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ÖZ: Bu araştırmada klasik kuramlara göre puanlayıcılar arası uyum katsayılarını karşılaştırmak amaçlanmıştır. Farklı ölçekleme türlerine göre elde edilen katsayılar üzerinden hesaplanan değerler arasındaki farka odaklanılmış ve ölçekleme türüne karar vermenin önemi ortaya konmuştur. Puanlanan ve puanlayıcı sayısının değişmesinin değerleri etkileyip etkilemediğine bakılmış ve genellenebilirlik kuramının optimizasyon analizi kullanılarak puanlayıcılar arası uyum için kullanılacak en uygun örneklem büyüklüğü hesaplanmıştır. Araştırmada toplamda 35 çocuğa Bender Görsel Motor Gestalt II testinin yaş gruplarında ortak olan 9 kopyalama kartı uygulanmış ve alınan ölçümler toplamda 8 puanlayıcı tarafından birbirlerine kör olarak değerlendirilmiştir. Sonuçlara göre en yüksek uyum değeri sınıf içi korelasyon katsayısında hesaplanmış ve bu değeri sırasıyla Krippendorff alfa, Fleiss kappa ve Cohen kappa takip etmiştir. Hem puanlanan hem de puanlayıcı sayısı azaldıkça uyum değerlerinin düşme eğiliminde olduğu tespit edilmiştir. Öte yandan kartların zorluk düzeyinin anlamlı bir etkisi olmadığı saptanmıştır. Genellenebilirlik katsayılarının yüksek çıkması testin puanlayıcılar tarafından güvenilir şekilde puanlandığını göstermiştir. Optimizasyon analizi incelendiğinde bu test için en uygun örneklem büyüklüğünün 50 olduğu görülmüştür. Katılımcı sayısının 50’den fazla olması ise uyumu arttırmamıştır. ABSTRACT: In this study, it was aimed to compare the coefficients of interrater agreement according to classical statistic theories. The difference between the calculated agreement coefficients according to different scaling types has been focused and the importance of deciding on the scaling type has been revealed. It was examined whether the change in the number of raters and rateds affected the values, and the most appropriate sample size to be used for the interrater agreement was calculated by using the optimization analysis of the generalizability theory. In the study, 9 cards of the Bender-Gestalt motor skill test, which can be seen by everyone, were applied to 35 children in total, and the measurements were evaluated by 8 raters blindly to each other. Accordingly, the highest agreement value was calculated in the intra-class correlation coefficient and this value was followed by Krippendorff alpha, Fleiss kappa and Cohen kappa, respectively. It has been determined that as both the number of rateds and raters decrease, the agreement values tend to decrease. On the other hand, it was determined that the difficulty level of the cards did not have a significant effect. The high generalizability coefficients showed that the test was reliably scored by the raters. When the optimization analysis was examined, it was seen that the most suitable sample size for this test was 50. Having more than 50 participants did not increase agreement.

Determining the key characteristics of a ship during the concept and preliminary design phases is a critical and intricate process. In this study, we propose an alternative to traditional empirical methods by introducing a model to estimate the main particulars of diesel-powered Z-Drive harbor tugboats. This prediction is performed to determine the main particulars of tugboats: length, beam, draft, and power concerning the required service speed and bollard pull values, employing Bayesian network and non-linear regression methods. We utilized a dataset comprising 476 samples from 68 distinct diesel-powered Z-Drive harbor tugboat series to construct this model. The case study results demonstrate that the established model accurately predicts the main parameters of a tugboat with the obtained average of mean absolute percentage error values; 6.574% for the Bayesian network and 5.795%, 9.955% for non-linear regression methods. This model, therefore, proves to be a practical and valuable tool for ship designers in determining the main particulars of ships during the concept design stage by reducing revision return possibilities in further stages of ship design.

In this paper, the main alternative propulsion systems based on internal combustion engines and batteries of a tugboat operating in harbour duties of the tugboat that include Emission Control areas are comparatively assessed. A hybrid propulsion system and two gas systems that one is with gas engines, other with dual-fuel engines are compared with a diesel system. For all cases, the harbour tugboats are investigated with 3 similar tugboat operation profiles. The gas and dual-fuel engines are assumed to operate using Liquefied Natural Gas and a small amount of diesel as pilot fuel, whereas diesel was regarded as the fuel for the case of the diesel engine propulsion systems. In the case of diesel-electric hybrid propulsion systems, the installation of hybrid components is also taken into account for reducing emissions and fuel consumptions. The propulsion systems are modelled and the techno-economical results were analysed in order to compare these systems. These results have been obtained by Life Cycle Cost that mainly consists of two main expenditures; Capital and Operational expenditures. Finally, these four alternative systems have been compared according to the calculated propulsion system costs for the 20-years operating period within the accepted assumptions and constraints.

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Copyright of Turizm Akademik Dergisi is the property of Turizm Akademik Dergisi and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)