İstanbul gemi trafik hizmetleri merkezi'nin günlük operasyonel faaliyetlerine ilişkin hata türü ve etkileri analizi (FMEA) uygulaması
Failure mode and effects analysis (FMEA) application on daily operational activities of i̇stanbul vessel traffic services center
Yazar: GARİP ERDOĞAN
Danışman: DR. ÖĞR. ÜYESİ ELİF BAL BEŞİKÇİ
İstanbul Teknik Üniversitesi / Lisansüstü Eğitim Enstitüsü / Deniz Ulaştırma Mühendisliği Ana Bilim Dalı / Deniz Ulaştırma Mühendisliği Bilim Dalı
Derece: Yüksek Lisans, 2022
Konu: Deniz Bilimleri = Marine Science ; Denizcilik = Marine
Dizin: Deniz güvenliği = Maritime safety ; Deniz kazaları = Maritime accidents ; Deniz trafiği = Marine traffic ; Deniz yolu taşımacılığı = Sea transportation ; Denizcilik sektörü = Maritime sector ; Hata türleri ve etkileri analizi = Failure mode and effect analysis ; Risk değerlendirmesi = Risk assesment ; İstanbul Boğazı = Bosphorus

Özet:
Günümüzde aktif dolaşımda olan ticari gemilerin sayısında, boyutunda ve yük taşıma kapasitelerinde sürekli devam eden bir artış gözlenmektedir. Özellikle deniz trafiğinin yoğun olduğu, emniyetli seyirde zorluk yaşanan liman yaklaşımlarında, dar su yollarında, boğaz ve kanallarda deniz trafiğinin yönetim, organizasyon ve takibinin yapılabilmesi için gemi trafik hizmetlerinin kurulması gerekliliği ortaya çıkmıştır.
Gemi Trafik Hizmetleri 1948 yılında İngiltere'nin Liverpool şehrinde ilk radar gözetleme sistemlerinin kurulmasıyla birlikte varlığını sürdürmekte ve gelişen teknolojiyle güçlenerek hızlı bir değişim yaşamaktadır. Günümüzde artık modern Radar, AIS, GPS ve telsiz istasyonlarıyla teknolojik altyapısını ve karar destek sistemlerini güçlendiren Gemi Trafik Hizmetleri sorumluluk alanında daha güvenli ve verimli hizmet verebilmektedir.
İstanbul Boğazı yoğun ticari gemi trafiği, akıntı rejimi, darlığı, keskin dönüşlerin olması, yoğun yerel trafik hareketleriyle en tehlikeli dar su yollarından biridir. Bu tehlikeli su yolunda deniz trafiğinin yönetimi Kıyı Emniyeti Genel Müdürlüğü, İstanbul Gemi Trafik Hizmetleri Merkezi tarafından yapılmaktadır. Kurulduğu günden itibaren deniz trafik emniyetini arttırarak İstanbul çevresinde yaşayan yaklaşık 15.5 milyon nüfusun can güvenliğinin sağlanmasına ve tarihi dokunun korunmasına büyük katkı sağlamıştır. 
Hata Türü ve Etkileri Analizi (FMEA) üretim, otomotiv, uçak sanayi, sağlık hizmetleri, yönetim hizmetleri, hizmet sektörü ve denizcilik endüstrisi gibi geniş bir uygulama alanına sahip niteliksel veya yarı niceliksel bir risk analiz yöntemidir. FMEA uygulamasında süreçlerde meydana gelebilecek olası hatalar, hata nedenleri ve hata etkileri belirlenir, her bir hata türü için risk puanlaması yapılır ve kritik seviyede olan hata türleri için önlemler alınarak risk değerleri düşürülür. Hata Türü ve Etkileri Analizi sistemlerin ve süreçlerin tüm hata türlerini ele alarak operasyonel başarı üzerindeki etkilerinin dikkate alınmasını sağlar, insan kaynaklı hata türlerini ve etkilerini tanımlar, üretilen ürün veya hizmetin kalitesini ve güvenirliğini arttırır, kurum imajına ve emniyet kültürüne olumlu katkı sağlar.
Deniz yetki alanlarında oluşabilecek gemi kazalarını azaltarak, gemilerden kaynaklanan felaketlerin önünü geçilmesinde en önemli bariyer olan İstanbul Gemi Trafik Hizmetleri Merkezi'nin günlük operasyonel faaliyetlerinin incelenmesi potansiyel tehlikelerin tespit edilip, önleyici faaliyetlerde bulunulması şüphesiz bu önemli bariyeri daha da güçlendirecektir.
Bu bağlamda çalışmada İstanbul Gemi Trafik Hizmetleri Merkezi'nin günlük operasyonel süreçlere Hata Türü ve Etkileri Analizi (FMEA) uygulanarak bir risk değerlendirmesi yapıldı. Tespit edilen potansiyel hatalar risk puanlarına göre sınıflandırıldı, öncelik sırasına göre tüm hata türleri için önlemler alınarak risk değerleri düşürüldü. İstanbul Gemi Trafik Hizmetleri tarafından sunulan hizmetin kalitesi, verimliliği ve deniz trafiği emniyetinin arttırılması amaçlandı. Uygulama sonucunda risk öncelik sayısı değerlerine göre % 66,8 iyileşme sağlandı, öneri ve tavsiyelerde bulunuldu.

Abstract:
Today, a continuous increase is observed in the number, size and cargo carrying capacity of commercial vessels in active circulation. It has become necessary to establish ship traffic services in order to manage, organize and monitor maritime traffic, especially in port approaches, narrow waterways, straits and canals, where maritime traffic is intense and there is difficulty in safe navigation.
Important requirements such as following the ships, which are the most important elements in maritime traffic, by countries, observing ship movements, traffic organization, protection of the marine environment and the near land environment have emerged. These requirements play an important role in the birth of the Vessel Traffic Services concept. Apart from the control of maritime traffic, the need for countries to ensure the security of their territorial waters and to develop an advance warning system against threats that may come from beyond the horizon is another important factor that necessitates ship traffic services.
Even observing the ships on the sea by looking at the horizon with the naked eye from a relatively high place from the land is simply a vessel traffic services observation activity. If we go even further with sound and light, navigation aids such as smoke signal systems can be included in the vessel traffic services activities.
Vessel traffic services continues its existence with the establishment of the first radar surveillance systems in Liverpool, England in 1948 and is experiencing a rapid change by getting stronger with the developing technology. Today, Vessel Traffic Services, which strengthens its technological infrastructure and decision support systems with modern Radar, AIS, GPS and radio stations, can provide safer and more efficient service in its area of responsibility.
The İstanbul Strait is one of the most dangerous narrow waterways with heavy commercial ship traffic, current regime, narrowness, sharp turns and heavy local traffic movements. The management of maritime traffic on this dangerous waterway is carried out by the Directorate General of Coastal Safety, İstanbul Vessel Traffic Services Center. Since its establishment, it has increased the safety of maritime traffic and contributed greatly to the safety of approximately 15.5 million people living around İstanbul and to the preservation of the historical texture.
There are 5 VTS centers in our country, namely Istanbul VTS, Çanakkale VTS, İzmit VTS, İzmir VTS and Mersin VTS. The management of VTS Centers in our country is carried out by the Directorate General of Coastal Safety, which is the relevant institution of the Ministry of Transport and Infrastructure.
The Turkish Straits System has a wide area covering the İstanbul Strait, the Sea of Marmara and the Çanakkale Strait. İstanbul Vessel Traffic Services covers an area of 55 nautical miles in this system. It is the most critical vessel traffic services center in Turkey.
When we started from the north, Istanbul Ship Traffic Services consists of a total of 4 sectors, namely Turkeli, Kandilli, Kadıköy and Marmara.
Failure Mode and Effect Analysis (FMEA) is a qualitative or semi-quantitative risk analysis method with a wide range of applications such as manufacturing, automotive, aircraft industry, healthcare, management services, service industry and maritime industry. In FMEA application, potential failure modes, failure mode causes and failure mode effects that may occur in the processes are determined, risk scoring is made for each failure modes, and risk values are reduced by taking precautions for critical failure modes. Failure Mode and Effect Analysis provides consideration of the effects of systems and processes on operational success by addressing all failure modes, defines human-induced failure modes and their effects, increases the quality and reliability of the product or service produced, and makes a positive contribution to the corporate image and safety culture.
Examining the daily operational activities of the İstanbul Vessel Traffic Services Center, which is the most important barrier in preventing ship-related disasters by reducing ship accidents that may occur in maritime jurisdictions, identifying potential hazards and taking preventive actions will undoubtedly strengthen this important barrier.
In this context, a risk assessment was carried out by applying the Failure Mode and Effects Analysis (FMEA) to the daily operational processes of the Istanbul Vessel Traffic Services Center. Potential failure modes detected were classified according to their risk scores, and risk values were reduced by taking precautions for all failure modes in order of priority. It was aimed to increase maritime traffic safety and the quality, efficiency of the service provided by Istanbul Ship Traffic Services. 
In the study, possible failure modes related to daily operational processes of ship traffic services were determined by brainstorming method. After determining the possible failure causes and possible failure effects of each failure mode, the probability, severity and detection values for each failure mode were determined and the risk priority numbers (RPN) were calculated. According to the risk priority numbers (RPN), 10 failure modes were found to be very high risk, 25 failure modes were high risk, 27 failure modes were medium risk, and 1 failure mode was low risk. Failure modes with very high risk were evaluated as failure modes to be taken care of primarily, failure modes with high risk as failure modes to be taken care of secondarily, and failure modes of medium risk as failure modes to be treated as tertiary. Necessary corrective and preventive actions were implemented for each failure mode. Risk priority numbers (RPN) were recalculated after corrective and preventive actions were implemented.
According to the new risk priority numbers (RPN): 
After the primary corrective and preventive actions, 10 failure modes which were at very high risk level were decreased to 5 failure modes to high risk level, 4 failure modes to medium risk level and 1 failure mode to low risk level.
• After secondary corrective and preventive actions, 25 failure modes, which were at high risk, were decreased to 3 failure mode to medium risk levels and 22 failure modes to low risk level.
• After tertiary corrective and preventive actions, all 27 failure modes, which were at medium risk, were reduced to low risk. The risk value of 1 failure mode with a low risk level was reduced and it remained as a low risk failure mode.
As a result of the implementation, 66.8% improvement was achieved according to the risk priority number values, and suggestions and recommendations were made.