<p>This dissertation investigates how variation in trade credit standards play a role in firm maturation. In Chapter 1, I survey existing research in trade credit. Following this, I identify lifecycle trends in supplier trade credit policy in Chapter 2. Young suppliers assume greater risks in trade credit provision early in their lifecycles in order to advance growth and product market agendas. There is a peak around a supplier's IPO in the riskiness of trade credit supplied, measured by doubtful receivables and the length of credit provided (receivables length). I find that young firms in industries where customer-supplier relationships are more significant have higher doubtful receivables, consistent with suppliers varying trade credit standards to build relationships. Additionally, young suppliers with more complex products (as measured by R&D intensity) offer longer duration loans compared to suppliers of similar age. Offering riskier trade credit terms affects economic outcomes. In Chapter 3, I study if varying trade credit standards for the purpose of relationship building is a viable strategy for all firm maturities. I use the incidence of a major free trade agreement to study firm responses to a major disruption in existing supplier-customer relationships. Chapter 3 posits both supplier driven as well as customer driven explanations for the observed responses, finding evidence consistent with older suppliers have a reduced incentive as well as capacity to engage in relationship building.</p> / Dissertation

abstract: Photovoltaics (PV) is an environmentally promising technology to meet climate goals and transition away from greenhouse-gas (GHG) intensive sources of electricity. The dominant approach to improve the environmental gains from PV is increasing the module efficiency and, thereby, the renewable electricity generated during use. While increasing the use-phase environmental benefits, this approach doesn’t address environmentally intensive PV manufacturing and recycling processes. Lifecycle assessment (LCA), the preferred framework to identify and address environmental hotspots in PV manufacturing and recycling, doesn’t account for time-sensitive climate impact of PV manufacturing GHG emissions and underestimates the climate benefit of manufacturing improvements. Furthermore, LCA is inherently retrospective by relying on inventory data collected from commercial-scale processes that have matured over time and this approach cannot evaluate environmentally promising pilot-scale alternatives based on lab-scale data. Also, prospective-LCAs that rely on hotspot analysis to guide future environmental improvements, (1) don’t account for stake-holder inputs to guide environmental choices in a specific decision context, and (2) may fail in a comparative context where the mutual differences in the environmental impacts of the alternatives and not the environmental hotspots of a particular alternative determine the environmentally preferable alternative This thesis addresses the aforementioned problematic aspects by (1)using the time-sensitive radiative-forcing metric to identify PV manufacturing improvements with the highest climate benefit, (2)identifying the environmental hotspots in the incumbent CdTe-PV recycling process, and (3)applying the anticipatory-LCA framework to identify the most environmentally favorable alternative to address the recycling hotspot and significant stakeholder inputs that can impact the choice of the preferred recycling alternative. The results show that using low-carbon electricity is the most significant PV manufacturing improvement and is equivalent to increasing the mono-Si and multi-Si module efficiency from a baseline of 17% to 21.7% and 16% to 18.7%, respectively. The elimination of the ethylene-vinyl acetate encapsulant through mechanical and chemical processes is the most significant environmental hotspot for CdTe PV recycling. Thermal delamination is the most promising environmental alternative to address this hotspot. The most significant stake-holder input to influence the choice of the environmentally preferable recycling alternative is the weight assigned to the different environmental impact categories. / Dissertation/Thesis / Doctoral Dissertation Civil and Environmental Engineering 2016

As questões ambientais são variáveis estratégicas para as organizações do século XXI, pois pressionadas pela legislação ambiental com nível de exigência crescente - exigindo responsabilidades cada vez maiores para as fases finais do ciclo de vida dos produtos - e a sociedade não mais aceitando os custos dos impactos ambientais causados pela ação industrial - as externalidades - impulsionam as empresas a melhorar o desempenho ambiental de seus produtos e processos. É neste ambiente de mudanças que se torna necessário aos gestores e àqueles que tomam decisões conhecer e evidenciar os gastos ambientais em todo o ciclo de vida dos produtos comercializados. Por estes motivos apresentados é que este trabalho trata da evidenciação dos gastos ambientais no ciclo de vida do produto através da aplicação do método de custeio baseado em atividades e subsidiada pela realização de uma pesquisa-ação em uma empresa do setor eletrônico. A escolha do setor eletrônico se deve ao fato de que ao longo dos últimos 5 anos a legislação ambiental internacional de forma impositiva obrigou as companhias a alterar a composição de produtos - pelo banimento de diversas substâncias tóxicas, e a mudar processos - instituição obrigatória de índices de reciclagem por exemplo. Toda esta revolução foi acompanhada de perto pelo pesquisador, por isso a escolha da pesquisa-ação como metodologia, pois propiciou a modelagem de uma proposta de um método para a evidenciação dos gastos ambientais em todo o ciclo de vida do produto. / The environmental questions are strategical variables for the organizations in this century, therefore pressured by the increasing requirement level of the environmental legislation - which demands more responsibilities from the final phases of the products lifecycle - and the society, which is no longer accepting the costs of environmental impacts caused by the industrial actions - the externalities -, stimulating the companies to improve their products and processes environmental performance. This changing situation is the place where managers and other decision makers are asked to know and to evidence the environmental costs in all their traded products. It is because of these reasons that this work deals with the discovery of evidences of environmental costs in products lifecycle, by means of an application of the activity-based cost method, carried out according to the action research methodology in a company of the electronic segment. The choice of the electronic segment is due to the fact that in the last five years the international environmental legislation compelled these companies to change their products composition - by means of banishment of diverse toxic substances, and also to change their processes - by means of the institution of higher recycling rates, for example. All this revolution was closely followed by the researcher. This fact can explain the choice of action research methodology, which provided the proposal of a method for the evidence discovery of environment costs in the product lifecycle.

Today’s software is more vulnerable to attacks due to increase in complexity, connectivity and extensibility. Securing software is usually considered as a post development activity and not much importance is given to it during the development of software. However the amount of loss that organizations have incurred over the years due to security flaws in software has invited researchers to find out better ways of securing software. In the light of research done by many researchers, this thesis presents how software can be secured by considering security in different phases of software development life cycle. A number of security activities have been identified that are needed to build secure software and it is shown that how these security activities are related with the software development activities of the software development lifecycle.

Application Lifecycle Management (ALM) is a genre of computerized systems which allows system development corporations to efficiently and more easily manage, maintain and handle the applications lifecycle. These ALM systems have a wide variety of tools which can be integrated to enable and support collaborative work, while they act at the core of the organisation. Todays ALM systems support flexible system development methods throughout the entire development process. This paper focuses on a case-study of a Swedish business- and technology corporation and their use of two ALM systems with an aim to unravel the differences between these systems and their functionality to serve as a basis for decision making regarding their utilization of best practice with their ALM-Systems. Meanwhile we studied their approach to ALM systems to see if they were using them according to the initial idea of ALM systems. The study is of a qualitative characteristic and both semi-structured interviews with employees and self-gathered data have been used to enable our research and the creation of benchmarks. The results from our study show that the corporation uses both their ALM systems as intended from the initial idea, but we have identified a need to integrate one of the ALM systems with their costumer support portal through a web service. To enable this integration they will raise the amount of affordance to a distinctive degree due to the seamless connection and communication between the ALM system and the customer portal.

The mobility of urban residents has been expanding over time. Kitamura and susilo (2005) have shown that this expansion stems more from structural change (i.e. change in the relationship between travel behavior and demographic factors), than from change in demographic and socio-economic characteristics (for example, attributes of the individuals and households, such as, more women employed, the household size shrinking, and the resident population aging) of urban residents. Urry (2005) went to conjecture that this structural change is due to increasingly prevailing automobility, i.e., conversion of social and economic system and way of life to adapt to the ownership and use of the automobile. In this study, this conjecture is explored by examining automobility characteristics across lifecycle stages and across automobility cohorts over time. The level of automobility is operationally defined in this study in terms of: automobile ownership, total auto travel time, modal split, and the fraction of trip attraction in traditional central city in the study area. The Kyoto-Osaka-Kobe (Keihanshin) metropolitan area of Japan is the study area of this effort. Intra-household interaction has dominant influences on household members' activity and travel, and also it is closely associated with lifecycle stage. Lifecycle stage factor is introduced into the analytical scope of this study and regarded as a main factor through this research. Nine stages of household lifecycle are formulated according to the classification scheme of the family lifecycle stage. The classification scheme utilizes the criteria, which generally are age and marital status of household head, presence and age of children of head, presence of other relatives and non-relatives. On the other side, changing the built environment affects urban residents' travel behavior to a large extent. This study explores how automobility characteristics and travel activity behavior changed across lifecycle stages within different residential areas over time using statistical analyses. The results confirm that the residence area rather than lifecycle stage is a significant explainer for automobile ownership and automobile use. It further suggests that even within each lifecycle stage, change in the automobile use over time is suppressed in commercial and mixed commercial/residential areas. However, the fraction of automobile trips for suburbs, unurbanized areas, and autonomous areas increased over time in the range of 0 to 4 times depending on the lifecycle stage. Younger childless couple stage and all adults' stage are more auto-oriented in suburbs, unurbanized area, and autonomous areas, and this trend becomes stronger as automobility progresses. No significant differences were observed in the numbers of trips for households of the same lifecycle stage across different residential areas, suggesting that similarly active lifestyles exist. The results suggest that household members' age is also a strong explainer for the fraction of auto trips and total auto travel time, through a four variable ANOVA analysis, including lifecycle stage, residence area, time, and age effect. It has been pointed out that the elderly of these days behave differently than the elderly grew up with the automobile and have been using it ever since their habit forming ages. Thus another important factor introduced into this research is automobility cohort which is defined by grouping individuals who turn 20 years old during the time period indicated. Each time period is chosen with respect to the level of automobility. The following five cohorts are developed for the study area and used in the analysis: pre-war (up to 1945), pre-motorization (1946-1960), initial growth (1961-1970), mass-ownership (1971-1980), and multi-car ownership (1980-). Using the repeated cross-sectional data of Kyoto-Osaka-Kobe metropolitan area in 1970, 1980, 1990, and 2000, this study has attempted to offer a possible explanation of the increases in automobility characteristics by examining automobility characteristics of automobility cohorts. In addition, time effects and age effects are introduced into the analysis as in standard cohort analysis. It focused on statistical age-period-cohort analysis using the popular multiple classification APC model. The identifiability problem attendant with the use of APC model was discussed with repeated cross-sectional data. An interesting finding is shown that pre-war and pre-motorization cohorts show little, roughly 6%, increase on the fraction of auto trips and nearly unchanged on total auto travel time over 1970 through 2000, although their household automobile ownership has increased more than 2 times. Initial growth, mass-ownership, and multi-car ownership cohorts show a great growth of automobile ownership, the fraction of auto trips, and auto travel time from 1970 to 2000, but a little surprising result is that mass-ownership cohorts, not multi-car ownership cohorts, show the largest increases to rely on auto use over 1970 through 2000. The above results confirm that each cohort having certain automobility traits that are unique, especially in terms of auto use. The standard age-period-cohort analysis confirms that automobility cohort effect do exist, unfortunately, automobility cohort effect is not an important explainer for automobility characteristics, while time effect plays an important part in automobile ownership choice, and age effect mainly determines automobile use. An attempt at APC-RA model illustrate that residence area rather than time effect have the strongest impact on automobile ownership, and age effect is still a significant explainer for the fraction of auto trips and auto travel time. This result is different with the results of age-period-cohort analysis, which further emphasize that residence area is a significant explainer for household automobile ownership in the Kyoto-Osaka-Kobe metropolitan area from 1970 to 2000. Significant changes in demographic and socio-economic characteristics of urban resident have taken place over the past several decades. Most notable are: aging of the population and resulting increases in retired, non-employed individuals; decreasing household size caused by increasing fractions of single individuals and couples with fewer children; increased labor force participation by women; general increased in income; and increasing auto ownership and auto dependence. The overall effects on travel of these changes are complex and future trends are not immediately obvious, partly because some of the changes have opposite, cancelling effects on travel, and partly because these changes themselves are not independent but closely linked to each other. Prevailing tendencies in travel, however, have been expansion—urban residents' travel has continuously expanded over time in terms of total travel time (or distance), auto use, energy consumption, and the spatial extension of their action space. Will these trends continue into the future? Or will the trend change due to the aging of the urban population? Or are there other factors at work? If so, what are the magnitudes of demographic effects relative to theirs? The focus of this study is on auto travel. The analysis examines how auto travel has changed over time with changing demographics, residential location, and metropolitan structure. Simultaneous equations model systems are developed at the household level, with auto ownership, fraction of auto trips and total auto travel time as its dependent (or endogenous) variables. Their automobility characteristics are characterized and behavioral distinction identified through examination of the models' coefficient estimates. Using the repeated household travel survey results, the stability over time of the simultaneous equation system is statistically examined, and thereby the effects of demographics changes are separated from those of structural change. Using the results, it is shown how much of the change in urban auto travel is due to changes in demographics and how much is due to structural change. The statistical analyses have offered strong evidence that urban residents' auto use have been expanding. The results have further indicated that this expansion has been caused primarily by changes in the structural relationships even mixed changes in demographic factors have had opposite, cancelling effects on auto travel. In addition, the resultant model system is applied in a scenario analysis to forecast possible changes in future auto travel that will follow hypothetical demographic changes in the metropolitan area. To face the coming global energy crisis and air pollution issues, the above results with the findings of this study would suggest that significantly more sustainable behavior for society would be possible with more compact built environments that facilitate non-motorized and public transit travel. Unfortunately, it takes time, money, resources, and the political will to change the built environment and initial steps that educate the public such as voluntary travel behavior change may be necessary first steps on the move to more sustainable travel. As a suggestion for future works, more statistical analysis on interaction effects of three variables or four variables ANOVA analysis, including lifecycle stage, residence area, time, and age effects, need to be considered. Also, the interaction effects of age-period-cohort analysis need us to pay more attention on the future work. The simultaneous equations model system is developed as an attempt to explore how much of the change in urban travel is due to changes in demographics and how much is due to structural change, more endogenous variable could be considered in the future research, such as, residential location, commute distance, and commute trip mode choice. / Kyoto University (京都大学) / 0048 / 新制・課程博士 / 博士(工学) / 甲第14925号 / 工博第3152号 / 新制||工||1473(附属図書館) / 27363 / UT51-2009-M839 / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 藤井 聡, 准教授 吉井 稔雄, 准教授 宇野 伸宏 / 学位規則第4条第1項該当

As questões ambientais são variáveis estratégicas para as organizações do século XXI, pois pressionadas pela legislação ambiental com nível de exigência crescente - exigindo responsabilidades cada vez maiores para as fases finais do ciclo de vida dos produtos - e a sociedade não mais aceitando os custos dos impactos ambientais causados pela ação industrial - as externalidades - impulsionam as empresas a melhorar o desempenho ambiental de seus produtos e processos. É neste ambiente de mudanças que se torna necessário aos gestores e àqueles que tomam decisões conhecer e evidenciar os gastos ambientais em todo o ciclo de vida dos produtos comercializados. Por estes motivos apresentados é que este trabalho trata da evidenciação dos gastos ambientais no ciclo de vida do produto através da aplicação do método de custeio baseado em atividades e subsidiada pela realização de uma pesquisa-ação em uma empresa do setor eletrônico. A escolha do setor eletrônico se deve ao fato de que ao longo dos últimos 5 anos a legislação ambiental internacional de forma impositiva obrigou as companhias a alterar a composição de produtos - pelo banimento de diversas substâncias tóxicas, e a mudar processos - instituição obrigatória de índices de reciclagem por exemplo. Toda esta revolução foi acompanhada de perto pelo pesquisador, por isso a escolha da pesquisa-ação como metodologia, pois propiciou a modelagem de uma proposta de um método para a evidenciação dos gastos ambientais em todo o ciclo de vida do produto. / The environmental questions are strategical variables for the organizations in this century, therefore pressured by the increasing requirement level of the environmental legislation - which demands more responsibilities from the final phases of the products lifecycle - and the society, which is no longer accepting the costs of environmental impacts caused by the industrial actions - the externalities -, stimulating the companies to improve their products and processes environmental performance. This changing situation is the place where managers and other decision makers are asked to know and to evidence the environmental costs in all their traded products. It is because of these reasons that this work deals with the discovery of evidences of environmental costs in products lifecycle, by means of an application of the activity-based cost method, carried out according to the action research methodology in a company of the electronic segment. The choice of the electronic segment is due to the fact that in the last five years the international environmental legislation compelled these companies to change their products composition - by means of banishment of diverse toxic substances, and also to change their processes - by means of the institution of higher recycling rates, for example. All this revolution was closely followed by the researcher. This fact can explain the choice of action research methodology, which provided the proposal of a method for the evidence discovery of environment costs in the product lifecycle.

Esta investigación examinó el uso de rúbricas de ensamblaje, describiendo su evolución a partir de rúbricas de piezas, y estudió cómo afectan a la autoevaluación de los estudiantes. También se valoró la evaluación de los estudiantes por los instructores, encontrando que, mientras que las rúbricas de ensamblaje fueron parcialmente comprendidas y utilizadas de manera eficiente por los estudiantes, éstas fueron usadas con más éxito por los instructores. En esta investigación se han abordado estrategias diseñadas para mejorar la comunicación de la intención de diseño en modelos CAD, acrecentando así su calidad, con directrices dirigidas a evaluar su eficiencia. Es evidente que se necesitan métricas dirigidas hacia la instrucción de la intención de diseño, ya que la intención de diseño transferida a través de modelos CAD puede realizarse en tres etapas con criterios contradictorios que deben ser equilibrados para llegar a la mejor estrategia de modelado. La investigación ha incluido el desarrollo de un método de validación que demuestra que las rúbricas son dispositivos útiles para garantizar una comunicación consistente de la intención de diseño, y son fundamentales no sólo para evaluar, sino también para comunicar las expectativas del instructor. En esta investigación se examinó cómo definir claramente las cualidades de la intención de diseño para permitir una más fácil evaluación de un ensamblaje CAD. Para todas las dimensiones de la rúbrica, se encontró más concordancia y correlación entre instructores que entre instructores y estudiantes. Existe una correlación moderada/fuerte entre los instructores para las dimensiones de la validez, completitud, concisión y claridad, mientras que existe una ligera correlación para las dimensiones de consistencia e intención del diseño. En segundo lugar, las rúbricas también pueden ser descritas como estáticas o dinámicas. Las rúbricas estáticas, existen sólo en papel, no proporcionan retroalimentación inmediata al educando. Las rúbricas dinámicas realizan cálculos que proporcionan observaciones de evaluación inmediatas al usuario. Además, pueden adaptarse a situaciones específicas dependiendo de la capacidad del usuario. Las rúbricas electrónicas son ideales para rúbricas dinámicas, y permiten el uso y desarrollo de rúbricas adaptativas y adaptables, como se describe a continuación. En tercer lugar, las rúbricas deben ser adaptables lo que debería hacerlas fácilmente comprensibles y fáciles de usar, y adaptativas. Las rúbricas de evaluación se usan cuando un experto determina el progreso pedagógico de un educando, mientras que las rúbricas formativas son empleadas por los propios estudiantes, para trazar su progreso e identificar las deficiencias escolares para las que necesitan apoyo. Las rúbricas se deben refinar y mejorar de forma continuada, en un proceso iterativo y colaborativo, hasta que se alcance un acuerdo satisfactorio, tanto entre evaluadores como entre evaluadores y alumnos. Por ello, se desarrollaron mapas de aserciones que ilustran el modo en que la estrategia de expansión-contracción adapta las rúbricas al progreso del aprendiz de CAD, a la vez que ayudan a comprender las diferentes dimensiones de la rúbrica. Basándose en los experimentos con las rúbricas de ensamblajes, es evidente que las pequeñas diferencias entre los instructores sugieren que la rúbrica de ensamblajes propuesta es lo suficientemente sofisticada como para proporcionar una evaluación acumulativa imparcial del desempeño del alumno. En consecuencia, se puede afirmar con confianza que los evaluadores pueden usarse indistintamente sin sacrificar la precisión. Sin embargo, la rúbrica de ensamblaje posee una eficacia finita para producir una autoevaluación formativa de las habilidades de ensamblaje CAD para nuevos alumnos. / This research examined the use of assembly rubrics, described how they evolved from parts rubrics, and studied how they affect student self-evaluation. Instructor assessment of students was also evaluated, finding that while the assembly rubrics were partially understood and effectively used by the students, they were more successfully utilized by the instructors. Strategies designed to improve design intent communication in CAD models, in order to enhance their quality, with guidelines targeted to evaluate efficiency, have been addressed with this research. It is apparent that metrics directed toward the instruction of design intent are needed, since design intent transferred through CAD models can be performed at three stages with competing tradeoffs that must be balanced to arrive at the best modeling strategy. Research included the development of a validation approach that reflects that rubrics are valuable devices to expedite consistent design intent communication, and are vital not only for evaluation, but also for the communication of instructor expectations. This research examined how to clearly define qualities of design intent to enable easier CAD assembly assessment. It has been found that there is more inter-rater agreement and correlation between instructors than between instructors and students, for all rubric dimensions. There is strong to moderate correlation between instructors for the dimensions of validity, completeness, conciseness, and clarity, while slight correlation exists for the dimensions of consistency and design intent. Secondly, rubrics can also be described as being either static or dynamic. Static rubrics, existing in paper form only, do not provide immediate feedback to the learner. Dynamic rubrics perform calculations that provide immediate evaluative observations to the user. Besides, they can be independently adapted to specific situations depending on the capability of the user. Electronic rubrics are ideally suited for dynamic rubrics, and permit the use and development of both adaptable and adaptive rubrics, as described next. Thirdly, rubrics need to be adaptable which should make them easily understood and user-friendly, and adaptive (rubric can change itself, depending on the usage pattern). Evaluative rubrics are used when an expert determines the pedagogical progress of a learner, while formative rubrics are employed by the learners themselves, in order to chart their progress and identify scholastic deficiencies that are in need of remediation. Rubrics must be continually refined and improved, in an iterative, collaborative process, until satisfactory agreement is attained, both between raters, but also between raters and learners. Thus, assertions maps were developed, illustrating how the expand-contract strategy adapts the rubrics to CAD trainee progress, while assisting the understanding of the different rubric dimensions. Based on the assembly rubric experiments, it is apparent that the small differences between instructors suggests that the proposed assemblies rubric is sufficiently sophisticated to furnish an unbiased accumulative assessment of student performance. Accordingly, it can be confidently stated that raters can be used interchangeably without sacrificing accuracy. However, the assembly rubric possesses finite efficacy to produce formative self-evaluation of CAD assembly skills for new learners. / Aquesta investigació examinà l'ús de rúbriques de acoblament, descrivint la seua evolució a partir de rúbriques de peces, i estudià cóm afecten a la autoavaluació dels estudiants. També es va valorar la avaluació dels estudiants per els instructors, trobant que, mentre que les rúbriques de acoblament van ser parcialment compreses i fetes servir de manera eficient per els estudiants, van ser usades amb mes èxit per els instructors. En aquesta investigació s'han abordat estrategues dissenyades per a millorar la comunicació de la intenció de disseny en models CAD, creixentat així la seua qualitat, amb directrius dirigides a avaluar la seua eficiència. Es evident que es necessiten mètriques dirigides cap a la instrucció de la intenció de disseny, ja que la intenció de disseny transferida a través de models CAD pot realitzar-se en tres etapes amb criteris contradictoris que deuen ser equilibrats per a arribar a la millor estratègia de modelatge. La investigació ha inclòs el desenvolupament de un mètode de validació que demostra que las rúbriques son dispositius útils per a garantir una comunicació consistent de la intenció de disseny, i son fonamentals no només per a avaluar, però també per a comunicar les expectatives de l'instructor. En aquesta investigació s'examinà com definir clarament les qualitats de la intenció de disseny per a permetre una mes fàcil avaluació de un acoblament CAD. Per a totes les dimensions de la rúbrica, es va trobar mes concordança i correlació entre instructors que no pas entre instructors i estudiants. Existeix una correlació moderada/fort entre els instructors per a les dimensions de la validesa, completesa, concisió i claredat, mentre que existeix una lleugera correlació per a les dimensions de consistència i intenció del disseny. En segon lloc, les rúbriques també poden ser descrites com estàtiques o dinàmiques. Les rúbriques estàtiques, existeixen sòls en paper, no proporcionen retroalimentació immediata a l'educand. Les rúbriques dinàmiques realitzen càlculs que proporcionen observacions de avaluació immediates al usuari. A mes, poden adaptar-se a situacions específiques dependent de la capacitat de l'usuari. Les rúbriques electròniques son ideals per a rúbriques dinàmiques, i permeten l'ús i desenvolupament de rúbriques adaptatives i adaptables, como es descriu a continuació. En tercer lloc, les rúbriques deuen ser adaptables, el que deuria ferles fàcilment comprensibles i fàcils d'usar, i adaptatives. Les rúbriques d'avaluació se usen quant un expert determina el progrés pedagògic de un educand, mentre que les rúbriques formatives son fetes servir per els propis estudiants, per a traçar el seu progrés i identificar les deficiències escolars para a les que necessiten suport. Les rúbriques es deuen refinar i millorar de forma continuada, en un procés iteratiu i col·laboratori, fins que se arriba a un acord satisfactori, tant entre avaluadors como entre avaluadors i alumnes. Por això, es desenvoluparen mapes de assercions que il·lustren el mode en que la estratègia de expansió-contracció adapta les rúbriques al progres del aprenent de CAD, a la vegada que ajuden a comprendre les diferents dimensions de la rúbrica. Basant-se en els experiments amb les rúbriques de acoblaments, es evident que les xicotetes diferencies entre els instructors suggereixen que la rúbrica de acoblaments proposta es lo suficientment sofisticada com per a proporcionar una avaluació acumulativa imparcial del acompliment de l'alumne. En conseqüència, es pot afirmar amb confiança que els avaluadors poden usar-se indistintament sense sacrificar la precisió. No obstant, la rúbrica de acoblaments posseeix una eficàcia finita per a produir una autoavaluació formativa de les habilitats de acoblament CAD per a nous alumnes. / Otey, JM. (2017). A Contribution to Conveying Quality Criteria in Mechanical CAD Models and Assemblies through Rubrics and Comprehensive Design Intent Quantification [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/94627 / TESIS

Enterprise product, in our case either an embedded system or a software application, development is a complex task, which require model approaches and multiple diverse software tools to be linked together in a tool-chain to support the development process. Individual tools in the tool-chain maintains an incomplete picture of the development process. Data integration is necessary between these various tools in order to have a unified, consistent view of the whole development process. Information integration between these tools is a challenging task due to heterogeneity of these tools. Linked data is a promising approach for tool and data integration, where tools are integrated at data level in a tool-chain. Linked data is an architectural style to integrate and require more definitions and specifications to capture relationships between data. In our case, data of tools are described and shared using OSLC specifications. While such an approach has been widely researched for tool integration, but none covers the aspect of using such a distributed approach for lifecycle data integration, management and search. In this thesis work, we investigated the use of linked data approach to lifecycle data integration. The outcome is a prototype tool-chain architecture for lifecycle data integration, which can support data intensive queries that require information from various data sources in the tool-chain. The report takes Scania´s data integration needs as a case study for the investigation and presents various insights gained during the prototype implementation. Furthermore, the report also presents the key benefits of using a linked data approach for data integration in an enterprise environment. Based on encouraging test results for our prototype, the architecture presented in this report can be seen as a probable solution to lifecycle data integration for the OSLC tool - chain. / Företagets produkt, i vårt fall antingen ett inbyggt system eller ett program, är utvecklingen en komplicerad uppgift, som kräver modell metoder och flera skiftande programverktyg som ska kopplas samman i en verktygskedja för att stödja utvecklingsprocessen. Enskilda verktyg i verktygskedjan bibehåller en ofullständig bild av utvecklingsprocessen. Dataintegration är nödvändigt mellan dessa olika verktyg för att få en enhetlig och konsekvent syn på hela utvecklingsprocessen. Informationsintegration mellan dessa verktyg är en utmanande uppgift på grund av heterogenitet av dessa verktyg. Kopplad data är en lovande strategi för verktygs-och dataintegration, där verktyg är integrerade på datanivå i en verktygskedja. Kopplade uppgifter är en arkitektonisk stil att integrera och kräver fler definitioner och specifikationer för att fånga relationer mellan data. I vårt fall är data av verktyg beskrivna och delad med hjälp av OSLC specifikationer. Medan ett sådant tillvägagångssätt har i stor utsträckning forskats på för integrationsverktyg, men ingen täcker aspekten att använda en sådan distribuerad strategi för livscykeldataintegration, hantering och sökning. I detta examensarbete, undersökte vi användning av länkad data strategi för livscykeldataintegration. Resultatet är en prototyp av verktygskedjans arkitektur för livscykeldataintegration, som kan stödja dataintensiva frågor som kräver information från olika datakällor i verktygskedjan. Rapporten tar Scanias dataintegrationsbehov som en fallstudie för utredning och presenterar olika insikter under genomförandet av prototypen. Vidare presenterar rapporten också de viktigaste fördelarna med att använda en länkad-data-strategi för dataintegration i en företagsmiljö. Baserat på positiva testresultat för vår prototyp, kan arkitekturen presenteras i denna rapport ses som en trolig lösning för livscykeldataintegration för OSLC verktyg - kedja.

The intestinal tract microbiota – microbial community of the gut – is an important field in microbiology not only because of its critical role in the host development, but also increasingly large number of diseases are associated with certain state of the gut microbiota. The community structure and function of the gut microbiota is relatively well studied in humans and related higher vertebrates, but is severely understudied in fish. This is especially true for the coral reef fishes, who constitute the most diverse assemblage of vertebrates spread over a very local scale, and are essential for the resilience of the reefs. In order to bridge this gap in knowledge, this dissertation studied the community structure, interactions and functions of the gut microbial community from the surgeonfishes in the Red Sea – with special focus on the surgeonfish enteric symbiont Epulopiscium spp. Initially, I studied the composition of the gut microbiota of nine surgeonfish and three nonsurgeonfish species from the Red Sea using 454 pyrosequencing. Upon discovering the high abundance of Epulopiscium spp. in herbivorous surgeonfishes, I then proceeded to identify their phylogenetic diversity, distribution, as well as deducing their coevolutionary relationship with the host. Because Epulopiscium spp. undergo substantial changes in the cell size (grow up to ~600μm) and the DNA concentration (from 85 to over 250pg per cell) throughout their diel lifecycle, I also studied the temporal changes in their expression pattern using RNA-seq. Overall, this dissertation shed light on the complex structure, interaction and function of an important family of coral reef fish from the Red Sea through range of molecular techniques.