DOCSLIB.ORG

Tracking Industry Operations Activity: a Case Study of US Automotive

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Tracking Industry Operations Activity: a Case Study of US Automotive NIST Special Publication 1601 Tracking Industry Operations Activity A Case Study of US Automotive Manufacturing Douglas S. Thomas Anand M. Kandaswamy This publication is available free of charge from: http://dx.doi.org/10.6028/NIST.SP.1601 NIST Special Publication 1601 Tracking Industry Operations Activity A Case Study of US Automotive Manufacturing Douglas S. Thomas Anand M. Kandaswamy Applied Economics Office Engineering Laboratory This publication is available free of charge from: http://dx.doi.org/10.6028/NIST.SP.1601 November 2015 U.S. Department of Commerce Penny Pritzker, Secretary National Institute of Standards and Technology Willie E. May, Under Secretary of Commerce for Standards and Technology and Director of NIST Certain commercial entities, equipment, or materials may be identified in this document in order to describe an experimental procedure or concept adequately. Such identification is not intended to imply recommendation or endorsement by the National Institute of Standards and Technology, nor is it intended to imply that the entities, materials, or equipment are necessarily the best available for the purpose. National Institute of Standards and Technology Special Publication 1601 Natl. Inst. Stand. Technol. Tech. SP 1601, 64 pages (November 2015) CODEN: NSPUE2 This publication is available free of charge from: http://dx.doi.org/10.6028/NIST.SP.1601 Abstract Private firms, driven by competition, frequently achieve advances in efficiency on their own accord; however, there are often barriers to advancement that surpass the ability of any single firm. Additionally, competition, lack of communication, and other factors can prevent the collaborative efforts necessary to overcome such barriers. It is in these types of situations that publicly-funded research efforts are often necessary for advancing industry efficiency. Unfortunately, there are numerous factors affecting efficiency and only a limited number of them can be identified. The result is that researchers must examine areas of manufacturing that consume high levels of resources in order to identify change agent efforts that have a high return on investment. To identify high resource areas it is necessary to have an inventory and model of resource consumption. This report identifies data on manufacturing activity and provides a model for tracking operations activity. The method is then illustrated in the automotive manufacturing industry. There are two potential approaches to track resource consumption: a top down approach and a bottom up approach. Data at the broadest level is readily available, but as one moves towards more and more detail, data becomes scarcer. For this reason a top down approach is developed. Data for a bottom up approach is briefly discussed; however, this approach is left for future research due to data limitations. The top down method is applied to the automotive manufacturing industry as a case study, which includes a review of automotive manufacturing. This approach provides a more comprehensive exploration of data for tracking industry operations activity at all levels of detail. The top down analysis uses input-output analysis combined with other industry data to estimate industry operations activity. The aggregated dataset layout is a 1238 by 397 matrix resulting in over 490 000 information points on the US economy with over 290 000 being related to manufacturing. That is, the data provides over 490 000 categories of information covering compensation costs, taxes, gross operating surplus, labor hours, production time, environmental impacts, natural resource use, energy consumption by end use (e.g., heating/cooling and production processes), and building capital. Compensation and other labor related activities are broken into over 800 different occupations for each industry. Industry data is broken into over 300 NAICS codes categories for each industry. Environmental and natural resource consumption is broken into 12 TRACI categories. This model incorporates the resources used in US manufacturing and its US based supply chain. Keywords: supply chain; value chain; manufacturing; input output; automotive manufacturing; manufacturing ii iii Preface This study was conducted by the Applied Economics Office in the Engineering Laboratory at the National Institute of Standards and Technology. The study provides a model for tracking manufacturing industry operations activity and illustrates the use of the model in the automotive industry. Disclaimer Certain trade names and company products are mentioned in the text in order to adequately specify the technical procedures and equipment used. In no case does such identification imply recommendation or endorsement by the National Institute of Standards and Technology, nor does it imply that the products are necessarily the best available for the purpose. Cover Photographs Credits At the Paint Shop in Chrysler Group’s Sterling Heights (Mich.) Assembly Plant, a 2015 Chrysler 200 moves through the Underbody Sealing and Underbody Coating station, flipping the vehicle body completely upside down to seal all appropriate seams and compartments. (2014). This image was used in accordance with Fiat Chrysler Automobile’s editorial use policy. iv v Acknowledgements The authors wish to thank all those who contributed so many excellent ideas and suggestions for this report. Special appreciation is extended to Simon Frechette, Katherine Morris, and Dr. Vijay Srinivasan of the Engineering Laboratory’s Systems Integration Division for their technical guidance, suggestions, and support. Special appreciation is also extended to Dr. Stanley Gilbert, Dr. Robert Chapman, and Paul Rothfeld of the Engineering Laboratory’s Applied Economics Office for their thorough reviews and many insights. The authors also wish to thank Dr. Nicos Martys, of the Materials and Structural Systems Division for his review. vi vii Table of Contents ABSTRACT ................................................................................................................................................ II PREFACE ................................................................................................................................................. IV ACKNOWLEDGEMENTS ........................................................................................................................... VI TABLE OF CONTENTS..................................................................................................................... VIII LIST OF FIGURES ............................................................................................................................... IX LIST OF TABLES ................................................................................................................................. IX LIST OF ACRONYMS .......................................................................................................................... X 1 INTRODUCTION .............................................................................................................................. 1 1.1 BACKGROUND ............................................................................................................................... 1 1.2 PURPOSE…………………………………………………………………………………………………………………………………1 1.3 SCOPE AND APPROACH ................................................................................................................... 2 2 CHANGE AGENT ACTIVITIES, STAKEHOLDERS, AND GEOGRAPHIC SCOPE ........................................ 5 2.1 EFFICIENCY AND MARKET FAILURES ................................................................................................... 5 2.2 CHANGE AGENTS ........................................................................................................................... 5 2.3 STAKEHOLDERS ............................................................................................................................. 8 2.4 GEOGRAPHIC SCOPE AND IMPORTED GOODS AND SERVICES ................................................................ 10 2.5 STANDARD DATA CATEGORIZATION ................................................................................................ 11 2.5.1 The North American Industry Classification System (NAICS) ................................................ 12 2.5.2 Standard Occupational Classification System (SOC) ............................................................. 13 2.5.3 Standard Classification of Transported Goods (SCTG) .......................................................... 14 2.5.4 Tool for the Reduction and Assessment of Chemical and Other Environmental Impacts (TRACI) .................................................................................................................... 16 3 INDUSTRY OPERATIONS DATA ...................................................................................................... 17 3.1 TOP DOWN DATA ........................................................................................................................ 17 3.1.1 Inter-Industry Data ............................................................................................................... 17 3.1.2 Environmental and Natural Resource Data .......................................................................... 19 3.1.3 Inventory and Transportation Data ...................................................................................... 20 3.1.4 Labor Data ...........................................................................................................................
Load more

Recommended publications
  • Components for the Automotive Industry
    Components for the Automotive Industry Automotive in Focus – Transmission Control 04 With its global emphasis and almost Components, Materials and Technologies 13,000 employees, the “Fortune 500” Exhaust Line 06 company Heraeus is in every market. for the Automotive Industry Having a localized presence Heraeus can adjust to the requirements of individual Power Assisted Steering 08 countries.The Heraeus Precious Metal and Technology group achieved total sales of 22 billion Euros in 2010. Spark Plugs 10 Cockpit 12 In close cooperation with automotive OEMs and suppliers, Heraeus develops innovative, technical components and materials for the Headlights 14 automotive industry. For electronics Heraeus produces among others Sensors 16 bonding wires, special thick film and solder pastes, precious metal powders and ultrafine solder powders, and polymers. Heraeus Power Electronics products are used, for instance, in power for Electro-mobility 18 electronics and many control devices, e.g. for the transmission, engines, ABS (Anti- Safety 20 lock Braking System), and airbags. A variety of metal and precious metal parts from Heraeus ensures the smooth functioning of the electrical Heraeus Service safety systems, e.g. emergency braking and and Quality Assurance 22 lane assist systems, and the ESP (Electronic Stability Program). At the same time, platinum temperature sensors and catalyst coatings are employed in the exhaust systems of cars, trucks, and motorcycles. The platinum temperature sensors monitor, among other things, the turbocharger and the burn-off of the diesel particle filter. Heraeus was founded in 1851. Today the precious metal and technology group is globally represented on a very broad basis with a comprehensive product portfolio and occupies leading positions in all important market segments.
    [Show full text]
  • Finding a New Balance in the Automotive Industry Driving Responsible Innovation and Transformation for the Next Decade Executive Summary
    Finding a new balance in the automotive industry Driving responsible innovation and transformation for the next decade Executive Summary The automotive sector’s already dizzying pace of change is accelerating. This report gives Capgemini’s perspective on the most important changes that can be expected between now and 2030, and the adaptations that automotive companies will have to make to ensure continued success. 2 Finding a new balance in the automotive industry Following eras of industrialization these requirements: Subscriptions (1920s to 1970s), globalization (late and agency sales will become more 1970s to 2015), and digitalization, a common, for example. new era of change is emerging, driven • Intelligent Industry: The next by three megatrends that automotive generation of digital engineering companies are recognizing as critical to and manufacturing will build on their future: technologies such as artificial intelligence (AI), cloud, and the • Sustainability: Societal and internet of things (IoT) to create a regulatory pressure means that data- and software-driven industry. companies need to adopt an end-to- Intelligent products and systems, end approach to sustainability that operations, and services will improve addresses not just the environmental uptime, reduce costs, and boost impact of the vehicle, but that of efficiency, and hence increase value every aspect of their operations and for companies, their customers, those of their partners. To tackle this and their partners. Software will issue adequately, Original Equipment play a crucial role in the automotive Manufacturers (OEMs) will need industry and influence it radically. to change their culture. They will also have to rethink the way they Increasingly, too, automotive companies collaborate with their suppliers and need to operate and establish a partners to realize the concept of a clear position within a wider mobility circular economy.
    [Show full text]
  • Manufacturing
    Best Practices for Businesses to Reopen MANUFACTURING • Face coverings are encouraged but not required if an employee can isolate or separate their work area, either by PREPARE THE closing doors or using other physical PREPARE THE barriers to maintain six foot distance BUILDING from other individuals at all times, WORKFORCE • Zone the factory floor and encourage including individuals in adjacent • Train employees in current COVID-19 employees to remain in their cubicles or hallways. health and workplace guidelines designated area to the extent possible. to include procedures for social • Even when practicing social distancing, distancing, timeclock usage, use • Place partitions such as plexiglass to masks or face coverings must be worn when walking through hallways or of common areas, disinfecting separate people that work together in expectations and proper PPE usage. the production process. when two or more people are together in a space such as an office, conference Training should be included in daily • Increase ventilation rates and the room, or restroom. safety meetings to frequently remind percentage of outdoor air that employees and employers of their circulates into the system. • Face coverings are not required if responsibilities. wearing a face covering would subject • Assemble a team whose the person to an unsafe working • Offer teleworking where appropriate. responsibilities include implementing condition, as determined by federal, Give employees flexibility regarding and monitoring guidelines provided by state, or local occupational safety returning to the factory / office. the CDC, OSHA, the State, and by the regulators or workplace guidelines. For • Implement a daily screening process company. exceptions to this requirement, please for workers and other personnel which see the latest .
    [Show full text]
  • Technology Roadmap: Materials and Manufacturing
    Technology Roadmap: Materials and Manufacturing Shashank Modi Abhay Vadhavkar © Center for Automotive Research, Ann Arbor, Michigan USA Introduction ......................................................................................................................................3 The World We Know ..........................................................................................................................3 Materials ................................................................................................................................................................... 3 Manufacturing .......................................................................................................................................................... 5 Technology Drivers ............................................................................................................................5 The World on the Horizon ..................................................................................................................7 Materials ................................................................................................................................................................... 7 Manufacturing .......................................................................................................................................................... 8 Enablers and Threats ........................................................................................................................ 11 Risk of
    [Show full text]
  • Manufacturing Engineering Technology
    MANUFACTURING ENGINEERING TECHNOLOGY “Modern manufacturing activities have become exceedingly complex because of rapidly increasing technology. This has increased the demand for highly skilled manufacturing technologists, engineers, and managers.” – Society of Manufacturing Engineers Manufacturers in the United States account for 12.5% of the total economic output employing almost 9% of the nation’s workforce. (National Association of Manufacturers, 2015) DEGREE Top 3 Reasons to Choose BACHELOR OF SCIENCE (B.S.) Manufacturing Engineering Technology (MFET) Manufacturing Engineering Students in the major are introduced to the fundamentals of Technology engineering, materials, and production processes used within industry. AT MILLERSVILLE UNIVERSITY The program provides in-depth technical content in advanced manufacturing with an emphasis on automated manufacturing and 1. Despite misconceptions that “manufacturing is dead” or computer integrated manufacturing. Students to design, develop, and that “all manufacturing has moved overseas” the National construct projects in laboratory-based courses. Technologies Network for Manufacturing Innovation (commonly commonly used in industry are emphasized throughout the curriculum. known as Manufacturing USA) estimates that the Seniors are encouraged to participate in a cooperative education or manufacturing workforce employs approximately 12 internship experience to further enhance their knowledge in technical million people nationwide. areas within an industrial environment. 2. Manufacturers in Pennsylvania
    [Show full text]
  • Understanding Imaging and Metrology with the Helium Ion Microscope
    Understanding Imaging and Metrology with the Helium Ion Microscope Michael T. Postek, Andras E. Vladar and Bin Ming National Institute of Standards and Technology Frontiers of Characterization and Metrology for Nanoelectronics CNSE University at Albany May 11-14, 2009 Disclaimer • Certain commercial equipment is identified in this report to adequately describe the experimental procedure. Such identification does not imply recommendation or endorsement by the National Institute of Standards and Technology, nor does it imply that the equipment identified is necessarily the best available for the purpose Nanoelectronics Manufacturing • The helium ion microscope is an exciting new technology for nanotechnology and nanomanufacturing. – Initially, appears straightforward – But, much must be understood • Especially to obtain meaningful quantitative information. • The NIST Manufacturing Engineering Laboratory (MEL) has supported “nanomanufacturing” through the development of measurements and standards since about 1999. • Semiconductor manufacturing is “nanomanufacturing” and MEL has supported SEMATECH since its inception • New magnification calibration sample Nanoelectronics Manufacturing • Development of successful nanomanufacturing is the key link between scientific discovery and commercial products • Revolutionize and possibly revitalize many industries and yield many new high-tech products • Without high-quality imaging, accurate measurements and standards at the sub- nanometer scale, nanomanufacturing cannot succeed Imaging and Measurements
    [Show full text]
  • Chemistry and the Automotive Industry Jeremy Pedigo Western Kentucky University
    Western Kentucky University TopSCHOLAR® Masters Theses & Specialist Projects Graduate School 5-1-2008 Chemistry and the Automotive Industry Jeremy Pedigo Western Kentucky University Follow this and additional works at: http://digitalcommons.wku.edu/theses Part of the Chemistry Commons, and the Environmental Health and Protection Commons Recommended Citation Pedigo, Jeremy, "Chemistry and the Automotive Industry" (2008). Masters Theses & Specialist Projects. Paper 372. http://digitalcommons.wku.edu/theses/372 This Thesis is brought to you for free and open access by TopSCHOLAR®. It has been accepted for inclusion in Masters Theses & Specialist Projects by an authorized administrator of TopSCHOLAR®. For more information, please contact [email protected]. CHEMISTRY AND THE AUTOMOTIVE INDUSTRY A Thesis Presented to The Department of Chemistry Western Kentucky University Bowling Green, KY In Partial Fulfillment Of the Requirements for the Degree Master of Science By Jeremy Allen Pedigo May 2008 CHEMISTRY AND THE AUTOMOTIVE INDUSTRY Date Recommended l\pfA ISt Director of Thesis 0 oG\a //Vw' Dean, Graduate Studies and Research Date ACKNOWLEDGEMENTS A special thanks is extended to Sumitomo Electric Wiring Systems, Inc. for use of information, tools and resources, and Western Kentucky University for its assistance with third-party laboratory testing. TABLE OF CONTENTS Chapter Page ABSTRACT vii I. INTRODUCTION 1 II. LITERATURE REVIEW 6 A) Environmental compliance 6 B) Third party laboratory testing 14 C) Future of the chemist in the U.S. automotive industry 15 III. METHODS 17 Method 1: Environmental compliance 17 A) Chemical reporting by the IMDS database 17 B) Internal XRF screening 18 Method 2: Third party laboratory testing 18 A) Part testing for pigments containing the four heavy metals..
    [Show full text]
  • A Two-Point Vehicle Classification System
    178 TRANSPORTATION RESEARCH RECORD 1215 A Two-Point Vehicle Classification System BERNARD C. McCULLOUGH, JR., SrAMAK A. ARDEKANI, AND LI-REN HUANG The counting and classification of vehicles is an important part hours required, however, the cost of such a count was often of transportation engineering. In the past 20 years many auto­ high. To offset such costs, many techniques for the automatic mated systems have been developed to accomplish that labor­ counting, length determination, and classification of vehicles intensive task. Unfortunately, most of those systems are char­ have been developed within the past decade. One popular acterized by inaccurate detection systems and/or classification method, especially in Europe, is the Automatic Length Indi­ methods that result in many classification errors, thus limiting cation and Classification Equipment method, known as the accuracy of the system. This report describes the devel­ "ALICE," which was introduced by D. D. Nash in 1976 (1). opment of a new vehicle classification database and computer This report covers a simpler, more accurate system of vehicle program, originally designed for use in the Two-Point-Time­ counting and classification and details the development of the Ratio method of vehicle classification, which greatly improves classification software that will enable it to surpass previous the accuracy of automated classification systems. The program utilizes information provided by either vehicle detection sen­ systems in accuracy. sors or the program user to determine the velocity, number Although many articles on vehicle classification methods of axles, and axle spacings of a passing vehicle. It then matches have appeared in transportation journals within the past dec­ the axle numbers and spacings with one of thirty-one possible ade, most have dealt solely with new types, or applications, vehicle classifications and prints the vehicle class, speed, and of vehicle detection systems.
    [Show full text]
  • Revisiting the Compcars Dataset for Hierarchical Car Classification
    sensors Article Revisiting the CompCars Dataset for Hierarchical Car Classification: New Annotations, Experiments, and Results Marco Buzzelli * and Luca Segantin Department of Informatics Systems and Communication, University of Milano-Bicocca, 20126 Milano, Italy; [email protected] * Correspondence: [email protected] Abstract: We address the task of classifying car images at multiple levels of detail, ranging from the top-level car type, down to the specific car make, model, and year. We analyze existing datasets for car classification, and identify the CompCars as an excellent starting point for our task. We show that convolutional neural networks achieve an accuracy above 90% on the finest-level classification task. This high performance, however, is scarcely representative of real-world situations, as it is evaluated on a biased training/test split. In this work, we revisit the CompCars dataset by first defining a new training/test split, which better represents real-world scenarios by setting a more realistic baseline at 61% accuracy on the new test set. We also propagate the existing (but limited) type-level annotation to the entire dataset, and we finally provide a car-tight bounding box for each image, automatically defined through an ad hoc car detector. To evaluate this revisited dataset, we design and implement three different approaches to car classification, two of which exploit the hierarchical nature of car annotations. Our experiments show that higher-level classification in terms of car type positively impacts classification at a finer grain, now reaching 70% accuracy. The achieved performance constitutes a baseline benchmark for future research, and our enriched set of annotations is made available for public download.
    [Show full text]
  • Modelling of Emissions and Energy Use from Biofuel Fuelled Vehicles at Urban Scale
    sustainability Article Modelling of Emissions and Energy Use from Biofuel Fuelled Vehicles at Urban Scale Daniela Dias, António Pais Antunes and Oxana Tchepel * CITTA, Department of Civil Engineering, University of Coimbra, Polo II, 3030-788 Coimbra, Portugal; [email protected] (D.D.); [email protected] (A.P.A.) * Correspondence: [email protected] Received: 29 March 2019; Accepted: 13 May 2019; Published: 22 May 2019 Abstract: Biofuels have been considered to be sustainable energy source and one of the major alternatives to petroleum-based road transport fuels due to a reduction of greenhouse gases emissions. However, their effects on urban air pollution are not straightforward. The main objective of this work is to estimate the emissions and energy use from bio-fuelled vehicles by using an integrated and flexible modelling approach at the urban scale in order to contribute to the understanding of introducing biofuels as an alternative transport fuel. For this purpose, the new Traffic Emission and Energy Consumption Model (QTraffic) was applied for complex urban road network when considering two biofuels demand scenarios with different blends of bioethanol and biodiesel in comparison to the reference situation over the city of Coimbra (Portugal). The results of this study indicate that the increase of biofuels blends would have a beneficial effect on particulate matter (PM ) emissions reduction for the entire road network ( 3.1% [ 3.8% to 2.1%] by kg). In contrast, 2.5 − − − an overall negative effect on nitrogen oxides (NOx) emissions at urban scale is expected, mainly due to the increase in bioethanol uptake. Moreover, the results indicate that, while there is no noticeable variation observed in energy use, fuel consumption is increased by over 2.4% due to the introduction of the selected biofuels blends.
    [Show full text]
  • Making Markets for Hydrogen Vehicles: Lessons from LPG
    Making Markets for Hydrogen Vehicles: Lessons from LPG Helen Hu and Richard Green Department of Economics and Institute for Energy Research and Policy University of Birmingham Birmingham B15 2TT United Kingdom Hu: [email protected] Green: [email protected] +44 121 415 8216 (corresponding author) Abstract The adoption of liquefied petroleum gas vehicles is strongly linked to the break-even distance at which they have the same costs as conventional cars, with very limited market penetration at break-even distances above 40,000 km. Hydrogen vehicles are predicted to have costs by 2030 that should give them a break-even distance of less than this critical level. It will be necessary to ensure that there are sufficient refuelling stations for hydrogen to be a convenient choice for drivers. While additional LPG stations have led to increases in vehicle numbers, and increases in vehicles have been followed by greater numbers of refuelling stations, these effects are too small to give self-sustaining growth. Supportive policies for both vehicles and refuelling stations will be required. 1. Introduction While hydrogen offers many advantages as an energy vector within a low-carbon energy system [1, 2, 3], developing markets for hydrogen vehicles is likely to be a challenge. Put bluntly, there is no point in buying a vehicle powered by hydrogen, unless there are sufficient convenient places to re-fuel it. Nor is there any point in providing a hydrogen refuelling station unless there are vehicles that will use the facility. What is the most effective way to get round this “chicken and egg” problem? Data from trials of hydrogen vehicles can provide information on driver behaviour and charging patterns, but extrapolating this to the development of a mass market may be difficult.
    [Show full text]
  • Manufacturing Activities During the Covid-19 Public Health Emergency
    INTERIM GUIDANCE FOR MANUFACTURING ACTIVITIES DURING THE COVID-19 PUBLIC HEALTH EMERGENCY When you have read this document, you can affirm at the bottom. As of June 26, 2020 Purpose This Interim Guidance for Manufacturing Activities during the COVID-19 Public Health Emergency (“Interim COVID-19 Guidance for Manufacturing”) was created to provide owners/operators of manufacturing sites and their employees and contractors with precautions to help protect against the spread of COVID-19 as manufacturing sites reopen. These guidelines are minimum requirements only and any employer is free to provide additional precautions or increased restrictions. These guidelines are based on the best-known public health practices at the time of Phase I of the State’s reopening, and the documentation upon which these guidelines are based can and does change frequently. The Responsible Parties – as defined below – are accountable for adhering to all local, state and federal requirements relative to manufacturing activities. The Responsible Parties are also accountable for staying current with any updates to these requirements, as well as incorporating same into any manufacturing activities and/or Site Safety Plan. Background On March 7, 2020, Governor Andrew M. Cuomo issued Executive Order 202, declaring a state of emergency in response to COVID-19. Community transmission of COVID-19 has occurred throughout New York. To minimize further spread, social distancing of at least six feet must be maintained between individuals, where possible. On March 20, 2020, Governor Cuomo issued Executive Order 202.6, directing all non-essential businesses to close in-office personnel functions. Essential businesses, as defined by Empire State Development Corporation (ESD) guidance, were not subject to the in-person restriction, but were, however, directed to comply with the guidance and directives for maintaining a clean and safe work environment issued by the New York State Department of Health (DOH), and were strongly urged to maintain social distancing measures to the extent possible.
    [Show full text]