turkey otep programme

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AUTOMOTIVE TECHNOLOGY PLATFORM

STRATEGIC RESEARCH PROGRAM (SRP)

REPORT

VERSION 1.0 (06.2011)

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TABLE OF CONTENTS

I. AUTOMOTIVE TECHNOLOGY PLATFORM ................................................................................ III

II. National Automotive Technology Vision ................................................................................ IV

A. Vision on Environment, Energy and Resources ...................................................... V

B. Vision on Safety ...................................................................................................... V

C. Vision on Mobility, Transportation and Infrastructure .......................................... V

D. Vision on Design and Production Systems ............................................................. V

III. Environment, Energy and Resources ....................................................................................... 1

A. Vision on Environment, Energy and Resources ......................................................... 1

B. Priority Action Areas ................................................................................................... 5

C. Other Complementary Action Subjects ...................................................................... 5

IV. Safety ................................................................................................................................................... 9

A. General Approach to Safety Vision .......................................................................... 9

B. Priority Action Areas .................................................................................................13

C. Other Complementary Action Subjects ....................................................................14

V. Mobility, Transportation and Infrastructure ....................................................................... 17

A. Vision ........................................................................................................................17

B. Priority Action Areas .................................................................................................18

C. Other Complementary Action Subjects ....................................................................19

VI. Design and Production Systems .............................................................................................. 21

A. Expectations and Objectives ..................................................................................21

B. Priority Action Areas ..............................................................................................24

C. Other Complementary Action Subjects ..................................................................26

VII. OTEP Member List and Working Groups ............................................................................ 29

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Çevre, Enerji ve Kaynaklar

III

I. AUTOMOTIVE TECHNOLOGY PLATFORM

A. Foundation

OTEP (Automotive Technology Platform) was established to unite the institutions which are directly or

indirectly related with the Automotive Industry1 and producing technology, conducting or supporting

R&D activities around a common platform, to increase the R&D capacity of the Automotive Industry by

creating synergy, and to determine and take the necessary steps for maintaining the long-term

competitiveness of Turkey in automotive industry in the light of a common wisdom.

B. Vision and Mission of the Platform

C. Aim

D. Objectives

1 The term Automotive Industry comprises manufacturers of components and parts within the automotive supply

chain and manufacturers of motor vehicles.

“To create added value by coordinating the regional, national and European scale activities in order to stimulate investment incentives for research and innovation and create an innovative economy in terms of technology”;

“To determine the necessary technology strategies and road maps for the development of the National R&D and Innovation expertise; to specify the automotive technology policies and common R&D cooperation fields; to develop regional, national and international R&D projects and ensure coordination among academic, scientific and industrial institutions and organizations operating in this field”.

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E. Structure of the Platform

Platform currently has a total of 29 members comprising Automotive Institutions, Engineering

Companies, Relevant Sectorial Associations, Universities and Research Centers.

II. National Automotive Technology Vision

Automotive Technologies are handled under four main headings:

To authentically develop and implement technologies of high added

value in line with the global transportation requirements and

expectations for a globally sustainable and competitive Automotive

Industry that provides innovative, environment friendly, efficient and

contemporary transportation systems and platform solutions.

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A. Vision on Environment, Energy and Resources

B. Vision on Safety

C. Vision on Mobility, Transportation and Infrastructure

D. Vision on Design and Production Systems

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Environment, Energy & Resources

III. Environment, Energy and Resources

A. Vision on Environment, Energy and Resources

The concentration of CO2 in the atmosphere, known to be the main reason of global warming, was

measured as 387 ppm in 2009. A binding decision could not be taken at the intensive meetings of the

UN Climate Change Conference held in Copenhagen in 2009 for determining and ensuring the global

methods to be implemented in the process of climate change that is envisaged to occur after 2012.

However, at the end of this conference, a compromise text titled “Copenhagen Accord” was

announced by China, India, Brazil and South Africa under the leadership of the USA.

According to the above mentioned text, global warming is aimed to be limited below 2 degrees

Celsius and the developed countries stated in the Annex 1 of the UN Climate Change Contract are

required to explain their emission targets for the year 2020 along with the base year. Finally,

developing countries which are excluded from the Annex 1 are expected to announce their national

efforts with regard to the decrease of emission levels planned for 2020.

The activities intended for meeting these targets might lead to very important changes in the

highway transportation and automotive industry in terms of energy, environment, operation and the

utilization of resources.

In 2010, “Cancun Agreements” which had been made in the city of Cancun in Mexico with the

participation of 194 countries except for Bolivia was accepted as the final decision text. One of the

most important outcomes of the agreement is that it requires developed and developing countries to

establish low-carbon growth strategies and plans.

Automotive industry has very comprehensive relationships with environment. It is possible to

consider these relationships under three headings as follows:

I. Environmental Impacts During the Production Processes: Atmospheric Emissions, Waste, Waste Water

II. Impacts of the Motor Vehicles During Their Life Cycles: Atmospheric Emissions, Solid and Liquid Waste

III. Impacts of End-of-Life Vehicles: End-of-Life Vehicles, Solid and Liquid Waste of Them.

As for the first impact, it is necessary to ensure energy savings in heating, power generation,

illuminating and production processes through improving energy efficiency. In order to accomplish

this, greenhouse gases and especially CO2 emissions should be diminished with the framework of a

specified program.

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Çevre, Enerji ve Kaynaklar Environment, Energy & Resources

The second environmental impact is caused by the greenhouse gases emitted from the motor

vehicles during their life cycles while they are used on the roads. In addition to being related with the

use of vehicles for transportation of people and goods, this impact is also directly related with the

personal use of the vehicles. Therefore, it requires a comprehensive and “Holistic Approach”. In basic

terms, this “Holistic Approach” is an approach that enables measures taken by the industry to

decrease the greenhouse gases to be successful along with other measures taken. Generally, 20-25 %

of the total energy consumption in the world (this ratio has been 18 % in Turkey as of 2007) and the

50 % of the total petroleum consumption is caused by the use of energy for marine, air and land

transportation. The share of the land vehicles in the consumption of the petroleum derivative fuel is

around 50 % in the developed countries. This ratio is around 84 % in Turkey. Noise and toxic

compounds in the exhaust gas (especially CO, HC, NOx and particles) which are produced by the

vehicles and cause environmental pollution constitute the 60 % of the total pollution in the urban

areas. In Turkey, 15 % of carbon dioxide is generated by the land vehicles.

In this context, the following can be listed among those topics which need further consideration:

balancing the modes used in transportation, development of clean and new vehicle technologies,

spreading environment friendly utilization techniques of the vehicles, limiting the excessive loading,

conducting regular maintenance and repair of the vehicles, using fuel of appropriate quality and

increasing the average flowing speed of the inner-city traffic. Moreover, since they consume

excessive amount of fuel and release excessive amount of emission, vehicles over a certain age

should be removed from use within the framework of a national program.

It becomes increasingly important to design, produce and put into market vehicles having high level

of energy efficiency and releasing low level of greenhouse gas emission. With the EU Directive

numbered 443/2009, for the vehicles to be put into market in 2012, the limit of 120 g CO2/km is

introduced as the average amount of CO2 emissions per shipment of a brand to be sold per year.

Further, the target for the year 2020 is stated as being 95 g CO2/km. With the production of new

vehicles, it is aimed to replace the vehicles that have currently been in use with those vehicles having

low levels of CO2 emission. CO2 limit in the EU for N1 category (motor cargo carrier vehicles with the

maximum mass of 3.5 ton) was published in the EU official gazette on 31.05.2011 with the Regulation

EU/510/2011. According to this regulation, CO2 limit will be gradually diminished to 175 g/km as of

2014. With such a gradual transition, the complete adaptation will be accomplished in 2017.

CO2 limit for 2020 has been determined as 147 g/km. In this context, efforts to develop and improve

hybrid electrical and electrical vehicles which have very low levels of CO2 emissions have gained

momentum especially in the USA, Japan and EU. Attempts to initiate mass production of such

vehicles have also been in progress. To this end, support of public authorities - which can be provided

through incentives such as proper funding and tax decrease - directed towards the activities intended

for the production of energy-friendly vehicles to increase the use of low or zero emission

technologies is extremely important.

The third environmental impact area is concerned with ensuring the disposal, recycle and reuse of

end-of-life vehicles without causing any environmental impact. Removal of the vehicles that are older

than a specified age from use and sending them for scrap within a specific program should be

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regarded as an important project for decreasing CO2 at the national level. In addition, removal of the

old vehicles from use should be integrated with ways of motivating the purchase of new vehicles.

60 % of CO2 released to the atmosphere derives from electricity generation and land transportation.

EU has taken speedy measures for this situation. In its “Strategic Energy Technologies” plan

published in October 2009, EU outlined its plan and targets for the transition to the technologies

releasing low level of carbon in electricity generation by 2020. All these developments indicate that

the production methods and the resulting products will have to comply with the limitations with

regard to the carbon release.

With the EU Commission Report titled “Roadmap to a Single European Transport Area–Towards a

competitive and resource efficient transport system” which establishes the transportation sector

targets of the year 2050, the EU, by the year 2050, aims to decrease the level of greenhouse gases by

60 % of the level in 1990.

In line with the recommendations made in this context, in the highway transportation:

The use of vehicles of conventional technology (non-hybrid, having internal combustion

engines) for urban transportation will be decreased by half by 2030 and set to zero by 2050.

CO2 emission will be set to zero in inner-city transportation in the big city centers by 2030.

By 2050, most people should use railway for medium-distance passenger transportation.

By 2030, 30 % of highway transportation lasting over 300 km should be directed to railway

and water ways. This rate should be over 50 % by 2050.

It is evident that Turkey - by being a country having 1.5 % of annual population growth and 4 % of

economic growth - has to adopt effective strategies for decreasing its CO2 release. Turkey has been

continuing its efforts to become a full member of the EU, and EU member states constitute the

leading customers of automotive and supplier industry goods produced in Turkey. Therefore, Turkey

has to reach the standards of low carbon emission levels set by EU member states.

Turkey imports petroleum and natural gas which are among its primary energy resources. According

to the figures in 2008, 50 % of the petroleum imported is used for transportation purposes, and 60 %

of the natural gas imported is used for electricity generation. In 2008, 50 % of the total electricity

generation (198 500 GWh) derived from the conversion stations operating with natural gas, 15 %

from the hydroelectric power stations, 20 % from lignite and 10 % from thermal power stations

operating with mineral coal. Due to the unforeseeable price changes in petroleum and natural gas

and the increasing amounts of consumption, by 2030, the amount to be paid for these two energy

resources is estimated to be around 400-600 billion USD per year. Turkey has to increase the rate of

its economic growth so as to provide welfare of its growing population. Therefore, it obviously has to

start using stable and controllable energy resources. In today’s world where almost all economies are

converted into low carbon economies due to the global warming, it is logical and meaningful to seize

this objective by employing technologies that lead to low levels of carbon emissions.

Turkey has steadily become urbanized with internal migrations and the rate of the population living

in cities has reached to 75 %. These migrations caused by economic reasons are limited to several

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cities where job opportunities are relatively high. For example, İstanbul accommodates nearly 20 %

of Turkey’s population. Inner city roads cannot cover the demand and the resulting traffic jams lead

to energy loss per vehicle as well as to the environmental pollution of various levels. The share of the

top 20 cities in Turkey (in terms of population density) in the release of CO2 resulting from

transportation within the country amounts to 60 %. In cities where there is a potential of population

growth, transportation should be rearranged by taking energy, environment and resources into

consideration.

When the 2050 energy resource distribution foresights are investigated, the tendency towards using

mineral coal rather than petroleum and natural gas for energy generation purposes can be easily

seen. The reason behind this foresight is that the remaining lifespan of the mineral coal reserves on

earth is limited to approximately 160 years. This possible change in the energy resources will bring

together the requirement to develop CCS-carbon capture and storage technologies in order to cope

with the resulting carbon emissions.

Presently, when the use of nuclear energy for energy generation in the world is considered, the

percentages turn out to be 76 % in France, 42 % in Sweden, 25 % in Japan, 28 % in Germany, 20 % in

the USA. Approximately 15 % of the electricity in the world is produced by using nuclear energy.

It is inevitable for any country to shift to low carbon economy by 2050 so as to keep the level of CO2

at the desired level by maintaining the maximum increase in the temperature as 2 degrees Celsius.

Increasing the use of nuclear and renewable energies, enhancing energy efficiency, using biofuels

more and establishing carbon capture and storage technologies are among the significant steps to be

taken in fulfilling the targets for 2050.

Due to the climate change, some countries announced their emission decrease targets for 2050 by

50 % or above of the levels in 1990. For example, Japan explains its emission decrease target for

2050 as 70 %, EU 95 % and Mexico 50 %. Costa Rica aims to be a carbon neutral country by 2021.

In the light of the above mentioned information;

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B. Priority Action Areas

Investment in the Electrical and Hybrid vehicle technologies

: Unit of priority degree

C. Other Complementary Action Subjects

To develop vehicles and infrastructure technologies which are suitable for energy potential and market requirement.

To focus on downsized motor and power train

To develop motor and power trains with increased thermic and mechanical

efficiency. To develop motor and power trains operated with fuels of low emission levels

and prices. To develop joint motor and power train R&D projects with international

partners and to spend joint efforts on innovative commercial products. To benefit from the impacts of the developments in the defense industry as strategic insights for automotive industry.

To spend efforts on the development of hybrid, electrical vehicles or vehicles

operating with alternative energies. To develop electrical motor and driver technologies. To develop advanced battery technologies (material, chemical process,

software and packaging). To develop advanced battery charge (power electronics) technologies

(cheap, reliable and simple). To go for the design of energy management software (for battery, electric

motor and vehicles) and power electronics circuits. To work on the alternative/probable materials in the battery technology

directed towards input. To focus on alternative energy storage technologies (i.e. boron). To work on fuel cell for heavy vehicles.

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To make energy efficient infrastructure systems widespread

To set up smart systems to manage in the optimum way network charging of those rechargeable hybrid and electrical vehicles when they are in charge mode.

To establish electrical network infrastructure to supply electricity for vehicles To make widespread technologies increasing energy efficiency in the

process of energy supply. To encourage the use of renewable energy sources (Wind + Solar power) in

the facilities. To make the necessary arrangements in the facilities to encourage

investments in the required renewable energy sources. To establish CO2 market for this purpose.

To make widespread practices (process, equipment) which can increase energy efficiency in vehicle production processes.

Energy savings as a result of the developments in material technologies

To make widespread the use of light materials for innovative designs, to

spend effort regarding the production technologies of such materials and to make the use of these materials widespread for commercial products (i.e. thin section steel sheet, magnesium, titanium, composite and nano materials).

To develop and use sustainable alternative materials instead of materials whose production energy cost is relatively high

To clarify the benefits of Nanotechnology in the Automotive Sector

To optimize the performance of parts and systems with the help of smart

materials produced from nano-structures (low weight, low energy use, high efficiency).

To specialize in the use of light materials, electronic systems, information and communication systems and nano-technologies in the design and production processes.

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To make savings with the use of recycled materials

To design and develop vehicles where recycled and reused materials are

more highly used. To develop technologies for recovering the waste of end-of-life vehicles and

to establish a legislation for their reuse.

To make energy savings by improving road and wheel technologies

To enable the use of low rolling resistance wheels on vehicles. To construct roads in line with the standards to decrease the fuel

consumption of the vehicles.

Efforts in the field of energy production

In the production of electricity, to consider CO2 emissions as a determinant

variable for the selection of the energy sources and policies. To encourage efforts in the field of solar energy. To increase fuel diversity (DME, natural gas, bio-diesel etc.). To encourage research at the universities in the field of alternative energy.

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Safety

IV. Safety

A. General Approach to Safety Vision

Traffic is composed of humans, vehicles and roads. “Safe Highway Transportation System” can be

realized by setting up and controlling the mutual interaction of the components of traffic multi-

dimensionally.

To ensure the vehicles to cruise safely on the traffic is fundamental for the continuity of circulation and

highway transportation. In order to improve vehicle cruise safety, a holistic approach that covers all

the actors (rule makers, infrastructure designers and engineers, road users, R&D centers and vehicle

producers) is necessary.

Everyday more than 500 million people circulate on highways on foot, by bicycle, bus, truck or

automobile. The main objective should be to eliminate accidents from the lives of those passengers,

drivers and pedestrians by ensuring an environment where vehicles are equipped with safety

components to increase driving safety. In cases when accidents are inevitable, the aim should be to

prevent deaths and fatal injuries.

To ensure safe cruise of the vehicles on the traffic, it is necessary to design;

Infrastructure systems equipped with advanced technology (highways, traffic signs, road lines,

traffic lights, etc.)

Vehicles equipped with systems to prevent accidents (those that can assist the driver under

normal cruise conditions, follow up road and cruise conditions, recognize probable accident

conditions, react automatically when negative conditions occur)

Vehicles that has the equipment to prevent the casualty and pedestrians in case of accidents.

In our growing country, the number of vehicles and drivers circulating on the traffic are increasing

rapidly each year together with the increasing population. It is inevitable that the transportation

becomes more intensive as the population grows. In Turkey, approximately 95 % of the transportation

services are carried out on highways. Due to the increase in the density of the traffic day by day, the

risk of traffic accidents will also increase. Therefore, means and methods should be developed to

reduce and manage the problems caused by traffic density.

As of 2009, the number of automobiles in Turkey is around 7.1 million. This figure shows that in our

country, only one person in every ten people owns an automobile. In Germany, one person in every

three and in the EU one person in every four owns an automobile.

In Turkey, It is estimated that the number of vehicles will be doubled by 2030. Based on this

estimation, it is possible to foresee an increase in traffic accidents within the next twenty years unless

the current conditions are improved. On the other hand, since Turkey is a developing country, the

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Çevre, Enerji ve Kaynaklar Safety

number of pickup trucks and other commercial vehicles is high (In 2009, two pickups against every

seven automobiles were on highways). When this ratio increases, the risk of accidents between small

and larger vehicles will also multiply. In such cases, casualties in small vehicles would be higher and

safety measures should be taken to prevent such negative effects.

According to the 2010 data provided by international energy agency, the share of highways in

transportation is 27.2 % in the USA and 58.2 % in Germany. In Turkey, on the other hand, 90 % of the

transportation of goods and 95 % of the transportation of people has been carried out on highways.

The percentage of transportation on railways is 38.3 % in the USA, 22 % in Germany and 4 % in Turkey.

This proportion is 24 %, 12 % and 0.8 % on seaway, respectively. The percentage of transportation on

airway is 10.5 % in the USA, 7.3 % in Germany and 2.2 % in Turkey. These figures explain the reason of

the high number of huge motor vehicles on highways such as trucks and buses. It further reveals the

requirement to take specific measures for road safety. Traffic density and vehicle diversity on highways

support these figures.

While assessing cruise safety on traffic, country specific motor vehicle use differences should also be

taken into consideration. It is necessary to collect data which would contribute to carry out research

and development activities and draft legal regulations in the relevant subjects. Further, such data

should be made available for those concerned.

In Turkey, transportation of students and staff is different from Europe where we adopt automotive

related legal regulations. In Turkey, transportation of students living in big cities are realized usually

with M2 class vehicles (motor vehicles designed for transportation of passengers, with the maximum

mass of 5 ton and having more than eight seats expect for the seat of the driver). Therefore,

determination of the proper vehicles for such uses should be made by taking country-specific

conditions into consideration.

Together with the development of analytical methods and Computer Aided Engineering opportunities,

benefits of the efforts on Crash Engineering on automobiles have been experienced since the

beginning of 2000s. According to the data collected in 2008, approximately 1/3 of the automobiles on

the highways in Turkey were produced with the technology of 2000s. Rejuvenation of the currently

available vehicles will highly contribute to diminishing the death cases in the accidents.

According to the data in 2009, when figures in Turkey are evaluated by taking into consideration the

elements such as population, number of motor vehicles, distances, number of death cases in the

accidents, we can see that the number of death cases in the traffic accidents in Turkey are four times

more as compared to those in Germany.

Between 2001 and 2009, the number of fatalities caused by traffic accidents decreased drastically in

Europe. When the fact that the number of vehicles increased and the quality of the highways/roads

did not change in this period (it is assumed that infrastructure investments in these countries had

already been completed in the previous years) is considered, the reason of the decrease in death cases

can be explained with the new technologies used in the vehicles and the regular controls over traffic.

In addition, definition of the tests regarding the crash safety of the vehicles (EuroNCAP), performing

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these tests regularly and sharing the resulting performance of vehicles with public through the

Internet have contributed to the decrease in the death cases in traffic accidents. These tests directly

initiates vehicle body designs that would enable protection of the survival area within the vehicles,

vehicles were equipped with the systems to protect the causality during the accidents in a way in

which these systems would display the highest performance.

With the latest efforts, safety assessments were extended with front and lateral crash tests. Crash

performance is investigated under four main headings which are ADULT, CHILD, PEDESTRIAN and

ASSISTANT SYSTEMS. In this way, a more comprehensive assessment method is obtained and the

number of tests was increased.

In the developed countries, clients usually investigate the safety characteristics of the vehicles they

plan to buy. They investigate crash safety equipments of the vehicles and monitor real vehicle tests

where these equipments are tested. European automobile clients attach significance to the fact that

their vehicles have the relevant equipment which will enable them to use their vehicles more safely.

Although the vehicles might be the products of advanced technology, the safety of the traffic cannot

be ensured when they are used by ineligible drivers on the roads which do not comply with the

standards. Therefore, training and monitoring of the drivers and sound highway infrastructure are of

great importance for traffic safety.

Traffic activities involve roads, vehicles and people on the traffic. It is necessary to assess the elements

of roads, vehicles and people separately in order to ensure the safety of those people on the traffic

who are pedestrians, passengers or drivers. Since each element may contribute to the occurrence of

an accident, it is necessary to invest effort in each of them separately to prevent accidents, eradicate

them from our lives or alleviate their negative effects.

In addition, efforts such as making highway infrastructure adequate, equipping vehicles with advanced

technologies, providing the people on the traffic with the proper training, building perfect

communication among vehicle/road/human do not completely prevent the possibility of accidents.

Humans constitute the weakest element of the trio described above. Therefore, traffic should

unceasingly be monitored and controlled with the assumption that human element may not take into

consideration the relationships described in these scenarios and make mistakes.

For the cruise safety of highways, the main point should be the prevention of accidents.

Measures taken to prevent the accidents are evaluated under the heading of “active safety”, whereas

the measures taken to protect the casualties during the accident are evaluated under “passive safety”.

“Rescue” work to be performed after the accident to save the casualties is also evaluated under

passive safety.

In the vehicle, around the driver and the passengers, there are many parts made from various

materials (plastic, steel, wood, etc.). In case of a crash, these parts should not lead to conditions where

casualties might be injured. These materials should display the expected performance in case of

crashes at high speed.

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The diminishing amount of fossil fuels leads the automotive industry to seek alternative sources of

energy. These new energy sources might cause danger in case of crashes. Damages that might occur in

the fuel system (fuel leakage) in case of a crash may cause the danger of explosion and fire. Therefore,

new fuel types should be evaluated in terms of crash safety and new regulations should be identified.

Density of vehicles on highways occurring due to such reasons and the risks caused by these vehicles

on traffic should be investigated.

Automobiles are the most densely populated vehicles on highways. Chassis of dimensionally bigger

vehicles should be designed by taking automobiles’ dimensions into consideration and the position of

the structure absorbing crash energy in case of an accident in relation to the road should be

standardized. Structural incompatibilities of the vehicles on highways in relation to one another should

be minimized.

Turkey as being a developing country ,the density of the vehicles in M2, M3 (motor vehicles designed

for transportation of passengers, with the maximum mass of 5 ton and having more than eight seats

except for the seat of the driver), N2 (motor cargo carrier vehicles with the maximum mass of more

than 3.5 and less than 12 ton), N3 (motor cargo carrier vehicles with the maximum mass of more than

12 ton) classes and the high volume of accidents between these vehicles and those in M1, N1 classes

should be taken into consideration. Especially, legal regulations made for N2 and N3 type vehicles

regarding passive safety should be extended and similar work should be planned for other vehicles.

If the density of especially M2 and N2 type vehicles in big cities are considered, the need to spend

efforts that would decrease the repair costs in case of accidents occurring at low speeds must be

acknowledged

In order for the rescue team to function fast and efficiently after the accident, they should be informed

about the situation urgently and accurately. Systems that would enable vehicle control unit obtain the

relevant information can be used for safe cruise on traffic, more efficient support systems during the

accident and for the first aid after the accident.

A systematic accumulation of any type of information regarding the accident is necessary for a more

safe traffic, less death cases and casualties.

Infrastructure

New roads should be designed and constructed by taking traffic safety standards into consideration.

In the existing roads, conditions that might cause traffic accidents should be determined and efforts

should be spent to improve them. The conditions around the road (emergency lane, roadside barriers,

traffic lights, etc.) should be designed to prevent the occurrence of accidents and support a vehicle

that has had an accident. The districts where accidents occur frequently should be investigated and

improvement works must be carried out. Mainly, three types of accidents occur on highways: When

the vehicles are departing from or entering into the roads, accidents occurring on crossroads and

accidents caused by head on crashes. The existing roads should be re-examined and improved to

prevent them.

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In the light of the above information, efforts that should be made on Safety can be listed as follows

according to the degree of significance:



To equip the vehicles used for the mobility of people and goods with active and passive safety components. To attach importance to increasing awareness regarding active and passive safety components.

Measures to improve the cabin safety To develop plastic systems in the cabin for crashes at high-speed. To develop seats complying with Euro NCAP 5 star performance (neck

injuries, structural performance, seats suitable for children and adults, child seat).

To detect the probability of the parts and fitting components being torn and split in case of crashes.

Solutions to improve safety for eliminating weaknesses due to light

materials and design.

To design innovative vehicles attaching importance to pedestrian safety, to work on alternative materials to obtain light, but high strength vehicle bodies (DP steel, boron steel, magnesium alloy, aluminum alloy, various cross-section structures, different manufacturing methods such as hydro-forming and hot stamping, etc.).

To use Finite Elements Software more intensively for the analysis and development of designs - in terms of safety - made up with new material technologies.

Supply industry companies which focus on safety improvement system

solutions

To support companies producing active safety products, seats, internal and external plastic, materials of high strength (boron steel, carbon fiber, etc.).

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Road infrastructure with active and passive safety components

Vehicle-Human interface (description and monitoring of driver and

passenger)

To control road conditions, to share the data with road/vehicle/driver interfaces.

To develop innovative interfaces that would enable communication among road/vehicle/driver.

To monitor vehicle driving conditions, share the knowledge accumulated and work on its legal aspects.

To work on sensors detecting the driving conditions.

Special Work on Trucks To take measures to decrease the risks caused by trucks. To decrease the probability of accidents between trucks and other vehicles,

to be able to protect automobiles in case of accidents between trucks and automobiles.

To support active safety systems (road-vehicle, vehicle-driver) that would control drivers and diminish possible negative effects of trucks on traffic.

Efforts on increasing safety of alternative energy practices To implement energy alternatives to vehicles safely, to establish the relevant

legal regulation to accomplish this. To carry out post-sales practices of LPG and CNG within specific standards.

To evaluate new fuel types in terms of crash safety, to identify new regulations.

To investigate crash performance of fuel systems (fuel tank, etc.).

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Studying the impacts of the components of traffic on the traffic itself in

Turkey as well as vehicle and user profile

To consider more intensively the user profile (at all levels of use) in the design of the vehicles such as school services which are densely used by students.

To identify proper vehicles for transportation of students and staff by taking into consideration the conditions of use.

Smart road practices To minimize human death cases by improving safety conditions during and

after the accidents. To develop methods to improve the quality of the first aid to be implemented

after the accidents, to develop action scenarios for emergency rescue and post-accident treatment, to implement these scenarios by sharing them with the responsible units.

To design an active communication system (a black box) to inform the post-accident rescue team in a proper and fast way in order for them to reach the accident site fast.

To prepare the accident damage report in the proper format and make it available for those interested.

To produce and share the necessary information for the first aid from the accident site.

To consider compatibility with road/vehicle interface in new road designs. To use efficient and active methods for advanced road safety. To develop

instruments for controlling if those on the traffic obey the rules or not (i.e. speed limits, use of seat belt, use of vehicle with alcohol, etc.).

To work on the active use of the electronic systems controlling traffic.

Prioritizing and eliminating the negative aspects on highway infrastructure

To identify different safe driving speeds according to the region where the road is located.

To design safe roads . To design highway infrastructures in a way that they can be understood by all

drivers easily and they can minimize driver mistakes.

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To design and construct new roads by considering traffic safety standards. To identify and improve the conditions in the existing roads that might cause

traffic accidents. To determine regions where accidents occur frequently and do improving

work in those sites.

Practices to decrease commercial costs and financial risks

To take safety measures against theft and robbery. To equip vehicles with vehicle and cargo monitoring technologies against

cargo safety, theft and robbery. To dissuade thieves from theft by expanding measures which would enable

monitoring of the sales of parts and components of the stolen vehicles. To work on measures to reduce repair costs. To spend effort that considers repair costs in accidents taking place at low

speeds due to the density of especially M2 and N2 class vehicles in big cities.

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Mobility, Transpot and Infastructure

V. Mobility, Transportation and Infrastructure

In 2023, at the end of the enlargement of the European Union with the participation of central,

eastern European countries and Turkey, EU economy is expected to be the biggest economy of the

world with its population of 550 million. A total of 70 % of the population will inhabit in the city

centers and urban areas and 25 % of it will be over 60 years of age.

In Turkey, demand for the transportation of people and goods are still expected to increase in 2023.

When we compare this situation with today’s conditions and consider the developments in the urban

city transportation systems, we can foresee a serious increase in road works in terms of kilometers

made by passengers, vehicles and the transported goods.

Demographic tendencies of the population getting ever younger and mobilizing from rural to urban

areas bring together new circulation types and needs and create a huge demand in uninterrupted,

flexible, more attractive and user friendly mobility systems.

This demand can be covered by providing a better integration and flow of information in mass and

individual transportation and a parallel well planning of a better land use.

A. Vision

Main Components of Vision

A transportation system will be developed to provide a better integration of mass transportation and private vehicles, to prioritize needs of the people of every age, income and physical ability and it would be easily accessible for all of them.

Infrastructure network will be optimized with continuous investments, monitored regularly, improved and kept at high standards.

Road networks will be turned into efficient systems functioning jointly with other systems where fluent and uninterrupted connection with other transportation systems can be made.

The main aim will be the flexibility of the passengers to transfer uninterruptedly between various transportation systems and use minimum number of vehicles in this process.

Another aim will be to provide transportation between cities in 1.5 hour at most and within the same city in 30 minutes at most (in double periods in case of transportation of goods).

In the transportation of goods and logistics, roads and other infrastructure systems will be used efficiently for inner-city delivery or long-distance shipping. The main criteria will be delivery and distribution on time, decreasing travel costs, minimization of the total cycle fuel economy and pollutant emissions released.

Planning of land use in the city will be made together with the planning of transportation.

The proper technical values and instructions will be determined to manage circulation demand. In this way, optimization of capacity use of road networks will be completed and the quality of life will be improved.

Real time traffic and road information will be used more commonly and efficiently to help people make more sound decisions to minimize the period spent on traffic and make more

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Çevre, Enerji ve Kaynaklar Mobility, Transpot and Infastructure

efficient transition between transportation systems, and to improve traffic coordination and road network management.


Development of scenarios and models for the integration of mobility


Uninterrupted connection of all road and transportation systems with each other

To make road networks an efficient and jointly functioning system where

connection with all other transportation systems is provided in a smart, fluent

and uninterrupted way.

To work on alternative solutions that can eliminate infrastructure deficiencies.

Total logistics management systems.

Analysis of mass transportation requirements and design of a system to cover these

requirements.

To do route, density, data collection and management work in order to determine the requirements of mass transportation and integration. To trigger R&D activities that would determine authentic product requirement.

To focus on integrated transportation and transfer solutions in order to solve the problem of integration of individual use and mass transportation.

To provide good integration of mass transportation and private vehicles and to develop a transportation system that would cover the requirements of people of all ages, income groups and physical ability, and that would be easily accessible for them.

Transfer of the passengers among different transportation systems

To aim at the flexibility of the passengers to transfer uninterruptedly among

different transportation systems and use minimum number of vehicles in this process.

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To develop measures to make inner-city transportation easy, fast, economic and environment friendly

To manage traffic using real-time traffic and road information and to minimize the

time spent on traffic

To improve the infrastructure network with continuous investments. To improve the system by regular monitoring and keep it at high standards.

To provide infrastructure-vehicle communication by designing transportation infrastructures with innovative technologies and optimizing them.

Effective and real-time network density management. Real time integration of road and navigation informing systems into

communication and management systems. Vehicle informing systems communicating with each other and with the

network. To determine proper technical values and instructions for new transportation management systems, to develop the relevant legal infrastructure.

To develop innovative transportation models

To revise and improve minibus type transportation using vehicle and infrastructure based innovative technologies.

To work on hybrid and electrical vehicle technologies for commercial vehicles.

To develop environment friendly vehicle technologies for small vehicles of individual use.

To develop battery charge and change technologies. To investigate environment friendly practices in conventional drive systems.

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To find solutions to economize, facilitate and accelerate inner-city logistics

To use roads and other infrastructure systems efficiently in the transportation of goods and logistics for inner-city delivery or long-distance shipping.

To ensure on-time delivery and distribution, and to decrease the costs of travel; to minimize total cycle fuel economy and pollutant emissions released.

To add transportation dimension to urban planning

To plan inner-city land use together with the planning of transportation.

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Design and Production Systems

VI. Design and Production Systems

In Turkey, automotive sector is very important in economic terms with the added value it creates, its

contribution to employment, tax revenues it brings and demand it creates in various other sectors. In

addition, the sector plays a significant role in the transfer of advanced technologies to our country.

In Turkey, automotive industry has increased its R&D work significantly based on its well trained labor

force and it gained great accomplishments in harmonization with the international legislation. Similar

to the main industry, supply industry companies whose obligations multiplied in areas such as product

and project design, product development have also started to attach greater significance to

technology, human resources, knowledge and quality.

Design and production systems investigate a global view of design considering time and scope in

parallel with the available technologies and the developments in material technologies. It is stated that

Turkey has reached a point where it can cover nearly all the parts necessary for the vehicles

manufactured. Superiority attained in production in general should be supported with superiority to

be attained in high-level new design and design verification based on advanced technology.

Regarding design and production systems, efforts should be spent to establish automotive industry

enterprises having their own know-how by implementing missions and strategies to gain competence

in developing and implementing high level new design and production systems based on advanced

technologies.

In line with the vision objectives, new design and production systems should be developed for

producing innovative, environment friendly and affordable products having globally high added value,

and the aim of sustainable, competitive automotive industry should be attained.

A. Expectations and Objectives

Basically, automotive industry makes production for the mass market. Consequently, variety of

vehicles, their affordability and competitiveness of the industry are very closely related with each

other. Competition in the sector’s market can only be possible by supplying the required products to

the customers at affordable prices. Turkey aims to remain a region where high volume of automotive

design, engineering and production is carried out at world standards. It also aims to create new

employment opportunities by protecting its available activities in the sector.

Future design and production systems will play a significant role in providing the customers with

customized products, manufacturing products which would respond not only to individual

expectations and needs but also to social expectations (i.e. energy consumption, emissions, safety,

mobility expectations, costs and services).

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Çevre, Enerji ve Kaynaklar Design and Production Systems

In order to ensure sustainability, ensuring affordability comprising operation and infrastructure costs is

of great importance. In the world of increasing globalization and international competition, Turkey

should support R&D work to sustain its level of employment and the quality of its products. Moreover,

in order to increase R&D Center activities and design and production system activities carried out for

innovation, relationships among enterprises should be developed; currently insufficient university-

industry cooperation should be improved and cooperation models among institutions should be

established.

Enduring, reliable and innovative production systems provide 100 % benefiting from production sites

and obtaining world standard productivity. Innovative, clean, energy effective companies will enable

creation of sites just near the city centers, where new types of integrated science-technology-

production and training exist together.

The driving force behind the intensive and innovative dynamics in the automotive industry is

composed of various elements. In addition to the continuous pressures of cost and competition,

increase in the customer demands in terms of comfort, safety and individualism has encouraged

continuous innovation.

Ever-increasing protection of the environment, decrease in the use of raw materials and the restrictive

rules implemented in most countries are also among important factors. Thanks to technological

innovations, future of the automotive world will evoke admiration. By means of color changing (nano-

chrome) automobile paints, colors of automobiles will change as a weathercock. With a special

surfacing to be implemented on the rims of wheels, vehicle body paints and windows, stain and dust

will go away over the automobiles as if they go away from the leaves of lotus flower. Thanks to the

stripes designed by being inspired by the paws of polar bear, winter wheels will have a better road

handling. As in those listed above, nature will constitute the source of inspiration for various other

innovations. The driving force behind the need for change is the demand from customers and

environment.

In order to ensure high quality and life-long efficiency; design and production systems should be

connected with highway infrastructure systems, parts, materials, vehicles and fuel. Safety, comfort and

traffic management can be ensured with an improved systemic approach.

By 2023, Turkey aims to rank in the top ten countries in the world in terms of being competent in all

phases of molar and sheet metal forming technologies used in the automotive and other relevant

sectors from the design of parts, processes and moulds to their serial production. Turkey also aims to

take the lead in the world in terms of innovation by carrying out production, design and development

in smart material technologies.

Technological innovations used in vehicles arise from ever-increasing customer demands and

pressures and the impact of producers on the customers. However, institutions drafting laws and

regulations, environmentalist pressure groups and social developments will also be determinant on

the speed of innovation.

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New materials, plastics, fatigue and technologies such as acoustic, vibration, dynamic, kinematics and

fast prototype production which are deemed “highly” critical for the main industry are among the

primary technologies to be used in 2023. A significant number of these technologies have been closely

monitored in the universities and they should be put into practice within university-industry

cooperation.

While the drivers expect more comfort, safety, fuel savings, style and higher performance automobiles

with lower prices, the society expects lower levels of pollution and more recycling at the end-of-life-

vehicle period. The only material that can cover these conflicting needs in an optimum way and

produce the automobiles of the future is plastics. Continuous innovation is a key characteristic of the

use of plastics in the automobiles. In the years ahead, plastics will help designers and engineers to

make innovations, and they will contribute to increasing the performance of automobiles to a great

extent. Automotive supply industry companies in Turkey should follow the trend of using plastics,

thereby protecting their position in the future. Producing products for the vehicles to be manufactured

in our country in the future will only be possible by following the technology closely and further

producing technology in these fields. Technological innovations mean increasingly using lighter,

thinner, but stronger plastic parts in the modern automobiles. When we look to the future, we can see

that plastics will gradually play a more indispensable role in manufacturing and using fuel cells.

The main change in the vehicle design is the transition from hardware to software. Electronic

developments decreased the level of human mind use while driving. Availability of advanced highways,

paid road systems, radar equipments, ABS, ESP and snooze sensors, etc. used for safer and more

efficient driving minimized the driver’s control over driving. This trend shows us that electronic

equipment producers will soon constitute the most important added value of the automotive industry.

The abovementioned electronic implementations comprise navigation systems, speed limiting

systems, noise-sensitive Internet applications, night vision systems, fingerprint sensitive vehicle

security systems and “Bluetooth” technologies which have been recently developed and known as

open wireless network applications.

Challenges and Approach

Due to its registered production and commercial activities, automotive sector is a certain source of tax

collection. However, unstable internal market conditions, excessive import, excessive capacity,

problems arising from the availability of high number of companies, especially insufficiency of

financing sources required for supporting the supply industry, high sales tax system with its complex

structure, deficiency of a national tax system are among the concrete obstacles hindering the

development of the automotive industry and its higher contribution to the national economy. Apart

from this, problems caused by the economic crises have negatively affected the automotive industry

which constitutes a driving force for our economy. As a result, the sector had to continue its

development by adopting export-based industry strategies.

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Continuous increase in raw material costs causes increase in the product prices and this leads to

irregularities in the flow of supply. Nowadays, development of energy and material efficient processes

and production is more significant than ever for the Automotive Industry.

Availability of raw materials will remain to be the main challenge in the medium-term. In addition to

the shortage in the fuel and gas sectors; high demand for platinum, nickel, steel and copper will have

significant impact on the prices. When it is considered in terms of the protection of competitiveness,

the most challenging question for the industry is how the little amount of raw materials will be used in

the most efficient way and how the increasing demand will be met by continuing production and

supply.

Approach

Ensuring developments in material and production processes will be the main step for carrying out

innovations in vehicle technologies.

Competent production systems such as new types of molding, assembly, surface protection and paint

processes should be developed. Innovative R&D activities will enable active use of new materials in an

efficient way and help overcome technical and economic challenges.

R&D activities should focus not only on the solution of the technical problems regarding vehicle

development but also on the development of process, efficient use of fuel and raw materials and

production of environment and human friendly designs.

In order to shorten the period of market penetration, virtual assembly and engineering instruments

should be developed.

Computer-aided virtual design and simulation systems should develop and use new design and

production systems. Moreover, digital prototype development and virtual reality should be attached

importance and these efforts should be strengthened with fast, cheap, innovative, reliable and real

prototypes.


Directing efforts to design and production system-related areas having high added value and being determined with technological foresight. Developing expertise regarding systems which provide design and production of technology-based, innovative and competitive products.

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To create scale, develop design abilities and opportunities for appealing the

production of motor and gear-box to Turkey by focusing on downsizing

To develop supply industry’s abilities which can constitute a system instead

of a part.

To develop expertise regarding the design and production of light body and

internal/external trim parts suitable for the use of downsized power units.

To spend effort on electronic and electrical systems and ECU.

To develop and implement design and production systems based on advanced

technology for innovative and competitive products within the pre-specified vehicle

segments.

Modular, adaptable and smart Company and Production Technologies

To develop expertise on the systems enabling small or variable number of

production at low costs by designing adaptable, flexible and modular

integrated processes comprising machines and production lines. To maintain

world-scale production competitiveness by means of these systems.

To build expertise in developing processes in a way that they would respond

to flexible production and diversity in production.

To use advanced and innovative materials together in new processes.

To consider easy maintenance, updatability, reuse of materials and equipments for

a plain, flexible and modular production.

To spend effort on advanced and innovative processes.

To develop and use advanced and innovative process technologies to

monitor parts and processes and to provide follow-up of assembly and

connections.

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Design and Development Instruments

To carry out virtual factory design and monitoring for planning and testing changes and evaluating maintenance processes.

Human-friendly Processes

To develop user-friendly, highly reliable production systems for ensuring high standard health and safety.

New fast maintenance management systems. To design or modify production systems in a way that they would have lower

level of impact on the environment. To implement sustainable production processes, to put into practice smart

measurement and monitoring systems (real-time, continuous, etc.) for carrying out environmental and quality based controls.

To use on highways environment-friendly asphalt material which optimizes energy losses and to make highway maintenance fast and reliably.

To use computer-aided design and simulation systems to develop new design and production systems. To attach importance to developing digital prototypes, virtual reality, and testing; to strengthen these efforts with fast, cheap, innovative, reliable and real prototypes.

To create new product concepts and prototyping by adapting advanced digital technologies and virtual reality models to production systems (i.e. virtual factories).

To create high quality virtual prototyping to decrease cycle time by initial verifications and to increase product performance.

To be the world leader (as the center of excellence) in virtual tests and prototyping.

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In addition to the objective of shortening market penetration period, to evaluate design and development instruments’ plain and flexible production restrictions.

The main and supply industry enterprises establish relationships for sharing knowledge in the fields of product design and technology development To raise qualified and experienced manpower, to use the existing manpower

in the sector and the universities efficiently. To extend Main Industry-Supply Industry-University cooperation, knowledge

and work load.

To develop software and simulation systems to respond to special design requirements

To carry out simulations and verifications regarding product design, material selection and production processes to prevent unnecessary costs and accelerate implementation processes.

To benefit from “self-learning” simulation instruments to develop products and processes.

To develop flexible instruments to provide integration and uninterrupted flow among products and processes for ensuring faster implementation and shortening market penetration processes.

To develop advanced, fast molding and prototyping technologies; flexible, autonomous and adaptable production systems.

To develop durable design and estimating engineering instruments for advanced, fast molding and prototyping technologies. To develop advanced prototyping technologies such as forming without mould for developing mechanic, electric/electronic vehicle parts and systems.

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Requirement of actions for knowledge sharing and cooperation development

To develop cooperation and joint effort practices in the design and production processes

To develop extensive, flexible and cooperation building instruments among fuel suppliers, vehicle producers, manufacturers, infrastructure and service providers for ensuring an effective system in design and development.

To create an integrated information processing infrastructure comprising a wide range of participants from the consumer to the customer and to use virtual reality for sharing new information, realizing simultaneous engineering and obtaining shorter cycle periods.

To support information centers (R&D Centers and technology centers) where supply industry enterprises planning to work in the fields of design, design verification and technology development can consult and benefit from before consulting the centers of excellence.

To use jointly parts which do not provide competitive advantage for the main industry in order to make profits in design and production. To spend effort on designing the whole system in addition to single parts.

To establish test centers which meet global infrastructure requirements and can provide joint use for design verification tests.

To promote intellectual rights, expertise and university-industry cooperation for improving innovations.

To motivate those who work at R&D Centers to patent new products. To encourage the development of expertise in design, testing, production,

technology development and implementation. To open undergraduate and graduate programs at universities in the field of automotive to train researchers and qualified workforce.

In addition to inter-enterprise relationships, to develop currently insufficient university-industry cooperation in order to increase design and production system activities for R&D Centers and innovation. To establish cooperation models among institutions, to make cooperation and joint designs before starting to compete.

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VII. OTEP Member List and Working Groups

13 Large Scale Companies

ANADOLU ISUZU Automotive Industry and Trade Corp.

BAYRAKTARLAR Design Research Development Services and Trade Corp.

COŞKUNÖZ Metalform Machinery Industry and Trade Corp.

FORD Automotive Industry Corp.

HASSAN Textile Industry and Trade Corp.

İNCİ AKÜ Trade and Industry Corp.

MARTUR Corp.

OPET Petroleum Corp.

OTOKAR Corp.

OYAK RENAULT Automotive Company Corp.

TEMSA Research, Development and Technology Corp.

TOFAŞ Automotive Company Corp.

TÜPRAŞ

4 Engineering Companies

AVL Turkey

FİGES Computer Simulation Services for Physics and Geometry Trade Corp.

HEXAGON STUDIO

TECHNO DESIGN

3 Associations / Foundations

OSD Automotive Industry Association

TAYSAD Association of Automotive Parts & Components Manufacturers

TTGV Technology Development Foundation of Turkey

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6 Universities

AFYON KOCATEPE UNIVERSITY

İSTANBUL TECHNICAL UNIVERSITY

KOCAELI UNIVERSITY

MIDDLE EAST TECHNICAL UNIVERSITY – BİLTİR Center

SABANCI UNIVERSITY

ULUDAĞ UNIVERSITY

2 Centers

OTAM

TÜBİTAK-Marmara Research Center

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ANNEX:

VISION AND STRATEGIC RESEARCH PLAN WORKING GROUPS

Design and Production Systems

Member Institution 1 Ömer Altun (Chair) (MARTUR) 2 Ahmet Şişman (HASSAN) 3 Bülent Haraçcı (TOFAŞ) 4 Efe Karaismailoğlu (MARTUR) 5 Ferruh Öztürk (ULUDAĞ UNIVERSITY) 6 Hakan Özenç (ANADOLU ISUZU) 7 Mehmet Toker (FORD OTOSAN) 8 Mehmet Demirci (TEKNO DESIGN) 9 Murat Yıldırım (TÜPRAŞ) 10 Mustafa Uysal (TEKNO DESIGN) 11 Özlem Gülşen (TAYSAD) 12 Recep Kurt (MARTUR) 13 Sancar Yörükoğlu (COŞKUNÖZ) 14 Tarık Öğüt (FİGES) 15 Tolga Kaan Doğancıoğlu (HEXAGON STUDIO) 16 Volkan Bayraktar (OTAM, OTEP Secretary General) 17 Zafer Dülger (KOCAELİ UNIVERSITY) 18 Aydın Kuntay (BİAS Engineering) 19 Ahmet Hacıyunus (OTOKAR)

Environment, Energy and Resources

Member Institution 1 Vedat Akgün (Chair) (OPET) 2 Ali Şengür (TOFAŞ) 3 Hakan Tandoğdu (OYAK RENAULT) 4 Hülya Özbudun (OSD) 5 Hamdi Uçarol (MAM Energy Institute) 6 Metin Ergeneman (İSTANBUL TECHNICAL UNIVERSITY) 7 Mehmet Toker (FORD OTOSAN) 8 Murat Yıldırım (TÜPRAŞ) 9 Özlem GülŞen (TAYSAD) 10 Sertaç Yavuz (ANADOLU ISUZU) 11 Tolga Kaan Doğancıoğlu (HEXAGON STUDIO) 12 Volkan Bayraktar (OTAM, OTEP Secretary General) 13 Zafer Dülger (KOCAELİ UNIVERSITY) 14 Ferda Ertekin (OTOKAR)

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Mobility, Transportation and Infrastructure

Member Institution 1 Tolga Kaan Doğancıoğlu (Chair) (HEXAGON STUDIO) 2 Ahmet Bayraktar (BAYRAKTARLAR) 3 Ali Şengür (TOFAŞ) 4 Aytül Erçil (SABANCI UNIVERSITY) 5 Erhan Ünsal (OSD) 6 Fatih Bayraktar (BAYRAKTARLAR) 7 Ferruh Öztürk (ULUDAĞ UNIVERSITY) 8 Hakan Tandoğdu (OYAK RENAULT) 9 Hamdi Uçarol (MAM Energy Institute) 10 Mehmet Bilir (ANADOLU ISUZU) 11 Mehmet Toker (FORD OTOSAN) 12 Murat Yıldırım (TÜPRAŞ) 13 Mustafa Uysal (TEKNO DESIGN) 14 Tarık Öğüt (FİGES) 15 Volkan Bayraktar (OTAM, OTEP Secretary General) 16 Aydın Kuntay (BİAS Engineering) 17 Ahmet Hacıyunus (OTOKAR)

Safety

Member Institution 1 Mustafa Erdener (Chair) (FORD OTOSAN) 2 Aytül Erçil (SABANCI UNIVERSITY) 3 Canan Ergün Tavukçu (FORD OTOSAN) 4 Cenk Gebeceli (TOFAŞ) 5 Mehmet Bilir (ANADOLU ISUZU) 6 Mustafa Gökler (MIDDLE EAST TECHNICAL UNIVERSITY) 7 Server Ersolmaz (OTEP) 8 Tarık Öğüt (FİGES) 9 Tolga Kaan Doğancıoğlu (HEXAGON STUDIO) 10 Volkan Bayraktar (OTAM, OTEP Secretary General) 11 Selahattin Ender Koç (BİAS Engineering) 12 Namık Kılıç (OTOKAR)

turkey otep programme

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