Urban logistics an application for Istanbul

Urban economies are evolving rapidly towards a higher level of material intensiveness. Moving freight within urban areas is a common urban transportation challenge that impacts many large metropolises. Such challenges were also prevalent in ancient times. For instance, the Roman Emperor Julius Caesar proclaimed a edict forbidding the delivery of goods in Rome during daytime. It is likely that other cities were also having similar restrictions, underlining that supplying cities with goods remained throughout history an enduring challenge. What has changed is the scale and scope of the problem. Freight transportation maintains a set of core relations with urban areas since a city is an entity where production, distribution and consumption activities are using and competing for scarce land. Elements of the urban landscape such as commercial districts are important generators and attractors of freight movements. Further, freight distribution is often sharing the same road infrastructure than many passenger transport modes, with their activity patterns corresponding to periods of peaks and troughs. The global urban and economic system has also become functionally specialized, permitting a global division of production and its associated freight volumes. Urban freight concerns the transportation of goods by or for commercial entities taking place in an urban area. City logistics, as a strategy ensuring efficient freight movements and innovative responses to urban customer and business demands, is an emerging field of investigation that was brought by the challenges of the commodification and massification of production and consumption. A number of basic relationships such as transport, production, distribution and consumption with urban areas have to go along. Cities have to protect their land and increase their competitiveness levels while ensuring this. The same person has to provide a comfortable and comfortable city life for the inhabitants of the city. This is where the chaos begins. Urban logistics is thought to be the provision of goods flow only in the urban area. Today, the complexity of dynamic and unpredictable complex reasons such as population, technology, increasing demands, confronts as a strategy that gives innovative responses to efficient transportation movements and demands within the city. The seemingly simple city-state logistics now has become a new field of investigation brought about by the difficulties of commodification and massification of production and consumption. As in all other metropolises in Istanbul, it tries to cope with similar problems such as population size, traffic, transportation and planning. Each city has its own geographical, economic and economic dimensions; So it is not possible to take the concept of urban logistics from a city directly and adapt the other city directly. Urban logistics is a very special issue, so every city has its own special features and associated solutions. "Peeling German potatoes in Italy and then cooking French in Belgium" is an expression used to emphasize that your urban logistis unique to the city. The cities have different logistical functions and can bring different problems for the cities. For example, in the port-based cities, entering the ports into the port is the biggest problem, while in cities with highway-weighted logistics infrastructure, TIRs have to deal with connection points and the problems they have with them. A city can be only a production city, only a consumption city, or a production and consumption city. A city can only serve as a hub, and it can also be confronted as a transit city. Istanbul is both a city of production and consumption, while at the same time a city with transit and distribution functions. While the urban logistics plan focuses on a city transport, the other can focus on land. One of the main points here is related to the type of freight the city's logistic infrastructure provides and the suitability and development of modes of transportation and modes suitable for it. The load becomes important at this point. We have just begun to understand what we need to integrate cargo-related issues into the education system and planning. Istanbul, like Barcelona, Paris, Tokyo and other cities, has to continue to work on urban logistics to find its own solution. There are two important dimensions of cargo movement in the city: "cargo in the city" and "cargo externally but affecting the city". In this thesis, only the in-city freight volume is examined. Both issues, however, are within the scope of city logistics and within the context of urban logistic planning. Today, the fact that urban logistics is considered as part of urban planning forces the living conditions and comfort of the main city. The adverse effects of traffic congestion, land and road occupation, and the environment have now led to the need for sustainable planning. Urban terminals, urban consolidation centers, logistics areas, logistics villages, new transportation and logistics information technologies are the most common in-city logistics solutions in the world. Istanbul was introduced to the concept of intra-city logistics in the years of 2000 and started to be evaluated newly in terms of public administration and the necessity of interpretation of the city from the analytical direction in the logistic direction was started. At the beginning of the issues that the city does not have problems about logistics, the spatial space and the load flow are coming. This situation is also the basis of the 'Logistics Ana Plan'. In this thesis, the concept of intra-city logistics, intra-city logistics planning and intra-city logistics problems are discussed. The introductory logistic topic that constitutes the first chapter of the thesis comes from the determinations and evaluations obtained from the domestic and foreign scanned literature. The second chapter, consists of the characteristics of urban logistics within the scope of urban logistics processes, the logistic service areas in the city, the solutions that are common in the city and the best practices in urban logistics in the world. The third chapter, aims to reveal the current profile of the logistics focal point, terminals and freight flow that make up the development of the logistics sector in Istanbul, the frm and intensive urban areas serving according to modes of transport in the city, and the logistics centers and intra-city logistics systems in Istanbul. When this data is obtained, attention has been paid to the fact that there is up-to-date data and the entire logistics infrastructure of the city and the operation of the existing logistics system have been tried to be examined. In the fourth chapter, the evaluations of the raw questionnaires made by in-depth interviews with the 6 companies and institutions in various sectors related to the fields of activity in the intra-city logistics sector in Istanbul were made and the raw questionnaire data obtained were examined and tried to determine the intra-city logistic problems and solutions. Surveys have been tried to compile an intra-city logistic problem and solution proposal for Istanbul, since these firms, which have been acted with a planning perspective instead of revealing the specific logistic situations of the usual firms, are part of the urban logistics. In the last chapter of the thesis, Istanbul local city logistics problems and solutions were tried to be interpreted.