COULD AUTOMOTIVE EXPERIENCE SERVE AS A MODEL FOR SHIPBUILDING? OTOMOT V DENEY M, GEM NfiAYA ÖRNEK OLAB L R M?

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1 COULD AUTOMOTIVE EXPERIENCE SERVE AS A MODEL FOR SHIPBUILDING? OTOMOT V DENEY M, GEM NfiAYA ÖRNEK OLAB L R M? LKER MUSTAFA SÜTBAKAN, FICOSA INTERNATIONAL TÜRK YE 060 ULUSLARARASI DEN Z & T CARET fiubat 2005

2 Türkiye otomotiv sanayi k rk y l içinde ülkemizin lokomotif sektörleri aras nda yer alarak büyük bir baflar elde etti. Otomotivin, özellikle de otomotiv yan sanayisinin bu büyük baflar da kulland yöntemlere do ru bir yaklafl m sergilenebilirse, gemi infla yan sanayimizin de ayn baflar ya ulaflmas mümkün olacakt r. The Turkish automotive industry has achieved a great success by securing its place among the leading industries in the country within the last forty years. If a correct approach could be adopted toward the methods employed by the automotive industry, particularly by the automotive supplier industries, to achieve that great success, our shipbuilding supplier industries would also achieve a similar success. lker Mustafa Sütbakan O tomotiv sektöründe ana sanayi, yabanc ya da yabanc /yerli ortakl, yan sanayi ise yerli ya da yabanc /yerli ortakl fleklindedir. Otomotiv yan sanayicileri, sektördeki çetin rekabet koflullar ve büyüme hedefleri nedeniyle, katma de eri daha yüksek olan, nihai mal olma özelli i tafl masa bile buna yak n ürünleri imal etmek isterler. Öte yandan gemi infla sektöründe ana sanayi, yani tersaneler yerli, yan sanayi/tedarikçiler ise a rl kl olarak yabanc d r. Özetle, gemi infla yan sanayiinde yerli mal oran oldukça düflüktür. Gemi infla sanayicileri, yerli yan sanayi oran n art racaklar seçeneklere s cak bakabilirler; ayn marka ürünü daha uygun koflullarda sat n alabilmek ise tart flmas z tercih sebebi olacakt r. ki sektör, düflünce yap lar ve üretime bak fllar itibariyle birbirinden oldukça uzakt r. Bu uzakl k tek bafl na iyi niyetli giriflimlerle de il, ancak potansiyel karlar n fark edilmesiyle azalt labilir. Bunun için yerli otomotiv yan sanayicilerinin katma de erlerini art racaklar ve farkl bir alanda üretim yaparak karlar n fazlalaflt rabilecekleri, bunun sonucunda da kendilerine çekici görünecek seçenekler gözden geçirilmelidir. Mevcut otomotiv yan sanayisinin otomotivi, beyaz eflya sektörünü ve makine imalat sektörünü oldu u gibi; gemi I n automotive sector, the core industry consists of foreign- or jointly-owned enterprises, while the supplier industry consists of domestic- or jointly-owned enterprises. The automotive industry suppliers want to manufacture products with higher added value or products close to it even if they are not of end-product nature, due to the keen competition in the sector and their growth targets. As for the shipbuilding industry, the core industry, i.e. the shipyards, consists of domestic enterprises, while the supplier industry consists mostly of foreign enterprises. In short, the rate of domestic products is too low in the shipbuilding supplier industry. The shipbuilders may look with favor on alternatives that could increase the rate of domestic supplier industries; being able to purchase the product of the same brand under more appropriate conditions is unquestionably an advantage. Both industries are rather far from each other in terms of their way of thinking and point of view about production. That distance could only be shortened not with well-intentioned efforts alone, but through realization of potential profits. To do that, alternatives through which the domestic automotive industry suppliers could increase their profits by increasing their added value and manufacturing in a different field, and which, therefore, would look attractive to them, should be considered. Whether the current automotive supplier industries are also capable of feeding the ship equipment-auxiliary systems manufacturing industry and in the broader sense the shipbuilding industry, just as it is capable of feeding the automotive industry itself, the white goods industry, as well as the machinery MARINE & COMMERCE FEBRUARY

3 donat m-yard mc makineleri imalat sektörü ile genel anlamda gemi infla sektörünü de besleyebilecek nitelikte olup olmad ve bunun için uygun bir ortam n yarat l p yarat lamayaca da tart fl lmas gereken konulardand r. Gemi infla sektörünün, daha organize ve iyi üretim yapabilmek için otomotiv sektöründen alabilece i baz dersler vard r. Otomotiv sektöründe en alt kademelerdeki yan sanayilerde bile kullan lmas zorunlu olan baz standart teknikler de (hata ve etkileri analizi FMEA-; ölçüm tekni i yeterlili i -MSA- ve kalite planlamas çal flmalar -APQP-) gözden geçirilmelidir. OTOMOT VDE SERMAYE, GEM NfiADA SE EMEK YO UN Otomotiv sektörü sermaye yo un, gemi infla sektörü ise emek yo- un sektörlerdir. Ayr ca otomotiv endüstrisinin seri üretime dayal özelliklerinin aksine, gemi infla sektöründe seri üretimden bahsetmek mümkün de ildir. Bununla birlikte, gemi inflan n seri üretime benzedi i ölçüde karl oldu u söylenebilir. Otomotiv sektörü; detayl ürün, seri üretim, uzman sat nalma ve müflteri odakl fiyat-sat fl yöntemleri üzerinde temellerini bulan bir rekabet yarat r. Gemi inflas nda ise; üretici konumundaki tersaneler fiyat, gemi tipi ve üretim kapasitesi üzerinde temellerini bulan bir rekabet ortam nda faaliyetlerini sürdürürler. ki sektörün yan sanayi oluflturma özellikleri aras nda da büyük farkl l klar bulunur. Otomobil fabrikalar yak n çevrelerinde güçlü yan sanayi oluflturmak gibi bir etkiye sahiptirler. Organize sanayi bölgeleri bunun sonucudur. Özellikle de bu nedenle yan sanayilerin artan oranda yerlileflmesi söz konusudur. Üretim miktar n n düzenli ve görece istikrarl olmas da bu duruma uygun bir zemin yarat r. Gemi infla sektöründe ise üretim, denizcilik sektöründeki dalgalanmalardan, navlun fiyatlar ndan, uluslararas konjonktürden ve geliflmekte olan ülkelerin rekabet stratejilerinden daha çok etkilenir. Düzenli ve istikrarl bir üretimden bahsetmek güçtür, dolay s yla gemi infla sektörünün çevresinde yan sanayi oluflturma etkisi azd r. Ayr ca gemi ana ve yard mc makineleri imalat nda ve sat fl nda küresel rekabet söz konusudur. OTOMOT VDE ÜRET M KÜRESEL N TEL KTE Otomotiv sanayi, küresel nitelikte ve yo unlu u yüksek bir sanayi dal d r. Dünya çap nda alt ülkeye ait 20 civar nda flirket, üretim ve ticaretin yüzde 90 ndan fazlas na sahiptir ve bu nedenle üretim de küresel bir nitelik tafl r. Türkiye deki otomotiv sanayi, ithal ikaproduction industry, and whether an appropriate environment for it could be created or not should be discussed. In addition, there are some important examples from the automotive industry that could serve as model for the shipbuilding industry to manufacture in a more organized and better way. Some standards (e.g. Failure Mode & Effects Analysis - FMEA -; Measurement System Analysis - MSA -; and Advanced Product Quality Planning - APQP -) that must be applied even in the supplier industries of the lowest level in the automotive industry should also be reviewed. CAPITAL INTENSIVE IN AUTOMOTIVE, LABOR- INTENSIVE IN SHIPBUILDING The automotive industry is a capital-intensive industry, while the shipbuilding is labor-intensive. Furthermore, contrary to the automotive industry s characteristics based on mass production, it is impossible to mention mass production in the shipbuilding industry. However, it can be said that the shipbuilding industry is profitable to the degree it resembles mass production. The automotive industry creates competition on the basis of detailed product, mass production, expert purchasing, and customer-focused pricing-sales methods. On the other hand, manufacturers, i.e. shipyards, operate in a competition environment that is based on price, vessel type and production capacity. There are also big differences between the characteristics of both sectors to create supplier industries. Automobile plants have an effect to create a strong supplier industry in their near surroundings. Organized Industrial Zones are a result of such an effect. Particularly for that reason the supplier industries increasingly become domestic. The regular and relatively stable production quantities also create a suitable environment for that situation. In the shipbuilding industry, production is affected by fluctuations in the maritime industry, freight rates, international economic situation, and competition strategies of the developing countries more. It is difficult to talk about a regular and stable production, and consequently it has less effect to create a supplier industry around the shipbuilding industry. Furthermore, there is a global competition in manufacture and sale of main and auxiliary ship equipment and systems. PRODUCTION IN AUTOMOTIVE INDUSTRY IS GLOBAL The automotive industry is a global industrial sector that has a high density. About 20 companies from 6 countries hold more than 90 percent of the production and trade, and therefore, production is also of a global nature. The automotive industry in Turkey was established in 1960s for import substitution, and it became a sector focused on exports in the 1990s. An intense integration was experienced between global companies manufacturing in Turkey and their local partners, cooperating in local production, and that integration has developed. It is therefore that the production methods and technologies employed in the automotive industry in Turkey reached the same level as those employed by the international companies. In addition, with increased R&D capacities and capabilities, the Turkish automotive industry puts forth efforts to develop production methods and product technology. 062 ULUSLARARASI DEN Z & T CARET fiubat 2005

4 mesi amac yla 1960 l y llarda kurulmufl, 1990 larda ise ihracata dönük bir sektör niteli i kazanm flt r. Türkiye de üretim için iflbirli i yapan küresel flirketlerle Türk ortaklar aras nda yo un bir entegrasyon yaflanm fl ve bu entegrasyon geliflme göstermifltir. Dolay s yla otomotiv sanayiinde kullan lan üretim teknolojileri ve yöntemleri, uluslararas düzeyde uygulanan teknoloji ve yöntemlerle eflde erdir. Bununla birlikte son y llarda Ar-Ge kapasitesi ve olanaklar artan Türkiye deki otomotiv sanayii de, ürün teknolojilerini ve üretim yöntemlerini gelifltirme çabas ndad r. MÜHEND SL K TASARIMINDA KULLANILAN TEKN KLER APQP (Advanced Product Quality Planning) WCR (Worldwide Customer Requirements) VDS / SDS (Vehicle / System Design Specification) FMEA (Failure Mode Effect Analysis) DVP (Design Verification Plan) 8D (Problem Solving Technique) Design Guideline ÜRET MDE KULLANILAN TEKN KLER ISO 9001, ve ISO a uygun olarak AQP ( leri Kalite Planlamas ) SPC ( statistiksel Proses Kontrolü) TPM (Total Productive Maintenance) CEDAC (Sorun ve Etki Analizi) KAIZEN (H zl yilefltirme Çal flmalar ) Otokontrol Teknikleri Kalite Çemberleri TÜRK OTOMOT V SEKTÖRÜNÜN GEL fi M N HIZLANDIRMASINA NEDEN OLAN ÜSTÜNLÜKLER Yerli pazar n geliflme potansiyelinin bulunmas n n yan s ra, Türk Cumhuriyetleri ve Ortado u ülkeleri gibi geliflen pazarlara ve AB pazar na yak nl k, Gümrük Birli i ve AB ile sürdürülen entegrasyon, Yabanc ortak firmalar n Türkiye yi üretim merkezi olarak kabullenmeleri, E itimli ve ekonomik dolay s yla rekabetçi bir iflgücünün varl, Uluslararas kalite sistemlerinin ve teknik mevzuat n en alt kademelere kadar uygulan yor olmas. OTOMOT V YAN SANAY NDE ORGAN ZE B R YAPI VAR 1970 li y llardaki ekonomik s k nt lar, üretim süreçlerinde yaflanmaya bafllanan de iflimler ve ortaya ç kan teknolojik örgütsel de- iflim yeni rekabet koflullar n n oluflmas na neden olmufltur. Yan sanayilerle ilgili olarak de ifliklik, fiyat üzerine kurulu bir rekabet anlay fl ndan, fiyatla birlikte yarat c l k, de iflen talebe h zla yan t verebilme kabiliyeti ve bununla beraber ürün çeflitlili ini de içerecek flekilde de iflmeye bafllam flt r. Bu do rultuda yan sanayi, ana sanayiyi tasar m dahil her üretim sürecinde destekleyecek flekilde de iflikli e u ram fl, dolay s yla yan sanayi seçim kriterleri de sadece fiyat odakl bir bak fl n ötesinde, ileriye yönelik ve istikrarl birlikteliklere dönüflmeye bafllam flt r. TECHNIQUES EMPLOYED IN ENGINEERING DESIGN APQP (Advanced Product Quality Planning) WCR (Worldwide Customer Requirements) VDS / SDS (Vehicle / System Design Specification) FMEA (Failure Mode & Effects Analysis) DVP (Design Verification Plan) 8D (Problem Solving Technique) Design Guidelines TECHNIQUES EMPLOYED IN PRODUCTION AQP (Advanced Quality Planning) in accordance with ISO 9001 and ISO SPC (Statistical Process Control) TPM (Total Productive Maintenance) CEDAC (Cause-and-Effect Diagram with the Addition of Cards) KAIZEN (Fast Improvement Efforts) Auto-Control Techniques Quality Circles ADVANTAGES THAT ACCELERATED THE DEVELOPMENT OF THE TURKISH AUTOMOTIVE INDUSTRY In addition to the development potential of the local market, it is close to developing markets such as the Turkic Republics and Middle Eastern countries, as well as to the EU market; Continuing integration with the Customs Union and the EU; The foreign partners have begun to view Turkey as their production center; Existence of well-educated and economic, and consequently competitive manpower; International quality systems and technical regulations are implemented down to the lowest levels. AUTOMOTIVE SUPPLIER INDUSTRY HAS AN ORGANIZED STRUCTURE The economic distresses in the 1970s, the changes began to be seen in production processes, as well as the emergence of technological/organizational change caused creation of new conditions of competition. The change relating to the supplier industries began from a competition concept based on price, in such a way to include creativity along with price, the capability to swiftly respond to changing demands, and product diversity. Consequently, the supplier industry underwent a change in a way to support the core industry in all production stages, including the design stage, and as a result, the supplier industry selection criteria turned into future-oriented and stable synergies, beyond a mere price-focused look. Production of the components necessary for assembly of vehicles by suppliers instead of manufacturing them in the plant, and existence of a ranking system among supplier industry companies are among the characteristics of the sector. That ranking system has acquired an organized structure with the emergence of a timely and flexible production and supply system among the suppliers. When considered regionally, Turkey is the only country within the surrounding geographical area to have established an automotive industry. As a 064 ULUSLARARASI DEN Z & T CARET fiubat 2005

5 Araç montaj için gerekli parçalar n üretiminin fabrika içinde üretimi yerine tedarikçilerce üretimi ve yan sanayi firmalar aras nda bir kademe sisteminin bulunuflu, sektörün özelliklerindendir. Bu kademe sistemi, tedarikçiler aras nda tam zaman nda ve esnek bir üretim ve tedarik sisteminin oluflmas yla organize bir yap dad r. Bölgesel olarak bak ld nda Türkiye, bulundu u co rafyada otomotiv sanayisine sahip tek ülkedir l y llarda sürdürülen köklü ve yo un yap sal düzenlemelerle lokomotif bir sanayi durumuna gelinmifltir. Ana ve yan sanayiler aras ndaki iliflkiler baflta, ana sanayinin gücü ve etkisi ile orant l olarak, yan sanayiden düflük fiyatla parça almak fleklinde oluflmufltur. Yayg nlaflan uluslararas rekabet, kitlesel üretimden esnek/yal n üretime geçifli gerçeklefltirmifl, ana-yan sanayi iliflkilerine yeni boyutlar kazand rm flt r. Basit ve dar içerikli ticari münasebetler yerini, tasar m da dahil tüm üretim süreçlerinde entegrasyon ve iflbirli ine b rakmaktad r. Bu entegrasyonun teknik, mali ve kalite entegrasyonlar olarak adland r labilecek üç temel boyutunun bulundu u söylenebilir. Yan sanayi kurulufllar bu yap içerisinde ürün gelifltirme faaliyetlerine kat lmakta, tam zaman nda üretim yapmakta, lojistik konular n çözümlemekte ve alt sanayileri organize etmektedir. Böylece ana sanayi firmalar önceliklerini yeni model oluflturma, ürün gelifltirme, kalite yükseltme ve düflük maliyetle üretim gibi konulara verebilmektedir. Yan sanayide, ana otomobil üreticisi firmalara tedarikte bulunan firmalar aras nda yabanc sermayeli firmalar n oran dikkate de- erdir (1999 itibariyle yüzde 25). Lisans alt nda üretim yapan Türk otomotiv yan sanayi firmalar n n oran da önemli bir düzeydedir (1999 itibariyle yüzde 35.4). Otomotiv yan sanayi kurulufllar, do al olarak baflka sektörlerden gelen isteklere de yan t verirler. Örne in plastik-kauçuk ürün imalat, çelik-alüminyum-zamak döküm yapan kurulufllar, metal pres firmalar ve di er üreticiler, imalatlar n n büyük k sm n otomotiv sektöründeki firmalara yapmakla birlikte baflka ifl f rsatlar n da kaç rmamaktad rlar. Bu firmalar otomotiv yan sanayileri olarak do mufllard r; üretim ve sat fllar n n büyük bir k sm n 1. ya da 2. kademe otomotiv yan sanayi kurulufllar na ya da do rudan ana sanayiye arz etmektedirler ve tüm sanayinin (hammadde haricindeki) temel yap tafllar n olufltururlar. Bu temel yan sanayiler, makine imalat ve beyaz eflya sektörleri dahil olmak üzere di er sanayilere de çeflitli komponentler üretirler. GEM NfiA YAN SANAY KUR DALGALANMALARINA DAHA DUYARLI Döviz kurlar ndaki de iflmeler tüm sektörlerde ithal girdi oranlar n de ifltirir. Bu noktada nihai ürünün -ki bu bir gemi ya da otomobil de olabilir- ne kadar n n yerli girdilerle üretildi inin önemi büyüktür. Gemi inflas nda yan sanayi katk s n n, yani tersane d fl ndaki üretimin, toplam maliyetin %60-70 i kadar oldu u belirtilmektedir. Dolay s yla toplam maliyetin %60-70 ini oluflturan yan sanayilerin yerli ya da yabanc olmas, gemi infla sektörünün kurlardaki dalgalanmalara duyarl l n artt r r. Gemi infla kontratlar n n neredeyse tamam ABD Dolar yla (ve bir süredir de euro ile) yap ld ndan, gemi inflas yapan ülkenin kur oranlar ndaki de iflmeler, gemi inflas nda kullan lan malzeme ve result of the radical and intensive structural regulations applied in the 1990s, it became a leading industry in Turkey. Relations between the core and supplier industries were at first in the form of purchasing parts from the supplier industry at low prices, proportional to the power and influence of the core industry. The international competition became widespread and caused transition from mass production to flexible/simple production, and earned the relations between the core and supplier industries a new dimension. Simple commercial relations were being replaced by integration and cooperation in all production processes, including the design. It can be said that that integration has three main dimensions: technical, financial and quality integrations. Within that structure, the enterprises in the supplier industry participate in product development activities, manufacture just in time, settle logistics issues, and organize the sub-industries. Thus, the core industry players are able to give priority to creating new models, product development, quality improvement, and to low-cost production. The rate of companies with foreign capital among those supplying products to the automobile manufacturing companies is highly significant (25 percent as of 1999). The rate of the Turkish automotive supplier industry enterprises manufacturing under license is also at a highly significant level (35.4 percent as of 1999). The automotive supplier industry players naturally meet demands from other industries as well. For example, plastic-rubber product manufacturers, steel/aluminum/zinc-aluminum alloy foundries, metal press companies, and other manufacturers do not miss other business opportunities, even if they spare a big portion of their production to the companies in the automotive industry. These companies were born as automotive supplier industries and they supply a big portion of their products to the 1 st and 2 nd degree enterprises in the automotive supplier industry or directly to the core industry. Thus, they form the basic units of the whole industry (except for the raw materials). Such suppliers also manufacture various components for other industries, including machinery production and white goods sectors. SHIPBUILDING SUPPLIER INDUSTRY IS MORE SUSCEPTIBLE TO FLUCTUATIONS IN EXCHANGE RATES Fluctuations in exchange rates change the rates of imported inputs in all sectors. At that point, the rate of the domestic inputs used in production of the end-product (which MARINE & COMMERCE FEBRUARY

6 ekipmanlar n yerli ya da ithal olmas na ba l olarak farkl l k gösterir. Örne in bu oran Kore deki bir tersane için yaklafl k olarak gemi maliyetinin %80 idir; kalan k s m yurtd fl ndan ithal edilmektedir. Gemi nfla Sanayi ve Rekabet Edebilirlik Özel htisas Komisyonu nun raporuna göre, Türk gemi infla sanayi için söz konusu oran yaklafl k olarak %45 dir. Yabanc armatörün tam kontrolünün söz konusu oldu u ve yabanc kaynaklar tercih etti i durumlarda bu oran n daha da düflece i aflikard r. Ayr ca sac ebatlar ndan kaynaklanan baz pratik problemler ve rekabet flartlar nedeniyle gemi inflas nda kullan lan saclar n da yurtd fl ndan ithali söz konusudur. Gemi inflas nda yerli yan sanayi oran proje-armatör-tersane baz nda de ifliklik arz etmektedir. GEM NfiA SEKTÖRÜ, OTOMOT V SEKTÖRÜNDEN NASIL FAYDALANAB L R? Bu sorunun yan t n bulabilmek için öncelikle; 1.Gemi infla yan sanayisinin geliflmesinde ve kullan lan gemi donat m-yard mc makinelerinin üretiminde yerli yan sanayi oran nas l art r labilir? 2.Otomotiv sektöründe uygulanan mühendislik ve üretim tekniklerinden baz lar, gemi inflas nda da genellefltirilerek üretim ve tasar m kalitesinin art r lmas nda kullan labilir mi? sorular n n yan tlar de erlendirilmelidir. Donat m makineleri aras nda belki de en bilinenlerinden olan ve küresel rekabetle birlikte armatör tercihleri nedeniyle Türkiye de yerli firma taraf ndan üretilmesi ve sat fl üstünlü ünün sa lanmas zor görünen bir makinenin -örne in otomasyon, monitoring ve kontrol özelliklerini haiz bir yak t haz rlama/ayr flt rma sistemiüretiminin yerli/yabanc ortakl fleklinde Türkiye de yap lmas durumunda, halihaz rda ithal edilen söz konusu makinenin imalat ndaki yerli oran n n büyük ölçüde artmas ve bunun gemi donat m makineleri üretiminin genel olarak Türkiye ye kayd r lmas aç lar ndan güzel bir bafllang ç olabilece i düflünülmektedir. Daha sonra bu yerlilefltirme çal flmalar, gemi inflas nda kullan lan birçok gemi donat m-yard mc makinesine uygulanabilir. Ayr flt rma sistemleri sadece gemi inflas nda de il, tekstil, enerji üretim, ilaç ve g da sektörlerinde de kullan l r. Dolay s yla bu sektörlerde daha önce ithal edilen makinelerin yurt içinde üretimi de söz konusu olabilecek ve artan makine üretim miktar otomotiv can be a ship or a car) is highly important. It is reported that contribution of the supplier industries to the shipbuilding industry (i.e. the production out of shipyards) is approximately percent of the total cost. The rates of the domestic and foreign suppliers in that percent increase the susceptibility of the shipbuilding industry to fluctuations in exchange rates. Since almost all shipbuilding contracts are concluded based on US$ (and based on euro for some time now), fluctuations in the exchange rates in the country, where the ships are being built, affect the costs of imported materials and equipment to a large extent. For example, the rate of domestic components used is around 80% for a shipyard in Korea; while the remaining 20% represent imported components. According to the report of the Ad Hoc Committee on Shipbuilding Industry and Competitiveness, the rate in question for the Turkish shipbuilding industry is approximately 45 percent. It is evident that the rate would decrease more in case a foreign shipowner has full control and prefers use of foreign resources. Furthermore, due to some practical problems arising from sheet metal dimensions and conditions of competition, the sheet metals need to be imported. Rate of domestic supplier industry in shipbuilding shows differences on the basis of projectshipowner-shipyard. HOW CAN THE SHIPBUILDING INDUSTRY BENEFIT FROM THE AUTOMOTIVE INDUSTRY? To find the answer to that question, we should first consider the answers to the following questions: 1.How can the rate of the domestic supplier industry be increased in the development of the shipbuilding supplier industry and in the production of the ship equipment and auxiliary systems? 2.Could some of the engineering and manufacturing techniques applied in the automotive industry be generalized and used for increasing the production and design quality in the shipbuilding industry? It is considered to be a good start in terms of increasing the rate of domestic components significantly and shifting the production of ship equipment and auxiliary systems, which are currently imported, to Turkey in general, if a system - for example a fuel preparation/separation system with automation, monitoring and control features -, which seems to be difficult to be manufactured by a local company in Turkey and for which a selling advantage cannot be achieved due to the global competition and preferences of the shipowners, is manufactured by a domestic/foreign jointly owned company in Turkey. Later on, the same could be applied to many equipment and auxiliary systems used in shipbuilding industry. The separation systems are used not only in the shipbuilding industry, but also in the textile, energy generation, pharmaceuticals, and food industries. As a result, it would be possible to domestically manufacture such machines, which are currently imported by these sectors, and the increasing machinery 066 ULUSLARARASI DEN Z & T CARET fiubat 2005

7 yan sanayisi için daha da çekici görünecektir. Bu sistemler büyük miktarlarda üretilmediklerden ve farkl bir sektör özelli i arz ettiklerinden, bunlar oluflturan parçalar n üretimindeki katma de- er ve kar daha yüksek olacakt r. Yabanc bir firman n ortakl ya da lisans alt nda üretim yöntemiyle dolayl yoldan da olsa yerli oran n n art r lmas n n; gelecek için bir denizcilik-gemi yard mc makineleri imalat sektörünün rekabetçi anlamda tesis edilebilmesi ve farkl sektörler aras ndaki entegrasyonun art r larak krizlere daha dayan kl ve geliflmelere daha aç k rekabetçi bir sanayinin oluflumu hususlar nda büyük faydalar sa layacakt r. Otomotiv sektöründe standart hale gelmifl baz tasar m ve üretim tekniklerinin gemi inflas na uygulanabilmesi mümkündür. Bu tekniklerden biri olan FMEA-Hata Türü ve Etkileri Analizi; riskleri tahmin ederek hatalar önlemeye yönelik güçlü bir analiz tekni idir. Hatan n ortaya ç kmas ile do acak problemin müflteri gibi alg lanmas prensibine dayan r. Hatalar müflteriye gitmeden önce önlemeyi ve müflteri memnuniyetini art rmay hedefler. Bu metodun anlafl lmas için, flu dört ön flart n herkes taraf ndan anlafl lmas ve takip edilmesi gerekir. 1.Bütün problemler ayn de ildir (ayn derecede önemli de ildir.) 2.Müflteri belirlenmelidir. Bu genellikle son kullan c olmakla birlikte, bir sonraki operasyon da müflteri olarak kabul edilebilir. (Gemi inflaat aç s ndan düflünülecek olursa armatör ya da cam, imalat, boya, donat m atölyelerinin etkileflimleri) 3.Fonksiyon belirlenmelidir. Ele al nan fonksiyon ve amaç herkes taraf ndan bilinmelidir. 4.Önlemeye yönlendirilmifl olmal d r. FMEA n n amac devaml iyileflme ve düzeltici faaliyetlerin bafllat lmas olmal d r. Aksi takdirde FMEA çal flmas statik bir çal flma olarak kal r. De erlendirilmesi gereken Proses FMEA d r. Proses FMEA ; Üretim ve montaj proseslerinin incelenmesi için kullan l r. Üretim ve montaj prosesindeki yetersizliklerin neden oldu u olas hata türlerine odaklan r. FMEA yönetiminin amac, üretim ve montaj prosesinin zay f noktalar n belirlemektir. Mümkün oldu unca erken bafllat lmal d r. FMEA, üretim ve montaj prosesindeki de ifliklikleri takip etmek için s k s k güncellefltirilmeli ve bu de iflikliklerin ürün üzerindeki etkilerine göre sürekli de erlendirilmelidir. FMEA çal flmalar nda bütün faaliyetlerin yürütülmesi ve kaydedilmesi için bir FMEA formu kullan l r ve çal flma çeflitli bölümlerden kat l mc larla yap l r. Bir baflka teknik, APQP- leri Ürün Kalite Planlamas d r ve flu k - s mlardan oluflur: Kapsam n Belirlenmesi Projenin Tan mlanmas ve Planlanmas Ürün Tasar m ve Gelifltirilmesi Proses Tasar m ve Gelifltirme production quantities would look more attractive to the automotive supplier industries. Since such systems are not manufactured in big quantities and have different sectoral features, the added value and profit in production of components making up them would be higher. Even though it would only be possible through use of the method of production jointly with a foreign company or under the license of a foreign company, increasing the rate of the domestic components could provide great benefits to establishment of a ship auxiliary systems production sector in the competitive sense, and to creation of a competitive industry that is more resistant against crises and more open to developments through increasing the integration among different sectors. Some specific design and production techniques that have become standard in the automotive industry can be applied to the shipbuilding industry. As one of such techniques, FMEA -Failure Mode & Effects Analysis- is a powerful analysis tool aimed at prevention of failures by anticipating potential risks. It is based on the principle to detect a problem that might arise as a result of a failure. It aims to prevent failure before delivery to the customers and thus to increase customer satisfaction. To understand this method, the following four preconditions should be well understood: Not all problems are the same (not important to the same degree) The customer should be determined. Even though it is usually the end-user, the next operation could be regarded as a customer. (If considered from the point of view of shipbuilding, the shipowner or the interactions of the CAM, Production, Painting, Equipment workshops) The function should be determined. The function and the objective dealt with should be known by everyone. It should be aimed at preventing. The aim of FMEA should be constant improvement and initiation of corrective actions. Otherwise, the FMEA operation would remain static. What should be evaluated is the Process FMEA. The Process FMEA: is used to analyze manufacturing and assembly processes; focuses on potential product failure modes caused by manufacturing or assembly process deficiencies; The aim of the FMEA management is to identify the weak points of manufacturing and assembly processes. It should be started as early as possible. The FMEA should be frequently updated as changes occur in the manufacturing and assembly processes, and the effects of such changes on the product should be constantly assessed. An FMEA form is used for carrying out and recording all FMEA operations and relevant operations are carried out with participants from various departments. Another technique is the APQP - Advanced Product Quality Planning - which consists of the following phases: Defining the Scope Planning and Defining the Project Product Design & Development Process Design & Development MARINE & COMMERCE FEBRUARY

8 Ürün ve Prosesin Geçerlilik Kazanmas Geri Besleme, De erlendirme ve Düzeltici Faaliyetler Kontrol Planlar APQP tekni inde ürün tasar m ve gelifltirilmesinde girdiler ve ç kt lar Girdiler Ç kt lar Tasar m Hedefleri Tasar m FMEA Güvenilirlik ve Kalite Hedefleri malat ve Montaj Tasar m Taslak Ürün A ac Tasar m do rulamas Taslak Proses fl Ak fl Tasar m n Gözden Geçirilmesi Ürün Güvence Plan Kontrol Plan Yönetim Deste i Mühendislik Çizimleri Mühendislik Spesifikasyonlar Malzeme Spesifikasyonlar Çizim ve Spesifikasyon De ifliklikleri Yeni Ekipman ve Tesis htiyac Ürün ve Proses Özel Karakteristikleri Mastar ve Test Ekipman htiyac Yap labilirlik Taahhütü ve Yönetim Deste i Otomotiv sektöründe uygulanan mühendislik ve üretim tekniklerinden bir di eri de MSA-Ölçüm Sistemlerinin Analizidir. MSA; nicel ölçüm sisteminin yeterlili ini, Ortalama ve Aral k Metoduyla; nitel ölçüm sisteminin yeterlili ini ise Proses Aral n temsil eden rastgele 50 parça, 3 ölçümcü ve 3 deneme kullanarak Hipotez Testiyle de erlendiren standardize edilmifl bir ölçüm sistemi analizidir. Gemi inflaat nda blok ölçümlerinin yeterlili inin araflt r lmas nda kullan labilecek standart bir uygulama haline dönüfltürülmesi düflünülebilir. ÇÖZÜM; TÜRK YE N N YABANCI/YERL ORTAKLI- INDAK ÜRET M Gemi inflaat nda kullan lan donat m ve yard mc makinelerinin imalat n n Türkiye de yap lmas, üretilen gemilerdeki yerli oran - n n art r lmas anlam na gelir. Gemi donat m makinelerindeki rekabetin küresel oldu u göz önüne al nd nda en iyi çözüm, yabanc /yerli ortakl alt nda imalat n Türkiye de yap lmas d r. Otomotiv yan sanayisinin mevcut durumu, böyle bir oluflumda gerekli alt yap y oluflturmaya ve makine imalat için gerekli komponentleri üretmeye uygundur. Böyle giriflim/ler, Türkiye nin gelecekte gemi donat m-yard mc makine üretimi konusunda rekabetçi bir ülke olmas n n ve gemi inflas ndaki yerli oran n art r lmas n n önünü açarak, olas krizlerden kolayca s yr labilen ve entegre olmufl bir sanayi sisteminin tesis edilmesinde önemli rol oynayacakt r. Bunun yan nda tasar m, üretim ve ölçüm sistemi analizi gibi konularda, otomotiv sektörü için standart hale gelmifl baz uygulamalar n gemi infla sektöründe uygulanmaya bafllamas, genel anlamda üretim ve kalitede iyileflme sa layabilir. & Product & Process Validation Launch, Feedback, Assessment and Corrective Actions Control Plans Inputs and outputs in product design and development in the APQP technique Inputs Outputs Design Goals Design FMEA Reliability and Quality Goals Design for Manufacturability&Assembly Preliminary Bill of Material Design Verification Preliminary Process Flow Chart Design Reviews Product Assurance Plan Control Plan Management Support Engineering Drawings Engineering Specifications Material Specifications Drawing and Specification Changes New Equipment, Tooling and Facilities Requirements Special Product and Process Characteristics Gage and Testing Equipment Requirements Team Feasibility Commitment and Management Support Another engineering and production technique employed in the automotive industry is the MSA -Measurement System Analysis. MSA is a standardized measurement system analysis that assesses the adequacy of a quantitative measurement system using the Average and Range Methods, and that of a qualitative measurement system with the Hypothesis Testing using random 50 pieces representing the Process Range, 3 measurers, and 3 assays. It may be considered to be transformed into a standard application that could be used in investigating the adequacy of the block measurements in shipbuilding. SOLUTION: PRODUCTION BY DOMESTIC/FOREIGN JOINTLY OWNED ENTERPRISES Production of equipment and auxiliary systems used in shipbuilding in Turkey means increasing the rate of domestic components used on the ships built in the country. When the fact that the competition in the field is global is taken into consideration, the best solution is considered to be the production in Turkey by domestic/foreign jointly owned enterprises. The current situation of the automotive supplier industries is appropriate for establishing the necessary infrastructure and for production of the components required for manufacturing machinery. Such an initiative (or initiatives) would play an important role in establishment of an integrated industry system capable of easily surviving possible crises by enabling Turkey to become a competitive country in production of ship equipment and auxiliary systems in the future and increasing the rate of use of domestically manufactured components in shipbuilding. Furthermore, application of some techniques that have become standard in the automotive industry to shipbuilding may provide improvements in production and quality in the general sense. & 068 ULUSLARARASI DEN Z & T CARET fiubat 2005