Gümrük Birliği'nin Türk otomotiv sanayiine etkileri
The Effects of the customs union to the Turkish automative industry
- Tez No: 43834
- Danışmanlar: DOÇ.DR. NURHAN YENTÜRK
- Tez Türü: Yüksek Lisans
- Konular: Ekonomi, İşletme, Economics, Business Administration
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1995
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Sosyal Bilimler Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: 53
Özet
The Industry has gained a dynamism since 1984, with diminshed import restrictions and new foreign investments such as Toyota. Automotive industry; which has provided labor to 100.000 in ite main and backing-up small industries and had shown a rapid development between 1987 - 1992 whit almost 12.5 percent, is facing several different problems due to its structure and conjuncture. Applying protective policies on the Turkish automotive industry, caused delay for the integration whit the international markets. The high input costs, the low quality of products, and the high taxes and fund applied to the sales were the basic disadvantages that has decreased the chance of it in the international markets. The automotive industry passed through three major transformation between 1910 - 1990. Starting from 1910's, the serial production that has been started by Ford Company in USA, has spread all over the world. In the initial period before the fordist mass production, there was an excess of small scale producers. The trend towards oligopolization, first developed in the USA, became an important phenomenon in the 1920s. Following the Great War, European producers started being effective in the world market by applying mass production due to product differences. After that, in 1970's Japaneese had success of being the first in the world's automotive industry by their plain production understandings. Japan had great success on the cost and qualitiy straregy. In the international automotive industry con petition, Japanesse cars have got the fiirst place. Japan is far ahead in productivity and qualitiy especially in factories in Japan. in the EC automotive industry.in which basic three comprising EC, USA and Japan were on the scene and the European firms were sovereign, traditional EU manufacturers retain a dominant position, vra
Özet (Çeviri)
but are present to only a small degree on the markets of Japan and the US. Compared the US Japanesse manufacturers, EU automotive producers are under - represented in markets other than their home markets. The ability to create and develop a strong position in the markete often requires local production capacity to be built up close to the market in question so as to be able to supply it with products adapted to its specific needs. Where the alternative to producing locally in such markets is to abandon it altogether, the development of such facilities can protect high value added jobs in the EU and increase the financial stability of its manufacturers. EC automotive industry has been started a dynamic formation by the rapid competence conditions of the last years in EC and other markets. This dynamic formation lead them to take measures for the development of their products and production techniques. In the three main regions in the automotive Indurtry, can be seen three different types of evolution in the components industries: In Europe, in which small and large firms exist in each major country, the companies show a sound technological base and high degree of dependency upon the automotive industry. In EU automotive market, business is strongly concentrated in the top few companies. The European automotive components industry is very concentrated. The top five countries ( Germany, France, Italy, Spain and UK ) account for 95 percent of the production, value - added and consumtion. In North America the very large firms exist in the components industry. These firms have become international, especially in terms of European operations. As in Europe, the industry North America has seen significant change in recent years as a result of mercer and quisition and firms from other sectors have become major players. DCThe Industry has gained a dynamism since 1984, with diminshed import restrictions and new foreign investments such as Toyota. Automotive industry; which has provided labor to 100.000 in ite main and backing-up small industries and had shown a rapid development between 1987 - 1992 whit almost 12.5 percent, is facing several different problems due to its structure and conjuncture. Applying protective policies on the Turkish automotive industry, caused delay for the integration whit the international markets. The high input costs, the low quality of products, and the high taxes and fund applied to the sales were the basic disadvantages that has decreased the chance of it in the international markets. The automotive industry passed through three major transformation between 1910 - 1990. Starting from 1910's, the serial production that has been started by Ford Company in USA, has spread all over the world. In the initial period before the fordist mass production, there was an excess of small scale producers. The trend towards oligopolization, first developed in the USA, became an important phenomenon in the 1920s. Following the Great War, European producers started being effective in the world market by applying mass production due to product differences. After that, in 1970's Japaneese had success of being the first in the world's automotive industry by their plain production understandings. Japan had great success on the cost and qualitiy straregy. In the international automotive industry con petition, Japanesse cars have got the fiirst place. Japan is far ahead in productivity and qualitiy especially in factories in Japan. in the EC automotive industry.in which basic three comprising EC, USA and Japan were on the scene and the European firms were sovereign, traditional EU manufacturers retain a dominant position, vrabut are present to only a small degree on the markets of Japan and the US. Compared the US Japanesse manufacturers, EU automotive producers are under - represented in markets other than their home markets. The ability to create and develop a strong position in the markete often requires local production capacity to be built up close to the market in question so as to be able to supply it with products adapted to its specific needs. Where the alternative to producing locally in such markets is to abandon it altogether, the development of such facilities can protect high value added jobs in the EU and increase the financial stability of its manufacturers. EC automotive industry has been started a dynamic formation by the rapid competence conditions of the last years in EC and other markets. This dynamic formation lead them to take measures for the development of their products and production techniques. In the three main regions in the automotive Indurtry, can be seen three different types of evolution in the components industries: In Europe, in which small and large firms exist in each major country, the companies show a sound technological base and high degree of dependency upon the automotive industry. In EU automotive market, business is strongly concentrated in the top few companies. The European automotive components industry is very concentrated. The top five countries ( Germany, France, Italy, Spain and UK ) account for 95 percent of the production, value - added and consumtion. In North America the very large firms exist in the components industry. These firms have become international, especially in terms of European operations. As in Europe, the industry North America has seen significant change in recent years as a result of mercer and quisition and firms from other sectors have become major players. DCHowever, for some of the automotive products, which have a special situation in Turkish economy as much as in EC's, 5 years of appropriateness period obligation has been brought by last Partnership Council decides in 1995. Some factors such as the less productivity, which is about 2 - 3 (8 - 9 in some production procedures) tiimes less than the modem factories of the world; the high input costs, the reductionof the advantages of labour costs; were effecting the competition of the Turkish automotive basic industry negatively whit EC products. It is not different, when we consider on the backing-up small Turkish automotive industry, since more than 1000 companies in the sector seems to be backward of the European and Japan ones. Usage of less technology and low production quality, choice for less qantitiy- seems to be backward of the European and Japan ones. Usage of less technology and low production quality, choice for less qantitiy- much variation, and the less quantitiy of these producers for every item, leads the undevelopment of competition and this effects the backing-up small industry negatively. When Turkey becomes a member of the Customs Union, the companies that have been integrated whit European firms will have a better chance to succeed in the competition. Under these condition the Turkish Government has to develop the necessary marketing strategies. Meanwhile, the tax loads on the sales has to be broought down to the level of EC standards. XI
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