Supply Networks in the Car Industry. Do Peripheral Economies Perform Specific Tasks? Lessons from the Turkish Car Industry

Evren, Yiğit

doi:10.1080/1356347022000027729

Cited by 6 publications

(10 citation statements)

References 24 publications

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“…Evidence provided here indicates that since then suppliers in Bursa gained design and product development capabilities (cf. Evren, 2002) and that the Turkish automotive components cluster in Bursa now constitutes a modular value chain.…”

Section: Automotive Value Chain Governance In Bursamentioning

confidence: 99%

Dynamics of Value Chain Governance: Increasing Supplier Competence and Changing Power Relations in the Periphery of Automotive Production—Evidence from Bursa, Turkey

Özatağan

2011

European Planning Studies

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Adopting a global value chain (GVC) approach, this paper focuses on the ways in which global automotive transnational corporations coordinate their value chains with suppliers in the periphery of automotive production. In particular, it directs attention to particular forms of chain relations established by lead firms with suppliers in Turkey and the ways in which these chains are coordinated. Findings indicate that as component suppliers in the periphery of automotive production, such as those in Bursa, have gained the competencies not only to manufacture to the cost, quality and flexibility specifications required by their customers but also of design and product development, lead firms in the automotive industry have turned to modular value chains, where competent suppliers provide a range of services with less dependence on their customers, as a way of sourcing from these suppliers. I use this evidence to argue that GVC governance is dynamic and suppliers in the periphery have some room for breaking power asymmetries associated with specific modes of governance in GVCs.

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Section: Automotive Value Chain Governance In Bursamentioning

confidence: 99%

Dynamics of Value Chain Governance: Increasing Supplier Competence and Changing Power Relations in the Periphery of Automotive Production—Evidence from Bursa, Turkey

Özatağan

2011

European Planning Studies

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“…Daha açık bir anlatımla, yan sanayilerin dayanıklı kalabilmek için dâhil oldukları alternatif üretim zincirleri planlama, coğrafya ve hatta işletme yazınında çoğunlukla görmezden geliniyor; yan sanayilerden çıkan çoklu ileri bağlantılar (multiple forward linkages) yeterince analiz edilmiyor. Bu noktada, Türk otomotiv sektöründe tek bir ana firma ile çalışmanın yan sanayiler tarafından ciddi bir risk olarak görüldüğünün de altını çizelim (Evren, 2002). Bu tespitler, çalışmamızın ampirik çerçevesi açısından özel bir önem taşıyor.…”

Section: Otomotiv Endüstrisinde Perçin Etkisi Ve üRetim Zincirleriunclassified

Resilience, Rivet Effect and the Changing Geography of Production Chains in the Turkish Automotive Industry

Evren¹

2018

Planning

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This article focuses on the Turkish automotive industry and examines the sector's resilience using secondary data. The empirical investigation is based on the concept of the rivet effect and its impact on firm survival within the first tier supply chain of local original equipment manufacturers that operate in the Marmara region. This region is considered the industrial heartland of the Turkish economy and is an example of a mega-city region comprising multiple clusters: Bursa, Istanbul, Kocaeli, and Sakarya. The study findings indicate a spatially uneven impact of the rivet hypothesis in the region. From the perspective of economic geography and regional planning, it is clear that these co-located automotive clusters differ from each other not only with respect to production organization, size, and historical evolution, but also with reference to the density and spatial composition of their supplier-customer linkages. ÖZ Bu yazıda, perçin etkisi kavramı üzerinden Türk otomotiv yan sanayisinin dayanıklılığına ilişkin niceliksel ve mekânsal bir okuma yapılıyor. Yazıda sektörün dayanıklılığı ikincil veriler üzerinden yan sanayi firmalarının birincil tedarik ağı içinde kalabilme becerileri bağlamında ele alınıyor. Çalışmamızın ampirik çerçevesini Türk ekonomisinin motoru olarak kabul edilen Marmara Bölgesi'ndeki dört otomotiv odağı (Bursa, İstanbul, Kocaeli, Sakarya) oluşturuyor. Yaptığımız analizler perçin hipotezinin bu bölgedeki mekânsal etkilerinin homojen olmadığını gösteriyor. Ekonomik coğrafya ve bölge planlama perspektifinden değerlendirdiğimizde bu dört odağın birbirinden, üretim organizasyonu, büyüklük ve tarihsel gelişim süreçleri bakımlarından olduğu kadar, ana-yan sanayi bağlantılarının yoğunluk ve mekânsal tercihleri bakımından da farklılaştığını ve her odağın kendi yapısal özellikleri ve gelişme yörüngeleri doğrultusunda perçin ekonomilerine farklı tepkiler verdiğini söyleyebiliriz. Anahtar sözcükler: Dayanıklılık; perçin etkisi; üretim zincirleri; kümelenme; otomotiv endüstrisi.

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“…In the case of technological innovation, although some studies show that some peripheral regions are excluded from activities such as design and product development (Evren 2002), most analyses find that the scale of these non-production activities carried out by automobile component suppliers in the periphery is very limited in comparison with manufacturing activities and that there are serious constraints on the expansion of R&D functions in these peripheries (Pavlínek et al 2009). In consequence, the manufacturing of low value-added and labourintensive components combined with limited development of R&D are characteristics of a peripheral position within the European automobile production system.…”

Section: Automobile Components Industry In the European Periphery: Evmentioning

confidence: 99%

Can the periphery achieve core? The case of the automobile components industry in Spain

Lampón

Peñas

Cabanelas

2016

Papers in Regional Science

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The paper analyses changes experienced by Spain, as a European Peripheral region, in the spatial concentration of value-added and high-skill activities, and generation of technology in the automobile components industry. The analysis of plants set up (investments) and relocated (divestments) by multinationals (MNEs) between 2001 and 2010 show that Spain is no longer a place for labour-intensive activities and standardized processes using simple technologies in comparison to other peripheral regions. However, the continuing majority presence of foreign-owned companies is limiting decision power for generating and transferring technology, concentrating it mainly in those which Spanish MNEs have specialised

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Supply Networks in the Car Industry. Do Peripheral Economies Perform Specific Tasks? Lessons from the Turkish Car Industry

Cited by 6 publications

References 24 publications

Dynamics of Value Chain Governance: Increasing Supplier Competence and Changing Power Relations in the Periphery of Automotive Production—Evidence from Bursa, Turkey

Dynamics of Value Chain Governance: Increasing Supplier Competence and Changing Power Relations in the Periphery of Automotive Production—Evidence from Bursa, Turkey

Resilience, Rivet Effect and the Changing Geography of Production Chains in the Turkish Automotive Industry

Can the periphery achieve core? The case of the automobile components industry in Spain

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