Mehmet

Prof.

Abit

Assist. Prof.

Abdullah

Yahya

Ahmet

Mustafa

Betül

Tufan

Yiğit

Assoc. Prof.

Elif

Sabriye

Şehnaz

Tansel

Veysel

Ömer

Kamil Ahmet

Yücel

Yunus

Günnur

Erdal

Alper

Ayşe

Selçuk

Nihal

Musa

Serap

Bedia

Serhat

Levent

Dündar

Sadık

Muhittin

Haluk

Bülent

Yaşar

Saadet

Namık

Barbaros

Prof. Dr.

Ali Şükrü

Nedret

Emine

Nuriye

Mürteza

Ramazan

Abuzer

Bilgehan

Haydar

İbrahim

Melek

Meriç

Halim

Emrah

Ayşegül

Sabire

Beldan

Sema

Nuray

Murat

Metin

Adnan

ORCID

Assoc. Prof. Dr.

Autonomous Delivery Vehicles: A Quantitative Study from the Perspective of Innovativeness

Zeynep

Dursun

Süleyman

First Cluster Second Route Approach with Collaboration Unmanned Aerial Vehicle in Post-Disaster Humanitarian Logistic

Önder

Fatih

In recent years, increased globalization and competition have increased the importance of logistics. The resulting increase in the logistics-based competition has created a need for a logistics performance assessment system. Many scales have been used for logistics performance assessment. While a company’s logistics performance at the micro level can be analyzed using various scales, the logistics performance of a country or region can be measured at the macro level. The logistics performance index (LPI) is an index widely used in macro-level assessments.Countries need to monitor their development in the logistics sector, notice the obstacles, and make development plans in this context. The LPI published by the World Bank once in 2 years is effective in determining countries’ current situation and their progress steps and is frequently used in research. Existing literature shows that the LPI data have been analyzed several times using multi-criteria decision-making (MCDM) methods (Rezaei et al., 2018; Ulutaş and Karaköy, 2019; Altıntaş, 2021; Stojanović and Puška, 2021). In this study, the 2023 LPI dataset, which is the latest and hitherto unutilized dataset in any study, has been evaluated using the method based on the removal effects of criteria (MEREC) and the combinative distance-based assessment (CODAS) methods of G20 countries with strong economies. In 2018, an evaluation covering approximately 160 countries was conducted by logistics experts. The 2023 LPI data includes 4,090 assessments made by logistics experts from 139 countries between September 6 and November 5, 2022 (https://lpi.worldbank.org/). Accordingly, the index reports reflect the time elapsed from the previous report to the latest report.Because the MEREC method is a fairly new and powerful objective-weighting method introduced in 2021 and the CODAS method emerged by combining two ranking methods, i.e., weighted product method and simple additive weighting, which are both advantageous and powerful, the CODAS method was preferred because it incorporates these aspects (Ghorabaee et al., 2016; Ghorabaee et al. 2021). In the study, six logistics performance criteria determined by the World Bank, namely, customs (K1), infrastructure (K2), international shipments (K3), logistics quality and competence (K4), monitoring and tracking (K5), and timeliness (K6), were determined by the MEREC method. The weights of the G20 countries were determined, and the performance evaluations and rankings of the G20 countries were conducted using the weights obtained in this direction. This study aimed to present a new methodological approach based on the MCDM to compare and evaluate the logistics performance of G20 countries before and during the COVID-19 pandemic using the World Bank data.&nbsp;For this purpose, the MEREC–CODAS model was used. First, the weighting of these six criteria that form the basis of the LPI for two separate periods was made using the MEREC method, and the performance ranking of countries was carried out with the CODAS method. Consequently, the priority order of the criteria was monitoring and tracking, customs, international shipments, infrastructure, logistics quality and competence, and timeliness before the pandemic and monitoring and tracking, international shipments, logistics quality and adequacy, customs, infrastructure, and timeliness during the pandemic period. While monitoring and follow-up were in the first place in both periods, the quality and adequacy of logistics became crucial factors during the pandemic period. The top five countries in terms of performance before the pandemic were Germany, Japan, the UK, the United States of America, and France, respectively, while the top five countries during the pandemic were Germany, Canada, Japan, Spain, and France, respectively. The last five countries before the pandemic were Mexico, Saudi Arabia, Brazil, Argentina, and Russia, whereas those during the pandemic were Brazil, Indonesia, Mexico, Argentina, and Russia, respectively. Thus, differences in the logistics performance rankings of some countries are determined over the years.

G20 Ülkelerinin COVID-19 Öncesi ve COVID-19 Dönemi Lojistik Performanslarının Kıyaslanması: MEREC ve CODAS Entegre Yaklaşımı

Hatice

Furkan

Evaluation of Bicycle Transportation Experiences and Bicycle Planning in Turkey, Land Use – Praxis Based Model Proposal

Turgut

Nurullah

The industrial revolution brought about a transition from human-based production to machine-based production, and with this development coal became the primary energy source. The invention of the internal combustion engine enabled the use of electricity and fossil fuels, resulting in rapidly developing industrialization. Increasing production activities with developing technology that have led to development moves based on economic growth and consumption has been encouraged. However, the industrialization process has revealed environmental degradation on a global scale, causing concerns about meeting the needs of future generations.These concerns have made it difficult to develop an attitude of using scarce resources more rationally and in the long term. Activities related to the management/protection of limited resources and alternative sustainable development studies have also entered the agenda of the United Nations, independent organizations, and world leaders. Although the concept of sustainability was first expressed in the 20th century, it has inspired philosophical thoughts and applications in civilizations throughout the human history. The concept of sustainability has influenced people’s thoughts and lifestyles and has been useful in dealing with current problems. Although the origin of this concept dates back to the 1700s, it is possible to come across sustainability practices that overlap with the way of life by improving economic and social welfare without harming nature in Ancient Egypt, Ancient China, Rome, Maya, Aztec, Seljuk, and Ottoman civilizations.The idea of sustainability comes from the concept of sustainable development. This idea essentially refers to the integration of three dimensions of sustainability, environmental, social, and economic dimensions, into business practices. By defining each dimension, it will ensure that appropriate activities are put forward to achieve or approach sustainability in daily life. The way to operationalize these three dimensions is through TBL; a concept developed by Elkington (1998) that addresses and balances the dimensions of sustainability from a microeconomic perspective. The emergence of the TBL concept has aroused great interest by changing the perspective of businesses toward sustainability. Businesses have been effective in environmental and social priority issues of sustainable development, such as reducing environmental damage and employee well-being. It is important for businesses that aim for sustainability to adopt and implement this process to their own staff and other members in the chain. Knowing which application, the supply chain concept will increase the success in understanding and implementing sustainable supply chain management. Sustainable supply chain management is an environmental and social extension of traditional supply chain management.Sustainable supply chain management ensures coordination between members in the chain and manages the flow of materials and information. In this process, it is especially important to select suppliers that can best implement the three dimensions of sustainability. The determination of criteria is the objective of the business to manage the supplier selection process. Additionally, it is important to determine the method that will solve the problem. Therefore, businesses should determine the criteria and methods that can achieve their goals to the extent that they are aware of their goals and responsibilities. Different criteria may arise in traditional supplier selection and evaluation due to geography, location, different development levels of countries, and sectoral differences. However, price, quality, delivery time, and payment period have become important criteria in the selection process. Although the economic dimension is at the forefront in traditional supplier selection, the inclusion of social and environmental factors has made sustainable supplier selection vitally important.&nbsp;The simultaneous evaluation of the performance and sustainability of suppliers of a company operating in the on-vehicle equipment sector according to the three dimensions of TBL was carried out using the proposed BÇS model. For the proposed model, first the main criteria used in the sustainable supplier selection literature were determined, and then it was asked to define additional criteria suitable for business goals. A Deputy General Manager of Business Administration determined the criteria of “product price,” “quality,” “delivery time,” and “payment period” for the economic dimension of TBL; the criteria of “improvable supplier” for the social dimension; and “renewable energy and green production” for the environmental dimension. Among these, “improvable supplier” was defined by the business decision maker. According to this criterion, the supplier must be open to development and innovation, and must develop, improve, renew itself, and create conditions that will ensure high standards by adopting the support activities provided by the business such as training, finance, and information. How the improvable supplier treats its own suppliers, customers, competitors, nature, and environment is also included. It is also important to be able to adapt to the business culture of the focal company. Accordingly, the supplier can be developed from a certain level or from scratch. Although, the improvable supplier criterion has not been mentioned in previous studies, it is possible that it covers all three dimensions of sustainability as a concept. The improvable supplier will contribute to the fulfillment and continuity of economic, social, and environmental criteria with correct training. This will positively affect the supply chain and create added value. Moreover, according to this criterion, the supplier that can be considered is required to be the best employer certified business.After determining the operating criteria, a new model was proposed to solve the operational problem using the Mamdani-type Fuzzy Inference System. For the proposed model, membership functions were created using linguistic ranges, triangular and trapezoidal type fuzzy numbers, and performance and sustainability level outputs. Later, seventy-eight rules, used simultaneously for both outputs, were created by the Deputy General Manager of Business Administration. Based on these rules, the scores of the business suppliers were entered into the proposed model and the performance level and sustainability level scores for each supplier were determined with the suppliers being ranked. Further, 3D graphics were created for each output depending on two-input criteria, and a priority order was made between the input criteria within the framework of the rules. In the proposed model, the result was achieved with the help of rules created based on the same inputs and two outputs. This demonstrates the difference of the proposed model from other models developed for multi-output supplier selection. Plus, the model proposed can be developed as a modular FIS, as in Carrera and Mayorga (2008) and Amindoust et al. (2012), and it may be a guide for subsequent studies.

Bulanık Çıkarım Sistemleri Kullanılarak Sürdürülebilir Tedarikçi Seçim Probleminin İncelenmesi

Zeynel

Damla

Hande

Mathematical Models for Disassembly Line Balancing and Pickup - Delivery Vehicle Routing Problem

Richard

Anthony

Lecturer

Blessing

Dubem

An Evaluation of the Delay Factors in Nigeria’s Seaports: A Study of the Apapa Port Complex

Turan

Büşra

Aylin

A New Index Proposal For Sustainable Cities

An Overview of Public Transport Integration: Using a Systematic Bibliometric Analysis

Vahap

The liberalizations in aviation and the deregulation of air rules have increased the demand for air transportation in recent years and had great impact on the different airlines that provide these services, triggering congestion at airports and airlines. The quickest effect from liberalizing air rules has been seen in air travel service-providing organizations, which has affected the cost structure in the sector and led to various alliances and airline mergers, as well as new companies entering the market (Janic, 2000).The problem with measuring airline demand is complex. Total demand and market share for a particular airline are determined by many variables, such as the firm’s price adjustments, advertising, number of flights, timing of flights, equipment, and other factors, as well as competitive environments and population densities of the same variables, business activities, environmental conditions, disposable personal income, and other issues. All these variables regarding decisions, competition, and environmental influences interact in the market to generate sales. From a marketing perspective, the problem of airline management involves anticipating the possible outcomes of these interactions for different marketing strategies. This allows a firm to choose the best strategy in light of the changing competitive and environmental conditions (Schultz, 1972).The main purposes of this study involve how demand has been affected over the studied time period, whether COVID-19 has influenced demand structure or not, and using 52 quarters from time series data to create a model for estimating demand using not only the autoregressive integrated moving average (ARIMA) but also ARIMA with explanatory variables (ARIMAX) methods by adding exogenous variables. This has been done to reveal which of the two models is better and can accordingly forecast more precisely the near future demand. As a result, conducting this study is thought to be worthwhile and remarkable.In general, airlines are divided into three categories regarding forecasting techniques: qualitative, quantitative, and decision analysis, and sometimes a combination of the first two can be used (Taneja, 1978). Time series analysis involves a ratio analysis, train projection, moving averages, spectral analysis, adaptive filtering, and Box-Jenkins methods. The details of all these methods are found in Montgomery and Johnson (1976), Box and Jenkins (1976), Brown (1963), Jenkins and Watts (1968), Anderson (2011), and Granger (1990). Econometric and time series are the methods most used to explain travel demand, and no differentiation is made between them. As seen in Table 1, Andreoni and Postorino (2006), Fernandes and Pacheco (2023), Kulendran and King (1997), Lim and McAleer (2002), and Lim et al. (2008) used univariate time series (i.e., ARIMA and/or ARIMAX) models in their studies. The ARIMA model has been used to determine air passenger transportation demand in Türkiye (Tortum et al., 2014b, p. 53), and their study’s results found the model that best explains the monthly passenger series to be the seasonal ARIMA (6,1,1)x(12,0,12) method (SARIMA).The study uses quarterly data from 2010-2022 quarters, in which the total number of incoming and outgoing airline passengers and total incoming and outgoing aircraft movement numbers have been obtained from Türkiye’s General Directorate of State Airports Authority (DHMI), GDP from the Turkish Statistical Institute (TurkStat), and crude oil import prices from the US Energy Information Administration (EIA). More than 30 time-series datasets are considered sufficient for a forecasting model performed on a quarterly basis (Gujarati, 2014). The ARIMA and ARIMAX models were used by making use of the time series Box-Jenkins method for estimating the total number of domestic and international passengers transported by air at quarterly annual intervals. The EViews package program was used to determine the model estimating and forecasting.Figure 3 provides graphical representations of the data of the related series. As seen in the figure, passenger demand increased until 2020, decreased in 2020 and 2021 due to the pandemic, and started to rise again as of 2022. In addition, demand was observed to fluctuate with seasonal characteristics. The number of aircraft movements for a similar course has also been included in the figure. The purchase price of crude oil is seen to fluctuate, and GDP is seen to have increased gradually since 2010, with this momentum increasing even more since 2018.&nbsp;While the number of passengers was constant and no trend was found regarding the I(0) state of the passenger number difference series DPAS, the 3-lagged ADF unit root test results are greater than those for the t statistical absolute values (2.370) at 5% (1.947) and 10% (1.612) critical absolute values (p &lt; 0.05); thus hypothesis H0 was rejected, and no unit root was determined to exist for the series, which is constant and trendless. No unit root was found in the DPAS series I(0), while the series was seen to become stationary in the PAS series I(1). Figure 8 presents a graph of the DPAS series.Structural break unit root tests were conducted to determine whether a structural break occurs in the DPAS. Table 15 presents the 12- and 4-lag analyses of the DPAS series resulting from the structural break ADF and Perron’s unit root tests. As a result, hypothesis H0 was rejected, as no root or structural break occurred in the 2020Q1 period.When examining the correlogram structure of the DPAS series, autocorrelation was determined to be present in the series due to both the autocorrelation and partial autocorrelation having multiple values (p &lt; 0.05). In addition, when examining the number of passengers, the graphs reveal a seasonality effect to also be seen in the series due to the number of passengers being lower in the winter months and higher in the summer period. Therefore, many trials will be required to select the most suitable model. Of course, the AR, MA, SAR, and SMA coefficients with the smallest coefficients that meet the need will be selected here. As a result, the most suitable model is selected by looking at the following criteria in terms of comparison (Asteriou &amp; Hall, 2011, p. 278).A total of 1,521 model trials were conducted using the E-Views Auto ARMA option. As a result of the trials, the most appropriate ARMA model (1.1)x(1.2) or ARIMA (p,d,q) SARIMA (P,D,Q) ) was determined as the SARIMA (1,1,1)x(1,1,2), with the smallest related AIC value being determined as 38.61861. The static estimation result for passenger demand was obtained within the 95% confidence interval for the ARIMA (1,1,1)x(1,1,2) model, as given in Figure 14. In addition, the average absolute error, average absolute error percentage, Theil index, and related bias ratio, variance ratio, and covariance ratio values as obtained for the estimation reliability have been included.&nbsp;The performed tests revealed the aircraft movements ACN series, LGDP series, crude oil purchase price (AIOP) series to not have a stationary level and to be a unit root. The tests performed by taking the difference of one of the series showed the series to become stationary regardless of constancy or trend. The ADF unit root test results tables related to the subject are Tables 16, 17, and 18. As a result of the model trials, the crude oil purchase price (DAIOP) series was excluded from the equation as an exogenous variable due to the lack of significance.&nbsp;As a result of the trials, the ARMA model (1,1)x(0,0) and ARIMA (1,1,1) were determined as the most suitable models, with the smallest AIC value being determined as 36.95815. The obtained model is AR(1) MA(1) DACN DLGDP(-1) for the DPAS series. When we the model is regressed, the following results are shown (Table 19). When considering the correlogram test results of the related series, Figure 16 shows no autocorrelation to be present.&nbsp;Figure 17 shows the static estimation result of the passenger demand obtained within a 95% confidence interval for the ARIMAX model. In addition, the figure includes the average absolute error, average absolute error percentage, Theil index, and related bias, variance, and covariance ratios obtained for estimation reliability.&nbsp;When examining the criteria in Table 20, the ARIMAX model’s Theil inequality index, bias ratio, variance ratio, and covariance ratio, as well as RMSE, MAE, and MAPE values are seen to be smaller and the model’s explanation ratio R2 value to be higher in the ARIMAX model. The forecasting power of the ARIMAX model can be said to be better than the DPAS AR(1) MA(1) DACN DLGDP(-1) model. In light of this information, the ARIMAX model must be preferred when estimating the number of airline passengers.

ARIMA-ARIMAX Yöntemiyle Türkiye Havayolu Yolcu Talep Tahmin Modellemesi, Öngörüsü Ve Karşılaştırması

Engin

Birsen

The growth of the world’s population, globalization, commercial treaties and changes in consumption habits have increased both production and consumption, with the demand for transportation also increaing correspondingly. International maritime transportation, which had grown consistently since 2009 dropped by 3.8%, to around 10.65 billion tons in 2020 because of COVID-19 (Unctad, 2021). Although the same situation has occurred regarding container transportation, the number of containers handled in Türkiye remained practically the same in 2020 compared to the previous year, with Kocaeli harbours actually increasing by 5%. To come up with new storage opportunities in order to respond to this increase in the long term based on structure of the harbors in Kocaeli, their locations, means of transport and connections to other cities will be very hard and expensive. Meanwhile, the Kösekoy Logistic Village is known to have been established with the help of Türkiye Cumhuriyeti Devlet Demiryolları (TCDD, Turkish State Railways) to meet the need for storage and logistical services in the region. As a consequence, how this structure might become functional and find its value among logistical centers needs to be scrutinized.The study was carried out on container transportation among the horbours in Kocaeli with the permission of firms and agencies conducting container transportation domestically and internationally using the harbours of Kocaeli; firms offering such services as storage, filling, discharging and lashing for the containers handled in the harbors of Kocaeli; firms which predominantly conduct container transportation among logistical centers (over 500 operations per year); and other related firms that offer container services in the study area. The research used seperate questions and answers related to the subject from semi-structured interview forms (surveys) containing 5-point Likert-type questions and open-ended questions that were used in a previous study (Kudu, 2021).Between September 1, 2020 and March 19, 2021, survey forms were shared with the harbours and related logistical centers in the study area, and the data were collected from one of the senior executive in each firm, mainly using face-to-face interviews and sometimes by phone. While the interview form was understood to be applicable to 52 firms executives from only 37 firms filled out the form.The firms that were interviewed in the study are classified as harbour managements, stowage managements offering container freight services (CFS), firms mainly offering transportation services, managements with the means to transport and other managements in order to deduce what tendencies they have based on the field of activity and the data analyses. The study attempted to analyze the gathered data using yke Kruskal-Wallis H test (KW) and frequency analyses, in the program IBM SPSS 22.0.Among the firms the study interviewed, data were collected in full from all harbours (100%), while only partially collected from line-managing firms contributing less (46.1%), resulting in a 71.1% overall collection rate in the study.The study noted that the majority of the firms to measure their productivity rates with the most used prodactivity rates involving profitability (87.9%), labor (84.8%), machine (60.6%) and energy (51.5%).Of the firms in the study, 54.1% (n=20) indicated a need for storage and back area opportunities in the harbour or their firm, while the remaining, 45.9% (n=17) indicated that there is no such need for now, with 83.8% of the firms in the sample guessing that they will need storage and back-area opportunities in a decade at the latest.Of the 37 firms in the study 35.1% (n=13) indicated that CFS processes conducted in the logistics center would not contribute to their volume of business, while 37.8% of the firms (n=14) indicated they would in addition.&nbsp;35.1% (n=13) also indicated that CFS processes conducted in the logistics center would not contribute to productivity, while 45.9% (n=17) indicated this processes would contribute to productivity.The steady increase in the numbers of containers handled, especially in the harbors of Kocaeli, highlights that a need for storage and back-area opportunities will appear within the decade. Because over 80% of sectoral partners share this prediction creating solutions to the need for storage and back area opportunities is important. The use of the Kosekoy Logistics Village, which was organized in the region to offer such services in unison may be able to create a solution for this need. Based on the analyses of the data collected from the face-to-face and telephone interview forms, sectoral partners are understood to predict that such needs that would be met in the Kosekoy Logistics Village would contribute to the volume of business and productivity at an extent. Therefore, studies should be stepp up on how to increase the efficiency of the Kosekoy Logistics Village in order to meet the needs of harbours and sectoral partners concerning storage and back area opportunities.

Kocaeli Konteyner Limanlarında Geri Saha ve Depolama Alanı İhtiyaçlarının İncelenmesi

Ezgi

Minel

Ertuğrul

This study addresses an optimization problem known as the orienteering problem (OP). In orienteering sports, participants use maps and compasses to locate checkpoints in remote areas outside the city as quickly as possible. Each checkpoint has a specific score, and competitors aim to achieve the highest score. The OP is an optimization problem where the objective is to maximize the obtained score without having to visit every node. Such problems have various real-life applications in different areas, such as personnel routing, disaster management, and tourism. This research focuses on orienteering problem with time windows (OPTW) for optimizing tourism routes in Trabzon city by considering the increased interest in the Black Sea region. OPTW aims to design a mathematical model that allows tourists to start from a predetermined point and visit subsequent locations, maximizing their benefit while finishing the tour at a different endpoint. The study explores an efficient travel route for both domestic and foreign tourists to achieve maximum utility in a minimum amount of time. Trabzon city has been chosen for tourism route optimization due to its popularity in the Black Sea region. The starting point has been set as a hotel, and the endpoint is the airport, with the assumption being that the route will be completed within a single day. A time window has been integrated into the model for each node to represent the most feasible visiting time. The OPTW formulation ensures that tourists obtain the highest benefit and utility by visiting sequential locations starting from the designated initial point and ending the tour at a different location. Multicriteria decision making (MCDM) methods, including the analytic hierarchy process (AHP) and technique for order preference by similarity to an ideal solution (TOPSIS), are employed to determine the benefit scores for visiting each location. The solution utilizes the CPLEX program to construct a mixed integer mathematical model that yields a route including four mandatory nodes out of the 19 designated locations in Trabzon city.Nowadays, Trabzon is one of the most important stopping points where local and foreign guests leave feeling satisfied. With its popular attractions, natural beauties that are still preserved, and hospitality of the Black Sea people, the number of tourists who consider Trabzon a stopover point increases constantly. The solution to the OP is obtained by coding the mixed integer mathematical model in the program CPLEX. In addition to the start node (i.e., hotel) and the end node (i.e., the airport), the model has 17 visitation point nodes. According to the optimal route plan, visiting 10 of the 19 nodes within the tour provides the greatest benefit. Of these 10 points, four (Nodes 2,4,9, and 18) are mandatory visitation points. As a result of the constraints that were created, Node 4 was determined as the second stopover point where individuals can have breakfast after the hotel. In addition, Node 18 must be visited before the airport, and this is stated in the constraints. The generated route complies with the given time windows and involves visiting 8 nodes after departing from the hotel and before concluding with the airport. The objective function has been formed by adding up the scores of the visited locations. Moreover, the locations visited during the route are illustrated on the map. This study represents a significant step in determining the most effective and efficient tourist route in Trabzon city by considering the time constraints and benefit scores during tourism route planning.The problem addressed in this study can be diversified and adapted to different cities; the number of visitation points can be increased or reduced, or even evaluated using different utility scores based on different criteria in order to create an OP with a different structure. A tour can be planned by choosing different starting and ending nodes instead of the hotel and airport requirements specified in the constraints. Alternatively, the structure of the OP can also be created so that it allows sub-tours. The target audience of the tour can be divided into groups based on such factors as age, gender, and trip preference, and different tours can be obtained among the same visitation points using specific constraints. While the objective in the current OP is to find the maximum utility score, the overall distance traveled can also be minimized with the help of goal programming alongside the maximum utility score.

Trabzon Şehri Turizm Rotası Optimizasyonu için Zaman Pencereli Oryantiring Problemi

Burak

This research aims to gather studies focusing on the risks concerning suppliers and risk management in food supply in disasters in meaningful clusters and examine them in detail. It also aims to determine the direct or indirect risks related to suppliers in disasters.&nbsp;It has been determined that past bibliometric literature studies examining general risks in food supply chains have focused mostly on big data (Madzík et al., 2023; Pandey et al., 2022) and trends in supply chains (Ababou et al., 2023; Rejeb et al., 2022). However, the current study differs from the past studies and examines the risks related to suppliers in food supply and risk management in disasters via bibliometric literature analysis.The analysis results indicate that past studies can be grouped into three main clusters. Accordingly, first cluster includes the risks related to suppliers in the general food supply chain in disasters. The second cluster focuses on the risks related to suppliers in sustainable and green food supply chain in disasters while the last cluster includes the risks related to suppliers in agricultural food supply chain in disasters.&nbsp;The results also show that the most frequent direct or indirect risks related to suppliers are supplier quality risk, quantity risk, delivery risk, operational risk, bankruptcy risk, supplier-related transportation and logistics error risk, skilled employee shortage, risks arising from supplier’s production and quality system failures, internal activity risk, supplier-related transportation disruption or accident risk, and the risk of errors occurring in information technologies.

Afetlere Hazırlık ve Müdahale Aşamalarında Gıda Tedarikinde Tedarikçilerle İlgili Riskler ve Risk Yönetimi

@JOURNAL_BOX_CURRENT

İpek

Assist. Prof. Dr.

Yerel Tedarik Zincirleri ve Afetler: Yerel Tedarik Zincirlerinin Önemi

Ercüment

Investors operate in a financial environment with complex relationships between markets and assets. Moreover, uncertainties including economic, political, social, technological, and geopolitical factors, have significant effects on financial markets. This study provides information on investment strategies and policies related to the transportation sector by examining the impact of uncertainties on financial markets specific to the transportation sector. Therefore, we analyze the symmetric and causality relationship between the global economic policy uncertainty index (GEPU) and geopolitical risk index (GPR) as uncertainty indicators and the BIST transportation index (XULAS) and the companies in the index using monthly data of the variables from May 2013 to September 2023. First, the Hacker and Hatemi-J (2006) Bootstrap causality test was used to find the symmetric causality relationship between the variables. Then, the Hatemi-J (2012) asymmetric causality test was used to analyze the impact of positive and negative shocks on transportation sector.The findings of Hacker and Hatemi-J (2006) Bootstrap causality test show a reciprocal causality relationship between the geopolitical risk index and the BIST transportation index and between the GEPU index and the BIST transportation index. While a unidirectional causality relationship exists between the geopolitical risk index and the CLEBI stock, a reciprocal causality relationship exists between the geopolitical risk index and GSDDE and PGSUS. Moreover, there is evidence of reciprocal causality between the GEPU index and PGSUS stocks. A unidirectional causality relationship was found between CLEBI and RYSAS and the GEPU index. The Hatemi-J asymmetric causality test was conducted to examine the effect of positive and negative shocks on the causality relationship between variables. Positive shocks in the geopolitical risk index were found to result in negative shocks in the BIST transportation index, whereas negative shocks in the BIST transportation index led to negative and positive shocks in the geopolitical risk index. A significant finding is that increases in the geopolitical risk index adversely affects companies in the transportation index. We conclude that negative shocks in the geopolitical risk index result in negative and positive shocks in CLEBI, positive shocks in GSDDE, and negative shocks in BEYAZ and PGSUS. Negative shocks in the GEPU index, another uncertainty index used in the study, led to negative shocks in the BIST transportation index and the transportation companies in the index. A causality relationship was found between positive shocks in the GEPU index and positive shocks in CLEBI, GSDDE, and THYAO stocks. A causality relationship exists between negative shocks of the GEPU index and those of CLEBI, GSDDE, and THYAO and between the negative and positive shocks of the BIST transportation index. We conclude that a causality relationship exists between the positive shocks of the BIST transportation index and all stocks and between the positive shocks of the GEPU index and from negative shocks to negative shocks of GEPU. In addition, causality is found between negative shocks of the BIST transportation index and BEYAZ, RYSAS, and THYAO stocks and positive shocks of the GEPU index.&nbsp;These findings show that increases in the geopolitical risk index and the GEPU index negatively impact the transportation sector. This implies that uncertainty indices can be used as leading indicators for predicting changes in the transportation sector. It is important to know the symmetric and asymmetric effects of fluctuations in uncertainty indices on financial markets for managing risks and developing new strategies to offset these effects. Considering changes in general economic factors, geopolitical risks, and uncertainties is critical for portfolio management. This study uses global uncertainty indices. Further study will examine different global, categorical, or local uncertainty indices or different sectors and contribute to the literature.&nbsp;

Belirsizliklerin Finansal Piyasalara Simetrik ve Asimetrik Etkisi: BIST Ulaştırma Endeksi Üzerine Bir Araştırma

Nihan

Sündüs

Nowadays, additive manufacturing, also called three-dimensional (3D) printing, is widely used in many different sectors for both prototyping and part production. 3D printer technologies, which offer more advantages compared with traditional production methods, are employed in a wide range of sectors, from health, education, construction, automotive to food. The utilization of 3D printers offers businesses numerous advantages, including cost reduction, time savings, efficient resource utilization, and the ability to produce customized products. Furthermore, the integration of 3D printers into manufacturing operations helps companies develop their local production capabilities. Therefore, 3D printing is anticipated to offer significant flexibility to the global supply chain by enabling companies to quickly adapt to changes in demand or product specifications. For example, if there is a sudden surge in demand for a particular product, manufacturers equipped with 3D printers can swiftly adjust their production schedules and begin manufacturing the required items without the need for retooling or extensive lead times. Additionally, 3D printing enhances resilience within the supply chain by reducing dependency on centralized production facilities and long-distance transportation networks. In the event of disruptions such as natural disasters or geopolitical conflicts affecting traditional manufacturing hubs, companies can utilize local 3D printing capabilities to maintain continuity in production and meet customer demands. This decentralized approach mitigates risks associated with supply chain disruptions and enhances the overall resilience of the global manufacturing ecosystem. In addition, local production with 3D printers in the supply chain helps reduce carbon footprint and decrease transportation costs of finished products, thanks to the more effective use of materials.As a result, the environmental impact of enterprises during production and distribution processes is diminished, leading to increased efficiency in resource utilization. Consequently, businesses stand to gain from improved sustainable supply chain capabilities. Recently, 3D printers have become a popular tool in the market that can be used for different purposes. The market offers a wide range of 3D printer models with varying functions and print quality across different price ranges. Therefore, selecting the appropriate 3D printer model based on intended use and budget has become a crucial decision for businesses.The selection of a 3D printer can be considered as a classical multicriteria decision-making (MCDM) problem, as it involves evaluating options against multiple criteria. This study proposes a practical decision-making tool that companies can utilize to select 3D printers suitable for their specific purposes. In addition, a comprehensive list of criteria for 3D printer evaluation is provided to guide companies through the decision-making process of 3D printer selection. An integrated MCDM method, comprising the fuzzy CRITIC (CRiteria Importance Through Intercriteria Correlation) and fuzzy EDAS (Evaluation based on Distance from Average Solution) methods, is suggested for the solution. Criteria weights are determined using the fuzzy CRITIC method, which calculates the importance level of each criterion both objectively and subjectively while processing a large set of criteria. The fuzzy EDAS method, which is a practical method to solve MCDM problems involving many criteria, ranks the alternative 3D printer models. This study contributes to the literature by showing, for the first time, the integrated use of the fuzzy CRITIC and fuzzy EDAS methods for solving 3D printer selection problems.&nbsp;This study tests the real-life problem solution performance of the proposed model on a production company located in Kayseri, Turkey. In the first stage, weights of 20 subcriteria gathered under the four main criteria (technical, economy, performance, and environment) are determined via the fuzzy CRITIC method. In the second stage, four different 3D printer models (Flashforge Creator 3, Zortrax M200 Plus, Ultimaker 2+ connect, and Zaxe Z1) are suggested by the company experts; these four options are then ranked using the fuzzy EDAS method. Following this, Flashforge Creator 3 is selected as the most suitable 3D printer model for the company. The feedback collected from the company experts revealed that the company has reaped many benefits in prototype production after it started to utilize the selected 3D printer model. Thanks to the utilization of 3D printers, the company has experienced several advantages, including reduced transition time from prototype to product, early-stage error detection such as during the design process, and the ability to adjust models according to customer needs, consequently improving customer satisfaction.

Bulanık CRITIC ve Bulanık EDAS Yöntemleri ile 3 Boyutlu Yazıcı Seçimi

Handan

Res. Assist. Dr.

Increasing competition with globalization requires companies to assume new roles according to the changing dynamics in internal and external environments and improve business processes. Strengthening the quality and efficiency of the necessary logistic processes of the organizations to improve the flow of added value, especially since customer satisfaction is of utmost importance at this point, can help increase satisfied customers in the long term. Strong logistics processes require eliminating idle, unnecessary processes in the value stream and ensuring easily accessible, smooth, time-efficient, safe, and least risky processes.&nbsp;The “lean thinking” oriented management style, initiated by the Toyota production system in the 1940s and used in different sectors today, comes to the fore while eliminating idle and resource-wasting processes from operational processes. Leanness represents the leanest/simplest/easiest logistics activities that can create two-way added value to customers and businesses; products are available at the desired place and time and in the requested way, and flexibility in all processes ensures and maintains customer satisfaction. Lean logistics emphasizes minimum error and continuous process improvement (Bowersox et al., 2002). Lean logistics is a performance-oriented management style suitable for minimum storage, self-management of the system, extensive use of technology, delivery, and distribution in smaller quantities than traditional logistics, and extended instead of short-term contracts (Özkan et al., 2015). Lean logistics is a working philosophy to identify and remove waste in the supply chain (Alejandro-Chable et al., 2022). Many sectors include and prefer lean logistics in their production support activities due to its ongoing positive added value. Many studies have examined lean logistics in different sectors, such as automobile enterprises (Liang &amp; Wang, 2013; Silva, 2015; Zhang, 2015), transportation enterprises (Vasiliauskas et al., 2014), hospital logistics and healthcare (Aguilar-Escobar &amp; Garrido-Vega, 2012; Serrou et al., 2016; Khlie et al., 2016; Teng et al., 2019), logistics companies (De Haan et al., 2012; Buzdik et al., 2019; Rodrigues &amp; Kumar, 2019), forest industry (Fallas-Valverde et al., 2018), manufacturing and production companies (Dolak &amp; Suchanek, 2015; Nowicka-Skowron &amp; Ulewicz, 2017), agricultural product companies (Zhang &amp; Yang, 2010; Szabo et al., 2021), miner sector (Arango Serna et al., 2009), e-businesses (Cao, 2007), urban logistics (Escuder et al., 2020), maritime and port sector (Lyonnet, 2016; Frontoni et al., 2020; Praharsi et al., 2021), and vehicle industry (Wang et al. 2006).Conversely, understanding the literature well to determine the conceptual framework of lean logistics as a research field and its sectoral applications is imperative (Raghuram et al., 2010). Furthermore, reviewing the extant literature to identify the most relevant and effective studies is essential (Wang et al., 2016). In this context, this study analyzes the lean logistics literature regarding bibliometrics. The Web of Science (WoS) database is one of the most critical data sources in bibliometric analysis. The research data of this study comprises 559 different studies, focusing on lean logistics, scanned by international citation indexes in the WoS database between 1994 and 2022. Bibliometric analysis was used to address the following research questions (RQs):RQ-1: Who are the most published authors in lean logistics? RQ-2: Which countries stand out with the number of publications in publication production? RQ-3: What is the distribution of relevant publications by year? RQ-4: What is the single-multiple authorship status of the publications? RQ-5: What are the most commonly used keywords in publications? RQ-6: What are the most frequently used keywords in cited publications? RQ-7: What has been the trend in study topics over the years? RQ-8: What are the main themes/topics studied in lean logistics? RQ-9: Are the lean logistics literature and researchers’ contributions to this field sufficient?According to the research findings, studies in the field of lean logistics were first published in the WoS database in 1994. Studies in the field increased at 8.82% annual rate, and there were 22.04 citations per study. Furthermore, 1,423 researchers and 19,359 sources were used in the field between 1994 and 2022. Additionally, 61.9% studies were articles, 26.12% papers, 4.65% reviews, and 2.5% book chapters in the field; 237 publications were made between 2015 and 2020; most studies were published in 2016, with 54 publications. After 2016, a downward trend occurred in the number of studies. Among the top 15 researchers in the field of lean logistics, Jose Arturo Garza-Reyes, Vikas Kumar, and Guileherma Luz Tortorella were the most published ones; the top three journals are “Production Planning &amp; Control,” “International Journal of Logistics-Research and Applications,” and the “Journal of Cleaner Production.” The most commonly used keywords are “lean,” “lean manufacturing,” and “value stream mapping.” In addition to lean logistics, “supply chain management,” “health,” “lean thinking,” “lean management,” “6 Sigma,” “agility,” and “sustainability” were frequently preferred keywords. Furthermore, most publications in the field belonged to Garza-Reyes JA and Kumar V, with 10 studies, and the most cited source locally was Womack J.P et al.’s (1990) “The Machine That Changed the World: The Story of Lean Production” (n = 80). The most cited source globally was Kleindorfer and Saad’s (2005) “Managing disruption risks in supply chains” (n = 956).Furthermore, publications in the field were analyzed regarding country collaborations. According to the results, China, the United Kingdom (UK), and the United States were the leading countries in author collaboration. More than 60 studies in China and the UK found author collaboration, but most collaborations in China were intracountry, while the UK had more cross-country collaboration. In contrast, Turkey is among the top 20 countries regarding author collaboration; however, author collaboration in all Turkish studies was limited to the country. In other words, Turkish researchers did not establish international collaboration in the field. After examining the scientific production of the country, when the affiliated institutions of the published researchers were examined, the top three institutions were Cardiff Business School, Cranfield University, and Cardiff University from the UK. Furthermore, the most frequently used keywords included “thematic map,” “conceptual structure map,” and “common network analysis,” showing that author collaboration was also included in detail; thus, Lotka’s law indicates that the literature on the central theme of lean logistics is insufficient and must be developed.

Yalın Lojistik Üzerine Bibliyometrik Bir Analiz: WOS Veri Tabanı (1994-2022)

İclal

Mathematical Modelling Approaches for Integrated Single Machine Scheduling and Electric Vehicle Routing Problem

Sercan

Road-mapping for smart and lean tools with a sustainability perspective: A new model proposal

Bükra

Res. Assist.

Esma

Deciding the Criteria for Software Selection: A Bibliometric Review

Impact of Countries’ Logistics Performance on Their Exports: The Case of G-8 Countries

Naim

Customer Dissatisfaction Towards Chatbot Services of e-Commerce Shopping Sites: A Qualitative Analysis

Smart and Sustainable Supplier Balanced Scorecard: A Novel Hybrid Best-Worst-Based Method

Deniz

Ümit

An Evaluation of the logistics Performance Index Using the ENTROPY-based ORESTE Method

Seyyed

Hossain

Reza

Enhancing Network Performance in Mitigating the Impact of Traffic Accidents with Full User Information

@JOURNAL_BOX_EARLYVIEW

Orhan

Uzman

One of the most important stages of aid activities carried out by humanitarian aid organizations is logistics activities. These activities often play a key role. Logistics, which is defined as procurement at the right time, in the right place, and in the right amount, becomes important in humanitarian aid. These activities are generally carried out in various humanitarian areas such as food, health services, clothing, education, and psychological support.Therefore, their logistics performance is of great importance when humanitarian organizations deliver aid to a region where humanitarian crises occur. Recently, with the impact of humanitarian crises, the question of how to measure the response times and logistics competencies and performance of humanitarian organizations operating in this field has come to the fore.Aim: The main purpose of this study is to evaluate the logistics performance of NGOs working in the field of humanitarian aid. Other objectives are to examine the impact of productivity and efficiency performance of organizations on logistics performance and to determine the effects of these variables. In order to reach the aim of the study, it was supported with a field study. The research model was created with the data obtained from the field study and the model was tested with the collected data. This study aims to contribute to the literature by determining the factors that affect the logistics performance of organizations and drawing conclusions containing useful information for organizations.Method: Due to the scope of work of domestic and foreign origin, non-governmental organizations operating in Turkey have been the target of the research group. A field study was conducted on these organizations, the data and information were analyzed in the SPSS statistical analysis program, and the hypotheses of the research were tested. The hypotheses established to achieve the purpose of the study are as follows: “H1:The productivity performance of the organization positively affects its logistics performance,” and “H2:The organization’s efficiency performance positively affects its logistics performance.” These hypotheses were tested.Findings: According to the results, productivity performance has a significant and positive effect on logistics performance and efficiency performance has a significant but negative effect on logistics performance. As a result of the analysis, the first hypothesis of the study (“H1: The productivity performance of the organization affects the logistics performance positively.”) was accepted.According to the established regression model, it was determined that efficiency performance has a negative effect on logistic performance. Therefore, the second hypothesis of the study (“H2: The efficiency performance of the organization affects the logistics performance positively.”) was rejectedResult: Good tooling, good equipment, and good timing with bureaucratic permits are essential for good logistics performance. A well-established logistics coordination system ensures that the organization always performs logistics well. It has been observed that productivity performance and efficiency performance have effects on logistics performance. Finding trained personnel in civil society (the third sector), presents difficulties compared to the private and public sectors. This situation causes the personnel working in humanitarian aid organizations to either work temporarily or work on a project-based contract. Therefore, employees cannot provide stability in the organizations they work with. Finally, it is important to note that there are several factors necessary for good logistic performance. Even if all of these come together, sometimes additional problems occur and cause the logistics activity to be interrupted or even halted. Good teams, good equipment, and good timing are absolutely necessary for good logistics performance, together with bureaucratic permits. A well-established logistics coordination system ensures that the organization always exhibits good logistics performance.

İnsanı Yardım Kuruluşlarının, Verimlilik, Etkinlik ve Lojistik Performans Değerlendirmesi

Tanzer

Konteyner Taşımacılık Şirketlerinin Rekabet Düzeyini Ölçen Yeni İndeksler

Uğur

Veri Zarflama Analizini Yöntemi Kullanarak Su Distribütörlerinin Etkinliğinin Ölçümlenmesi

@JOURNAL_BOX_FEATURED

Hakan

Fuat

Güvenli Ulaşım Bakış Açısıyla Bir Kayıcı Teknenin Yalpa Hareketi İçin Kontrolcü Dizayni

As emphasized in this study, integration with suppliers is possible with the integration of processes. A process is a set of activities designed to produce a specific output for a particular customer or market (Davenport, 1993). Process integration, on the other hand, refers to the management of various activities that aim to combine relevant business processes within and across companies, and to eliminate duplicate or redundant processes in order to create a better functioning supply chain (Chen vd., 2009).&nbsp;Process integration with suppliers requires regular communication between cross-organizational work teams and partners. Firm integration ensures that inter-organizational business processes work in collaboration. Thus, it improves firm performance by creating synchronous processes (Frohlich ve Westbrook, 2001) throughout the supply chain and provides operational synergy, resulting in higher productivity.Mellat-Parast and Spillan (2014) stated that supply chain process integration is the most important indicator of the competitive position of the company, and determined its positive effect on firm competitiveness. Chen et al. (2009) dimensioned process integration with suppliers as internal process integration and external process integration, and found that external process integration positively affects firm performance. Langerak et al. (2007) also investigated the effect of product performance on firm performance, and found a positive effect. Narasimhan and Kim (2002) investigated the moderating effect of market uncertainty in the relationship between planning integration and profitability, and found that profitability increased in markets with low uncertainty. Liao and Tu (2008) found that the integration of production processes had more impact on production performance under conditions of high environmental uncertainty. For these reasons, the hypotheses of the research are determined as follows.H1: Process integration with the supplier has a positive effect on firm performance. H2: Process integration with the supplier has a positive effect on product performance. H3: The effect of process integration on firm performance is mediated by product performance. H4: Product performance has a positive effect on firm performance. H5: Market uncertainty has a moderating effect on the effect of Process Integration with Supplier on firm performance.The research was applied on SMEs operating in Istanbul and Gebze. The sample of the research consists of 156 industrial companies. Exploratory factor analysis (EFA), confirmatory factor analysis (CFA) and reliability analyzes were performed to test the validity and reliability of the scales. As a result of EFA, factor loads were obtained at over 0.50 for all scales, and KMO values were obtained at over 0.70. Reliability analysis showed that the alpha coefficient value for all scales was determined by over 0.70. CFA showed, that the scales meets the goodness of fit criteria. As a result of the correlation analysis, it was found that there was a significant relationship between variables in the same direction at the level of 0.01 significance.&nbsp;As a result of structural equation analysis of the model, the process integration with suppliers positively affected product performance and firm performance; It has also been determined that product performance affects firm performance positively. The bootstrap method was used to test the mediation role of product performance on the impact of process integration with suppliers on firm performance. In order to test the mediating role of product performance, the significance of indirect effects was examined, and the bootstrap method was used for this. The highest likelihood method was used in 95% confidence interval consisting of 1000 samples and the Monte Carlo parametric bootstrap option was chosen. Indirect effects confidence interval lower value was determined as 0.204, and the confidence interval upper value was found as 0.377. It was found that the significance level of indirect effects is below 0.01, which means it is meaningful. The fact that the confidence interval lower and upper value ranges do not include zero, and being meaningful indicates that product performance has an intermediary role in the impact of strategic integration with suppliers on firm performance.Path analysis was conducted to analyze the moderating role of market uncertainty in the impact of process integration with suppliers on firm performance. For this purpose, an interaction variable is formed, which is the multiplication of the process integration and the market uncertainty variables. As a result of the moderating impact analysis, it was seen that process integration and market uncertainty had a positive effect on firm performance. However, the interaction variable did not significantly affect firm performance. This finding shows that market uncertainty has no moderating effect on the effect of process integration on firm performance. The reason for this is thought to be related to the fact that market uncertainty includes a more market-oriented perspective. According to this finding, it will be possible to say that the uncertainties in the market are not related to the procurement processes. As a result of the research, the H1, H2, H3 and H4 hypotheses were supported, while the H5 hypothesis could not be supported.

Tedarikçilerle Süreç Entegrasyonunun Firma Performansı Üzerindeki Etkisinde Ürün Performansının Aracı Rolü

@JOURNAL_BOX_MOSTREAD

Ulaştırma ve Lojistik Dergisi (JTL), İstanbul Üniversitesi Ulaştırma ve Lojistik Fakültesi'nin Mayıs ve Kasım aylarında olmak üzere yılda iki kere yayınlanan, multidisipliner bir dergisidir. Derginin amacı, taşımacılık ve lojistik endüstrisinin küresel ekonomi için geri döndürülemez hale gelen sorunları hakkında yeni fikirleri yayınlamaktır. JTL, akademisyenlere ve saha uygulayıcılarına ulaştırma ve lojistik için yeni konuları tartışmak ve analiz etmek için dinamik bir platform sunmaktadır. JTL Dünya çapında iş yöneticileri ve araştırmacılar arasında lojistik ve tedarik zinciri yönetimi ile ilgili bilgi alışverişinin yanı sıra, lojistik ve tedarik zinciri yönetim sorunları ve teknikleri hakkında yeni bir düşünce platformunda bağımsız, özgün ve özenli bir analiz olanağı sunar.
Dergimize akademisyenler ve saha uygulayıcıları tarafından yapılan ulaştırma, lojistik ve tedarik zinciri yönetimi ve uygulamalarını geliştiren makaleler, araştırma çalışmaları, örnek olay analizleri ve inceleme makaleleri davet edilmektedir. Ulaştırma, lojistik veya tedarik zinciri yönetiminin herhangi bir alanındaki makaleler dergimize kabul edilmektedir. Dergimiz editörleri gelen çalışmalar ile ilgili eserlerin teorik ve yöntemsel süreçlerin uygulamalar ile ne derecede örtüştüğünü test etmektedirler. Yayınlanmak üzere gönderilen makalelerin tedarik zincirinde ulaştırma ve lojistik süreci perspektifinden uygulamalarının yapılması ve yorumlanması kabul için öncelikli tercih nedeni olmaktadır. Bu nedenle, dergimize işletmecilik, girişimcilik, yönetim, muhasebe, kurumsal yönetim müşteri ilişkileri yönetimi (CRM), pazarlama, insan kaynakları yönetimi, ekonomi, finans, işletme, imalat sanayi, lojistik, tedarik zinciri yönetimi, ulaşım endüstrileri, yeşil lojistik, ters lojistik, insani lojistik, sürdürülebilirlik, şehir lojistiği sektörleri ile ilgili çalışmalar kabul edilmektedir. Tüm makaleler, hakemler tarafından yayınlanmak üzere incelenmektedir.

Muhammet

Open AIRE

EBSCO

ERIH PLUS

TR Dizin

DOAJ

SOBIAD

Cabells Journalytics

@METRIC_VOLUMES

@METRIC_ISSUES

@METRIC_ARTICLES

@METRIC_OPENACCESS

Journal of Transportation and Logistics

@INFO_TAB_ABOUT

Editor in Chief

Co Editor in Chief

Managing Editor

Language Editor

Statistics Editor

Editorial Board Member

@INFO_TAB_BOARDS

Ulaştırma ve Lojistik Dergisi (JTL), İstanbul Üniversitesi Ulaştırma ve Lojistik Fakültesi'nin çok disiplinli ve altı aylık resmi bir dergisidir. Derginin amacı, taşımacılık ve lojistik endüstrisinin küresel ekonomi için geri döndürülemez hale gelen sorunları hakkında yeni fikirleri yayınlamaktır. JTL, akademisyenlere ve saha uygulayıcılarına ulaştırma ve lojistik için yeni konuları tartışmak ve analiz etmek için dinamik bir platform sunmaktadır. JTL Dünya çapında iş yöneticileri ve araştırmacılar arasında lojistik ve tedarik zinciri yönetimi ile ilgili bilgi alışverişinin yanı sıra, lojistik ve tedarik zinciri yönetim sorunları ve teknikleri hakkında yeni bir düşünce platformunda bağımsız, özgün ve özenli bir analiz olanağı sunar. Dergimize akademisyenler ve saha uygulayıcıları tarafından yapılan ulaştırma, lojistik ve tedarik zinciri yönetimi ve uygulamalarını geliştiren makaleler, araştırma çalışmaları, örnek olay analizleri ve inceleme makaleleri davet edilmektedir. Ulaştırma, lojistik veya tedarik zinciri yönetiminin herhangi bir alanındaki makaleler dergimize kabul edilmektedir. Dergimiz editörleri gelen çalışmalar ile ilgili eserlerin teorik ve yöntemsel süreçlerin uygulamalar ile ne derecede örtüştüğünü test etmektedirler. Yayınlanmak üzere gönderilen makalelerin tedarik zincirinde ulaştırma ve lojistik süreci perspektifinden uygulamalarının yapılması ve yorumlanması kabul için öncelikli tercih nedeni olmaktadır. Bu nedenle, dergimize işletmecilik, girişimcilik, yönetim, muhasebe, kurumsal yönetim müşteri ilişkileri yönetimi (CRM), pazarlama, insan kaynakları yönetimi, ekonomi, finans, işletme, imalat sanayi, lojistik, tedarik zinciri yönetimi, ulaşım endüstrileri, yeşil lojistik, ters lojistik, insani lojistik, sürdürülebilirlik, şehir lojistiği sektörleri ile ilgili çalışmalar kabul edilmektedir. Tüm makaleler, hakemler tarafından yayınlanmak üzere olarak incelenmektedir.

Amaç ve Kapsam

<ul><li><a href="https://app.trdizin.gov.tr/dergi/TVRjM09Uaz0/journal-of-transportation-and-logisitics" target="">TÜBİTAK-ULAKBİM TR Dizin</a> </li><li>Open AIRE</li><li><a href="https://doaj.org/toc/2459-1718?source=%7B%22query%22%3A%7B%22filtered%22%3A%7B%22filter%22%3A%7B%22bool%22%3A%7B%22must%22%3A%5B%7B%22terms%22%3A%7B%22index.issn.exact%22%3A%5B%222459-1718%22%5D%7D%7D%5D%7D%7D%2C%22query%22%3A%7B%22match_all%22%3A%7B%7D%7D%7D%7D%2C%22size%22%3A100%2C%22sort%22%3A%5B%7B%22created_date%22%3A%7B%22order%22%3A%22desc%22%7D%7D%5D%2C%22_source%22%3A%7B%7D%7D" target="_blank">DOAJ</a></li><li>ERIH PLUS</li><li>SOBİAD</li><li>EBSCO Central &amp; Eastern European Academic Source </li><li>Cabells Journalytics </li></ul>

Dizinler

Dergi yayın etiğinde en yüksek standartlara bağlıdır ve <a href="https://publicationethics.org/" target="_blank">Committee on Publication Ethics (COPE)</a>, <a href="https://doaj.org/apply/transparency/#principles-of-transparency-and-best-practice-in-scholarly-publishing" target="_blank">Directory of Open Access Journals (DOAJ)</a>, <a href="https://oaspa.org/" target="_blank">Open Access Scholarly Publishers Association (OASPA)</a> ve <a href="https://www.wame.org/" target="_blank">World Association of Medical Editors (WAME)</a> tarafından yayınlanan etik yayıncılık ilkelerini benimser; Principles of Transparency and Best Practice in Scholarly Publishing başlığı altında ifade edilen ilkeler için: <a href="https://publicationethics.org/resources/guidelines-new/principles-transparency-and-best-practice-scholarly-publishing" target="_blank">https://publicationethics.org/resources/guidelines-new/principles-transparency-and-best-practice-scholarly-publishing</a> Gönderilen makaleler derginin amaç ve kapsamına uygun olmalıdır. Orijinal, yayınlanmamış ve başka bir dergide değerlendirme sürecinde olmayan, her bir yazar tarafından içeriği ve gönderimi onaylanmış yazılar değerlendirmeye kabul edilir. Makale yayınlanmak üzere Dergiye gönderildikten sonra yazarlardan hiçbirinin ismi, tüm yazarların yazılı izni olmadan yazar listesinden silinemez ve yeni bir isim yazar olarak eklenemez ve yazar sırası değiştirilemez.İntihal, duplikasyon, sahte yazarlık/inkar edilen yazarlık, araştrma/veri fabrikasyonu, makale dilimleme, dilimleyerek yayın, telif hakları ihlali ve çıkar çatışmasının gizlenmesi, etik dışı davranışlar olarak kabul edilir. Kabul edilen etik standartlara uygun olmayan tüm makaleler yayından çıkarılır. Buna yayından sonra tespit edilen olası kuraldışı, uygunsuzluklar içeren makaleler de dahildir.İntihal Ön kontrolden geçirilen makaleler, iThenticate yazılımı kullanılarak intihal için taranır. İntihal/kendi kendine intihal tespit edilirse yazarlar bilgilendirilir. Editörler, gerekli olması halinde makaleyi değerlendirme ya da üretim sürecinin çeşitli aşamalarında intihal kontrolüne tabi tutabilirler. Yüksek benzerlik oranları, bir makalenin kabul edilmeden önce ve hatta kabul edildikten sonra reddedilmesine neden olabilir. Makalenin türüne bağlı olarak, bunun oranın %15 veya %20'den az olması beklenir.Çift Kör Hakemlikİntihal kontrolünden sonra, uygun olan makaleler baş editör tarafından orijinallik, metodoloji, işlenen konunun önemi ve dergi kapsamı ile uyumluluğu açısından değerlendirilir. Editör, makalelerin adil bir şekilde çift taraflı kör hakemlikten geçmesini sağlar ve makale biçimsel esaslara uygun ise, gelen yazıyı yurtiçinden ve /veya yurtdışından en az iki hakemin değerlendirmesine sunar, hakemler gerek gördüğü takdirde yazıda istenen değişiklikler yazarlar tarafından yapıldıktan sonra yayınlanmasına onay verir.

Politikalar

Dergi açık erişimlidir ve derginin tüm içeriği okura ya da okurun dahil olduğu kuruma ücretsiz olarak sunulur. Okurlar, ticari amaç haricinde, yayıncı ya da yazardan izin almadan dergi makalelerinin tam metnini okuyabilir, indirebilir, kopyalayabilir, arayabilir ve link sağlayabilir. Bu <a href="https://www.budapestopenaccessinitiative.org/translations/turkish-translation" target="_blank">BOAI</a> açık erişim tanımıyla uyumludur. Derginin açık erişimli makaleleri Creative Commons Atıf-GayrıTicari 4.0 Uluslararası (<a href="https://creativecommons.org/licenses/by-nc/4.0/deed.tr" target="_blank">CC BY-NC 4.0</a>) olarak lisanslıdır.

Derginin tüm giderleri İstanbul Üniversitesi tarafından karşılanmaktadır. Dergide makale yayını ve makale süreçlerinin yürütülmesi ücrete tabi değildir. Dergiye gönderilen ya da yayın için kabul edilen makaleler için işlemleme ücreti ya da gönderim ücreti alınmaz.

Yazarlar dergide yayınlanan çalışmalarının telif hakkına sahiptirler ve çalışmaları  Creative Commons Atıf-GayrıTicari 4.0 Uluslararası (<a href="https://creativecommons.org/licenses/by-nc/4.0/deed.tr" target="_blank">CC BY-NC 4.0</a>) olarak lisanslıdır. CC BY-NC 4.0 lisansı, eserin ticari kullanım dışında her boyut ve formatta paylaşılmasına, kopyalanmasına, çoğaltılmasına ve orijinal esere uygun şekilde atıfta bulunmak kaydıyla yeniden düzenleme, dönüştürme ve eserin üzerine inşa etme dâhil adapte edilmesine izin verir.

Editörler, yayınlanan makalede, bulguları, yorumları ve sonuçları etkilemeyen küçük hatalar tespit edilirse düzeltme yayınlamayı düşünebilirler. Editörler, bulguları ve sonuçları geçersiz kılan büyük hatalar / ihlaller söz konusu olduğunda, makaleyi geri çekmeyi düşünmelidir. Yazarlar tarafından araştırma veya yayını kötüye kullanmaya yönelik olasılık söz konusu ise; bulguların güvenilir olmadığına ve yazarların kurumlarının olayı soruşturmadığına dair kanıtlar var veya olası soruşturma haksız veya sonuçsuz görünüyor ise, editörler endişe ifadesi yayınlamayı düşünmelidir. Düzeltme, geri çekme veya endişe ifadesi ile ilgili olarak <a href="https://publicationethics.org/resources/flowcharts/complete-set-english" target="_blank">COPE</a> ve <a href="https://www.icmje.org/recommendations/" target="_blank">ICJME</a> yönergeleri dikkate alınır.

Dergide yayınlanan tüm yazıların korunmasını ve kalıcı olarak erişilebilir olmasını sağlamak için makaleler, ulusal bir arşiv sitesi olarak hizmet veren ve aynı zamanda LOCKSS'in içeriği toplamasına, korumasına ve sunmasına izin veren Dergipark'ta saklanmaktadır.Ek olarak, yazarların kendilerinin makalelerinin son PDF sürümünü Open Archives Initiative (<a href="https://www.openarchives.org/" target="_blank">https://www.openarchives.org/</a>) standartlarına uygun açık elektronik arşivlerde arşivlemeleri önerilir. Yazarlar, yayınladıkları arşiv versiyonundan, İ.Ü. Yayınevinin dergi web sitesinin URL'sine bağlantı sağlamalıdır.

Journal of Transportation and Logistics, yayın etiğinde en yüksek standartlara bağlıdır ve <a href="https://publicationethics.org/" target="_blank">Committee on Publication Ethics (COPE)</a>, <a href="https://doaj.org/apply/transparency/#principles-of-transparency-and-best-practice-in-scholarly-publishing" target="_blank">Directory of Open Access Journals (DOAJ)</a>, <a href="https://oaspa.org/" target="_blank">Open Access Scholarly Publishers Association (OASPA)</a> ve <a href="https://www.wame.org/" target="_blank">World Association of Medical Editors (WAME)</a> tarafından yayınlanan etik yayıncılık ilkelerini benimser; Principles of Transparency and Best Practice in Scholarly Publishing başlığı altında ifade edilen ilkeler için: <a href="https://publicationethics.org/resources/guidelines-new/principles-transparency-and-best-practice-scholarly-publishing" target="_blank">https://publicationethics.org/resources/guidelines-new/principles-transparency-and-best-practice-scholarly-publishing</a> Gönderilen tüm makaleler orijinal, yayınlanmamış ve başka bir dergide değerlendirme sürecinde olmamalıdır. Her bir makale editörlerden biri ve en az iki hakem tarafından çift kör değerlendirmeden geçirilir. İntihal, duplikasyon, sahte yazarlık/inkar edilen yazarlık, araştrma/veri fabrikasyonu, makale dilimleme, dilimleyerek yayın, telif hakları ihlali ve çıkar çatışmasının gizlenmesi, etik dışı davranışlar olarak kabul edilir.Kabul edilen etik standartlara uygun olmayan tüm makaleler yayından çıkarılır. Buna yayından sonra tespit edilen olası kuraldışı, uygunsuzluklar içeren makaleler de dahildir.

Etik

Journal of Transportation and Logistics araştırma etiğinde en yüksek standartları gözetir ve aşağıda tanımlanan uluslararası araştırma etiği ilkelerini benimser. Makalelerin etik kurallara uygunluğu yazarların sorumluluğundadır.<ul><li>Araştırmanın tasarlanması, tasarımın gözden geçirilmesi ve araştırmanın yürütülmesinde, bütünlük, kalite ve şeffaflık ilkeleri sağlanmalıdır.</li><li>Araştırma ekibi ve katılımcılar, araştırmanın amacı, yöntemleri ve öngörülen olası kullanımları; araştırmaya katılımın gerektirdikleri ve varsa riskleri hakkında tam olarak bilgilendirilmelidir.</li><li>Araştırma katılımcılarının sağladığı bilgilerin gizliliği ve yanıt verenlerin gizliliği sağlanmalıdır. Araştırma katılımcıların özerkliğini ve saygınlığını koruyacak şekilde tasarlanmalıdır.</li><li>Araştırma katılımcıları gönüllü olarak araştırmada yer almalı, herhangi bir zorlama altında olmamalıdırlar.</li><li>Katılımcıların zarar görmesinden kaçınılmalıdır. Araştırma, katılımcıları riske sokmayacak şekilde planlanmalıdır.</li><li>Araştırma bağımsızlığıyla ilgili açık ve net olunmalı; çıkar çatışması varsa belirtilmelidir.</li><li>Deneysel çalışmalarda, araştırmaya katılmaya karar veren katılımcıların yazılı bilgilendirilmiş onayı alınmalıdır. Çocukların ve vesayet altındakilerin veya tasdiklenmiş akıl hastalığı bulunanların yasal vasisinin onayı alınmalıdır.</li><li>Çalışma herhangi bir kurum ya da kuruluşta gerçekleştirilecekse bu kurum ya da kuruluştan çalışma yapılacağına dair onay alınmalıdır.</li><li>İnsan öğesi bulunan çalışmalarda, “yöntem” bölümünde katılımcılardan “bilgilendirilmiş onam” alındığının ve çalışmanın yapıldığı kurumdan etik kurul onayı alındığı belirtilmesi gerekir.</li></ul>

Makalelerin bilimsel ve etik kurallara uygunluğu yazarların sorumluluğundadır. Yazar makalenin orijinal olduğu, daha önce başka bir yerde yayınlanmadığı ve başka bir yerde, başka bir dilde yayınlanmak üzere değerlendirmede olmadığı konusunda teminat sağlamalıdır. Uygulamadaki telif kanunları ve anlaşmaları gözetilmelidir. Telife bağlı materyaller (örneğin tablolar, şekiller veya büyük alıntılar) gerekli izin ve teşekkürle kullanılmalıdır. Başka yazarların, katkıda bulunanların çalışmaları ya da yararlanılan kaynaklar uygun biçimde kullanılmalı ve referanslarda belirtilmelidir.Gönderilen makalede tüm yazarların akademik ve bilimsel olarak doğrudan katkısı olmalıdır, bu bağlamda “yazar” yayınlanan bir araştırmanın kavramsallaştırılmasına ve dizaynına, verilerin elde edilmesine, analizine ya da yorumlanmasına belirgin katkı yapan, yazının yazılması ya da bunun içerik açısından eleştirel biçimde gözden geçirilmesinde görev yapan birisi olarak görülür. Yazar olabilmenin diğer koşulları ise, makaledeki çalışmayı planlamak veya icra etmek ve / veya revize etmektir. Fon sağlanması, veri toplanması ya da araştırma grubunun genel süpervizyonu tek başına yazarlık hakkı kazandırmaz. Yazar olarak gösterilen tüm bireyler sayılan tüm ölçütleri karşılamalıdır ve yukarıdaki ölçütleri karşılayan her birey yazar olarak gösterilebilir. Yazarların isim sıralaması ortak verilen bir karar olmalıdır. Tüm yazarlar yazar sıralamasını <a href="https://cdn.istanbul.edu.tr/file/JTA6CLJ8T5/7910A9BCA3B142CEBCF7D2BDD2ABA0B0" target="_blank">Telif Hakkı Anlaşması Formunda</a> imzalı olarak belirtmek zorundadırlar.Yazarlık için yeterli ölçütleri karşılamayan ancak çalışmaya katkısı olan tüm bireyler “teşekkür / bilgiler” kısmında sıralanmalıdır. Bunlara örnek olarak ise sadece teknik destek sağlayan, yazıma yardımcı olan ya da sadece genel bir destek sağlayan, finansal ve materyal desteği sunan kişiler verilebilir.Bütün yazarlar, araştırmanın sonuçlarını ya da bilimsel değerlendirmeyi etkileyebilme potansiyeli olan finansal ilişkiler, çıkar çatışması ve çıkar rekabetini beyan etmelidirler. Bir yazar kendi yayınlanmış yazısında belirgin bir hata ya da yanlışlık tespit ederse, bu yanlışlıklara ilişkin düzeltme ya da geri çekme için editör ile hemen temasa geçme ve işbirliği yapma sorumluluğunu taşır.

Baş editör, makaleleri, yazarların etnik kökeninden, cinsiyetinden, uyruğundan, dini inancından ve siyasi felsefesinden bağımsız olarak değerlendirir. Yayına gönderilen makalelerin adil bir şekilde çift taraflı kör hakem değerlendirmesinden geçmelerini sağlar. Gönderilen makalelere ilişkin tüm bilginin, makale yayınlanana kadar gizli kalacağını garanti eder. Baş editör içerik ve yayının toplam kalitesinden sorumludur. Gereğinde hata sayfası yayınlamalı ya da düzeltme yapmalıdır.Baş editör; yazarlar, editörler ve hakemler arasında çıkar çatışmasına izin vermez. Hakem atama konusunda tam yetkiye sahiptir ve dergide yayınlanacak makalelerle ilgili nihai kararı vermekle yükümlüdür.Hakemlerin araştırmayla ilgili, yazarlarla ve/veya araştırmanın finansal destekçileriyle çıkar çatışmaları olmamalıdır. Değerlendirmelerinin sonucunda tarafsız bir yargıya varmalıdırlar. Gönderilmiş yazılara ilişkin tüm bilginin gizli tutulmasını sağlamalı ve yazar tarafında herhangi bir telif hakkı ihlali ve intihal fark ederlerse editöre raporlamalıdırlar.Hakem, makale konusu hakkında kendini vasıflı hissetmiyor ya da zamanında geri dönüş sağlaması mümkün görünmüyorsa, editöre bu durumu bildirmeli ve hakem sürecine kendisini dahil etmemesini istemelidir.Değerlendirme sürecinde editör hakemlere gözden geçirme için gönderilen makalelerin, yazarların özel mülkü olduğunu ve bunun imtiyazlı bir iletişim olduğunu açıkça belirtir. Hakemler ve yayın kurulu üyeleri başka kişilerle makaleleri tartışamazlar. Hakemlerin kimliğinin gizli kalmasına özen gösterilmelidir. Bazı durumlarda editörün kararıyla, ilgili hakemlerin makaleye ait yorumları aynı makaleyi yorumlayan diğer hakemlere gönderilerek hakemlerin bu süreçte aydınlatılması sağlanabilir.

Daha önce yayınlanmamış ya da yayınlanmak üzere başka bir dergide halen değerlendirmede olmayan ve her bir yazar tarafından onaylanan makaleler değerlendirilmek üzere kabul edilir. Gönderilen ve ön kontrolü geçen makaleler iThenticate yazılımı kullanılarak intihal için taranır. İntihal kontrolünden sonra, uygun olan makaleler baş editör tarafından orijinallik, metodoloji, işlenen konunun önemi ve dergi kapsamı ile uyumluluğu açısından değerlendirilir.Seçilen makaleler en az iki ulusal/uluslararası hakeme çift taraflı kör hakemlik ile değerlendirmeye gönderilir; yayın kararı, hakemlerin talepleri doğrultusunda yazarların gerçekleştirdiği düzenlemelerin ve hakem sürecinin sonrasında baş editör tarafından verilir.

Hakemlik Hakkında

Sayı Türü	Regular
Editör(ler)	Mehmet Adak, Abit Balın

Sayı Türü	Regular
Editör(ler)	Mehmet Adak, Abit Balın

Journal of Transportation and Logistics

JTL

CİLT 8, SAYI 2, 2023

CİLT 8, SAYI 1, 2023

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