Gizem

Hidayet

Umut

Berker

The Liberalization Effect on Air Transport Expenditure Choices of  Turkish Households: The Perspective of Micro Data Analysis

Elnaz

Bengü

Assoc. Prof.

Aysu

Risks in Road Transportation of Sport Horses: the Case of Turkey

Ahmet

Assist. Prof.

Ömer

Determining the Effectiveness of the Bus Lines in Urban  Transportation using Data Envelopment Analysis

Volkan

Aşkın

Murat

Engine oil is a liquid that forms a protective film layer on the moving parts of the engine, reducing wear and friction, as well as preventing rust and corrosion with the compounds it contains. This fluid also assists the vehicle cooling system at the temperature point by lowering heat created during engine operation, cooling it in the crankcase, and re-joining it in the system cycle with each oil circulation. Many elements, such as engine performance, wear due to friction in engine parts, and fuel consumption, are directly influenced by the engine oil used in an automobile. As a result, selecting a high-quality engine oil is critical if you want to keep your car’s engine running longer and more efficiently.The goal of this research is to find the best 5w30 engine oil for private cars among the 5w30 engine oils available for sale in Turkey by the industry’s main companies. The WSS-M2C913-D specification has been determined for the five mineral engine oil replacements under consideration. Experts established the eight criteria employed in the study. “Viscosity index,” “Viscosity 40-100 °C mm2/S,” “Density,” “Flash Point,” “Flow Point,” “Cold Start,” and “Ash Sulphate value” are the variables to examine while picking the best engine oil. A choice will be made between five distinct mineral oil brand options based on these parameters. The manufacturers’ ASTM (American Society for Testing and Materials) procedures yielded test results that provided values for the technical parameters that influence selection. Engine oil selection criteria were analyzed for two alternative scenarios, taking into account the conditions in Izmir province, which has a pleasant climate, and Erzurum province, which has a harsh continental environment.The FUCOM, MAIRCA, MABAC, and BWM approaches, which are innovative methodologies, were applied in the study. The criteria weights were determined separately using the FUCOM and BWM multi-criteria decision-making procedures, based on the climate circumstances of two different regions, namely the Aegean and continental climates. MAIRCA and MABAC methodologies are used to rank the five mineral motor oil alternatives according to the criteria weights obtained in both climatic conditions. Owing to the fact that there are negative values in the matrix, the MAIRCA and MABAC approaches were preferred to be able to pick amongst options.According to the findings of the analysis, the viscosity 100 criterion is first for Izmir, and the cold start simulator criterion is first for Erzurum, in a weighing of the criteria based on the conditions of Izmir and Erzurum. The Viscosity index criterion is the eighth and final criterion in the context of both zmir and Erzurum. The identical alternatives was found for both Izmir and Erzurum in the engine oil rankings established according to different climate conditions using the MAIRCA and MABAC methodologies. The main reason for this is that every option that complies with the WSS-M2C913-D standard in Turkey and is available on the market can perform its function in a variety of climatic and temperature conditions throughout our country’s geography. The study’s fundamental disadvantage is that it is limited to the geography of Turkey; if it had been conducted over a wider range of foreign geographies, the results could have varied according to climatic circumstances.&nbsp;There was no study discovered in the literature that used Multi-Criteria Decision Making (MCDM) methodologies to choose engine oil options for autos. This will be the first study in the literature to establish and weight engine oil selection criteria for automobiles based on different environmental circumstances, and then use MCDM methods to select the best engine oil alternative. As a result, it is expected to be innovative and contribute to the literature. Furthermore, it is anticipated that this research will be advantageous to both automobile consumers and employees in the automotive industry, as well as engine oil manufacturers and marketers.&nbsp;

Otomobil Motor Yağı Alternatiflerinin FUCOM, MAIRCA, MABAC ve  BWM Yöntemleri ile Değerlendirilmesi

Umur

A Priority Analysis on Emission Reduction Strategies in Foreland and  Hinterland of Ports

Sercan

Öğretim Görevlisi Dr.

Mehmet

Turan

Prof.

Since the beginning of industrialization, technological leaps have resulted in paradigm shifts known as “Industrial Evolutions.” So far, three industrial revolutions have led to paradigm shifts in manufacturing: mechanization through steam power, mass production in assembly lines, and automation by information technology. Recently, researchers and policymakers worldwide have increasingly called for the term Industry 4.0 to be used to describe the impending changes that the industries will face because of the new era of digitization. This revolution is based on the increased availability of digital connectivity technologies, which are being used to reorganize supply chains. Industry 4.0 promotes decentralization of decision-making and information distribution in each entity that makes up the overall system. This decentralization promotes the flexibility and agility of systems by increasing their responsiveness and autonomy. Simultaneously, companies are confronted with new opportunities and challenges as public awareness of social, environmental, and economic sustainability concerns grows. The emergence of smart technologies calls into question business leaders’ models and imposes two major challenges. The first challenge is to envision how these technologies can be used to transform supply chain processes, and the second is to master these smart technologies to create new products or services. Ensuring sustainability while matching these critical business skills will be a critical issue in this new era.Various maturity models are available in the literature to support companies in their digitization efforts. Essentially, these models are concerned with the organization’s digital maturity. However, available readiness maturity models do not address sustainability issues and overlook a fundamental aspect of the digital revolution: the opportunity to redefine the company’s mission through a strategic positioning review. As a result of this redefinition, companies that have traditionally been oriented toward business objectives are being compelled to refocus their activities on promoting social welfare, environmental responsibility, and economic value generation. We propose a novel, smart, and sustainable supply chain readiness and maturity approach in this study. In the context of supply chain sustainability in economic, environmental, and social dimensions, our model conceptualizes the extent to which Industry 4.0 tools are understood (understanding score), applied (implementation score), and contribute to organizational goals (development score). The awareness and knowledge of the available smart technologies are displayed in the understanding dimension. Moreover, the adoption of smart technologies within supply chain processes is implied by the implementation dimension. The third dimension, development, represents the organization’s readiness to progress with its digital transformation. Our model consists of five steps. A questionnaire is used to collect scores on understanding, implementation, and contribution to development in three sustainability dimensions for each of the 12 tools in the first step. As a result, the initial tool maturity matrix is obtained, with the rows consisting of 12 Industry 4.0 tools and the columns consisting of understanding, implementation, and development scores in the three dimensions of sustainability. The tool-dimension score for each of the 12 Industry 4.0 tools is calculated in the second step using the initial tool maturity matrix values by taking the geometric mean of the three dimensions of sustainability. At the third and fourth steps, a total readiness and maturity score is calculated for each sustainability dimension and the enterprise, respectively. Finally, the fifth step computes an overall smart and sustainable supply chain readiness and maturity score. To demonstrate the applicability of the proposed model, we conduct a case study in the automotive manufacturing industry. By combining its three dimensions, we can assess an organization’s readiness and maturity to begin the transition to Industry 4.0 while taking sustainability concerns into account. Our model enables decision-makers to assess the current situation using a readiness and maturity approach, measure performance, and set goals to support continuous development and innovation activities in the adoption of smart technologies to supply chain processes.&nbsp;

Akıllı ve Sürdürülebilir Tedarik Zinciri Yönetiminin Hazırlık ve  Olgunluk Düzeyinin Değerlendirilmesi için Geometrik Ortalamaya  Dayalı Yeni Bir Model Önerisi

Ertuğrul

Quality expresses the customer satisfaction level; it can be elucidated by examining certain service quality indicators. In terms of the service sector, increasing customer satisfaction is a primary goal of quality management. Customer satisfaction is often an expression of subjective feelings arising from the difference between the customers’ expectations of the service and their actual experience. Service-producing businesses must analyze the demands and expectations of their customers appropriately and make improvements accordingly to gain a competitive advantage in the market. However, analyzing and implementing quality expectations are not enough. After providing the service, businesses must monitor whether customer expectations are met and how customers perceive the service using the suitable methods. The level of service quality is measured by evaluating the perceptions of the customer. In particular, in recent years, logistics service providers (LSPs), whose demand has further increased, should handle the demands described as the “voice of the customer” with the proper techniques and update their quality characteristics accordingly. Today, numerous LSPs give more importance to customer satisfaction by providing greater customer service. Therefore, customer satisfaction and service quality evaluations are becoming essential for companies. Thus, improvements determined because of the evaluation of service quality can encourage more customers to use the services provided. Hence, companies must evaluate, monitor, and develop strategies for service quality to increase their service quality and keep customer’s interest vigorous. The logistics service industry focuses on essential services, such as organizing, planning, and controlling the transport of physical goods and additional value-added services. LSPs should evaluate their processes to maintain their current market position and reach more customers. Service quality is a vital element in creating customer satisfaction; hence, it plays an important role in maintaining the companies’ profitability levels. Therefore, measuring service quality is important for companies. This study investigates which dimensions should be considered in this process by focusing on the service performance measurement of LSPs. The SERVQUAL model is employed to gather the dimensions under certain headings and to create a decision hierarchy. In this study, the SERVQUAL model, which is one of the most widely used service quality methodologies, is extended from five to nine main dimensions to adapt to current changes and customer expectations. By adding “Competency,” “Technology,” “Environmental affects,” and “Cost,” we can provide an evaluation framework for the service quality of LSPs. In this study, LSPs’ service quality is evaluated using the SERVQUAL model without ignoring the current problems of the world and digital technological competitive environment. To prioritize the proposed nine new dimensions, this study considered the problem a multicriteria decision-making problem and applied the best–worst method to determine the weights of each service quality. Among the evaluated dimensions, the dimension with the highest weight is “Responsiveness,” whereas the least important dimension is determined as “Environmental impacts.”&nbsp;

Lojistik Servis Sağlayıcılarının Hizmet Kalitesi Boyutlarının SERVQUAL  Temelli Best-Worst Yöntemi Kullanılarak Önceliklendirilmesi

Yaser

Gökhan

Examining the Efficiency of Automation in Container Terminals

Seher

Res. Assist.

Esma

Emre

Özcan

Determining Maritime Health Online Training Needs for Seafarers  and Doctors in Maritime Transportation

Ozan

Lecturer

Olgay

Determination of Officer of the Watch Selection Criteria for Ship Types

Uzman

Gülvade

Duygu

Türkiye’de Transit Sisteminde Teminat Uygulamaları ve Risk  Yönetimi: Tobbund Örneği

Abit

ORCID

Keziban

Samet

Exploring the Sources of Centrality in the Turkish Domestic Airport Network

Alev

A Multi Depot Multi Product Split Delivery Vehicle Routing Problem  with Time Windows: A Real Cash in Transit Problem Application in  Istanbul, Turkey

Melih

Yasin

Due to globalization and changes in consumer behaviors, the rising demand for products has increased trade volumes, which has in turn put pressure on the transportation sector, which is an indispensable part of global trade. In order to meet the constant rises in demand, the transportation sector has had to concentrate on improving itself and its efficiency in addition to trying to find novel solutions. In this sense, great importance is had in running transport operations through the optimal transportation routes. Having logistics companies transport products on efficient routes allows them to reduce transportation costs, which have the largest share of their operational costs, to increase customer satisfaction by delivering goods on time, and to gain advantages over other competitors.This study attempts to determine the optimal transportation route for exporting marble from Turkey to France by combining the analytical hierarchy process (AHP) and the technique for order preference by similarity to ideal solution (TOPSIS) multi-criteria decision making methods.Firstly, the study discusses the importance of determining optimal transportation routes and the factors that affect efficiency based on the mode of transport. Afterwards, the study reviews the literature to determine the six main and 18 sub-criteria that are mentioned the most and have occurred the most in studies. These criteria were then submitted to groups consisting of logistics company managers, operation executives, and scholars in order to obtain expert opinions. These same groups filled out the paired comparisons matrices, which were then used based on the AHP method. Next, the study used the program Super Decisions to construct the hierarchy structure of the AHP method and to calculate the criteria weights.The study made calculations within its scope by considering the values closest to the ideal solution and the most optimal route for transporting 20 tons of marble slabs along the Afyon-Lyon line and revealed the seaway + inland waterways intermodal transportation route (i.e., Route 5) to be the most optimal. Transportation operations along this route take 10 days to complete, with a carbon dioxide emission of 12.40 and a cost of 4,115€ (3,465 + 650). The next most optimal routes were determined respectively as the RORO+Railroad,1 Sea + Land, RoRo + Highway, and Highway routes. The RoRo + Railroad and the Seaway + Highway routes can be said to have similar values. The reason why the Highway Route ranked last is its higher costs and emissions compared to the other transportation routes. The low weight value of the transit time sub-criterion was another reason why the Highway Route ranked last, despite its speed advantage.As a result of the analyses performed using the program SuperDecisions, cost is seen as the most important criterion with a weight of 0.53, with the other criteria in order of importance being found as reliability (0.19), product features (0.11), speed (0.08), flexibility (0.04), and environment (0.02). From this point of view, the most important criterion can be said to be cost when determining the optimal route for transporting marble slabs from Afyon to Lyon. The reliability criterion has the second highest weight and also plays an important role in determining the optimal route.Due to the structural fragility of marble slabs, they must be delivered to their final destination without any damage, and this increased the importance of the reliability criterion. Product features also play an important role in determining routes. Marble slabs being a high tonnage product requires certain restrictions to be observed while being transported enroute.Contrary to the findings in the studies in the literature, the speed criterion can be remarkably described as having the second lowest weight (after environment) in this study. The reason for this is that very few situations require urgent transportation of marble slabs within the supply chain. Despite the increasing importance of the environmental factor (carbon dioxide emissions in particular being the main cause of global warming threatening the Earth) in the transportation sector, this study found it to have the lowest criterion weight. However, because the decision groups gave average values to the subcriteria of undamaged product delivery, capacity flexibility, and weight, carbon dioxide emissions are seen to still play an important role in determining the optimal route despite its low criterion weight. According to the findings regarding the environment criterion, the environmental factor can be said to still be ignored in the transportation sector, despite the regulations countries as well as global non-governmental organizations have made to protect the environment.&nbsp;

Türkiye-Fransa Mermer Taşımacılığında Optimal Rotanın Çok Kriterli  Karar Verme Yöntemi ile Belirlenmesi

Emrullah

GSCM practices involve the incorporation of environmental practices into supply chain activities to ensure a sustainable supply chain and continue to have inconsistent and mixed effects on business performance with regard to different industries, countries, and continents (Acquah et al., 2021, pp. 267–268). Increasing global awareness of the environmental impacts of production processes has placed increased pressure on manufacturers not only in developed countries but also in emerging economies such as Turkey. In order to respond to these pressures, businesses have invested in developing and improving their supply chain activities. GSCM practices related to the sustainability of ecological balance are at the forefront of these investments. These environmental practices can affect businesses’ corporate sustainability performance by reducing energy consumption and material use, improving stakeholder engagement, reducing costs, and increasing product quality.Due to studies on the relationship between GSCM and performance having been mostly conducted in developed countries, a gap can be said to exist in this field regarding developing countries such as Turkey (Çankaya &amp; Sezen, 2019, p. 98). Contributing to eliminating this gap and having more information about the relationship between the performance of Turkish enterprises and their performance have been a source of motivation for this study. From this perspective, the study aims to reveal the relationships the GSCM practices of enterprises operating in Turkey have with their performance using a meta-analytic approach.Meta-analysis is an analytic method that summarizes the results of experimental studies in the social, behavioral, and health fields and is used to apply statistical analyses to the findings obtained from studies (Karadağ et al., 2015, p. 81; Yıldırım &amp; Şen, 2020, p. 1). Meta-analysis is a quantitative analytical method that is used to reduce the results of many studies into a single result (Yıldırım &amp; Şen, 2020, p. 2). The present research has attempted to access studies that have examined the relationship between GSCM practices and business performance in companies operating in Turkey using national and international online academic databases such as ProQuest, EBSCOHost, Google Scholar, Elsevier Science Direct, Springer Link, JSTOR Journals, Emerald Insight, Ulakbim Keşif, YÖK National Thesis Center, and DergiPark. The search of these databases includes articles published in refereed and non-refereed journals, all published master’s and doctoral theses, papers presented in congresses and symposiums, and full texts. While searching online databases, studies that have examined the relationship between GSCM practices and business performance that also covered the first six months of 2010 and 2022 have been included in the meta-analysis to ensure up-to-date results.Correlational data are needed to calculate the effect size between two continuous variables in a meta-analysis (Field, 2001; Yıldırım &amp; Şen, 2020, p. 27). From this point of view, this study uses correlational (r) data to determine the relationship between GSCM practices and business performance. As a result of the search, a total of 19 studies containing correlational data as well as the numerical data that were used to calculate the correlational data (number of samples, t-test values, and standardized regression [β] coefficients) were included in the analysis. The study performed the necessary statistical analyses in line with the meta-analytic process using the program CMA (ver. 3). The program Microsoft Excel 2016 was used to create the form for encoding the data coding from the studies. Cochran’s Q test and the I2 statistic are frequently used in the literature and have thus been used here to determine heterogeneity among the studies included in the metaanalysis. Field (2001) suggested using the random effects model to be more appropriate in meta-analytic studies in the field of social sciences. In addition, many researchers have stated the random effects model to produce more realistic results compared to the fixed effects model (Ades et al., 2005). In line with the explanations that were made, the random effects model was used in this study’s meta-analysis. This study also used Orwin’s (1983) fail-safe N in addition to the funnel plot and Rosenthal’s (1979) fail-safe N to detect publication bias.As a result of the analysis, no publication bias was detected in this study, and the data show heterogeneous distribution. As a result of the study, a positive, strong, and significant relationship has been determined between GSCM practices and business performance. This result supports the common hypotheses and salient findings in the literature. In addition, positive and significant relationships were observed for other business performance indicators (i.e., environmental, economic, operational) with GSCM practices. Positive and significant relationships were found for all GSCM practices with environmental and economic performance. However, six GSCM practices were shown to have a significant relationship with operational performance, while environmental management systems appeared to have an insignificant relationship with operational performance.&nbsp;

Yeşil Tedarik Zinciri Yönetimi Uygulamaları ile Performans  Arasındaki İlişkinin İncelenmesi: Bir Meta-Analiz Çalışması

Kevser

Ayşegül

Logistics is the action of physically delivering businesses’ goods or services to the required place at the desired time and has great importance concerning businesses’ profitability. Transportation costs these days are constantly increasing, and timely delivery is one of the main issues customers focus on. For this reason, the importance of logistics activities increases daily (Kosif &amp; Ekmekçi, 2012, p. 41). However, logistics companies spend more than half their budget on transportation activities, and obtaining the most efficient distribution path is necessary for acquiring higher profits (Zulfiqar et al., 2018, p. 371). Accordingly, one of the most important problems in logistics activities involves determining the shortest route in terms of distance that will save time and costs, and a network analysis method can be used to solve this problem. A network is an effective format used for representing complex systems. Network analysis methods are activities that ensure optimal coordination and placement of resources. Rapid progress has occurred in both the methodology and application of network analysis methods, one of these being the shortest path problem (SPP). This problem has been used to minimize a linear function representing the distance between a predetermined pair of nodes in a given network (Climaco &amp; Martins, 1982, p. 399). Many algorithms have been developed to solve the SPP, with the Dijkstra, Prim, Bellman-Ford, Floyd-Warshall, and Johnson algorithms seen to have been widely used in the literature (Dermawan, 2019, p. 55).This study considers a route determination problem that minimizes the total distance and time between the cities of Düzce and Artvin in Turkey for a logistics company with regard to the SPP. The aim of the study is to provide a higher level of profitability and customer service by optimizing the distribution activities of a logistics company. For this purpose, the study uses the node combination method, one of the SPP methods. Although Dijkstra’s algorithm has been used frequently, it may not be easily understood, especially when applying the labeling method. The process of solving the SPP with the node combination algorithm is relatively simple, straightforward, and efficient compared to the Dijkstra algorithm. For this reason, this study has chosen to use the node combination algorithm. The basic idea behind the node combination (NC) algorithm proposed by Lu and Camitz (2011) is based on combining nodes instead of keeping the labeling sets, as occurs in the Dijkstra algorithm and differs from the Dijkstra algorithm in this respect. The node combination finds the nearest neighbor to the starting node and combines this node with the starting node, calculating the SPP iteratively. It then updates the edge weights connected to the nearest node. The path expression used in the SPP can occur different variables such as distance, time, or cost for different problems (Gencer &amp; Karamanoğlu, 2020, p. 50). The current study examines the path characteristics in terms of distance and time, with the results then being compared to Google Maps. The study’s findings show the total minimum distance to be 1,152 km and the total minimum time to be 16 hours and 33 minutes. The route the study obtained by considering the total minimum distance offers an alternative route with regard to shorter distance and time compared to the two routes offered by Google Maps. Moreover, the route obtained by considering the total minimum time is compatible with the route possessing the shortest distance and time that occur among the alternatives offered by Google Maps. This study has shown the node combination algorithm to have been successfully implemented for a real-life problem. In addition, the results the study obtained are expected to contribute to decision makers in terms of offering alternatives that are different from the routes provided by Google Maps. Different results may occur between those from the applied algorithm and those from various online map services such as Google Maps because the node combination algorithm implements the direct distance between two cities, whereas Google Maps might use the alternative route between two cities.One of the limitations of this study is that the SPP was solved only by considering distance and time. The concept of optimal route depends on the needs or the nature of the problem. The optimal route may be the shortest distance, the lowest cost, or the shortest time (Bulut &amp; Erol, 2018, p. 189). Moreover, various factors such as road conditions, traffic variations, and vehicle characteristics may change the shortest time route or the lowest cost route, despite not changing the shortest distance. For this reason, future studies can address the optimal route determination problem with these variables using various other SPP algorithms and programming languages. In cases where routes change due to some sudden reasons or due to a change in traffic density while traveling between nodes, the real-time dynamic route control system proposed by Bulut and Erol (2018) may be used. Optimization algorithms may differ in performance with regard to particular problems. Hybrid approaches that take advantage of this difference may provide higher performance in many cases. With the increases in processors’ computational capacity, hybrid methods have started being preferred more often (Uslu et al., 2020, p. 102). In addition, many problems in real world applications cannot be solved accurately in polynomial time by any known algorithm. As the number of nodes in the route increases, so does the complexity of the computational solution and the computation time (Bulut &amp; Erol, 2018, pp. 189–190). In this case, metaheuristic algorithms may be used as stated by Uslu et al. (2020).&nbsp;

Bir Lojistik Firmasının En Kısa Yol Problemine Düğüm Kombinasyonu  Algoritmasının Uygulanması

Yavuz

Öğretim Görevlisi

As technological developments continue, new technologies enter human life every day. The technological changes and develops that closely impact human life have been a subject of curiosity for experts. Many studies have also been carried out in academia on this field. The theory of reasoned action (TRA) has been handled by social psychologists for use as a steppingstone in understanding human behavior. This study will examine the acceptance of new technologies in particular within the framework of planned behavior theory (PBT) as a modernized variation of TRA. PBT argues that the relationship among perceived behavioral control, attitude toward the behavior, and subjective norms affects behavior by way of intention (Ajzen, 1991), and the current study uses this original model of PBT.Digitalization has touched humanity at many different points, during which consumer perceptions of innovations have been a matter of curiosity for experts. Examining the factors affecting consumer acceptance of new technologies in this context constitutes the main problem of the research.This research examines smart parcel locker systems that are offered to consumers. Smart parcel lockers are a form of last mile delivery, and the thought is that it will be called e-last mile delivery in the future. Smart parcel locker technology involves machines that deliver cargo and allow products consumers to have purchased to be received 24/7 without the need for a third party. It is a delivery method that is often used in place of traditional last mile delivery methods with regard to product delivery in e-commerce platforms. Smart parcel lockers deliver products by automatically opening the panel of the closed compartment in which the product has been placed once the final consumer enters the password the retailer or e-commerce platform has given them. By using the code, the e-commerce platform has sent, consumers will be able to receive their product contact free.Smart parcel lockers in this context are becoming a part of the shopping experience of consumers on electronic platforms due to the increased number of users and usage areas in the future. This study analyzes the factors affecting consumers’ attitudes, intentions, and behaviors of consumers toward smart parcel locker usage within the framework of PBT.In accordance with the subject and content of the study, the main body of the research consists of people who use smart devices. Individuals at least 18 years of age were included in the main population of the study. Due to the density of electronic commerce platforms and electronic commerce being specific to the province of Istanbul, the study has limited itself to being conducted in Istanbul Province.The sample of the study were selected using convenience sampling, a non-random sampling method in which only accessible users are included in the research (Kurtuluş, 2010).The study has 165 participants. Upon examining the questionnaires in detail, those that were not suitable for analysis were disregarded, and thus the research analysis was carried&nbsp;out with the available data from 149 people. The prepared research questionnaire was applied online between August 15 and September 4, 2021, using Google Forms.This research has also examined the various studies that have been conducted in the literature within the scope of PBT, using structural equation modeling (SEM) in parallel with the literature to observe the complex relationship between the dependent and independent variables more clearly (Hair et al., 2010).Factor loadings, composite reliabilities, averages, and Cronbach’s alpha values for the variables of the study were observed to be within their expected ranges. The path analysis was performed using the program SmartPLS 3.As a result of the analysis, consumers’ intentions, and behaviors toward using parcel lockers were observed to be affected by their attitudes and subjective norms. The study accepted all the hypotheses except for H4.The literature contains few studies that have examined the factors affecting the user acceptance of smart parcel lockers, which is a new technology within the framework of PBT. As smart parcel locker usage increases, studies on this subject are expected to increase.&nbsp;

Planlı Davranış Teorisi Çerçevesinde Kargo Otomat (Kargomat)  Sisteminin İncelenmesi: Elektronik Son Adım Teslimat Süreçlerinin  E-Ticaret Platformları Özelinde Araştırılması

Sezin

Şebnem

Commercial interactions have increased these days as a result of the extended increase in communications between peoples and countries around the world. As such, the logistics sector has come to the fore and gained importance. With the removal of borders between countries with regard to trade, the efficient use of time and keeping item costs at a minimum have also gained importance. The parameters that businesses should pay attention to in order to be able to increase costs, follow technological developments closely, and find new ways and solutions to meet customer demands are important for competing in an economic system dominated by free market conditions. Logistics villages have emerged by being able to meet these needs in a single area, and their areas of use have become widespread all over the world.In addition to Turkey’s unique location connecting the East and the West, the fact that it also possesses all means of transportation supports its position as the center of Eurasian trade. The first logistics village in Turkey was established in the Gelemen District of Samsun Province in 2006. As of 2021, Turkey had 27 logistics villages, of which 16 were in the planning and project stages and 11 were operational.The first example of a logistics village to the world emerged in New York City, USA in the mid-1950s. The motivation for the emergence of this first logistics village system was to move all logistics activities out of the city as a solution to the industrial activities that were concentrated in the city and the heavy vehicle traffic that had resulted from it. Sometime between 1960-1970, the logistics village system came to Europe, with the first example happening in France. This further spread throughout the world with the establishment of the logistics village systems in Germany and Italy.The aim of this study is to determine the ranks of Turkey’s logistic villages with respect to the most suitable alternative by comparing the Çandarlı, Filyos, and İyidere logistics villages, which are in the planning stages and in the respective provinces of İzmir, Zonguldak, and Rize, using the AHP and TOPSIS methods. The original value of the study stems from it being the first case study in the literature to apply the AHP and TOPSIS methods to logistics villages in the project stage.As a result of the AHP and TOPSIS analyses, the logistics village of Filyos ranked first, with the transportation infrastructure criterion emerging as one of the main criteria. This result once again emphasizes the importance of transportation in terms of logistics activities. The logistics village of Filyos is a step forward among the evaluated logistics villages due to the presence of sea, road, rail, and air routes in the Filyos valley basin where it is located, as well as the opportunity for multiple modes of transportation.The Çandarlı logistics village came in second place, following close behind the Filyos logistics village. Turkey planned to use the province of Izmir for the Çandarlı logistics village’s port and airline activities and to establish the main center in Soma.The Iyidere logistics village came in third place. This one has no railway connection and plans to use the airport in Trabzon for airline activities. The use of the Iyidere port&nbsp;has provided advantages and convenience with the opening of the Ovit Tunnel. Unlike the Çandarlı and Filyos logistics villages, the İyidere logistics village does not have the advantage of gathering all transportation modes within a single region.The Filyos logistics village also falls within the scope of the Filyos Valley Project, which aims to become Turkey’s first mega-industrial region. The Filyos free zone is established on an area of 1,166 hectares and is located at a distance of 15 km from two large thermal power plants, the combined power of which is 3,100 MW. Kardemir and Erdemir are both located in the same region and are also Turkey’s largest integrated flat and long product iron and steel producers. Filyos port is Turkey’s third largest port and thus a place where transportation can occur by roll-on/roll-off cargo ships. With the support of international financial institutions, the Filyos project is Turkey’s gateway to the Black Sea. The city is an area very open for development with its underground riches in the region and its young demographic structure.This paper is organized as follows. Second section provides information about the concepts related to logistics villages and summarizes the relevant literature. Third section describes the methodology adopted in the paper and characterizes the computational procedures. Fourth section presents an implementation of the proposed evaluation framework through a real case study and presents the results, with Fifth section concluding the study.&nbsp;

Lojistik Köy Seçimi için AHP-TOPSIS Temelli Bir Karar Verme  Yaklaşımı

İsmail

Ferhat

Due to the natural structure of the sector, the business volume in the freight transportation sector is dependent on the business volume realized in other sectors as well as both local and global economic conditions. The logistics sector is one of the sectors that will be directly affected by both the increasing and decreasing trends in both the local and global economies.Sea freight transportation is very important for Turkey due to its notable geographical feature of being surrounded on three sides by the sea. Sea freight transportation allows lower unit costs compared to other types of transport and provides the opportunity to transport many products in terms of variety and volume. However, despite Turkey’s natural advantage in regard to maritime transport, it has not been able to be used sufficiently due to the low number of Turkish-owned ships as well as the resultant lack of carrying capacity. In addition to the concerns based on operational reasons such as the number and capacity of ships, the companies in the sector must show sustainable financial success in order for the sector to achieve its real potential.The aim of the research is to analyze the financial performance of the sea and coastal water freight transport sector for the period of 2009-2020. A decision matrix was created by choosing the financial ratios commonly used in financial analysis, which were then sorted by year. The ratios used for the data set are current ratio, cash ratio, financial leverage ratio, ratio of short-term liabilities to total liabilities, asset turnover, receivables turnover, net profit margin, return on assets, and return on equity. Multi-criteria decisionmaking methods that allow an alternative set to be ranked according to certain criteria constitute the methodology of the research. The literature contains many multi-criteria decision-making methods. However, this study has preferred the complex proportional assessment (COPRAS) method as it provides a better comparison for ranking the values of the alternatives. Criterion weights are an important concept in multi-criteria decisionmaking methods and were calculated using the entropy method, which allows weight values to be assigned independent of personal judgments.According to the findings from the COPRAS method, the most successful year in the research period was 2012, while the least successful year was 2011. According to the weight values obtained using the entropy method, profitability ratios took on higher weight values than the liquidity, financial structure, and activity ratios. This shows the financial ratios that determined best the sector’s financial performance during the research period to be the profitability ratios.During the period examined in the research, the sector showed fluctuating trends regarding the financial terms. This trend occurred with sharp breaks between 2009-2014 and with relatively smaller breaks after 2015. To better understand the financial performance of the sector, the income statement items that affect profit should be analyzed in more detail. Another limitation regarding the research methodology is that only the COPRAS method was chosen as a multicriteria decision-making method. In addition, future studies can compare the results by using different weighting methods and multi-criteria decision-making methods.&nbsp;

Türk Deniz ve Kıyı Sularında Yük Taşımacılığı Sektörünün  Entropi-COPRAS Yöntemleriyle Finansal Performansının Analizi

Ján

Merve

An Analysis of the Driving Behaviours of Professional Truck Drivers:  A Pilot Study in Turkey

Elif

What Are The Barriers to the Adoption of Industry 4.0 in Container  Terminals? A Qualitative Study on Turkish Ports

Yener

The phenomenon of migration has emerged with the presence of human beings and gave birth to the concept of displacement (i.e., transportation). Today, the concept of transportation has been replaced by the concept of logistics. With the development of trade, using a single mode of transportation (i.e., road, sea, rail, or air) to convey a product from one point to another became insufficient. For this reason, multi-modal transportation systems have come to the fore and have strategic importance for businesses ability to profit and gain a competitive advantage.Çanakkale Province’s strategic position has been important throughout history. The completion in 2022 of the region’s highway integration with the 1915 Çanakkale Bridge over the Dardanelles, one of Turkey’s two straits, paved the way for its multi-modal transportation system. The 1915 Çanakkale Bridge is a candidate for becoming the logistics hub of the region because it connects the continents of Asia and Europe, the regional highway integration has been completed, and the Çanakkale Airport is active.The study aims to investigate the role of the 1915 Çanakkale Bridge in multimodal logistics activities between Çanakkale and Balıkesir. In line with this, the study investigates the 1915 Çanakkale Bridge’s impact on the socio-cultural, economic, and tourism activities of the region, especially with regard to logistics activities. The literature review shows a low number of studies on the 1915 Çanakkale Bridge. The current study contributes to the field due to the Bridge having been newly put into service and the bridge’s impacts on logistics activities not having been previously investigated. Face-to-face interviews were conducted with 18 of the bridge’s stakeholders and involve institution and organization officials, private company executives and employees, and heads of non-governmental organizations. These participants were asked 18 questions in connection with the purpose of the research. The first 13 questions has the participants describe the impact the bridge has had on regional logistics activities, another four questions has them describe the bridge’s impacts on the region’s sociocultural, economic, and tourism activities, and the last question aimed to reveal their opinions about the bridge’s toll fee. The study analyzed the obtained results using the program MAXQDA Analytics Pro 2020 (Version 20.2.2). The analysis results show the 1915 Çanakkale Bridge to have positively impacted the region’s sociocultural, economic, and tourism activities, as well as its logistics activities in particular.&nbsp;

Çanakkale-Balıkesir Çıkışlı Çok Modlu Lojistik Faaliyetlerinde 1915  Çanakkale Köprüsünün Rolü

Sulaimon

Jonathan

Olamide

Locating Consolidation Centres For Aggregation of Subsistence  Agricultural Products From The Southwestern Region of Nigeria

Özgür

Necla

Improvements as well as setbacks regarding rural-urban transformation have been observed in many different quantitative or qualitative characteristics of cities due to issues such as industrialization, commercialization, social benefits, social opportunities, employment opportunities, modernization, and changes to living standards. However, the concept of urbanization, which has emerged with the changes in some of the basic structural elements of cities in the form of increases and decreases, has been accompanied by newly anticipated as well as unforeseen societal needs alongside the many advantageous results. Urban planning that is not done correctly or that has not been studied at all within the context of significant population growth additionally leads to results such as those living in the city being exposed to limited areas, inadequate water and sewerage infrastructure, increased environmental pollution, and increased difficulties with urban transportation. Finding permanent and well-designed solutions for situations such as traffic congestion in urban transportation, parking problems, insufficient public transportation infrastructure, noise, environmental pollution, longer travel times, loss of public space, reduced walking areas, and individual car dependency is an important requirement for sustainable mobility.Innovative and technology-based solutions are being focused on all over the world in this direction due to the rapid changes in the urban mobility environment. At the same time, the rapid increase in the number of mobility services in the world has made finding the most suitable one among all these service options difficult when determining the best way to travel. One of digital transformation’s prominent opportunity solutions to all these situations is mobility as a service (MaaS).MaaS is considered to be a concept related to intelligent transportation systems using a multi-modal, multi-stakeholder, and multidisciplinary approach and offers a wide range and combination of technologies from hardware to software, including smart, flexible, secure, inclusive, data-based, and sustainable new concepts, applications, and methods. This range of technologies expresses the evolution from the traditional into the future as well as its change, development, and differentiation by harmonizing with innovative technology.While this concept will change most approaches to conventional solutions and thinking about individual mobility, it will also support the replacement of the current vehiclecentered transportation services with a new user-centered perspective. This disruptive and innovative perspective is being shaped in line with the developments in innovative technologies such as mobile communication, the Internet of Things (IoT), artificial intelligence, and big data and will put users at the center of transportation services, enabling them to determine the most appropriately personalized effective, efficient, and comfortable mobility solutions for their needs. MaaS technology will become an alternative to the use of individual vehicles and will in particular allow people to purchase the required transportation services as package deals. This system optimizes traffic flow, integrates different transportation modes, and provides smooth and pleasant transitions and will additionally eliminate time losses and the need to worry about loading cards, buying tickets, and making payments.&nbsp;In this context, large changes will occur in the predicted impact on the lifestyles of communities by integrating various transportation services into a single mobility service accessible in line with passenger demand (i.e., understanding and implementing MaaS). In the next few years, even more developments are expected to emerge that will revolutionize travel. in this context, the concept of MaaS is seen as a lifeline for transportation and appears to be a solution to climate change, digitalization, logistics, and mobility. Exemplary initiatives and projects are just beginning in Turkey in the framework of these technologies that have started being implemented and studied in many parts of the world.Developments and innovations also underline the need for a roadmap in this context for Türkiye. The need exists for a flexible MaaS roadmap that will be prepared by seeing the big picture in this area and including three-, five-, and ten-year projections. Determining the legislative needs regarding MaaS that are expected to become widespread in the upcoming years and creating a common terminology are considered to be a necessity for Türkiye.While rapid and intense urbanization, changes in customer expectations and consumption patterns, and disruptive and innovative technologies have reshaped mobility with extraordinary results in the field of transportation as well as in every other sector, MaaS is expected to take its place as an original and domestic model in Türkiye in the very near future. This study discusses the definition, historical development, and technical structure of MaaS as well as its development, future plans, and current status in the world and also includes implications and suggestions for Türkiye.&nbsp;

Bir Hizmet Olarak Hareketlilik-MaaS Perspektifi ve Türkiye Analizi

A supply chain can be defined as “the activities covering the procurement of raw materials, storage, production and assembly, stock control, distribution, order management, and delivery of the product to the end user, as well as the information systems necessary for monitoring and controlling these activities” (Author, Year, p. ##). Information technologies have a very important position in the supply chains due to the very close relationship they have with one another.As an information technology used in supply chains, barcode technologies have been preferred due to how they provide traceability and accuracy in all supply-chain operations and have currently reached an important position. In recent years, QR codes are a technology that have been used frequently in industry circles and found a wide area of use in the public sector due to their reliability. QR code technology can be read very quickly, is also able to read data with alphanumeric and binary characters in addition to numerical data, has a low margin of error regarding reading, and is more tolerant to negative situations such as erasures, contamination, and wear and tearing; all these facts have made this technology more advantageous than barcode technology.Meanwhile, stocking and warehouse operations occupy an important place in supply chains as these operations occur in all links of the supply chain and have become a priority area of improvement for companies that want to increase the supply chain efficiency. Stocking and warehouse operations are currently carried out with either barcode or QR code technologies; however, changing and developing conditions have affected customer needs; as such, all supply chain links and ultimately stocking and warehouse operations have also been affected. The increases in the quality and quantity of stored products have made stock management and warehouse management difficult. However, trying to continue these processes using barcode and QR code technologies has slowed them down, with the targets desired for speed, flexibility, and accuracy not being achieved.Rapid developments in technology have forced businesses to become fast. For this reason, radio-frequency identification (RFID) technology has entered the agenda of businesses as a fast, flexible, accurate, technology free from human error. RFID technology promises an environment of fast, human-independent operation as much as possible. For this reason, businesses have become aware that effective stocking and storage operations are necessary for an effective supply chain and have begun investigating how RFID technologies can be used in these operations. The study’s case involves the use of this technology in a warehouse of a third-party logistics service provider company. In this warehouse environment, the stocked materials have been equipped with RFID tags that&nbsp;guide the nearest handling equipment for ordered products; this environment creates an appropriate collection order using RFID technology to collect and transfer the products to their desired points.Existing warehouse operational structures only use barcode technologies to determine the location of products that have been ordered. Which transport device will handle these products and in which order depends entirely on the knowledge and experience of the warehouse personnel. However, RFID technology permits more complex operations to be performed, such as determining the locations of the transport devices that will handle certain products as well as the order in which products will be handled by these devices. This study examines this situation that RFID technologies promise by presenting it concretely in an applied example. This applied example involves the use of RFID technology in the warehouse of a third-party logistics service provider company. The warehouse environment where the stocked materials and transportation tools have been set up with RFID tags use the RFID technology to guide the transportation device closest to the products that have been ordered and to create an appropriate collection order for the products, collecting and transferring them to their desired points. The frequencies and wavelengths of the RFID readers are used to determine the locations of the transport devices and to calculate the Euclidian distances as an intuitive method for creating collection sequences.Stock management and warehouse management within supply chains are perhaps the most labor-intensive and most critical operations. Any disruption in these operations represents a negative disruption to the overall supply chain. For this reason, the study focuses on this area and emphasizes the importance of improving these operations within the supply chain.RFID technology not only allows for the continuous monitoring of movement in the supply chain but also provides the opportunity to effectively and efficiently direct these movements by selecting the right tools, detailed information about objects in motion, and rather comprehensive reporting. As big data analysis is currently gaining importance, this detailed reporting service RFID technologies offer will open the door to many future improvements.&nbsp;

Radyo Frekans Tanımlama Teknolojisinin Depo Yönetimine Katkıları

Uğur

Onur

A Sequential Workforce Scheduling and Routing Problem for the  Retail Industry: A Case Study

Dilara

Muhammed

Eren

Improving the Packaging Process of a Textile Company with Lean  Production, Time Study and REBA Analysis

Elena

Assessment of the municipal bus fleet electrification in Istanbul

Süleyman

Erkan

Muhammet

Predicting the Time of Bus Arrival for Public Transportation by Time  Series Models

Karahan

The Effect of Logistics Innovativeness on the Relationship Between  Logistics Capabilities and Logistics Performance: An Empirical  Analysis of 3PL Firms

Akif

Ilgın

A Method for Public Transit OD Estimation Using Transit Smart Card Data

Salih

Halim

Post-Earthquake Casualty Transport Optimization

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İbrahim

Orhan

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

Veri Zarflama Analizini Yöntemi Kullanarak Su Distribütörlerinin Etkinliğinin Ölçümlenmesi

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Hakan

Fuat

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

Bülent

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

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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.

Open AIRE

EBSCO

ERIH PLUS

TR Dizin

DOAJ

SOBIAD

Cabells Journalytics

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Journal of Transportation and Logistics

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Editor in Chief

Co Editor in Chief

Managing Editor

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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

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. 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.Seçilen makaleler en az iki ulusal/uluslararası hakeme değerlendirmeye gönderilir; yayın kararı, hakemlerin talepleri doğrultusunda yazarların gerçekleştirdiği düzenlemelerin ve hakem sürecinin sonrasında baş editör tarafından verilir.Hakemlerin değerlendirmeleri objektif olmalıdır. Hakem süreci sırasında hakemlerin aşağıdaki hususları dikkate alarak değerlendirmelerini yapmaları beklenir.-Makale yeni ve önemli bir bilgi içeriyor mu?-Öz, makalenin içeriğini net ve düzgün bir şekilde tanımlıyor mu?-Yöntem bütünlüklü ve anlaşılır şekilde tanımlanmış mı?-Yapılan yorum ve varılan sonuçlar bulgularla kanıtlanıyor mu?-Alandaki diğer çalışmalara yeterli referans verilmiş mi?-Dil kalitesi yeterli mi?Hakemler, gönderilen makalelere ilişkin tüm bilginin, makale yayınlanana kadar gizli kalmasını 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.

DilDergide Türkçe ve İngilizce makaleler yayınlanır. Gönderilen makalelerde makale dilinde öz, İngilizce öz ve İngilizce geniş özet olmalıdır. Ancak makale İngilizce ise, İngilizce geniş özet istenmez.Yazıların Hazırlanması ve Yazım KurallarıAksi belirtilmedikçe gönderilen yazılarla ilgili tüm yazışmalar ilk yazarla yapılacaktır. Makale gönderimi online olarak <a href="https://jtl.istanbul.edu.tr/en/_" target="_blank">https://jtl.istanbul.edu.tr/en/_</a>  sayfasından erişilen <a href="https://dergipark.org.tr/tr/login" target="_blank">https://dergipark.org.tr/tr/login</a> üzerinden yapılmalıdır. Gönderilen yazılar, makale türünü belirten ve makaleyle ilgili detayları içeren (bkz: Son Kontrol Listesi) <a href="https://cdn.istanbul.edu.tr/file/JTA6CLJ8T5/106535583129421EAE4513FD7184893D" target="_blank">Kapak Sayfası</a>; yazının elektronik formunu içeren Microsoft Word 2003 ve üzerindeki versiyonları ile yazılmış elektronik dosya ve tüm yazarların imzaladığı <a href="https://cdn.istanbul.edu.tr/file/JTA6CLJ8T5/7910A9BCA3B142CEBCF7D2BDD2ABA0B0" target="_blank">Telif Hakkı Anlaşması Formu</a> eklenerek gönderilmelidir.1. Makale ana metninde, çift taraflı kör hakemlik süreci gereği, yazarın / yazarların kimlik bilgileri yer almamalıdır.2. Yayınlanmak üzere gönderilen makale ile birlikte yazar bilgilerini içeren Kapak Sayfası gönderilmelidir. Kapak Sayfasında, makalenin başlığı, yazar veya yazarların bağlı bulundukları kurum ve unvanları, kendilerine ulaşılabilecek adresler, cep, iş ve faks numaraları, ORCID ve e-posta adresleri yer almalıdır (bkz. Son Kontrol Listesi).3. Giriş bölümünden önce 180-200 kelimelik çalışmanın kapsamını, amacını, ulaşılan sonuçları ve kullanılan yöntemi kaydeden makale dilinde öz ve İngilizce öz ile 600-800 kelimelik İngilizce genişletilmiş özet yer almalıdır. Makale İngilizce ise Türkçe özet ve İngilizce geniş özet istenmez. Çalışmanın içeriğini temsil eden, 3’er adet anahtar kelime yer almalıdır.4. Çalışmaların başlıca şu unsurları içermesi gerekmektedir: Makale Türkçe ise; Türkçe dilinde başlık, öz ve anahtar kelimeler; İngilizce başlık, öz ve anahtar kelimeler, İngilizce geniş özet, ana metin bölümleri, kaynaklar, tablolar ve şekiller. Makale İngilizce ise; sadece İngilizce dilinde başlık öz ve anahtar kelimeler, ana metin bölümleri, kaynaklar, tablolar ve şekiller yer almalıdır.5. Referanslar derginin benimsediği American Psychological Association (APA) 6 stiline uygun olarak hazırlanmalıdır.6. Kurallar dâhilinde dergimize yayınlanmak üzere gönderilen çalışmaların her türlü sorumluluğu yazar/yazarlarına aittir.Makale GönderimiMakalenin gönderileceği DergiPark sayfası adresi: <a href="https://dergipark.org.tr/tr/journal/767/submission/step/manuscript/new" target="_blank">https://dergipark.org.tr/tr/journal/767/submission/step/manuscript/new</a>Yapılan başvurularda, çalışmanın sorumlu yazarının (corresponding author) hesabı kullanılmalıdır. Sorumlu yazarın dışındaki yazarların ya da çalışmada yazar olarak yer almayan bir başkasının hesabı kullanılmamalıdır. Başvuru ile ilgili bütün yazışmalar DergiPark sistemi üzerinden gönderilen elektronik posta ile sorumlu yazara iletilmektedir.Makale ana metninin dosyasını (Main Document) yüklerken, çift taraflı kör hakem süreci gereği, bu dosyanın yazar kimliğini deşifre eden hiçbir unsur barındırmadığından emin olun. Makale ana metni dosyası (Main Document) başlık sayfasını (Title Page) içermemeli; yazar adı geçen ya da yazar adlarını ifşa edebilecek bölümler içermemeli (Örneğin: Teşekkür, her sayfada tekrar eden ve yazar adlarını içerebilen başlık).Ayrı Ayrı Yüklemeniz gereken dosyalarTelif Hakkı Anlaşması FormuResim, Tablo vb başka kaynaktan alındıysa izin belgesiMakale Kapak SayfasıMakale Ana Metni Dosyası (Bu dosya aşağıdaki unsurları içermelidir)Makale Türkçe ise: ·         Makalenin Türkçe ve İngilizce başlığı·         Özetler; 180-200 kelime Türkçe ve 180-200 kelime İngilizce·         Anahtar Kelimeler: 3-5 arası Türkçe ve 3-5 arası İngilizce·         İngilizce genişletilmiş Özet (Extended Abstract) 600-800 kelime·         Makale ana metin bölümleri·         Teşekkür (varsa belirtiniz)·         Kaynaklar·         Tablolar-Resimler, Şekiller (başlık, tanım ve alt yazılarıyla)Makale İngilizce ise: ·         Makalenin İngilizce başlığı·         180-200 kelime İngilizce özet·         İngilizce anahtar kelimeler·         Makale ana metin bölümleri·         Teşekkür (varsa belirtiniz)·         Kaynaklar·         Tablolar-Resimler, Şekiller (başlık, tanım ve alt yazılarıyla)

Yazım Kuralları

Araştırma Makaleleri: Orijinal araştırma makaleleri derginin kapsamına uygun konularda önemli, özgün bilimsel sonuçlar sunan araştırmaları raporlayan yazılardır. Orijinal araştırma makaleleri, Öz, Anahtar Kelimeler, İngilizce Geniş Özet, Giriş, Yöntem, Bulgular, Tartışma, Sonuçlar, Kaynaklar bölümlerinden ve Tablo, Grafik ve Şekillerden oluşur.<ul><li>Öz: Makale dilinde başlık ve İngilizce başlık öz’lerin üzerinde yer almalıdır. Araştırma yazılarında Türkçe ve İngilizce özler 180-200 kelime arasında olmalı ve çalışmanın amacı, yöntemi, ana bulguları ve sonuçlarını ifade etmelidir. Ayrıca Türkçe, Almanca, Fransızca ya da İtalyanca makaleler için özlerden sonra 600-800 kelimelik İngilizce geniş özet de yer almalıdır.</li><li>Giriş: Giriş bölümünde konunun önemi, tarihçe ve bugüne kadar yapılmış çalışmalar, hipotez ve çalışmanın amacından söz edilmelidir. Hem ana hem de ikincil amaçlar açıkça belirtilmelidir. Sadece gerçekten ilişkili kaynaklar gösterilmeli ve çalışmaya ait veri ya da sonuçlardan söz edilmemelidir. Giriş bölümünün sonunda çalışmanın amacı, araştırma soruları veya hipotezler yazılmalıdır.</li><li>Yöntem: Yöntem bölümünde, veri kaynakları, çalışmaya katılanlar, ölçekler, görüşme/değerlendirmeler ve temel ölçümler, yapılan işlemler ve istatistiksel yöntemler yer almalıdır. Yöntem bölümü, sadece çalışmanın planı ya da protokolü yazılırken bilinen bilgileri içermelidir; çalışma sırasında elde edilen tüm bilgiler bulgular kısmında verilmelidir.</li><li>Bulgular: Ana bulgular istatistiksel verilerle desteklenmiş olarak eksiksiz verilmeli ve bu bulgular uygun tablo, grafik ve şekillerle görsel olarak da belirtilmelidir. Bulgular yazıda, tablolarda ve şekillerde mantıklı bir sırayla önce en önemli sonuçlar olacak şekilde verilmelidir. Tablo ve şekillerdeki tüm veriyi yazıda vermemeli, sadece önemli noktaları vurgulanmalıdır.</li><li>Tartışma: Tartışma bölümünde o çalışmadan elde edilen veriler, kurulan hipotez doğrultusunda hipotezi destekleyen ve desteklemeyen bulgular ve sonuçlar irdelenmeli ve bu bulgu ve sonuçlar literatürde bulunan benzeri çalışmalarla kıyaslanmalı, farklılıklar varsa açıklanmalıdır. Çalışmanın yeni ve önemli yanları ve bunlardan çıkan sonuçları vurgulanmalıdır. Giriş ya da sonuçlar kısmında verilen bilgi ve veriler tekrarlanmamalıdır.</li><li>Sonuçlar: Çalışmadan elde edilen sonuçlar belirtilmelidir. Sonuçlar, çalışmanın amaçları ile bağlantılı olmalıdır, ancak veriler tarafından yeterince desteklenmeyen niteliksiz ifadeler ve sonuçlardan kaçınılmalıdır. Yeni hipotezler gerektiğinde belirtilmeli, ancak açıkça tanımlanmalıdır.</li><li>Şekil, Resim, Tablo ve Grafikler: Metin içinde kullanılan fotoğraf, plân, harita vb. materyallerin “.jpg / .tiff” uzantılı kayıtları gönderilecek dokümanlara eklenmelidir. Bu tür belgelerin baskı tekniğine uygun çözünürlükte (en az 300 piksel) ve sayfa alanını aşmayacak büyüklükte olmasına dikkat edilmelidir. Fotoğraf ve levhaların 10 sayfayı aşmamasına dikkat edilmeli ve metin içinde parantezle atıfta bulunulan resim, harita veya diğer ekler makalenin sonuna eklenmelidir.</li></ul>Derleme: Yazının konusunda birikimi olan ve bu birikimleri uluslararası literatüre yayın ve atıf sayısı olarak yansımış uzmanlar tarafından hazırlanmış yazılar değerlendirmeye alınır. Yazarları dergi tarafından da davet edilebilir. Derleme yazısı, başlık, öz, anahtar kelimeler, İngilizce geniş özet (Türkçe, Almanca, Fransızca ve İtalyanca makaleler için), ana metin bölümleri ve kaynaklardan oluşmalıdır.

Referans Stili ve FormatıJournal of Transportation and Logistics, metin içi alıntılama ve kaynak gösterme için APA (American Psychological Association) kaynak sitilinin 6. edisyonunu benimser. APA 6. Edisyon hakkında bilgi için:-   American Psychological Association. (2010). Publication manual of the American Psychological Association (6th ed.). Washington, DC: APA.-   <a href="http://www.apastyle.org/" target="_blank">http://www.apastyle.org/</a>Kaynakların doğruluğundan yazar(lar) sorumludur. Tüm kaynaklar metinde belirtilmelidir. Kaynaklar aşağıdaki örneklerdeki gibi gösterilmelidir.Metin İçinde Kaynak GöstermeKaynaklar metinde parantez içinde yazarların soyadı ve yayın tarihi yazılarak belirtilmelidir. Birden fazla kaynak gösterilecekse kaynaklar arasında (;) işareti kullanılmalıdır. Kaynaklar alfabetik olarak sıralanmalıdır.Örnekler:Birden fazla kaynak;(Esin ve ark., 2002; Karasar 1995)Tek yazarlı kaynak;(Akyolcu, 2007)İki yazarlı kaynak;(Sayıner ve Demirci, 2007, s. 72)Üç, dört ve beş yazarlı kaynak;Metin içinde ilk kullanımda: (Ailen, Ciambrune ve Welch 2000, s. 12–13) Metin içinde tekrarlayan kullanımlarda: (Ailen ve ark., 2000)Altı ve daha çok yazarlı kaynak;(Çavdar ve ark., 2003)Kaynaklar Bölümünde Kaynak GöstermeKullanılan tüm kaynaklar metnin sonunda ayrı bir bölüm halinde yazar soyadlarına göre alfabetik olarak numaralandırılmadan verilmelidir.Kaynak yazımı ile ilgili örnekler aşağıda verilmiştir.Kitapa) Dergimize Gönderilen Makale Türkçe Dilinde Yazıldıysa Kitap Referansı:Karasar, N. (1995). Araştırmalarda rapor hazırlama (<a href="http://8.bs/" target="_blank">8. bs</a>). Ankara: 3A Eğitim Danışmanlık Ltd.Kamien, R. ve Kamien, A. (2014). Music: An appreciation. New York, NY: McGraw-Hill Education.b) Türkçeye Çevrilmiş KitapMucchielli, A. (1991). Zihniyetler (A. Kotil, Çev.). İstanbul: İletişim Yayınları.c) Editörlü KitapÖren, T., Üney, T. ve Çölkesen, R. (Ed.). (2006). Türkiye bilişim ansiklopedisi. İstanbul: Papatya Yayıncılık.d) Çok Yazarlı Türkçe KitapTonta, Y., Bitirim, Y. ve Sever, H. (2002). Türkçe arama motorlarında performans değerlendirme. Ankara: Total Bilişim.e) Dergimize Gönderilen Makale İngilizce Dilinde Yazıldıysa Kitap Referansı:Karasar, N. (1995). Araştırmalarda rapor hazırlama (8th ed.) [Preparing research reports]. Ankara, Turkey: 3A Eğitim Danışmanlık Ltd.Kamien, R., &amp; Kamien, A. (2014). Music: An appreciation. New York, NY: McGraw-Hill Education.f) Dergimize gönderilen makale Türkçe dilinde yazıldıysa Kitap İçerisinde Bölüm:Bassett, C. (2006). Cultural studies and new media. G. Hall ve C. Birchall (Ed.), New cultural studies: Adventures in theory içinde (s. 220–237). Edinburgh, UK: Edinburgh University Press.Erkmen, T. (2012). Örgüt kültürü: Fonksiyonları, öğeleri, işletme yönetimi ve liderlikteki önemi. M. Zencirkıran (Ed.), Örgüt sosyolojisi kitabı içinde (s. 233–263). Bursa: Dora Basım Yayın.g) Türkçe Kitap İçerisinde BölümBassett, C. (2006). Cultural studies and new media. In G. Hall &amp; C. Birchall (Eds.), New cultural studies: Adventures in theory (pp. 220–237). Edinburgh, UK: Edinburgh University Press.Erkmen, T. (2012). Örgüt kültürü: Fonksiyonları, öğeleri, işletme yönetimi ve liderlikteki önemi [Organization culture: Its functions, elements and importance in leadership and business management]. In M. Zencirkıran (Ed.), Örgüt sosyolojisi [Organization sociology] (pp. 233–263). Bursa, Turkey: Dora Basım Yayın.h) Yayımcının ve Yazarın Kurum Olduğu YayınTürk Standartları Enstitüsü. (1974). Adlandırma ilkeleri. Ankara: Yazar.Makalea) Dergimize Gönderilen Makale Türkçe Dilinde Yazıldıysa Makale Referansı:Mutlu, B. ve Savaşer, S. (2007). Çocuğu ameliyat sonrası yoğun bakımda olan ebeveynlerde stres nedenleri ve azaltma girişimleri. İstanbul Üniversitesi Florence Nightingale Hemşirelik Dergisi, 15(60), 179–182.b) Dergimize Gönderilen Makale İngilizce Dilinde Yazıldıysa Makale Referansı:de Cillia, R., Reisigl, M., &amp; Wodak, R. (1999). The discursive construction of national identity. Discourse and Society, 10(2), 149–173. http://dx.doi.org/10.1177/0957926599010002002c) Yediden Fazla Yazarlı MakaleLal, H., Cunningham, A. L., Godeaux, O., Chlibek, R., Diez-Domingo, J., Hwang, S.-J. ... Heineman, T. C. (2015). Efficacy of an adjuvanted herpes zoster subunit vaccine in older adults. New England Journal of Medicine, 372, 2087–2096. http://dx.doi.org/10.1056/NEJMoa1501184d) DOI’si Olmayan Online Edinilmiş MakaleAl, U. ve Doğan, G. (2012). Hacettepe Üniversitesi Bilgi ve Belge Yönetimi Bölümü tezlerinin atıf analizi. Türk Kütüphaneciliği, 26, 349–369. Erişim adresi: http://www.tk.org.tr/e) DOI’si Olan MakaleTurner, S. J. 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(2014). University campuses as places of potential publicness: Exploring the politicals, social and cultural practices in Ege University (Doctoral dissertation). Retrieved from: Retrieved from http://library.iyte.edu.tr/tr/hizli-erisim/iyte-tez-portalid) Web’de Yer Alan İngilizce Yüksek Lisans/Doktora TeziTonta, Y. A. (1992). An analysis of search failures in online library catalogs (Doctoral dissertation, University of California, Berkeley). Retrieved from http://yunus.hacettepe.edu.tr/~tonta/yayinlar/phd/ickapak.htmle) Dissertations Abstracts International’da Yer Alan Yüksek Lisans/Doktora TeziAppelbaum, L. G. (2005). Three studies of human information processing: Texture amplifica&#173;tion, motion representation, and figure-ground segregation. Dissertation Abstracts International: Section B. Sciences and Engineering, 65(10), 5428.f) Sempozyum KatkısıKrinsky-McHale, S. J., Zigman, W. B., &amp; Silverman, W. (2012, August). 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Research data literacy. S. Kurbanoğlu ve ark. (Ed.), Communications in Computer and Information Science: Vol. 397. Worldwide Communalities and Challenges in Information Literacy Research and Practice içinde (s. 134–140). Cham, İsviçre: Springer.http://dx.doi.org/10.1007/978-3-319-03919-0j) Kongre BildirisiÇepni, S., Bacanak A. ve Özsevgeç T. (2001, Haziran). Fen bilgisi öğretmen adaylarının fen branşlarına karşı tutumları ile fen branşlarındaki başarılarının ilişkisi. X. Ulusal Eğitim Bilimleri Kongresi’nde sunulan bildiri, Abant İzzet Baysal Üniversitesi, Bolu.Diğer Kaynaklara) Gazete YazısıToker, Ç. (2015, 26 Haziran). ‘Unutma’ notları. Cumhuriyet, s. 13.b) Online Gazete YazısıTamer, M. (2015, 26 Haziran). E-ticaret hamle yapmak için tüketiciyi bekliyor. Milliyet. Erişim adresi: http://www.milliyet.com.trc) Web Page/Blog PostBordwell, D. (2013, June 18). David Koepp: Making the world movie-sized [Web log post]. 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Makaleyi göndermeden önce Yazarlara Bilgi’yi lütfen okuyun ve aşağıdakilerin eksik olmadığından emin olun:Editöre mektup<ul><li>Makalenin türü</li><li>Başka bir dergiye gönderilmemiş olduğu bilgisi</li><li>Sponsor veya ticari bir firma ile ilişkisi (varsa belirtiniz)</li><li>Kaynakların APA6’ya göre belirtildiği</li><li>İngilizce yönünden kontrolünün yapıldığı</li><li>Yazarlara Bilgide detaylı olarak anlatılan dergi politikalarının gözden geçirildiği</li></ul><a href="https://cdn.istanbul.edu.tr/file/JTA6CLJ8T5/7910A9BCA3B142CEBCF7D2BDD2ABA0B0" target="_blank">Telif Hakkı Anlaşması Formu</a>Daha önce basılmış material (yazı-resim-tablo) kullanılmış ise izin belgesi<a href="https://cdn.istanbul.edu.tr/file/JTA6CLJ8T5/106535583129421EAE4513FD7184893D" target="_blank">Makale kapak sayfası</a><ul><li>Makalenin kategorisi</li><li>Makale Türkçe ise; Türkçe ve İngilizce başlığı, makale İngilizce ise; sadece İngilizce başlığı.</li><li>Yazarların ismi soyadı, unvanları ve bağlı oldukları kurumlar (üniversite ve fakülte bilgisinden sonar şehir ve ülke bilgisi de yer almalıdır), e-posta adresleri</li><li>Sorumlu yazarın e-posta adresi, açık yazışma adresi, iş telefonu, GSM, faks nosu</li><li>Tüm yazarların ORCID’leri</li></ul>Makalenin ana metniMakale Türkçe ise: <ul type="disc"> <li style="color: #777777;">Makalenin Türkçe ve İngilizce başlığı</li> <li style="color: #777777;">Özetler; 180-200 kelime Türkçe ve 180-200 kelime İngilizce</li> <li style="color: #777777;">Anahtar Kelimeler: 3-5 arası Türkçe ve 3-5 arası İngilizce</li> <li style="color: #777777;">İngilizce genişletilmiş özet (Extended Abstract) 600-800 kelime</li> <li style="color: #777777;">Makale ana metin bölümleri</li> <li style="color: #777777;">Teşekkür (varsa belirtiniz)</li> <li style="color: #777777;">Kaynaklar</li> <li style="color: #777777;">Tablolar-Resimler, Şekiller (başlık, tanım ve alt yazılarıyla)</li> </ul>Makale İngilizce ise: <ul><li>Makalenin İngilizce başlığı</li><li>180-200 kelime İngilizce özet</li><li>İngilizce anahtar kelimeler</li><li>Makale ana metin bölümleri</li><li>Teşekkür (varsa belirtiniz)</li><li>Kaynaklar</li><li>Tablolar-Resimler, Şekiller (başlık, tanım ve alt yazılarıyla)</li></ul>

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Journal of Transportation and Logistics

JTL

CİLT 7, SAYI 1, 2022

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