International Journal of Advances in Engineering & Technology, Nov. 2012.

©IJAET ISSN: 2231-1963

IMPLEMENTATION OF THE HYBRID LEAN-AGILE

MANUFACTURING SYSTEM STRATEGIC FACET IN
AUTOMOTIVE SECTOR
Salah A.M. Elmoselhy
MBA Alumnus, Maastricht School of Management, Maastricht, The Netherlands

ABSTRACT
Recently the hybrid lean-agile manufacturing system has been proposed in order to meet the current automotive
market winning order criterion of a blend of cost and availability. This study shows how strategically a hybrid
lean-agile manufacturing system can be implemented. It shows statistically that almost one third of the variation
in successfully dealing with the sources of competitive advantage in automotive sector can be explained by
adopting the strategic facet of the hybrid lean-agile manufacturing system. The cost demanded by the
implementation of the hybrid lean-agile manufacturing system can be moderated by the gained benefits of
reduced operational cost and reduced time to market.

KEYWORDS: Lean Manufacturing; Agile Manufacturing; Manufacturing Strategy; Value Chain

I. INTRODUCTION
Getting the right product, at the right price, at the right time, in the right place to the consumer is not
only the way to achieve competitive advantage, but is also the key to sustainable success in the
manufacturing sector. According to Womack [1,2] significant interest has been shown in recent years
in the idea of ‘lean manufacturing’ and the broader concept of the ‘lean enterprise’. Yet, the demand
in the current automotive market is volatile and the customers requirements for variety are high which
together demand for a much higher level of agility. Hence it is not surprising that becoming
competitive in terms of cost, a “lean” attribute, can cause the value chain to become threatened in
terms of availability, an “agile” attribute. A newer manufacturing approach than the lean
manufacturing to deal with the change in the manufacturing business environment is agile
manufacturing. The concept of agility comprises two main factors which are: (a) responding to change
in proper ways and in good time and (b) exploiting changes and taking advantage of them as
opportunities [3,4]. Yet, this agile manufacturing approach has exhibited a cost challenge.
This research stems from the changes in the manufacturing business environment in the automotive
sector that have led to customers requirements of both competitive cost and availability without
compromising quality [5]. The research method adopted in the present research starts with literature
review of the manufacturing systems which traditionally exist in automotive industry. From this
literature review research questions are derived. Answers to some of these research questions are
proposed in a form of a research hypothesis. The rest of the research questions are answered from the
literature review. In an endeavour to validate the research hypothesis, both interview with executives
of and review of annual reports of ground vehicle manufacturing companies and Original Equipment
Manufacturers (OEMs) have been conducted. Since case studies are useful in developing solutions to
the current manufacturing business problems, the General Motors Production System, as a leader in

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automotive sector that has a global corporate strategy, is examined in light of the proposed HLAMS,
in order to verify the relevance of the proposed manufacturing system to the real world of the
automotive business.
This research paper investigates the implementation of the strategic aspects of the proposed HLAMS.
The paper starts with literature review. Research questions are then derived from literature review.
Risk management in product design and manufacturing is investigated after that and the present
research will identify how HLAMS addresses this aspect. This is followed by presenting the proposed
implementation method of the strategic aspects of the proposed HLAMS. Finally, verification,
validation, and the limitations of the proposed manufacturing system will be presented.

II. LITERATURE REVIEW

In order to balance the automotive product portfolio, the engineering resources have to be utilized by
global vehicle platforms by shifting product development and manufacturing programs to low-cost
manufacturing bases, such as China, India, Mexico, Brazil, and South Africa [6]. The challenge will
be in building a global engineering network to support vehicle product development and
manufacturing in such multiple regions [7-10]. Therefore, the concept of hybrid lean-agile
manufacturing system (HLAMS) has been proposed recently [11].
The rules for competing and surviving in the automotive industry are changing rapidly. Time and
knowledge are the essence of winning in the contemporary marketplace [12]. Thus, success in the
global automotive market is increasingly linked to the enterprise’s ability to rapidly turning
information into knowledge. The winners will be extended enterprises with the capability to integrate,
optimize, and collaborate across their entire value chain faster, better, and more profitably than
anyone else. The winning value-chains will be those that strike a balance between cost and
availability of products and related services in terms of low costs, short product development and
distribution cycles, and smart investments in value-chain business and technology practices. In other
words, a blend of leanness and agility is expected be a necessity in meeting such contemporary
success criteria [11].
Value engineering can be implemented in the development of any product, such as a car, to optimize
its value [13]. Some scientists called for what was called leagility or agilean, but what they proposed
is to adopt leanness in the upstream of the value chain before the decoupling point and agility in the
downstream of the value chain after the decoupling point [14]. What the HLAMS proposes is a
manufacturing system that hybridizes both leanness and agility together in one manufacturing
framework to be implemented throughout the value chain [11]. The proposed HLAMS hybridizes the
strategic attributes of both the lean and agile manufacturing systems in order to realize both flexibility
of production equipment, of chaining plants, and of execution of a production order along with
responsiveness to varying customer needs.
In the automotive sector, planners have a difficult balancing act. On the one hand, there are benefits
from using common vehicle parts. On the other hand, there are more niche demands in the global
market. The challenge that faces the entire automotive industry is to balance these two extremes cost-
effectively and without compromising quality. This challenge is evident in light of recent and frequent
safety recalls of millions of vehicles in the automotive sector, even from the lean manufacturing
pioneer, Toyota [15]. The current research aims to meet this balancing act by proposing an
implementation method to implement the strategic facet of the HLAMS. The implementation of the
strategic facet of the HLAMS aims at striking a balance between the main six competitive dimensions
of manufacturing in the automotive sector, which are quality, delivery reliability, response time, low
cost, customization and product life cycle, in addition to revenue [16]. Research questions can now be
derived from this literature review.

III. RESEARCH QUESTIONS AND HYPOTHESIS

The research questions have been derived from the literature review. Answers to some of these
research questions are proposed in a form of a research hypothesis.
3.1. Research Questions

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Based on the research problem definition and research objective, the research questions in this
research paper are as follows:
1. Does the implementation of the hybrid lean-agile manufacturing system necessitate change in
the enterprise organization? If so, how?
2. Can the implementation of the strategic facet of the hybrid lean-agile manufacturing system
be valid?
3.2. Research Hypothesis
The research hypothesis that is derived from some of the research questions in this research paper is
as follows:
Ho: The implementation of the strategic facet of the hybrid lean-agile manufacturing system is not
correlated with the manufacturing enterprises’ manufacturing business success in automotive sector.
Ha: The implementation of the strategic facet of the hybrid lean-agile manufacturing system is
correlated with the manufacturing enterprises’ manufacturing business success in automotive sector.
In an endeavor to answer these research questions, let us first take a closer look at risk management in
product design and manufacturing.

IV. RISK MANAGEMENT IN PRODUCT DESIGN AND MANUFACTURING

Automotive is a huge sector and it is yet expected to become bigger. The World Trade Organization
2006 annual report predicted that the world trade in automotive products from 2005 to 2015 will
increase annually by 7 percent, corrected to inflation [17]. Managing risk in the design and
manufacturing processes concerns manufacturing business managers, particularly in the automotive
sector. A successful manufacturing enterprise must meet the aggregated value chain metrics that
should be met throughout the value chain which are lead time, quality, costs, and associated service
with the product [14]. Quality and the associated services with the product have become prerequisites
to compete in automotive sector. Cost, a lean metric, and lead-time, an agile metric, are the metrics
that manufacturing enterprises compete on with each other in automotive sector. While endeavoring
to meet these metrics the manufacturing enterprise may face some uncertainties. Risk exists only
when uncertainties exist. There can be some risks associated with realizing the manufacturing
competitive dimensions through implementing the strategic facet of the proposed HLAMS.
The lean dimension in the hybrid lean-agile risk management addresses and cures risk through the
elimination of avoidable risk through eliminating the sources of uncertainty and eliminating the
impact of their uncertainty. The agile dimension in the hybrid lean-agile risk management addresses
and cures risk through the reduction of unavoidable risk through reducing the impact of the
unavoidable sources of uncertainty. Risk can be dealt with through dealing with the level of
uncertainty behind that risk and through dealing with the impact of that particular uncertainty. Souder
and Moenart [18] found that there are four sources of uncertainty which are consumers, competitors,
technology, and resources. Maull and Tranfield [19] found that the competitive pressures that the
manufacturing companies, especially Small and Medium Enterprises (SMEs), are often faced with are
(1) rapidly decreasing lead time, (2) increasing choices offered by competitors, (3) pricing, (4) new
entries to markets, especially from the New Industrialized Countries (NICs).
Tatikonda and Montoya-Weiss [20] proved that technological uncertainty moderates the relationship
between organizational process factors and operational outcomes, and market and environmental
uncertainty moderates the relationship between operational outcomes and market success. The most
significant risk because of the technological uncertainty is the risk of failed products [21]. This is an
avoidable risk that can be avoided by taking the following measures: (1) killing-off products as soon
as they fall short of the set target and seem unsuccessful based on marketing and sales early signals;
(2) factoring the costs per unit of stock-outs or market-downs into the production planning process.
By taking these measures the high technical uncertainty behind this risk will be mitigated through
little financial commitment, and consequently little influence of market uncertainty.
There are a couple of most significant risks because of market and environmental uncertainty. The
first of these couple of risks is the uncertainty in demand predictions and this uncertainty is related
directly to the prediction period so that forecast accuracy degrades to ±20% for 2 months future
prediction, to ±50% for 3 months future prediction, and to ±100% for 4 months future prediction [14].
This is also an avoidable risk that can be avoided by taking the following measures: (1) not to make

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demand prediction for more than three months; (2) factoring multiple demand scenarios into
production planning; (3) decisions about the items of the most unpredictable demand should be
postponed until some market signals such as early sales data become available; (4) for seasonal
products, making the items of predictable demand in advance in order to reserve greater
manufacturing capacity for making the items of unpredictable demand and shift the production of
those items that their demand is relatively unpredictable closer to the selling season [22]. The second
of these couple of risks due to market and environmental uncertainty is unsatisfied customers. This is
also an avoidable risk that can be avoided by taking the following measures: (1) conducting customer
satisfaction survey; (2) conducting Failure Modes and Effects Analysis (FMEA) [23]; (3) acting
accordingly on eliminating the causes behind this dissatisfaction.
The unavoidable risks happen because of the existence of the four unavoidable uncertainties that are
consumers, competitors, technology, and resources. The consumer uncertainty is a sort of market
uncertainty that results in the risk of the ever increasing demand for short lead time. In order to reduce
both of the level of this uncertainty and its impact, the following measures should be taken: (1)
manufacturing should be carried out in the countries in which the cost of manufacturing per unit sold
is the cheapest and which are geographically the closest to the location of the market-places of selling
the product; (2) machine capacity and type of vehicles to be manufactured, e.g. car, bus, or truck,
should be determined based on a global aggregate forecast of demand based on the expected growth
in population in the countries that are the market places of selling the product.
The competitor uncertainty is another sort of market uncertainty that results in the risks of the demand
for variety of choices, low prices, and new entrants. The following measures should be taken to
reduce both the level of this uncertainty and its impact: (1) implement the agile dimension of the
HLAMS in order to deal with the risks of the demand for variety of choices and new entrants; (2)
implement the lean dimension of the HLAMS in order to deal with the risk of the demand for low
prices.
The third unavoidable uncertainty is the technology uncertainty which is a sort of the technological
uncertainty. This uncertainty can result in the risk of obsolescence and lack of efficiency and can be
dealt with by adopting scalable and upgradeable technology. The fourth unavoidable uncertainty is the
resources uncertainty which is a sort of the technological uncertainty. This uncertainty can result in
the risk of incomplete tasks and consequently long lead time. The following measures should be taken
in order to reduce both the level of this uncertainty and its impact: (1) sharing resources throughout
the entire value chain so that loading gets leveled; (2) having resources of flexible attribute in its
operating method and in its construction/architecture so that bottlenecks get resolved.
The present research proposes a risk management action plan to minimize risk in the product design
and manufacturing processes. The proposed risk management action plan consists of the following
three phases which are (1) before the beginning of the product design process, (2) during the product
design process, (3) before the beginning of and during the manufacturing process.
1. Before the beginning of the product design process phase:
Conducting Strengths, Weaknesses, Opportunities, and Threats (SWOT) analysis for the
manufacturing enterprise;
Establishing strategic partnership with key suppliers, technology providers, and retailers.
2. During the product design process phase:
2.1. Proving value of design concept to customers at the end of each design phase through
market research and close-contact with key customers.
3. Before the beginning of and during the manufacturing process phase:
3.1. Conducting FMEA.
Having investigated this, let us now explore the proposed implementation method of the strategic
aspects of the proposed HLAMS.

V. IMPLEMENTATION OF THE PROPOSED HYBRID LEAN-AGILE

MANUFACTURING SYSTEM
The implementation of the strategic facet of the HLAMS consists of a short-term phase and long-term
phase. In the short term, the assessment of the current state of the manufacturing system with respect
to the HLAMS is implemented, a change plan towards the HLAMS is set, and the Five-S method is

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applied throughout the entire value chain. In the long term, the change plan towards the HLAMS is
carried out and the HLAMS should be fully implemented. A proposed implementation plan of the
HLAMS is illustrated in Table 1, and is proposed for each of the cases of either a firm has already
established its manufacturing business or is going to establish its manufacturing business.
For the already established manufacturing firm, the change program is four-fold. At the system
engineering level, requirements are reviewed with the marketing team and key customers in order to
eliminate those requirements which are unnecessary and costly. In addition, a product design review
checklist is developed and reviewed since most costs are assigned when a product is designed and
often design engineers specify what they are familiar with rather than what is most efficient [24].
Since a manufacturing strategy refers to an approach that starts with corporate, business, and
marketing strategies and then establishes a designs of manufacturing system to support them [25-26],
the following change program is proposed for the manufacturing strategy [27] : (1) gain top
management commitment in both time and resources; (2) evaluate the strategic position of the
company; (3) review in a discussion group the existing primary and secondary requirements of the
manufacturing strategy in light of the corporate strategy; (4) brainstorm issues surrounding these
requirements; (5) categorize these issues in terms of people, machine, process, and plan; (6) carry out
a cause-and-effect analysis; (7) prioritize the identified causes; (8) set initiatives to address prioritized
issues; (9) form teams of inspired people and implement these initiatives; (10) measure the new
processes and compare the results against the expected results to spot and make up for any
differences; (11) analyze the differences to determine their cause; (12) evaluate the strategic position
of the company. For the manufacturing activities improvement, the following change program is
proposed [28]: (1) for each manufacturing activity the following questions are asked: 1.1. What is
value added? 1.2. What activities can be joined? 1.3. What activities can be discarded? 1.4. What
activities can be done in parallel? (2) remove the non-value added manufacturing activities; (3) joint
the possibly joined activities; (4) have the activities that can be done in parallel done in parallel if the
available resources permit.
Table 1. Proposed implementation plan of the hybrid lean-agile manufacturing system
A firm already has established its manufacturing A firm is going to establish its manufacturing
business business
1. Assess the enterprise’s lean capabilities against 1. Set business values and business objectives to
the lean capabilities mentioned in the table of realize the hybrid lean-agile manufacturing
the leanness assessment, Appendix A [29, 30]; attributes;
the lean capabilities are assessed in terms of 2. Establish and build the lean capabilities and agile
eleven capabilities that are inventory, team capabilities mentioned in the tables of the lean
approach, processes, automation, maintenance, assessment and agile assessment;
layout & handling, suppliers, set-ups, quality, 3. Establish and build the hybrid lean-agile
retailers, and scheduling & control; manufacturing attributes;
2. Assess the enterprise’s agile capabilities against 4. Prioritize the process implementation initiatives
the agile capabilities mentioned in the section of based on their effectiveness according to the
the agility assessment, Appendix B [31]; the (80/20) Pareto rule;
value chain agility is assessed in terms of goals, 5. Use posters and signs as a way of engaging
design, and managerial measurements with employees and maintaining standards [32];
respect to organization, process, technology, and 6. Empower enthusiastic workforce for this
people jobs; implementation;
3. Address the emerging points of drawbacks and 7. Motivate neutral workforce for this
bridge the gap, if any, through setting a change implementation.
management plan towards the hybrid lean-agile 8. Assess the enterprise’s performance;
manufacturing attributes mentioned in section 9. Amend the enterprise’s objectives and strategies
8.3., based on incremental change that has the based on the feedback of actual results.
following four pillars:
a. Revising and changing incrementally
the business values and business
objectives of the firm to address the
points of drawbacks;
b. Prioritizing the process improvement
initiatives based on their
effectiveness according to the

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(80/20) Pareto rule;
c. Using posters and signs as a way of
engaging employees and maintaining
standards [32];
d. Empowering enthusiastic workforce
for this change;
e. Motivating neutral workforce for this
change.
4. Assess the enterprise’s performance;
5. Amend the enterprise’s objectives and
strategies based on the feedback of actual
results.

Manufacturing team leaders should be the focus of training efforts since they are the change agents to
lead improvements in performance as the implementation of the proposed HLAMS should be push
implementation by the manufacturing team leaders rather than pull implementation by the team
themselves. The implementation of the HLAMS necessitates building culture, structure, and systems.
Building culture requires the following: (1) culture development requires leadership with a continuous
passion for perfection to create attitudes in all employees so that their behavior positively influences
product and service quality; (2) culture development also requires the empowerment of all employees
in the pursuit of quality; (3) team work implies that there is an organized, engaged, and self-
disciplined team; (4) it is instilled in all staff that poor quality is a major waste and must be improved
to "near perfect", by continuous improvement with employees who are enabled to solve problems
using tools such as Five Why’s.
Building organizational structure comprises the following: (1) low and high level ownership of
quality; (2) technical and management support to resolve problems; (3) removal of indirect workers,
adopting narrow job classifications, and adopting cross training; (4) short feedback loops based on a
flat organization structure; (5) mechanisms for continuous improvement with routine daily stand-up
team meetings to flush out problems; (6) managers act as facilitators and provide mentoring.
There are two types of quality systems: problem preventive system and problem corrective system.
While the problem preventive quality system prevents problems from happening in the first place, the
problem corrective quality system deals with problems only when they arise. The HLAMS adopts
hybridization of these two quality systems in terms of (1) instilling flexibility into the design and
manufacturing processes for embracing change; (2) adopting robust design of product using Quality
Function Deployment (QFD) to satisfy customers and stakeholders and using Design for Manufacture
in order to provide the manufacturing and transportation processes with what these processes need;
(3) adopting robust design of processes using Five S’s and Poka Yoke; (4) adopting systematic
procedures of doing things using ISO and QS standards; (5) detecting problems that can arise as early
as possible using Statistical Process Control, Management By Walking Around, customer satisfaction
surveys, staff surveys, quality standards audits, Kaizen continuous improvement events, product strip
down, and inspection and testing; (6) analyzing the root causes of those problems and removing those
root causes using Pareto analysis, Ishikawa/fishbone diagrams, Five Why’s, value stream mapping,
and FMEA. The pragmatic reader might now well ask: “How valid is the strategic facet of the
proposed HLAMS?” The next section will answer this question.

VI. VERIFICATION AND VALIDATION OF THE IMPLEMENTATION OF THE

STRATEGIC FACET OF THE PROPOSED HYBRID LEAN-AGILE
MANUFACTURING SYSTEM
The implementation of the strategic facet of the proposed HLAMS is verified in this section by
testing the research hypothesis. In an endeavor to verify and validate the implementation of the
strategic facet of proposed HLAMS, product and service managers of three Ground vehicle
manufacturing companies and OEMs were interviewed and their annual reports were reviewed with
regards to the strategic facet of the proposed HLAMS. In addition, the annual reports of additional
twenty seven Ground vehicle manufacturing companies and OEMs were reviewed in this regard.
Historically, Taiichi Ohno and Shigeo Shingo developed the Toyota Production System from which

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the lean manufacturing principles were derived over a period of 20-30 years [33]. Thus, in an
endeavor to double check the relevance of the implementation of the strategic facet of the proposed
HLAMS to the real world of the automotive business, the General Motors Production System as an
automotive sector leader, is reviewed in this section as a typical case study on the proposed HLAMS.
6.1. Verification of the Implementation of the Strategic Facet of the Proposed Hybrid
Lean-Agile Manufacturing System
The sources of competitive advantage in automotive sector are: (1) market position; (2) competitive
resources in terms of brand equity, systems, skills, market share, and patents; (3) learning
organization [34-35, 16]. Assuming equal weight of each of these sources of competitive advantage in
automotive sector, the proposed manufacturing system thus can improve on 39% of them since it
improves on systems (6% of the sources of competitive advantages) as well as on learning
organization (33% of the sources of competitive advantages). Therefore, almost one third of the
variation in successfully dealing with the sources of competitive advantage in automotive industry can
be explained by adopting the technical facet of the HLAMS. Therefore, the alternate hypothesis is true
and the implementation of the strategic facet of the HLAMS is positively correlated with firms’
manufacturing business success in automotive sector.
Causality in this study is determined according to the percentage of variation in manufacturing
business success in automotive sector due to a variable (r2) of a correlation coefficient (r). For whether
or not correlation does not necessarily mean causality, the following measure were taken: (1) the
percentage of variation in manufacturing business success due to the variable (r 2) has been calculated;
(2) reliability (Cronbach's Alpha) analysis of the data collected has been performed with a result that
satisfies the minimum acceptable value of Cronbach's Alpha which is 0.7; (3) both sampling design
and the sample size are important to establish the representativeness of the sample for limited
generalizability; in the sample design, thus, probability sampling design of simple random sampling
was used for its cost-effective and fair statistical results with more than 50% of the ground vehicle
manufacturing companies included in the statistical sample; in addition, those included automotive
OEMs and manufacturing companies hold collectively more than 50% of the global market share in
the automotive market sector; (4) in order to further establish the representativeness of the sample for
limited generalizability, sample size of 30 is adopted since it is the minimum statistically
representative sample size [36, 37]. This leads us to elaborate on the case studies investigated in this
research.
6.2. Validation of the Implementation of the Strategic Facet of the Proposed Hybrid
Lean-Agile Manufacturing System and Case Studies
The validity of the research results has been tested in terms of four key validity types; firstly, in terms
of statistical conclusion validity, since the resulted relationships are meaningful and reasonable;
secondly, in terms of internal validity, since the results are causal rather than being just descriptive;
thirdly, in terms of construct validity, since the results represent what is theoretically
intended; fourthly, in terms of external validity, since the results can be limitedly generalized to the
population of automotive manufacturers since the statistical sample was representative. An important
and study-worthy practical example of agility combined with leanness in the global arena is China.
China’s biggest threat to world manufacturing is not only low cost but also quick-to-market. Almost
every plant in China boasts that it could design, develop and manufacture products in China faster
than it could overseas. Sometimes this occurs because the intense competition for the growing internal
Chinese consumer market forces companies to be more nimble and innovative than their competitors.
For instance, due to the booming Chinese auto industry, one-third of all growth in annual global auto
sales has been almost taking place in China [38]. This is why all of the major auto makers in the world
have established a manufacturing presence in China, mostly partnered with one of the state-owned
Chinese automotive enterprises that have had strong-enough management to survive the transition to a
market economy.
A hybrid lean-agile production system should be designed to flow, and automation should be selected
after deciding how best to improve flow and boost flow [39-40]. In order to compete in the Chinese
market, which was almost doubled recently, many global automakers, such as the General Motors

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Corporation, have established their own China-based design studios and tooling facilities in order to
speed up their development of auto products customized to the Chinese consumer’s tastes. Some of
these ideas and products can also be used worldwide. This can foster a recent perception that in China
nothing is different, but that it happens cost-effectively and five times faster. Such increased speed-to-
market could be because cheap technical labor in China can enable enterprises to put more minds at
work on a design problem than they could economically justify in dozens of other countries. For
instance, in China an automaker is able to employ an army of highly-skilled sculptors who can
quickly design and hand-make prototypes for consumer testing, and a legion of highly skilled
machinists who can turn the best designs into injection-mold dies within a few months. As a result,
such an automaker can go from concept to production in almost 9 months; a period of time short
enough to enable such an automaker to have a comparative advantage in automotive sector.
Consequently, strategically integrating comparative advantages can be a sustainable competitive
advantage for the enterprise in the marketplace. Apparently, being lean only can harm the availability
attributes of products and related services to customers. Meanwhile, being agile only can prevent
performance on the reasonable cost attribute of products and related services to customers. The
Chinese manufacturing approach in this context gives extra credibility to the validity of the proposed
HLAMS in striking such a balance effectively.
The General Motors Production System, as an automotive sector’s leader, is reviewed as a typical
case study of the proposed HLAMS, in order to double check the relevance of the proposed system to
the real world of the automotive business. By reviewing The General Motors Production System in
light of the leanness assessment table and agility assessment method, Appendix A and Appendix B,
respectively, it has been found that General Motors Production System had two shortcomings. The
first of these two shortcomings, which is related to leanness, was its deficiency in managing the
change towards lean manufacturing. The other shortcoming, which is related to agility, was the lack
of strong relationships with suppliers in the General Motors Corporation supply chain. The
Corporation has recently recognized these shortcomings and has recently acted to resolve them. In an
endeavor to resolve the deficiency in managing change towards lean manufacturing, General Motors
Corporation has established in 2003 its first ever lean and flexible plant. This plant is situated in
Michigan, USA. Also, the Corporation has recently revisited and reestablished its entire value chain,
with great emphasis placed on strong relationships with its suppliers and dealers. For instance,
General Motors Corporation has acquired 10% of Mansour's Automotive Company share equity, the
exclusive distributor of General Motors vehicles in Egypt, in 2001, as a means of moving forward
vertical integration in the General Motors value chain. These findings uphold the proposed
hybridization of leanness and agility as a way towards sustainable competitiveness in automotive
manufacturing business.

VII. DISCUSSION AND CONCLUSION

The challenge that faces automakers is to strike a balance between the current order-winning criterion
of both cost and availability of products and related services without compromising quality. This
research has aimed to help automakers to overcome this challenge through proposing a method to
implement the manufacturing system that hybridizes the strategic attributes of both the lean and agile
manufacturing systems together in one manufacturing framework that meets the three levels of
flexibility and responsiveness in automotive sector.
The study has identified the sources of uncertainty in product design and manufacturing which are the
root causes of risk in product design and manufacturing and has presented a method to deal with
them. In addition, the study has proposed a risk management action plan that consists of three phases:
(1) before the beginning of the product design process, (2) during the product design process, (3)
before the beginning of and during the manufacturing process.
The implementation of the strategic facet of the HLAMS is divided into short-term and long-term
strategies. In the short term, the assessment of the current state of the manufacturing system with
respect to the HLAMS is carried out, a change plan towards the HLAMS is set, and the Five-S
method is applied throughout the entire value chain. In the long term, the change plan towards the
HLAMS is carried out and the HLAMS should be fully implemented. In order to facilitate the
implementation of the strategic facet of the proposed HLAMS, the study has proposed

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implementation plan of the proposed manufacturing system for both the enterprises which have
already established their manufacturing business and for the enterprises which are going to establish
their manufacturing business.
The study has suggested assessing the lean capabilities of a manufacturing enterprise in terms of
eleven capabilities which are inventory, team approach, processes, automation, maintenance, layout &
handling, suppliers, set-ups, quality, retailers, and scheduling & control. The agile aspect of the
strategic facet of the proposed manufacturing system consists of delivery reliability and agility
assessment. The enterprise’s agile capabilities are suggested to be assessed against the agile
capabilities which are organization, process, technology, and people. Each of these four capabilities is
assessed based on three aspects: goals, design, and managerial measures.
There have been some limitations of this research which are: (1) due to the fierce competition in the
automotive market, some information is considered confidential and hence is unavailable; (2) the
interviews were conducted using open-ended questions; these interviews were structured and face-to-
face interviews since the interviewees preferred to be interviewed with open-ended questions; (3) the
scope of the study covers only the automotive sector.
The study has shown that implementing the hybridization of the lean and agile manufacturing systems
together can be strategically and industrially valid. The study has presented that the implementation of
the strategic facet of the HLAMS is correlated with the manufacturing enterprises’ manufacturing
business success in automotive sector. It has been found that almost one third of the variation in the
manufacturing business success can be explained by adopting the HLAMS. The cost demanded by the
implementation of the HLAMS can be moderated by the following benefits: (1) reduced operational
cost; (2) reduced time to market.

VIII. FUTURE RESEARCH

The HLAMS presented in this study exhibits further research. The future research proposed in the
present study includes: (1) conducting industrial experiments for further validating the
implementation of the strategic facet of the HLAMS, (2) reviewing further relevant industrial case
studies for further validation.

ACKNOWLEDGEMENT
Professor Arthur Sybrandy from Maastricht School of Management, The Netherlands, is
acknowledged for his insightful contribution to this research work. The people of Maastricht School
of Management, The Netherlands, and the people of The Regional IT Institute, Egypt, are
acknowledged for their support for accomplishing this research.

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APPENDIX A

Leanness Assessment Tool

1.0 Inventory Response X
For the categories of Finished Goods, Work- 0%-20%
In-Process (WIP) and Purchased/Raw 21%-40%
1.1
Materials, what portion of middle and upper 41%-60%
managers can state from memory the current 61%-80%

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turnover and the purpose of each type? 81%-100%
0-3
What is the overall inventory turnover, 4-7
1.2 including Finished Goods, WIP and 8-12
Purchased/Raw material? 13-24
25+
<=1.0
1.1-2.0
What is the ratio of Inventory Turnover to the
1.3 2.1-4.0
industry average?
4.1-8.0
8.1+

2.0 Team Approach Response X

Exploitive
Bureaucratic
2.1 What is the organization type? Consultative
Participative
Highly Participative
Individual Incentive
Hourly Wage
How are workers on the factory floor
2.2 Group Incentive
compensated?
Salary
Salary +Annual Bonus
Layoffs Every Year
2.3 To what extent do people have job security? Transfers & Retraining Reduce Layoffs
Layoffs Are Rare
31%+
14%-30%
2.4 What is the annual personnel turnover 7%-11%
3%-6%
0%-2%
<5%
6%-10%
What percentage of personnel has received at
2.5 11%-30%
least eight hours of teambuilding training?
31%-90%
91%-100%
<5%
What percentage of personnel are active 6%-10%
2.6 members of formal work teams, quality 11%-30%
teams, or problem-solving teams? 31%-90%
91%-100%

3.0 Processes Response X

9+
How many large-scale machines or single- 7-8
3.1 process areas are in the plant through which 5-6
50% or more of different products must pass? 3-4
0-2
Large Scale
How would you rate the overall scale of the
3.2 Medium/Mixed
plant's processes?
Small Scale
How easy is it to shift output when the Very Difficult
3.3
product mix changes? Moderately Difficult

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Easy
Very Difficult
How easy is it to alter the total production
3.4 Moderately Difficult
rate by +/-15%?
Easy
96%-100%
What is management's target operating 91%-95%
3.5 capacity for individual departments or 86%-90%
machines? 76%-85%
50%-75%
Complex Technologies
How would you rate the overall technology
3.6 Moderate/Mixed
level of the plant's processes?
Simple Technologies

4.0 Automation Response X

Nothing
Cycle
What must be automated to meet customer
4.1 Cycle and Unload
demand? (e.g. Load, Cycle, Unload, Transfer)
Load, Cycle, and Unload
Load, Cycle, Unload, and Transfer
1-2
3-4
How many functions the machine has to 5-6
4.2
perform?
7-8
9-10
10+
The automation has to be in one machine
Does the automation have to be in one
4.3 machine or can it be spread over multiple The automation can be spread over multiple
machines? machines

5.0 Maintenance Response X

Describe equipment records and data. Include Non-Existent
5.1 records of uptime, repair history, and spare Substantially Complete
parts. Include repair and parts manuals. Complete & Accurate
71%-90%
Excluding new installations and construction
51%-70%
projects, what percentage of maintenance
5.2 26%-50%
hours is unplanned, unexpected, or
emergency? 11%-25%
0%-10%
No Preventive Maintenance
1%-10% Coverage
Does maintenance have and follow a defined
5.3 11%-30% Coverage
preventive schedule?
31%-90% Coverage
91%+ Coverage
Often
Do equipment breakdowns limit or interrupt
5.4 Occasionally
production?
Frequently
5.5 What is the overall average availability of Unknown

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plant equipment? 0%-75%
76%-90%
91%-95%
96%-100%

6.0 Layout & Handling Response X

71%-100%
46%70%
What portion of total space is used for storage
6.1 30%-45%
and material handling?
16%-30%
0%-15%
71%-100%
46%70%
What portion of the plant space is organized
6.2 30%-45%
by function or process layout?
16%-30%
0%-15%
Pallet-size (or larger) loads, long distances
(>100'),complex flow patterns, confusion, &
lost material
How would you characterize material
6.3 Moderate loads, bus-route transport, &
movement?
intermediate distances
Small loads, short distances (<25'), simple &
direct flow pattern
Messy, Filthy, Confused
How would you rate overall housekeeping
6.4 Some dirt, Occasional Mess
and appearance of the plant?
Spotless , Neat, & Tidy
Impossible to see any logic or flow sequence.
Most processes are apparent with some study.
Most sequences are visible.
Processes and their sequences are immediately
How well could a stranger walking through visible.
6.5 your plant identify the processes and their
sequence?

7.0 Suppliers Response X

5.1+
4.1-5.0
What is the average number of suppliers for
7.1 3.1-4.0
each raw material or purchased item?
2.1-3.0
1.0-2.0
1-5
6-10
On average, how often are items put up for re-
7.2 11-15
sourcing?
16-20
21+
0%-20%
What portion of raw material & purchased 21%-40%
7.3
parts comes from qualified suppliers? 41%-60%
61%-80%

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81%-100%
0%-20%
What portion of raw material and purchased 21%-40%
7.4 items is delivered directly to the point of use 41%-60%
without incoming inspection or storage? 61%-80%
81%-100%
0%-20%
21%-40%
What portion of raw materials and purchased
7.5 41%-60%
parts is delivered more than once per week?
61%-80%
81%-100%

8.0 Setups Response X

61+
29-60
What is the average overall setup time (in
8.1 16-30
minutes) for major equipment?
10-15
0-9
0%
1%-15%
What portion of machine operators have had
8.2 16%-30%
formal training in Rapid Setup techniques?
31%-45%
46%-100%
Not at All

To what extent are workers measured and Informal Tracking & Review
8.3
judged on setup performance?
Setups Performance Tracked

9.0 Quality Response X

0%
1%-10%
What portion of total employees has had basic
9.1 11%-30%
Statistical Process Control (SPC) training?
31%-70%
71%-100%
0%
1%-10%
What portion of operations is controlled by
9.2 11%-30%
Statistical Process Control (SPC)?
31%-70%
71%-100%
0%
What portion of the SPC that is done is 1%-10%
9.3 accomplished by operators rather than Quality 11%-30%
or Engineering specialists? 31%-70%
71%-100%
0%
1%-10%
9.4 What is the overall defect rate? 11%-30%
31%-70%
71%-100%

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10.0 Retailers Response X
1-5
6-10
What is the average number of retailers for
10.1 11-15
each product category?
16-20
21+
1-5
6-10
10.2 What is the number of products categories? 11-15
16-20
21+
0%-20%
21%-40%
10.3 What is the percentage of qualified retailers? 41%-60%
61%-80%
81%-100%
Fragile
Moderate
10.4 How strong is the relationship with retailers? Above-Moderate
Strong
Very Strong

11.0 Scheduling/Control Response X

0%
What portion of work-in-process flows 1%-10%
11.1 directly from one operation to the next 11%-30%
without intermediate storage? 31%-70%
71%-100%
0%
1%-10%
What portion of work-in-process is under Pull
11.2 11%-30%
Kanban control?
31%-70%
71%-100%
0%-50%
51%-70%
11.3 What is the on-time delivery performance? 71%-80%
81%-95%
95%-100%

APPENDIX B
Value Chain Agility Assessment Tool
For all the questions in the following four assessment sections of organization, process, technology,
and people, the following rubric should be used: 2 Yes – 1 Partially – 0 Unsure or No. The higher the
score your enterprise gets, the better it is on the value chain agility scale.
1. Organization
1.1. Organization Goals:
The organization goals are the facet of value chain strategy that prioritizes organizational performance
requirements of delivery reliability, responsiveness, and flexibility with the internal needs of cost
reduction, profitability and asset utilization.
1.1.1. Have you defined your value chains in terms of products and customers?
1.1.2. Are your senior managers measured and remunerated on a set of value chain measures?
1.1.3. Do you know where your value chain performance rates against competition?

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1.1.4. Have you prioritized your competitive requirements in light of the comparison with the
competing value chains?
1.1.5. Are your performance goals aligned with your suppliers, retailers, and customers’ contracts?
1.1.6. Are your performance goals aligned with your suppliers and retailers’ goals?

1.2. Organization Design:

The organization design is the facet of value chain strategy that has to do with mapping the most
efficient and effective value stream. It attempts to balance centralization versus decentralization,
globalization versus regionalization, and process versus functional focus.
1.2.1. Does your organization structure address the centralization, globalization, and functional
aspects?
1.2.2. Are all relevant functions in place?
1.2.3. Are all the functions necessary?
1.2.4. Is the current flow of inputs and outputs between functions the optimum flow?
1.2.5. Does your organization structure support your suppliers and retailers’ organization structure?

1.3. Organization Managerial Measures:

The organization managerial measures are the facet of value chain strategy that defines your overall
value chain metric scheme including definition, data collection, data segmentation, reporting, and
defect analysis.
1.3.1. Are you regularly measuring and managing metrics for delivery reliability, responsiveness, and
flexibility?
1.3.2. Are you regularly measuring and managing metrics for value chain cost reduction and asset
utilization?
1.3.3. Are you regularly measuring and managing shareholder metrics for profitability and return?
1.3.4. Do you have the data analytics capability to support analyzing value chain performance data?
1.3.5. Are your scorecard and metric definition aligned with your suppliers and customers’ metrics
and contractual requirements?
1.3.6. How responsive is the enterprise to changes in its business environment?
1.3.7. How able is the enterprise to make use of unpredicted opportunities in the marketplace?

2. Process
2.1. Process Goals:
The process goals are the facet of value chain strategy that cascades organization goals to your value
chain network and processes. The value chain network refers to the physical movement of goods from
your suppliers’ suppliers to your company to ultimately your customers’ customer. The value chain
process refers to the plan, outsource, make, and deliver processes. Factors considered in setting
network goals include service level, order fulfillment cycle time, flexibility, Cost of Goods Sold
(COGS), and inventory turnover. Factors considered in setting process goals include transactional
productivity for sales orders, purchase orders, work orders, and forecasts.
2.1.1. Do your organizational goals cascade to network goals for service level, order fulfillment cycle
time, flexibility, COGS, and inventory turnover?
2.1.2. Do your organizational goals cascade to transactional productivity goals for sales orders,
purchase orders, work orders, and forecasts?
2.1.3. Have you segmented your network and transactional “cost to serve” for each of your suppliers?
2.1.4. Are your middle managers measured and remunerated on a network and transactional
productivity measures?
2.1.5. Are your network and transactional productivity goals aligned with your suppliers and retailers’
goals and contractual obligations?
2.2. Process Design:

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The process design is the facet of value chain strategy that has to do with defining your material flow,
work flow, and information flow using the assemble-to-order strategy. Process design factors include
geographic location of each supplier, industry best practice assessment, and transactional analysis.
2.2.1. Do you have an integrated plan, outsource, make, and deliver processes?
2.2.2. Have you designed or reviewed your material flow network in the past three years?
2.2.3. Does each of your business units adopt the assemble-to-order strategy?
2.2.4. Have your supply chain processes incorporated the industry best practices?
2.2.5. Are your processes aligned with customer requirements and supplier capability?

2.3. Process Managerial Measures:

The process managerial measures are the facet of value chain strategy that defines your site,
functional area, and process metric scheme including definition, data collection, data segmentation,
reporting, and defect analysis. It cascades from the organization measures.
2.3.1. Are you regularly measuring and managing site and function metrics for delivery reliability,
planned lead-time, and flexibility?
2.3.2. Are you regularly measuring and managing site or function metrics for supply chain cost, i.e.
order management cost, raw material and goods delivery cost, inventory carrying cost, information
technology cost, and planning cost?
2.3.3. Are you regularly measuring and managing transactional productivity, i.e. process efficiency
and transactional yield, for purchase orders, work orders, and sales orders?
2.3.4. Do you have site or functional area data analytics capability to support analyzing value chain
performance data?
2.3.5. Does your organization scorecard and metric definition cascade to your site and functional
areas?
2.3.6. Are your site and functional area metrics aligned with your suppliers and retailers’ goals and
contractual requirements?

3. Technology
3.1. Technology goals:
The technology goals are the facet of value chain strategy that defines value chain system
requirements to enable planning and execution of your value chain processes. The factors involved in
defining technology requirements include process flows and definitions, transactional productivity
targets, data warehouse and archiving needs, master data requirements, and system architecture
constraints.
3.1.1. Do you have appropriate technology, i.e. functionality, which supports how you plan,
outsource, make, and deliver?
3.1.2. Did you define your To Be processes based on striking a balance between system functionality
and industry best practice?
3.1.3. Do you have goals set for master data integrity?
3.1.4. Are your technology managers measured and promoted on transactional productivity measures?
3.1.5. Do you have a collaboration technology plan with suppliers and retailers?

3.2. Technology Design:

The technology design is the facet of value chain strategy that has to do with defining your
technological architecture and requirements. Also, it has to do with setting specific configurations for
your business based on your process flows defined above.
3.2.1. Did you configure your system based on a To Be process Blue Print?
3.2.2. Are you using all of the functionality that you bought?
3.2.3. Have you realized all the technological benefits that were aimed to be realized?
3.2.4. Do you have appropriate data warehouse and analytical tools to support value chain analysis?
3.2.5. Did you implement your system with less than 10 software code customizations?

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3.3. Technology Managerial Measures:

The technology managerial measures are the facet of value chain strategy that defines your technology
performance metric scheme including definition, data collection, data segmentation, reporting, and
defect analysis. It cascades from the process measures.
3.3.1. Have appropriate technology sub-goals been set?
3.3.2. Is your technology performance assessed?
3.3.3. Are sufficient resources allocated to support effective use of technology?
3.3.4. Are the interfaces between technologies being managed?
3.3.5. Is your technology performance metrics aligned with your suppliers and retailers’ performance
metrics and contractual requirements, i.e. outward facing Enterprise Resource Planning (ERP)
based on Private Trading Exchange (PTX) performance?

4. People
4.1. People – Job Goals:
The job goals are the facet of value chain strategy that defines the type of job requirements and goals
necessary to execute value chain processes and to manage value chain technology.
4.1.1. Have appropriate job sub goals been set linked to the plan, outsource, make, and deliver
processes?
4.1.2. Are job goals cascaded from the organization and process levels?

4.2. Job Design and People:

The job design is the facet of value chain strategy that defines the type of job requirements and goals
necessary to execute value chain processes and to manage technology.
4.2.1. Are sufficient resources allocated to support effective use of technology?
4.2.2. Are the interfaces between technologies being managed?
4.2.3. Are the plan, outsource, make, and deliver processes requirements reflected in the relevant
jobs?
4.2.4. Are job steps in a logical sequence?
4.2.5. Have supportive policies and procedures been developed?
4.2.6. Is the job environment enabling?

4.3. People – Job Managerial Measures:

The job managerial measures are the facet of value chain strategy that defines metrics to measure
whether people performance and job requirements and goals meet the goals of executing the value
chain processes and of managing technology.
4.3.1. Do the performers understand the job goals and standards they are expected to meet?
4.3.2. Do the performers have sufficient resources, clear signals and priorities, and logical job design?
4.3.3. Are the performers rewarded for achieving job goals?
4.3.4. Do the performers know if they are meeting job goals?
4.3.5. Do the performers have the necessary knowledge, skill, and physical capability to achieve the
job goals?

AUTHOR’S BIOGRAPHY
Salah A.M. Elmoselhy holds MS in mechanical design and production engineering that he
received from Cairo University. He holds as well MBA in international manufacturing business
that he received from Maastricht School of Management (MSM). He has ten years of industrial
experience in CAD/CAM and robotised manufacturing systems. He has been recently a
researcher at the Engineering Department and Fitzwilliam College of Cambridge University
from which he received a Diploma of postgraduate studies in engineering design. He is
currently a PhD Candidate in mechanical engineering working with the International Islamic
University Malaysia (IIUM) and the Center for Sustainable Mobility at Virginia Polytechnic
Institute and State University (Virginia Tech).

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