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Güney Kore ve Türkiye otomotiv sanayini incelediğimizde, Güney Kore’nin 1960’larda kurmaya başladığı otomotiv sanayinde, kısa sürede teknoloji geliştirme yeteneğinin kazanılmış olması, Türkiye’nin ise Güney Kore’den 45 yıl sonra yerli otomobilini üretebilecek duruma gelmiş olması tablosu ile karşılaşırız. Güney Kore 1963 yılından itibaren ekonomi politikası tercihi olarak ihracata dayalı büyüme modelini seçmiş ve aynı zamanda otomotiv sanayini destekleme programını açıklamıştır. Bu programa göre, otomotiv ürünleri parçalarının ithali serbest bırakılırken, nihai ürün yani tamamlanmış otomobil ithali yasaklanmıştır. Yine 1960’lı yıllarda Güney Kore, teknoloji geliştirmeye yönelik kurumsal yapısını oluşturmaya başlamıştır. Türkiye’de ise 1929 yılında ilk otomobil üretim tesisi kurulmuş ve Türkiye ithal ikameci sanayileşme modelini ekonomi politikası olarak tercih etmiştir. 1960’larda otomotiv sanayi parçalarının taklit yolu ile Türkiye’de üretilmesi ilkesi benimsenmiş ve nihai ürünün ithali serbest kalmıştır. 1960’lı yıllarda bilimsel gelişmeye yönelik kurumsal yapı oluşturulmaya çalışılmış ve 1980’li yıllarda teknoloji geliştirmeye yönelik bir rapor hazırlanmış ve bu rapor hazırlama süreci 1990’lı yıllarda da sürmüştür. 1990’lı yıllarda teknoloji geliştirmeye yönelik kurumsal yapı oluşmaya başlarken, 2000’li yıllarda ise yasal düzenlemeler oluşturulmaya başlanmıştır. Türkiye’de 1983 yılından itibaren ekonomi politikası olarak ihracata dayalı büyüme modeli tercih edilmiştir. 2010’larda yerli otomobil prototipinin geliştirilmesi konusunda çaba gösterilmiş olduğunu söyleyebiliriz. Bu gecikmeli gelişim teknoloji geliştirme yeteneğini kazanma konusunda Güney Kore örneğini incelemeyi ve Türkiye için çıkarımlarda bulunmayı gerektirmektedir diyebiliriz.
When we study the automotive industry of South Korea and Turkey, we see the picture that in the automotive industry that South Korea began to establish in the 1960s, the ability to develop technology has been gained in the short time, and that Turkey has become able to produce its domestic cars 45 years later than South Korea. Since 1963, South Korea has preferred an export-based growth model as its economic policy, and has also announced a program to support the automotive industry. According to this program, the import of parts of automotive products is free, while the final product, i.e. completed automotive import is prohibited. Again in the 1960s, South Korea began to create its corporate structure to develop technology. In Turkey, the first automotive manufacturing facility was established in 1929 and Turkey preferred the import residential industrialization model as an economic policy. In the 1960s, the principle of manufacturing of automotive parts in Turkey was adopted through the simulation path and the import of the final product was free. In the 1960s, a corporate structure for scientific development was attempted to be created and a report for technological development was prepared in the 1980s, and the process of preparing this report continued in the 1990s. In the 1990s, the corporate structure for the development of technology began to form, and in the 2000s, legal regulations began to form. In Turkey, since 1983, export-based growth model has been preferred as an economic policy. In 2010 we can say that efforts were made to develop the domestic car prototype. We can say that this delayed development requires the study of the South Korean example in gaining the ability to develop technology and making outcomes for Turkey.
When we examine the automotive industry of South Korea and Turkey, we see the Picture that the South Korea began to establish automotive industry in the 1960s and the ability of develop technology has gained in autumutive industry in a short period of time. Turkey became able to produce its domesttic automobile after 45 years of South Korea South Korea has chosen the export-oriented growth model as its economic policy preference since 1963 and has also anounced the program to support the automotive industry. According to this program, while the importation of automotive parts was released, the final product, in other word, the completed automobile imports were prohibited. South Korea began to establishits institutional structure for technology development in the 1960s. The first automobile production facility in Turkey was establishin 1929 and Turkey prefered the import substitution industrialization model economic policy. The principle of production of the final product parts by imitation was adopted and the importation of the final product was released in the 1960s. The institutional structure for scientific development was tried to be establish. The first report for technological development was prepared and the process of preparing reports was cotinued in the 1990s, legal arrangments were started in the 2000’s. Since 1983, export oriented growth model has been prefered as economic policy. We can say that efforts were made to develop a prototype of dpmestic automobile in the 2020s. These efforts have reached the stage of giving fruit. This delayed development requires to examine South Korea’s example of acquiring the technology development capability and make inferences for Turkey.
Alan : Sosyal, Beşeri ve İdari Bilimler
Dergi Türü : Ulusal
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