCBC but also identified the perceived difficulties and barriers (disadvantages). Thefounding’s have further been compared and supplemented with perspectives fromrelevant actors engaged in transportation development. This material has beencollected through qualitative interviews enabling a vital and good understanding ofconcerned actors and their view of advantages and disadvantages with CBC. Theanalysis has also enabled the conclusion that the general view among the actors is thatcollaboration projects are necessary for a sustainable development. However, studiedprogramme with declined number of applicants did not succeed in attracting desiredparticipants. Consequently, the actors were also asked to share their view upon thedecline of applicants for current Interreg period. One identified explanation wasrelated to the administrative burden which was perceived too heavy by the actors. Inaddition, the financial part was perceived to be too low or poorly designed. Theknowledge about the programme was also found to be limited among some of theactors. To be able to involve more participants in the future it has been concluded thatimprovements within the three areas of defined obstacles have to be implemented. This investigation and findings aim to contribute to increased insights andunderstanding of the cross-border cooperation process in order to be able to reach andinvolve relevant actors in the most favourable way for successful future projects anddesired sustainable development.