I takt med att världen genomgår kriser i form av pandemi, ändrade handelsvägar, inflation och naturkatastrofer, förändrar det även förhållanden för textilproduktion. Från att företag flyttat sin produktion mot Asien på grund av låga produktionskostnader, börjar trenden skifta tillbaka till att företag väljer att flytta hem sin produktion. Syftet med studien är att utforska i vilken utsträckning ekodesigndirektivet, och FN:s mål för Agenda 2030 påverkar beslutsprocessen för en eventuell hemflyttning av textilproduktion till Sverige och Europa. En explorativ undersökning har gjorts på tre svenska modeföretag, där två personer per företag har givit sina inställningar och åsikter i semistrukturerade intervjuer. Resultatet visade att det finns en viss medvetenhet hos företagen kring ekodesigndirektivet, och en tydlig medvetenhet om Agenda 2030. I dagsläget påverkar ekodesigndirektivet eller Agenda 2030 beslutsprocessen för en eventuell hemflyttning av produktion till en liten grad, men företagen ser sitt ansvar i att vidareutbilda sig och vara rustade för nya regelverk, i form av att implementera dels CSR-aktiviteter, men även anställning av spetskompetenser. För att kunna flytta hem sin produktion krävs det innovationer i form av teknologi, som Sverige och Europa bör vara beredda att investera i trots det faktum att de flesta länder inom området har höga arbetskraftskostnader. Framtidens råmaterial i form av spillmaterial från gamla textilier, är också en möjlighet för området att generera. Om så är fallet, kan man utgå ifrån Sverige och Europa när man ser till hela värdekedjan, vilket betyder att den kan bli desto mer transparent och spårbar. Uppsatsen är skriven på svenska. / As the world contends with crises such as pandemics, shifting trade routes, inflation, and natural disasters, it also reshapes the landscape of textile production. While companies previously redirected their production towards Asia due to low production costs, the trend is now beginning to shift back as companies opt to relocate their manufacturing back home. An exploratory investigation was conducted with three Swedish fashion companies, where two representatives from each company provided their perspectives and opinions through semi-structured interviews. The results revealed that there is some awareness among companies regarding the Eco-design Directive and a clear understanding of Agenda 2030. Currently, the Eco-design Directive or Agenda 2030 only marginally influences the decision-making process for potential production reshoring. However, companies acknowledge their responsibility to further educate themselves and prepare for new regulations by implementing CSR activities and hiring specialized expertise. To relocate production back home, innovations in technology are required, which Sweden and Europe should be prepared to invest in even though most countries in the region have high labor costs. Future raw materials in the form of waste materials from old textiles also present an opportunity for the region to capitalize on. If so, Sweden and Europe could become the focal point for the entire value chain, making it more transparent and traceable. The paper is written in Swedish.

The apparel and footwear industry’s contribution to global greenhouse gas (GHG) emissions is one of the fifth largest per industry, equal to that of livestock, after electricity and heat, oil and gas, agriculture, and transportation (Ellen MacArthur Foundation, 2017). For industry-wide emissions reduction, investing in renewable energy and energy efficiency programs across highest impacting life cycle phases offer the most effective solution. However, identifying the highest impacting life cycles phases shows varied results depending on the particular type of business model under examination. This paper responds to the lack of existing data and empirical research on how to accurately measure, report and reduce carbon emissions across the highly complex and globally interconnected apparel value chain. This is done through a single case study investigation of an Icelandic fashion brand. A hybrid approach of a standard Life Cycle Assessment (LCA) and the Sustainable Global Value Chain (SGVC) functions to produce a Hotspot Identification Tool (HIT) to establish a holistic portrayal of business operations in relation to emission impacts and level of controllability across Scopes. The conceptual analysis and qualitative results identify the most relevant emission hotspots to lie within the company’s privately owned manufacturing facilities, as well as the procurement phase, due to its direct connection with and influence on material production, user phase, and end-of-life. The main obstacle in this pursuit is identified as restriction of resources in terms of time, capital and expertise. It is suggested that this be overcome by joining a Multi-Stakeholder Initiative where resources and expertise is pooled in a pre-competitive manner to reach common objectives. The investigation further suggests a need for global fashion brands to leverage their influential position on down- and upstream activities across the value chain, i.e. with their supply chain partners and consumers. I argue that fashion brands play an integral role in supporting local efforts to build a decarbonisation pathway towards climate neutral economies on a global scale.

本研究在探討中藥產業價值鏈的價值活動中因為：(1)科技的進步；(2)醫療觀念的改變；(3)政府政策及法規的制定；(4)市場需求的擴大等四個外在因素的變動影響而促成中藥產業的新價值鏈形成。 　　在新價值鏈的價值活動切割考量，我們以(1)群聚效應；(2)關鍵因素效應～①不可或缺性；②資金障礙；③技術障礙；(3)蛙跳效應；(4)規模經濟效應等四個價值效應來作為切割的依據。主要的考量是因為價值鏈中的價值程度是因立場不同而有變動的。所以若由整個產業以俯瞰的角度，價值鏈切割應有產業想具有的價值存在才是，因此本研究以這四個效應來做切割依據。 　　新舊價值鏈的分析研究中，我們可以發現由於技術的演進、市場的成熟度、法規限制的破除都尚未有突破的情形下，舊中藥產業價值鏈中的研發一直是被忽略的，有的也是一些零星的基礎研究，而一些次要價值鏈中的價值活動其實是可以突顯的，如保鮮配送及全球行銷也都沒而不顯。直到因外在因素的衝擊下，新價值鏈形成時，這些價值活動也都因環境因素成熟而顯得重要。至此一個完整的新的產業價值鏈形成，使進入者或轉型者也可以在此產業價值鏈中挑取符合本身能耐的價值活動涉入參與。 　　接著本研究以新價值鏈的價值活動作SWOT分析時，本研究得出(1)種源資料庫；(2)藥用植物栽植；(3)飲片炮製；(4)製程及研發為台灣中藥產業可著力切入的價值活動。並以此建議政府及傳統中藥製造廠未來的發展方向。 　　值此關鍵變動之際，希望本研究能給予台灣中藥產業界在轉型或欲往專業分工的路線發展時，能有一個實際有效的參考準則。 / This study tried to find some changes in environment that formed the new value chain in TCM industry. The changes are, 　　1.biotechnological breakthrough, 　　2.change of therapeutic concept, 　　3.settlement of new recognition standard of rules by government, 　　4.increasing market demand. 　　As we segmented the new value chain in TCM industry into several value activities, we considered the following effects : 　　1.cluster effect, 　　2.barrier effect such as indispensable, capital, and technology, 　　3.frog-leap effect, 　　4.economic scale effect. 　　This study also discovered a finding that was neglected by most participants in TCM industry. Some value activities like logistic, global marketing are becoming more and more important in the new TCM value chain. Every participant who knows his own core competence will select the most suitable part of the new TCM value chain to enter. 　　Then, the study applied SWOT analysis to analyze every new TCM value activity in Taiwan. The finding from the SWOT analysis is that there are four new TCM value activities that can be focal development in Taiwan. The four new TCM value activities are, 　　1.date base settlement of TCM species, 　　2.planting and growing ways of TCM herb, 　　3.standard of raw material made for TCM, 　　4.R&D and manufacturing process improvement. 　　Hopefully, the study can give practical suggestions to TCM participants or new entrants in Taiwan in the transition.

Made available in DSpace on 2010-04-20T20:51:22Z (GMT). No. of bitstreams: 3 57659.pdf.jpg: 19638 bytes, checksum: 9e5bd0c5201b6d99e3da4e91f332f1b9 (MD5) 57659.pdf: 509197 bytes, checksum: 7a7b5b23d42ea64ff6d345d627a0cf19 (MD5) 57659.pdf.txt: 218404 bytes, checksum: 81a61ea0397036f8654e17538664d034 (MD5) Previous issue date: 2006-07-04T00:00:00Z / Studies and researches on the reasons of the increase in healthcare costs tends to focus on a set of factors, such as the increase of materials and medicines prices, the new technologies, the aging of the population, among others. However, there are few studies that analyses the interactions between the healthcare system participants which may result in inefficiencies, or reveal the logic behind the exchange of values between healthcare market players and its rationality, in order to identify some issues which may contribute to the raising costs in the healthcare system, not followed by an increase of benefits to the end users. It is known that great part of healthcare expenses occurs within the hospital settings. Therefore this research analyzes some aspects of the hospital purchasing, in order to describe major aspects in the relationship between some parts involved in its dynamics, identify specificities of hospital purchasing, and verify some inefficiencies in the health care value chain. Four private hospitals of the city of São Paulo have been chosen and from each of these hospitals, an executive of the high administration, the purchasing/supply manager and a physician were interviewed. From the perception of the interviewees some inefficiencies were identified, as the dependence of some hospitals on the materials and medicine commercialization margins, which reveals the existence of a cost in the system not directly related to the real value added by the hospitals; the difficulty in standardizing the surgical materials that represent one the major purchase expenses in these institutions; the existence of supplier’s marketing practices that try to annul the rationality of the purchase; the difficulty to align the objectives between hospitals, health plans, physicians and suppliers, among others. / Os estudos e pesquisas sobre as razões do crescimento dos custos na Saúde apontam um conjunto de fatores, como o aumento dos preços dos materiais e medicamentos, os avanços tecnológicos, o envelhecimento da população, entre outros. Porém, poucos são os estudos que procuram analisar como a interação entre as partes que constituem o sistema de saúde pode resultar em ineficiências, ou que procuram desvendar a lógica de como se dão as trocas de valores entre os players desse mercado e sua racionalidade, a fim de identificar fatores que elevem os custos no sistema sem um aumento de benefícios aos usuários finais. Sabe-se que grande parte dos gastos na saúde ocorre dentro dos hospitais. Sendo assim, este trabalho buscou analisar a gestão de compras dos hospitais, para descrever aspectos relevantes no relacionamento entre algumas partes envolvidas na dinâmica da compra hospitalar, conhecer especificidades da gestão de compras destas organizações, e verificar algumas ineficiências na cadeia de valor da saúde. Foram escolhidos quatro hospitais privados do município de São Paulo, onde foram entrevistados um executivo da alta administração, um gestor de compras e um médico. A partir da percepção destes entrevistados foram identificadas algumas ineficiências, como a dependência de alguns hospitais nas margens de comercialização de materiais e medicamentos, que mostra a existência de um custo no sistema, desvinculado do real valor agregado pelos hospitais; a dificuldade em se padronizar os materiais cirúrgicos que representam um dos maiores gastos em compras nestas instituições; a existência práticas de marketing dos fornecedores que tentam anular a racionalidade da compra, a dificuldade de alinhamento de objetivos entre hospitais, operadoras de planos de saúde, médico e fornecedores, entre outros.

[ES] A lo largo de más de un siglo de historia de la industria del automóvil, los cambios tecnológicos y la externalización de algunos procesos productivos, han precisado que los proveedores de los grandes constructores desarrollaran nuevas y mayores capacidades. Con ello también se han establecido unas relaciones colaborativas más activas entre los diferentes agentes que forman parte de la industria del automóvil. Recientemente se anunciaba una revolución en la movilidad, la cual generaría cambios disruptivos en la industria del automóvil. Cambios que vendrían provocados por las nuevas normativas de emisiones contaminantes, la necesidad de hacer unas ciudades más habitables y sostenibles, así como la conectividad, los vehículos de conducción autónoma y la movilidad compartida (Neckermann, 2015). Los nuevos requisitos y necesidades suponen un entorno de grandes incertidumbres. Esta situación está provocando el debate en la industria del automóvil la cual ha de hacer frente a importantes retos tecnológicos, manteniendo su competitividad, a la vez que debe continuar satisfaciendo a sus clientes. Una de las claves para mantener el éxito y la competitividad de las empresas que conforman la industria del automóvil pasa por su capacidad en adaptar sus cadenas de valor a dichos cambios. Esto significa establecer cadenas de valor responsivas capaces de afrontar los cambios y oscilaciones a las demandas de los mercados. Ante ese panorama, cabe preguntarse si la industria del automóvil, ubicada en España, está preparada para afrontar las necesidades actuales y futuras de un mercado cada vez más cambiante. En caso contrario, conviene conocer qué acciones deberían emprender para mantener el atractivo que ha llevado a los grandes constructores, y también a importantes proveedores de primer nivel, a continuar realizando inversiones como las que se han llevado a cabo en las últimas décadas. Con este fin, en este trabajo de investigación se ha estudiado la situación de los constructores de automóviles y el modo en que éstos establecen sus relaciones con los proveedores que conforman la industria auxiliar. A lo largo de esta tesis se han ido identificando aquellos factores que influyen en dichas relaciones. Los cuales abarcan desde la comunicación interempresarial y la confianza mutua, hasta las actividades para la introducción de la industria 4.0, o el desarrollo y adquisición de nuevas capacidades y competencias. Se ha tenido en cuenta también la influencia de esas relaciones en la mejora de las cadenas de valor responsivas. Asimismo, se ha realizado una revisión de las Agrupaciones Empresariales Innovadoras - en adelante AEIs -, o clústers del automóvil organizados en España y la labor que estos ejercen en el fortalecimiento de las relaciones cliente-proveedor. La contribución más relevante del presente trabajo es la aportación a la industria del automóvil establecida en España del estado del arte del modo en que se desarrollan las relaciones entre la industria auxiliar y sus clientes, es decir, con los OEMs o los proveedores de nivel superior. Asimismo, se incluye el papel que desempeñan los clústers del automóvil o AEIs en esas relaciones. Mediante el estudio cualitativo y cuantitativo realizado de las empresas proveedoras, así como de los clústers existentes en España, se ha identificado la existencia de cadenas de valor responsivas que contribuyen a la competitividad de la industria automotriz. Al mismo tiempo se ha establecido la fortaleza y debilidad de los diferentes clústers y el rol desempeñado. Finalmente, esta tesis sugiere la continuación de este trabajo de investigación ampliándolo a los OEMs para identificar el rol de liderazgo que desempeñan en la gobernanza de los clústers y la dependencia de las estrategias establecidas por sus sedes centrales. / [CA] Al llarg de més d'un segle d'història de la indústria de l'automòbil, els canvis tecnològics i l'externalització d'alguns processos productius han precisat que els proveïdors dels grans constructors desenvoluparen noves i majors capacitats. Amb això també s'han establit unes relacions col·laboratives més actives entre els diferents agents que formen part de la indústria de l'automòbil. Recientment s'anunciava una revolució en la mobilitat, la qual generaria canvis disruptius en la indústria de l'automòbil. Canvis que vindrien provocats per les noves normatives d'emissions contaminants, la necessitat de fer unes ciutats més habitables i sostenibles, així com la connectivitat, els vehicles de conducció autònoma i la mobilitat compartida (Neckermann, 2015). Els nous requisits i necessitats suposen un entorn de grans incerteses. Aquesta situació està provocant el debat en la indústria de l'automòbil, la qual ha de fer front a importants reptes tecnològics, mantenint la seua competitivitat, alhora que ha de continuar satisfent als seus clients. Una de les claus per a mantindre l'èxit i la competitivitat de les empreses que conformen la indústria de l'automòbil passa per la seua capacitat a adaptar les seues cadenes de valor a aquests canvis. Això significa establir cadenes de valor responsives capaços d'afrontar els canvis i oscil·lacions a les demandes dels mercats. Davant aqueix nou panorama, cal preguntar-se si la indústria de l'automòbil, situada a Espanya, està preparada per a afrontar les necessitats actuals i futures d'un mercat cada vegada més canviant. En cas contrari, convé conéixer quines accions haurien d'emprendre per a mantindre l'atractiu que ha portat als grans constructors, i també a importants proveïdors de primer nivell, a continuar realitzant inversions com les que s'han dut a terme en els últims anys. A aquest efecte, en aquest treball de recerca hem estudiat la situació dels constructors i com aquests estableixen les seues relacions amb els proveïdors que conformen la indústria auxiliar. Al llarg d'aquesta tesi s'han anat identificant aquells factors que influeixen en aquestes relacions. Els quals abasten des de la comunicació interempresarial i la confiança mútua, fins a les activitats per a la introducció de la indústria 4.0, o el desenvolupament i adquisició de noves capacitats i competències. Així com la influència d'aqueixes relacions en la millora de les cadenes de valor responsives. També s'ha realitzat una revisió de les Agrupacions Empresarials Innovadores - d'ara en avant AEIs -, o clústers de l'automòbil organitzats a Espanya i la labor que aquests exerceixen en l'enfortiment de les relacions client-proveïdor. La principal contribució d'aquest estudi és l'aportació a la indústria de l'automòbil establida a Espanya de l'estat de l'art en les relacions que manté la indústria auxiliar amb els seus clients, es dir OEMs i Tiers de nivel superior, així com el paper que exerceixen en aquestes relacions els clústers de l'automòbil o AEIs. Mitjançant l'estudi qualitatiu i quantitatiu realitzat de les empreses proveïdores, així com dels clústers existents a Espanya, s'ha identificat l'existència de cadenes de valor responsives que contribueixen a la competitivitat de la indústria automotriu. Al mateix temps s'ha establit la fortalesa i feblesa dels diferents clústers i el rol que exerceixen. Finalment, aquesta tesi suggereix la continuació d'aquest treball de recerca ampliant-lo als OEMs per a identificar el rol de lideratge eixercit en la governança dels clústers i la dependència de les estratègies establides per les seues seus centrals. / [EN] Throughout more than a century of history of the automobile industry, the technological changes and the outsourcing of some production processes, have required that the suppliers of the most important automobile manufacturers develop new and greater capacities. Within this new environment, more active collaborative relationships have also been established between the different agents that are part of the automotive industry. Recently, it was announced a revolution in mobility, which would generate disruptive changes in the automotive industry. Changes that would be caused by the new regulations on polluting emissions, the need to make cities more liveable and sustainable, as well as the connectivity, the autonomous driving vehicles and the shared mobility (Neckermann, 2015). The new requirements and needs represent an environment of great uncertainties. This situation is causing the debate in the automotive industry, which must face important technological challenges, while maintaining its competitiveness, and continuing to satisfy its customers. One of the keys to maintain the success and competitiveness of the companies that make up the automotive industry is their ability to adapt their value chains to these changes. This means establishing responsive value chains capable of dealing with changes and oscillations to the demands of the markets. In front of this new panorama, it is worth wondering if the automobile industry, located in Spain, is prepared to face the current and future needs of an increasingly changing market. If not, it is important to know what actions they should take to maintain the attractiveness that has led important car manufacturers, as well as major first level suppliers, to continue making investments such as those that have been carried out in recent past years. For this purpose, in this research work it has been studied the situation of the automobile manufacturers and how they establish their relationships with the suppliers that make up the supply industry. Throughout this thesis, those factors that influence these relationships have been identified, from inter-company communication and mutual trust, to the introduction of industry 4.0 activities, or the development and acquisition of new skills and competencies. Identified as well, are the influence of these relationships in the improvement of responsive value chains. A review has also been carried out of the Innovative Business Groups - hereinafter AEIs -, or those automobile clusters organized in Spain and the task they carry out in strengthening customer-supplier relationships. The contribution of this study is the report to the automotive industry established in Spain of the state of the art in the relationships that the auxiliary industry maintains with its customers, i.e.: OEMs and Tiers 1, as well as the role that automotive clústers or AEIs play in these relationships. Through the qualitative and quantitative study carried out of the supplier companies, as well as of the existing clusters in Spain, the existence of responsive value chains that contribute to the competitiveness of the automotive industry has been identified. At the same time, the strength and weakness of the different clusters and the role played have been established. Finally, this thesis suggests the continuation of this research work, extending it to OEMs to identify their leadership role in the governance of the clusters, and the dependence on the strategies established by their headquarters. / Collado Fuentes, A. (2022). Relación cliente-proveedor como ventaja competitiva en la industria del automóvil. Aplicación al clúster del automóvil de la Comunidad Valenciana [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/182418

Collective investments have become a very popular investment vehicle in South Africa because it is, among other things, transparent, liquid and easily accessible. Growing investor knowledge, good market returns and its suitability for diversification, which minimizes risk, also contributes to its popularity. A value chain that adds value to the investor has developed around the collective investment scheme. The role players in this chain include the investment manager, the management company and financial intermediaries. The growth in this part of the collective investment industry has been so dynamic that regulation and the introduction of various new intermediary layers are constantly affecting the value chain and the value added for the investor. Research was conducted to assess the impact of the value chain on the behaviour of the individual investor and the effect this has on wealth creation. The literary review established that the environment surrounding this dynamic and interdependent value chain is well-regulated and that costs and investor behaviour could have a significant impact on investment returns. The empirical study revealed that the average individual investor recognizes the impact of the value chain on his investment, but perceives himself as being knowledgeable enough to avert ineffectiveness in the chain by ensuring desired investment returns through good investment decisions. Over-diversification and irresponsible switching between funds by the investor can, however, destroy value and negate the effect of long-term returns. / Business Management / M. Com. (Business Management)

The South African automotive industry has experienced significant changes in the last 20 years. Globalisation, the implementation of lean production and the development of modularisation have had a profound influence on the relationships between original equipment manufacturers (OEMs) and their suppliers, the automotive component manufacturers (ACMs), and their suppliers. South Africa has a number of OEMs and a vibrant automotive component manufacturing industry (ACM), which supplies the South African aftermarket and a spread of export markets. These ACMs are the focus of this study. The main objective of this research study was to identify the supply chain management problems ACMs in South Africa encounter, to what extent they face these problems and how these can be overcome. The problems were identified through a literature review and interviews with two OEMs in South Africa. Using this data a questionnaire was compiled and sent to all NAACAM members for completion. This study is by nature descriptive and exploratory and contains quantitative and qualitative elements. Seven hypotheses were formulated to guide the research. The findings of this research indicate that the geographic location, age and size of the business, have no bearing on the supply chain problems ACMs face, whist the relationship between ACMs and their suppliers and ACMs and their customers is a significant problem. The findings also indicate that the following are some of the main supply chain problems facing ACMs: pressure by OEMs to reduce prices; the price of materials; cancellation of orders; excessive inventory; the unreliability of rail transport and rail capacity problems; the high cost of South African ports; the cost of replacing outdated technology; and BBBEE – achieving and verifying BEE scorecards. The findings further indicate a lack of skills and labour problems, both of which are time consuming to resolve. This study was completed over a four-year period. At the commencement of this study the automotive industry was booming, but in mid-2008, a global economic crisis started. This crisis impacted adversely on the automotive industry globally and in South Africa. Despite these challenges, leaders in the South African automotive component industry remain positive about the future. This study was completed over a four-year period. At the commencement of this study the automotive industry was booming, but in mid-2008, a global economic crisis started. This crisis impacted adversely on the automotive industry globally and in South Africa. Despite these challenges, leaders in the South African automotive component industry remain positive about the future. / Business Management / D. Comm. (Business Management)

This research had an objective of exploring the role of MSEs in LED through analysis of wood-work MSE value chain. The basic research questions underscore what the domestic wood-work value chain looks like; what major weaknesses and challenges confront the operation of MSEs; what major areas of upgrading and inter-firm relations are evident in the sector; and what MSE value chains contribute to LED. The research exercise was based on review of related literature and a field survey, involving MSE operators drawn from the study area (Addis Ababa). Mixed method of analysis (quantitative and qualitative) was employed to deal with the data collected through questionnaires and interviews. Porter’s model of VC (1985) and UNIDO’s description of wood-work VC (2005) were used to provide conceptual framework. The wood-work sub-sector in Ethiopia has a domestic value chain since main inputs are from local sources, designs are by local producers, and products are for domestic markets. Domestic actors govern the allocation of resources and the distribution of benefits. Public enterprises control plantations hence primary inputs. Wholesalers in turn control inputs, which finally reach MSEs through retailers. Design, production and marketing decisions are made by MSE operators. Middlemen are minor as most of the products reach consumers directly. The value-chain’s downstream is thus described by a short distribution-channel. Horizontal, non-market, linkages characterize inter-firm relations; whereas, arm’s length market linkages dominate the supplier-MSE-buyer relations. In the absence of “lead firms”, wood-work MSE value chains fail to qualify for the mainstream “buyer-driven” model. Without buyer-dominated quasi-hierarchical relationship, MSEs exercise “incremental upgrading” through learning-by-doing. Measures taken to upgrade the production process are considerably inclined to the physical (hardware) aspects of the firm. The MSE value-chain is restrained by internal and external problems. The current state of design marks underdeveloped links in the chain and delays entry into competitive markets. Despite the drawbacks, MSEs enable localities mobilize fragmented resources and create employment. MSEs contribute to LED through the value chain, right from input-sourcing to production and marketing. Inter-firm relations and upgrading efforts uphold the contributions. / Development Studies / Ph. D. (Development Studies)

Rapid changes in the economic and world order have made it imperative for university libraries to make a paradigm shift from prestige collection building to a marketing philosophy as their strategic directive. This philosophy would direct university libraries towards decision making around customers' real needs and preferences, aligning organisational competencies and processes with these needs, resulting in more effective service delivery. Changes in the world order, economics and marketing as a philosophy are presented on a time line, revealing the influence developments in technology and the Internet have brought about. Various views on the influence of these changes in the world order are presented. Marketing in service organisations is encapsulated in a service marketing triangle. Competitive advantage for the university library should be achieved if the internal processes of the library are analysed in the context of a value chain. A proposed marketing model has been presented to direct strategic thinking in the university library. / Information Science / M. Inf.

近年來世界各國的電視產業均開始從類比邁向數位時代，然而有線電視數位化亦已成為其未來的發展趨勢，對於有線電視業者目前除積極提供原有的影音視訊服務外，也開始紛紛推出互動電視等進階服務。因此有線電視在數位化之後首先面臨的問題就是頻道數大幅增加，而要如何經營、如何提供多樣化的服務、及如何定價這些都將會是急待解決的問題。故本研究希望從經濟學的角度、互動數位有線電視整體產業的影響並考量消費者的利益，採用一個創新的方法「創意問題解決理論」(Theoria Resheneyva Isobretatelskehuh Zadach，TRIZ)來討論互動數位有線電視的定價策略。本研究主要研究目的希望以TRIZ的創新方法求出理想解，並建議未來互動電視之定價策略，提供政府政策做為未來訂定數位電視價格之參考。 本研究建議有線電視在進行互動數位電視發展時應針對不同的頻道服務採取不同的差別定價：對於免費收看的頻道可依據廣告播出的形式分為基本免費頻道與選擇性免費頻道，而付費頻道則可分為單一計價方式、組合計價方式與差別計價。對於法規政策本研究則建議取消費率上限原則、重新訂定節目廣告化與廣告節目化的認定原則與開放有線電視跨區經營的限制。 / In recent years, global television industry is moving from analog to digital era, and digitalization becomes a trend. The cable operators start to offer advanced services such as interactive televisions in addition to their existing video and audio services. Major issues facing the cable operators include how to operate their businesses, how to provide a variety of services, and how to justify their prices with the substantially increasing channels after digitalization. This study is to discuss the pricing strategy of the digital cable TV using an innovative method of “creative problem-solving theory”(Theoria Resheneyva Isobretatelskehuh Zadach,TRIZ) from the perspectives of economic development, industry, and consumers. We also recommend the pricing strategies for the digital cable TV industry and the government’s price policy based on the TRIZ results. This study suggests that the pricing policy for the digital cable TV industry is to offer different services with reasonable price discrimination. For example, free channels can be categorized into basic cable channels and optional cable channels with cable TV advertising. The pricing strategies for the pay channels are the fixing pricing strategy, product bundle pricing strategy, and differential pricing strategy. This study also suggests the authorities to make rate cap expiration, to re-regulate the advertising nature of programs and program-like television advertisings, and to cancel the limitation of the service area of the cable system.