Författare Henrik Nordh och Robin Klasson. Forskningsfrågor Fråga 1: Vilka aspekter för införande av plastpall som lastbärare mellan Volkswagen Parts Logistics och dess återförsäljare behövs tas hänsyn till vid lagring, distribution och retur av deras reservdelar? Fråga 2: Vilka blir de ekonomiska påföljderna vid lagring, distribution och retur av att införa plastpall som lastbärare för reservdelar hos Volkswagen Parts Logistics? Syfte Syftet med studie är att utveckla ett ramverk för införande av plastpall som lastbärare för reservdelar till eftermarknaden i bilindustrin. Metod Utförd studie genomfördes som en fallstudie, den empiri som samlades in för att användas i studie utfördes genom att respondenter valdes utifrån bekvämlighetsurval och snöbollsurval. Respondenter deltog i semi- och ostrukturerade intervjuer och författare genomförde även observationer som deltagare. Slutsats Det finns ett antal aspekter och påföljder som Volkswagen Parts Logistics behöver ta hänsyn till vid plastpalls införande: (1) Retursystem (2) Tredjepartsleverantör (3) Avtal (4) Materialrelaterade (5) Prestationsmått (6) Transaktions- och Säkerhetslager (7) Miljö och Hållbarhet (8) Kalkylering. De ekonomiska påföljderna av att införa plastpall är till stor del beroende av vilken grad som RFID-teknik implementeras. Med nuvarande situation hos VPL, det vill säga sämsta möjliga förutsättningar och endast träpall byts ut mot plastpall utan RFID, uppnås en kostnadsbesparing på i snitt 620 000 kronor per år vid normalt utfall av känslighetsanalys och kräver en grundinvestering på 3 000 000 kronor med break-even tid 6–7 år. Motsvarande vid beräkningar av realistiska förutsättningar uppnås en snittbesparing på 1 200 000 kronor per år utan RFID med break-even tid på 3–4 år med normalt utfall i känslighetsanalys och en grundinvestering på 2 250 000 kronor. Samma förutsättningar med RFID ger 575 000 kronor i snittbesparing per år med normalt utfall i känslighetsanalys, uppskattat till break-even tid över 8 år med en grundinvestering på 7 250 000 kronor. / Authors Henrik Nordh and Robin Klasson. Research Questions Question 1: Which aspects are to be considered with implementation of plastic pallets as load carriers between Volkswagen Parts Logistics and its resellers regarding stocking, distribution and return of their spare parts? Question 2: What are the economic impacts regarding stocking, distribution and return of implementing plastic pallets as load carriers for spare parts at Volkswagen Parts Logistics? Purpose The purpose of the study is to develop a framework for implementing plastic pallets as load carriers for spare parts in the aftermarket of the automotive industry. Method The study was performed as a case study, the information to be used in the conducted study was gathered through a number of respondents who were chosen from a comfort- and snowball selection. The respondents participated in semi- and unstructured interviews and the authors also conducted observations as participants. Conclusion There are a number of aspects and impacts for Volkswagen Parts Logistics to consider with implementing plastic pallets. (1) Return system (2) Third party logistics provider (3) Agreement (4) Material related (5) Performance measure (6) Transaction- and Safety stock (7) Environment and sustainability (8) Calculation. The economic impacts of implementing plastic pallets are in great extent depending of what degree of RFID- technology is to be used. If current situation at VPL exists, with the worst situation possible and only wooden pallets are to be substituted without RFID- technology, savings can be made up to 620 000 kronor on average per year at normal results in the sensitivity analysis, demanding an investment of 3 000 000 kronor and 6– 7-year breakeven time. Corresponding calculations of realistic result, savings can be made on average 1 200 000 kronor a year without RFID and break-even time of 3–4 years with normal sensitivity analysis and an investment of 2 250 000 kronor. The same conditions with RFID results in average 575 000 kronor in savings a year with the normal sensitivity analysis, break-even time over 8 years and an investment of 7 250 000 kronor.

Made available in DSpace on 2016-08-02T21:42:45Z (GMT). No. of bitstreams: 1 Monica Roberta1.pdf: 754573 bytes, checksum: 49530cf31db16a5a2f8cbde7f2c236ec (MD5) Previous issue date: 2008-01-30 / This paper is about to show the Social Responsibility as a competitive advantage, as well, a vital strategic tool to the survival of the companies in a scenery of frequently and fast changes. Emphasizing that, from the globalization on, with the fusion of cultures, many companies came, suddenly, into an extremely competitive environment, where, the oldies practices had to be abandoned because the client became the king . What means that he can choose whatever he wants and he is the mean reason of a company. To stand-up the informations, the comparative case study, by a qualitative descriptive research, between Volkswagen Brasil a germany company, installed over 50 years in Brazil and was the absolutely leader until the XXI century beginning but lost it to Fiat Automóveis an italian company, installed over 30 years in Betim, a city in Minas Gerais and was able to change a negative perception of the customers, adopting many actions, one of them was the Social Responsibility as a strategic and motivational tool to its internal public, in a clear social culture . Meanwhile, recently, Volkswagen suffered a tiring syndicate negotiation caused by the thousand employees demission in São Bernardo do Campo s unit, what made its´ acts and social precaution be demanded. The IPEA´s research of Social Indicators, second edition, is the guideline of this study that discloses: The Social Responsibility is still in the beginning in Brazil, the ISO26001 is in process, the environment preoccupation is being diffused all over the world and the managers, previously, worried exclusively about the profit, now are demanded for its choice and the possible social and environment impact.(AU) / Este trabalho propõe-se a mostrar a Responsabilidade Social como uma vantagem competitiva, bem como uma ferramenta estratégica vital para a sobrevivência das empresas em um cenário de rápidas e constantes mudanças. A ressaltar que, a partir do processo de globalização, com a pseudofusão das culturas, muitas empresas viram-se, de uma hora para outra, inseridas em um ambiente extremamente competitivo e aguerrido, onde velhas práticas tiveram que ser abandonadas, porque o cliente, antes jogado à própria sorte, tornou-se rei . Isto é, soberano nas suas escolhas e a razão de ser de uma empresa. Para abalizar as informações prestadas, far-se-á o estudo comparativo de caso, por meio de uma pesquisa qualitativa descritiva, entre a Volkswagen Brasil empresa de origem alemã, instalada há mais de 50 anos no país e que detinha a liderança absoluta do mercado até o início do século XXI mas que a perdeu para a Fiat Automóveis de origem italiana, instalada há pouco mais de 30 anos, na cidade mineira de Betim e que conseguiu reverter uma imagem negativa perante os consumidores, tendo como uma das suas ações, a Responsabilidade Social como ferramenta estratégica e motivacional do seu público interno, numa clara cultura social . Enquanto que, recentemente, a Volkswagen enfrentou um longo e desgastante processo de negociação sindical em face do processo de demissão de milhares de empregados por carta da sua unidade de São Bernardo do Campo, o que pôs em xeque as suas práticas e a sua efetiva preocupação com o social. A Pesquisa IPEA de Indicadores Sociais, na sua segunda edição, é elemento norteador do trabalho desenvolvido que traz como principais revelações: a Responsabilidade Social no Brasil ainda é incipiente, está em processo de gestação a ISO 26001, a preocupação ambiental alastra-se por todo o planeta e os gestores, antes atentos quase que exclusivamente ao lucro, passam a ser cobrados pelos possíveis impactos socioambientais de suas decisões no presente.(AU)

[pt] A ditadura militar brasileira causou profundas transformações nas estruturas políticas, econômicas, sindicais e sociais do país. Apesar disto, o tema é pouco tratado pelos estudiosos das organizações, mesmo com indícios da participação empresarial na conspiração que culminou com o golpe de 1964 ou colaboração com órgãos de repressão do Estado. Com o intuito de alterar este quadro, esta pesquisa se propôs a estudar quais eram, como se configuravam e como eram operacionalizadas as práticas de violência cometidas pela Volkswagen do Brasil contra os seus trabalhadores durante a ditadura militar brasileira. A tese subjacente a este objetivo é que a empresa empregou práticas de normalização da violência para que esta pudesse ser praticada indiscriminadamente com o objetivo de aumento de ganhos. Para atingir este propósito este estudo desenvolveu, com base na literatura, um quadro analítico categorizando as práticas de normalização da violência que serviu de base para a leitura dos documentos coletados. Ao todo foram identificadas vinte e duas práticas na literatura que foram agrupadas em seis dimensões. Apoiada na perspectiva histórica, esta pesquisa valeu-se de documentos da época como corpus de pesquisa. Como resultados da pesquisa foi possível identificar que a Volkswagen do Brasil praticava violência física, psicológica, simbólica, econômica e política contra os seus trabalhadores e adotou doze práticas com potencial para normalizar as violências cometidas. / [en] The Brazilian military dictatorship has caused deep changes in the country s political, economic, trade union and social structures. In spite of this, the subject is little touched by the organizations researchers, even with indications of the business participation in the conspiracy that culminated with the coup of 1964 or their collaboration with organs of repression of the State. In order to change this situation, this research aimed to investigate what were and how the violence practices committed by Volkswagen do Brasil against its workers during the Brazilian military dictatorship were configured. The thesis underlying this objective is that this company used violence normalization practices so that it could be practiced indiscriminately for the purpose of increasing earnings. To achieve this goal, this study developed, based on the literature, an analytical framework, categorizing the violence normalization practices that served as a basis for reading the documents collected. Were identified twenty-two practices in the literature, that were grouped into six dimensions. Based on historical perspective, this research was based on documents at time as a corpus of research. As a result of the research it was possible to identify that Volkswagen do Brasil practiced physical, psychological, symbolic, economic and political violence against its workers and adopted twelve practices with the potential to normalize the violence committed.

Thesis (MBA)--Stellenbosch University, 2008. / ENGLISH ABSTRACT: Volkswagen of South Africa (Pty) Ltd. (VWSA) is part of the Volkswagen Group, which originated in Germany. VWSA’s production plant is situated in Uitenhage in the Eastern Cape and produces ± 100 000 cars per year with ± 5 800 employees. At the time of writing this report, VWSA had three platforms on which it produced the Citi Golf, Polo/Polo Classic and Golf 5/Jetta 5. It takes on average four days to produce a vehicle, but up to 17 weeks lead time is required before production can start. This lead time is needed to procure, transport and receive the single parts from suppliers in South Africa, Europe and other countries. The time window required in order to manufacture a vehicle is therefore relatively long. For this reason it is important that VWSA’s production schedule is firstly planned properly and secondly optimised continuously and timely, as circumstances change and unforeseen conditions arise. VWSA assemble vehicles “to stock” and not “to order”. This means that a production schedule is planned and executed, based on forecasted volumes and not on actual customer orders. The monthly production offline demand is received from marketing, which includes both the volume requirements for domestic and export units. Currently the production scheduling process of VWSA is performed manually in an Excel spreadsheet. This is a time consuming process that could be exposed to mistakes. Much iteration is performed manually in order to achieve the best solution. The aim of this research report was to develop an optimisation model for production after the fixed lead time period in order to ensure finished products on time as per the local and export demand. VWSA requires a 52 week rolling production schedule, which should take all the various constraints into account. The objective of the production schedule is to determine shift patterns and production units per shift that will provide some consistency, by avoiding short time, overtime, plant closures, variations in production rates, etc. as far as possible. More importantly, the production schedule must optimise the use of resources and minimise costs. A scheduling model was developed for each of the three model lines, making use of Mixed Integer Programming. The constraints and applicable costs were built into each individual model. Each model was solved with the use of Premium Solver Platform software, due to the fact that it has advance capabilities and includes a Nonlinear GRG Solver. Optimal solutions were found, satisfying all the various constraints, within seconds compared to the hours and days required for the current manual scheduling process. A summary sheet was developed, combining the individual model line schedules for distribution and presentation purposes. This summarises the required production units per day, week and cumulative. In addition it includes the required export units that are first priority to be produced per week. To improve decision making, a column was included to indicate the quantity of units of each model type that must be produced during overtime. This model provides management with the information required to make decisions regarding detailed production scheduling. / AFRIKAANSE OPSOMMING: Volkswagen van Suid-Afrika (Pty) Ltd. (VWSA) is deel van die Volkswagen Groep, wat onstaan het in Duitsland. VWSA se produksie aanleg is geleë in Uitenhage in die Oos-Kaap en vervaardig ± 100 000 voertuie per jaar deur gebruik te maak van ± 5 800 werknemers. Ten tyde van die skryf van hierdie verslag het VWSA drie platforms gehad waarop dit die Citi Golf, Polo/Polo Classic en Golf 5/Jetta 5 vervaardig het. Dit neem gemiddeld vier dae om ’n voertuig te vervaardig, maar kan tot 17 weke leityd benodig voordat produksie kan begin. Die leityd is nodig om enkel komponente van verskaffers in Suid-Afrika, Europa en ander lande te bestel, vervoer en te ontvang. Die tydperk wat benodig word om ’n voertuig te vervaardig is dus relatief lank. As gevolg van hierdie rede is dit belangrik dat VWSA se produksie skedule eerstens deeglik beplan word en tweedens aanhoudend en betyds ge-optimeer word soos omstandighede verander. VWSA vervaardig voertuie vir voorraad en nie op bestellings nie. Dit beteken dat ’n produksieskedule beplan en uitgevoer word, gebasseer op vooruitgeskatte volumes en nie op konkrete bestellings van kliënte nie. Die maandlikse produksie aanvraag word ontvang vanaf die Bemarkings-departement en sluit beide binnelandse en uitvoer aanvraag in. Die produksie skedulering van VWSA word tans in ’n Excel sigblad verrig. Dit is ’n tydrowende proses wat blootgestel is aan moontlike foute. Baie iterasies word benodig om uiteindelik die mees gepaste oplossing te vind. Die doel van hierdie navorsingsverslag was om ’n optimeringsmodel vir produksie na die vaste leityd tydperk te ontwikkel, met die doel om te verseker dat klaarprodukte betyds volgens die binnelandse en uitvoer aanvraag gelewer word. VWSA benodig ‘n 52 week rollende produksieskedule wat al die verskeie beperkings in ag neem. Die doel van die produksieskedule is om skofpatrone en volumes per skof te bepaal wat uiteindelik konsekwentheid verskaf deur korttyd, oortyd, aanlegsluitings, variasies in lynspoed, ens. te beperk. Meer belangrik, die produksieskedule moet die gebruik van bronne optimeer en kostes minimeer. ’n Skeduleringsmodel is ontwerp vir elkeen van die drie modellyne, deur gebruik te maak van Gemengde Heeltal Programmering. Die toepaslike beperkings en kostes is by elke individuële model ingebou. Elke model is opgelos deur gebruik te maak van “Premium Solver Platform” sagteware, as gevolg van die feit dat dit gevorderde vermoëens het asook “Nonlinear GRG Solver” insluit. Binne sekondes is optimale oplossings gevind, wat ook die beperkings bevredig, in teenstelling met die ure en dae wat benodig word vir die huidige skeduleringsproses. ‘n Opsommende blad is ontwikkel wat die individuële skedules saamvat vir verspreidings- en voordrag doeleindes. Dit bevat die beplande produksievolumes per dag, week en kumulatief. Addisioneel bevat dit ook die vereiste uitvoervolumes per week wat eerste prioriteit geniet. Om besluitneming te verbeter is ‘n kolom ingesluit wat aandui hoeveel eenhede van elke model tipe word benodig gedurende oortydproduksie. Die model verskaf aan bestuur die inligting wat benodig word om detail besluite oor produksieskedulerings te neem.

V literárním rozboru je kladen důraz především na vliv nových hodnot a zásad v koncernu Volkswagen na jednání manažerů ve Škoda Auto. V teoretické části se autor opírá o přístupy institucionální a organizačně-kulturní a přístupy ke stylu řízení. Dále je proveden výzkum pro ověření teorie, potvrzení či vyvrácení hypotéz a zodpovězení otázek, které s tímto tématem souvisejí. Experimentální část se nejprve zabývá popisem metody zkoumání a způsobem šetření ve Škoda Auto. Rovněž jsou detailněji popsány postupy implementace KLL do praxe manažerů a blíže vysvětleny body KLL. Zpracovaný výzkum a jeho výsledky jsou prezentovány v navazujících kapitolách. Autor si dovoluje vyzdvihnout pozitiva realizačního procesu KLL v praxi a rovněž upozornit na jeho nedostatky. Přístup manažerů k tomuto procesu je klíčovou otázkou celé práce. Jejich subjektivní hodnocení jednotlivých požadavků se odráží na míře a ochotě tyto požadavky uplatňovat ve svém jednání či je dále šířit. Na závěr je navržena metoda pro úspěšné zavádění podobných změn ve velkých podnicích, jakým Škoda Auto je. Jsou uvedeny předpoklady pro úspěšné zahájení realizace změny kultury a sladění cílů a v neposlední řadě i úskalí a rizika, která mohou podobné záměry zmrazit. Další navazující kroky, které je třeba činit po skončení realizační fáze procesu, jsou uvedeny v závěru práce.

During World War Two, approximately 400 to 450 Ausländerkinder-Pflegestätten, or foreign child-care facilities, were established across the German Reich as collection centers for the infants born to Polish and Soviet civilian laborers employed in the German war economy. My thesis examines two such foreign child-care facilities, the Volkswagen and Velpke children’s homes, where over 450 Polish and Soviet infants perished. Three themes provide the framework for an analysis of these two facilities: the conflict between two of the main goals of the Third Reich—racial cleansing and the exploitation of forced labor; the question of whether the establishment of the facilities and treatment of the children depended on orders from upper-level or local-level authorities; and the issue of whether the children’s deaths stemmed from intent to cause their deaths or indifference toward their fate. This thesis addresses the following questions: In terms of racial ideology and economic pragmatism, was one factor more significant in the establishment and use of the Volkswagen and Velpke children’s homes? Who, among upper-level and lower-level Nazi officials, ordinary Germans, medical professionals, and factory executives, was responsible for the children’s deaths? Were the children’s deaths intentional? What do these two facilities tell us about the other foreign child-care facilities that existed across the Third Reich? The research for this thesis draws upon two British war crimes trials held in Braunschweig and Helmstedt, Germany in 1946, the “Velpke Baby Home Case” and the “Rühen Baby Farm Case,” as well as records from the United States Holocaust Memorial Museum Archives in Washington, DC, the National Archives at College Park in College Park, MD, and digital records from the International Tracing Service Archives. Ultimately, this thesis highlights the connections between the three conflicting—and often opposing—themes. First, the trial records revealed that both facilities were exclusively established, managed, and operated by local-level officials and personnel. Second, upper-level Nazi authorities deemed alleged racial enemies a threat to the German “master race,” and were intent on enforcing a racial hierarchy in the German Reich; however, the local-level officials and staff responsible for these two children’s homes were far more concerned with maintaining productivity from the Polish and Soviet workforce, remaining indifferent toward the fate of the children at the homes. Third, while both the need for economic efficiency from workers and the belief in Nazi racial ideology influenced the establishment, management, and operation of the Volkswagen and Velpke children’s homes, there is minimal evidence that local authorities and personnel prioritized racial ideology over economics. Since both facilities were controlled locally, this thesis reveals that rather than putting racial ideological into practice and intentionally killing the children, local officials prioritized economic production. This left the fate of the children somewhere between extermination and child-rearing—between being left to die, murdered, or raised.

Der Fall Volkswagen Sachsen bildet ein typisches Beispiel für die Vereinbarkeit von Subventionen mit dem Gemeinsamen Markt. Die vorliegende Arbeit beinhaltet eine Analyse des EuG-Urteils mit den Schwerpunkten Artikel 87 Abs. 2 lit. c EGV und Ermessensausübung nach Art. 87 Abs. 3. Die Deutschlandklausel war ursprünglich in den EGV eingeführt worden, um der ehemaligen Bundesrepublik die Möglichkeit zu geben, Unternehmen zu fördern, die von der Abriegelung der DDR betroffen waren. Die wirtschaftlichen Schwierigkeiten der fünf neuen Bundesländer werden von einigen Stimmen in der Literatur als eine Folge dieser Teilung betrachtet. Dies ist weder mit dem Sinn und Zweck der Deutschlandklausel, noch mit dem Gebot, diese als Ausnahmebestimmungen eng auszulegen, vereinbar. Vielmehr ist mit der Gegenmeinung davon auszugehen, dass mit der Teilung Deutschlands i. S. v. Art. 87 Abs. 2 lit. c EGV die faktische Errichtung der Grenzanlagen gemeint ist. Die schlechte Wirtschaftslage in Ostdeutschland beruht damit auf einem weiteren Moment, die Einführung der Planwirtschaft in der DDR. Die Beihilfe für Volkswagen kanndaher nicht mit der Deutschlandklausel gerechtfertigt werden. Im Rahmen von Art. 87 Abs. 3 EGV steht der Kommission ein weites Ermessen zu. Gerichtlich nachprüfbar ist nur, ob sie dieses nicht offensichtlich überschritten hat. Unabhängig davon, ob der Kfz-Gemeinschaftsrahmen formell für in allen Mitgliedstaaten angenommen wurde und damit rechtliche Verbindlichkeit erlangt hat, kann die Kommission diesen bei der Prüfung neuer Beihilfen anwenden. Auch bei der Abwägung zwischen der wünschenswerten Ansiedlung von Volkswagen in einem wirtschaftlich benachteiligten Gebiet und einer damit eventuell verbundenen Steigerung der Überproduktionen in der Automobilindustrie kann der Kommission kein Ermessensmissbrauch nachgewiesen werden.

This research analysis automobile industry of China and Germany, based on theory of the competitive advantage of nations. Currently China is the largest market of automobile production and sales of the world. The huge domestic market demand is sufficient to reflect the rapid growth of the automobile industry for the Chinese automotive industry, while Germany automobile industry has long been acknowledged by the average consumer due to its technology and quality assurance. Global warming and energy consumption has led to global environmental awareness, which influence the cooperation model of China and Germany on automobile industry. In this thesis the cooperation model will be analyzed, the conclusion of analyze could be as the positive advice for the development of Taiwan automobile industry in the future.

<p>Der Fall Volkswagen Sachsen bildet ein typisches Beispiel für die Vereinbarkeit von Subventionen mit dem Gemeinsamen Markt. Die vorliegende Arbeit beinhaltet eine Analyse des EuG-Urteils mit den Schwerpunkten Artikel 87 Abs. 2 lit. c EGV und Ermessensausübung nach Art. 87 Abs. 3. Die Deutschlandklausel war ursprünglich in den EGV eingeführt worden, um der ehemaligen Bundesrepublik die Möglichkeit zu geben, Unternehmen zu fördern, die von der Abriegelung der DDR betroffen waren. Die wirtschaftlichen Schwierigkeiten der fünf neuen Bundesländer werden von einigen Stimmen in der Literatur als eine Folge dieser Teilung betrachtet. Dies ist weder mit dem Sinn und Zweck der Deutschlandklausel, noch mit dem Gebot, diese als Ausnahmebestimmungen eng auszulegen, vereinbar. Vielmehr ist mit der Gegenmeinung davon auszugehen, dass mit der Teilung Deutschlands i. S. v. Art. 87 Abs. 2 lit. c EGV die faktische Errichtung der Grenzanlagen gemeint ist. Die schlechte Wirtschaftslage in Ostdeutschland beruht damit auf einem weiteren Moment, die Einführung der Planwirtschaft in der DDR. Die Beihilfe für Volkswagen kanndaher nicht mit der Deutschlandklausel gerechtfertigt werden. Im Rahmen von Art. 87 Abs. 3 EGV steht der Kommission ein weites Ermessen zu. Gerichtlich nachprüfbar ist nur, ob sie dieses nicht offensichtlich überschritten hat. Unabhängig davon, ob der Kfz-Gemeinschaftsrahmen formell für in allen Mitgliedstaaten angenommen wurde und damit rechtliche Verbindlichkeit erlangt hat, kann die Kommission diesen bei der Prüfung neuer Beihilfen anwenden. Auch bei der Abwägung zwischen der wünschenswerten Ansiedlung von Volkswagen in einem wirtschaftlich benachteiligten Gebiet und einer damit eventuell verbundenen Steigerung der Überproduktionen in der Automobilindustrie kann der Kommission kein Ermessensmissbrauch nachgewiesen werden.</p>

Reproduction de : Thèse de doctorat : Sociologie : Paris 8 : 2007. Reproduction de : Thèse de doctorat : Sociologie : Université de Sao Paulo : 2007. / Thèse soutenue en co-tutelle. Texte seulement en portugais. Titre provenant de l'écran-titre. Bibliogr. p. 328-344.