Waterway transports

The study adopts a complex approach to present and analyse how the annexed territories following the Treaty of Trianon and the new borders impacted transport in the western Hungarian county of Vas, and its largest transport hub of Szombathely. Neither the catchment areas nor the transport corridors were considered when the borders of the county were redrawn, while ethnic aspects were only partially asserted. The Pozsony (today: Bratislava)–Sopron–Kőszeg–Szombathely–Körmend–Zalalövő–Varasd (today: Varaždin) route dating back to ancient times (Amber Road) was simply sliced up by the new borders and split among 3 countries. Absurd situations emerged with the railways for example, where the rail lines connecting Kőszeg with Sopron and Csepreg were handed over to Austria – without any link to the Austrian railway network. In the years after World War I, the quality of both road and rail travel in Vas county fell well short of the customary standard of peacetime. On a positive note, however, international express trains still travelled from Szombathely to Bratislava, Brno, Graz, Prague, Rijeka, Vienna and Zagreb. The flight ban had little impact on transport in Vas county.

During Late Antiquity, travels and transports still took place along the road network and the water-ways established by the Romans, during the Late Republican and Imperial ages. Travellers, during official missions as well as during private trips, counted on different types of  infrastructures, placed along the main itineraries. Even if the traditional distinction between mansiones and mutationes has to be rejected, it is
agreed that traffic during Roman and Late Antique times relied on road stations that were in some cases isolated but were generally  surrounded by small villages where several services were granted. Among those “resting places” distributed along the Roman road connecting Italy to Spain (via Aurelia, via Iulia Augusta) and mentioned in
ancient sources, many have been identified in Liguria and Provence, but only for few of them we can collect data about post Roman occupation. Those places that were still occupied during Late Antiquity have in common the fact that they were more complex settlements, regional-scale markets relying on a wide range of resources, with
dynamic exchanges of goods and a flourishing economy during the Late Imperial Age.
Resuming the common characteristics and underlining which kind of infrastructures appears to be still active after the 4th century, it seems possible to affirm that around the 5th century most of these “road villages” were provided with a church, the latter element appearing particularly interesting in these two regions (Liguria and Provence) where data about rural Christianisation are not so evident. The Late
Antique road network seems not to be too different from that one of Imperial Age, but still it is very clear that a selection in settlements has occurred, more due to economical, political and cultural reasons (presence of ecclesiastical hierarchies, birth of pilgrimage destinations, decisions of the central administration to rationalize the traffic  organisation along the roads) more than dramatic events (Germanic invasion, Vandal assaults...).

The inland waterways transport was shaped at the origin as the only practical way of handling the products involved in the first trade. Large urban areas such as ancient Rome or London (e. g. during the Industrial Revolution) would not have been able to thrive without supplies conveyed through the great rivers that allowed the settlement. In northern Italy, even before the Renaissance has been  intensively exploited the making of waterways for the transport of persons and goods, integrating with channels specially dug the complex river network existing, and developing types of boats particularly suitable for this purpose. After World War II policies aimed at favoring road transport and the reborn railway network led to a crisis of inland waterway transport in the act that finally sees a significant contrast. In central and northern Europe, however, the tradition of river transport has always been enhanced with no reversal of the trend, with important socio-economic as well as environmental benefits, that would have plenty of room for development in our country.

According to a handful of researchers who have explored the problem of portages, they have been present in almost every time period and in almost every place, but the interest they have garnered is disproportionate to the role they used to play. Scarce source information on them is surely an important factor here, and a similar situation can be seen in the Polish historiography, which – due to the very poor source base (written records, place names) – is basically limited to two examples: the alleged Ślesin portage and the system of portages on the Polish-Ruthenian borderland. Meanwhile, as Andrew Sherratt argued, the portages were “a simple but powerful idea:” in a situation where rivers and reservoirs determined directions themselves, portages – comprising the landborne part of primarily waterway routes – offered a more “flexible” way of using these connections. Such a combination (both waterand land-based) type of communication is considered to be characteristic of the early stages of transport systems development, which has not always been recognised inthe literature, where the importance of water communication is particularly highlighted in the context of prehistoric and early historic societies. Portages stimulated settlement (contact points, break in transportation), and therefore, in the absence of other preconditions, settlement analysi including habitational, economic, spiritual and communicational spheres of human activity should be treated as the main identification factors of these communication amenities. Only the results of such an extensive research can indicate not only the locations of presumed portages, but also their local and supra-local significance. It seems that they are usually wrongly linked to long-distance routes. Recently conducted archaeological research and settlement studies based on them allow to suggest the presence of such communication solutions near several sites (Żółte, Parsęcko, West Pomeranian Voivodeship; Pawłówek, Kuyavian-Pomeranian Voivodeship; Szestno, Warmian-Masurian Voivodship) which could be also localised on the frontiers of the so-called Baltic zone functioned from 9th to 11th century.

Este artigo tem o objetivo de apresentar as grandes invenções que ocorreram com os meios de transporte fluvial, lacustre e marítimo visando o transporte de pessoas e cargas ao longo da história e sua evolução futura. O uso de embarcações se constituíram em um dos primeiros meios de locomoção inventados pelo homem e foi crucial para o desenvolvimento da humanidade. Desde os tempos mais remotos, os barcos têm sido usados como meio de transporte. No início, eram utilizadas canoas para atividades de pesca e transporte de curta distância. As canoas são consideradas as primeiras embarcações utilizadas para o transporte de pessoas e de carga. Aproveitando a correnteza da água ou usando remos, os navegadores moviam as canoas, percorrendo pequenas distâncias. Com o tempo, foram inventados os barcos a vela, que se moviam impulsionados pela força do vento. O desenvolvimento das embarcações e a descoberta de novas técnicas de navegação tornaram possível aos seres humanos atravessar rios, mares e oceanos, vencendo longas distâncias no transporte de passageiros e de cargas, além de utilizá-las como armas de guerra. Das canoas de madeira às grandes embarcações, como os modernos transatlânticos, houve muitos progressos. No futuro, embarcações se beneficiarão de tecnologias cada vez mais sofisticadas. Navios inteligentes se tornarão parte integrante da realidade que nos cerca.

This article aims to present the great inventions that occurred with the means of river, lake and maritime transport, aiming at the transport of people and cargo throughout history and its future evolution. The use of boats constituted one of the first means of locomotion invented by man and was crucial for the development of humanity. Since ancient times, boats have been used as a means of transport. In the beginning, canoes were used for fishing activities and short-distance transport. Canoes are considered the first vessels used to transport people and cargo. Taking advantage of the current of the water or using oars, the navigators moved the canoes, covering small distances. Over time, sailing boats were invented, which moved driven by the force of the wind. The development of ships and the discovery of new navigation techniques made it possible for human beings to cross rivers, seas and oceans, overcoming long distances in the transport of passengers and cargo, in addition to using them as weapons of war. From wooden canoes to large vessels such as modern ocean liners, there has been a lot of progress. In the future, vessels will benefit from increasingly sophisticated technologies. Smart ships will become an integral part of the reality that surrounds us.

River-based cities are now capitalizing on the potential of their bodies of water to serve as critical transportation networks to complement land-based transport. For these cities, their water tributaries have historically served as commuter rivers to accommodate indigenous, inland water transport modes (IWTs). Despite its potential to support local economic development, scholarly literature on IWTs has remained fragmented and scant. This paper redresses this gap by exploring IWTs in four developing country-cases in Southeast Asia, to gain a better understanding of their role, function and use within the overall transport system. Using a case study approach, this paper starts by formulating an indigenous IWT framework. This framework is then used to assess IWTs. Results have shown that the levels of indigeneity of IWTs may provide important insights to inform the development of IWTs as a crucial component in developing an integrated, sustainable transport system in cities in developing Southeast Asia.

Cet article vise à présenter les grandes inventions qui se sont produites avec les moyens de transport fluvial, lacustre et maritime, visant le transport de personnes et de marchandises à travers l'histoire et son évolution future. L'utilisation des bateaux a constitué l'un des premiers moyens de locomotion inventés par l'homme et a été cruciale pour le développement de l'humanité. Depuis l'Antiquité, les bateaux ont été utilisés comme moyen de transport. Au début, les canots étaient utilisés pour les activités de pêche et le transport à courte distance. Les canots sont considérés comme les premiers navires utilisés pour transporter des personnes et des marchandises. Profitant du courant de l'eau ou utilisant des avirons, les navigateurs déplaçaient les canots, parcourant de petites distances. Au fil du temps, des voiliers ont été inventés, qui se déplaçaient entraînés par la force du vent. Le développement des navires et la découverte de nouvelles techniques de navigation ont permis aux êtres humains de traverser les rivières, les mers et les océans, surmontant de longues distances dans le transport de passagers et de marchandises, en plus de les utiliser comme armes de guerre. Des canoës en bois aux grands navires tels que les paquebots modernes, il y a eu beaucoup de progrès. À l'avenir, les navires bénéficieront de technologies de plus en plus sophistiquées. Les navires intelligents feront partie intégrante de la réalité qui nous entoure.

The Mediterranean-Black Sea system consists of two semi-enclosed basins connected by the Turkish Straits. In turn, the Mediterranean Sea is connected to the Atlantic Ocean through the narrow Strait of Gibraltar. The hydrological cycle of the system is driven by fresh water exchanges between the atmosphere, continents and oceans, and by salty water mass exchange among the ocean basins. Monitoring such water fluxes, especially its time evolution, is essential to understand the water cycle in the region, which is very sensitive to global climate changes and influences the variability of the Atlantic Meridional Overturning Circulation (AMOC), which in turn affects the global climate. In this study, we have estimated the hydrological cycle of the Mediterranean-Black Sea system from the time-variable gravity observations performed by the Gravity Recovery and Climate Experiment (GRACE) and GRACE Follow-On satellites, and precipitation and evaporation from ERA5 atmospheric reanalysis data for the period 2002-2020. In the Black Sea, rivers introduce an average water volume of 391 ± 12 km 3 /year, one third of which escape through the atmosphere and two thirds go to the Mediterranean Sea. In the latter, 1787 ± 23 km 3 /year are lost via net evaporation. The rivers runoff (502 ± 27 km 3 /year), and the inflow of Atlantic waters (1020 ± 56 km 3 /year; 0.0323 ± 0.0018 Sv), finally restore the Mediterranean water budget. The balance is not reached instantaneously, and this delay introduces a seasonal variability in all the fluxes. In particular, the net water flux from the Atlantic Ocean increases up to 2660 ± 111 km 3 /year in August/September, and reverses to − 407 ± 140 km 3 /year in April/ May. On top of the climatology, the mean annual Atlantic water flux varies significantly between 706 and 1262 km 3 /year.

Xülasə. BMHS 16 "Kiralama" 01.01.2019-cu il tarixindən qüvvəyə minir, buna görə icarəçi aktivin aktiv dövr ərzində istifadə hüququnu və ödəniş öhdəliklərini əks etdirmək üçün balansdakı bütün icarə müqavilələrini dərhal tanımalıdır. Bir çox su nəqliyyat şirkəti gəmi, liman obyektləri və logistika infrastrukturu, ofislər, anbarlar, donanma qüllələri və gəmilər də daxil olmaqla bir çox bahalı obyektin kirayə və ya icarəyə verilir. Buna görə, kiracıların özləri yeni icarə standartının ən böyük təsirini hiss edəcəklər. Ev sahiblərinə mühasibat proseduru əhəmiyyətli dərəcədə dəyişməz qalır. Bununla birlikdə, müştərilərin ehtiyacları və davranış dəyişikliyinə görə biznes modellərinə və kirayə məhsullarına olan tələbatını hiss edə bilərlər. Yeni MHBS 16 Kiralamaların icarəçi, uçot, analiz və nəzarət prosedurlarının maliyyə hesabatlarını əhəmiyyətli dərəcədə təsir etməsi gözlənilir.
Аннотации. МСФО 16 «Аренда» вступает в силу с 01.01.2019, поэтому сейчас арендатор обязан признавать практически все сделки по аренде в балансе, чтобы отразить свое право на использование актива в течение соответствующего периода и свои обязательства по платежам. Многие предприятия водного транспорта арендуют или предоставляют в аренду большое количество дорогих активов, включая суда, объекты портовой и логистической инфраструктуры, офисы, склады, навигационные башни, корабли. Поэтому именно арендаторы почувствуют наибольшее влияние нового стандарта учета  аренды. В арендодателей порядок учета в основном остается без изменений, однако они могут почувствовать влияние на бизнес-модели и спрос на объекты аренды в связи с изменением потребностей и поведения клиентов. Ожидается, что новый МСФО 16 «Аренда» значительно повлияет на финансовую отчетность арендатора, методику учета, анализа и контроля.
Abstract. IFRS 16 "Leases" comes into effect on 01.01.2019, so now the tenant is obliged to recognize practically all lease transactions in the balance sheet to reflect their right to use the asset during the relevant period and their payment obligations. Many water transport companies rent or lease a large number of expensive facilities, including ships, port facilities and logistics infrastructure, offices, warehouses, navy towers, and ships. Therefore, the tenants themselves will feel the greatest impact of the new lease standard. In landlords, the accounting procedure remains largely unchanged. However, they can feel the impact on business models and the demand for leased products due to changes in customer needs and behavior. The new IFRS 16 Leases is expected to significantly affect the financial statements of the lessee, accounting, analysis and control procedures.
Açar sözlər: icarə, mühasibat, hesabat, su nəqliyyatı.
Ключевые слова: аренда, учет, отчетность, водный транспорт.
Keywords: leases, accounting, reporting, water transport.

The aim of the article is a brief description of the actual usage of ICT-based marketing communication within the waterborne transport sector in Poland during the years 2012-2015. The research concerns both passenger and cargo transport enterprises (both within the inland waterways transport subsector as well as within the sea transport subsector).
The elaboration is based on personally conducted research (both through desk research as well as with the use of a querry). Collected data has been additionally supplemented with results of research conducted by the Central Statistical Office for cross-sectorial comparisons.

Schipper Corneles van Emmerik voert comedie op bij Bijlmer Tol in 1901

De aanleg van trekvaarten in de 17de eeuw was een grote vooruitgang voor het transport in de Republiek. Het verkeer tussen Amsterdam en Weesp nam sterk toe na de aanleg van de Weesper trekvaart. De twee steden financierden hun investering en het noodzakelijke onderhoud via tolheffing, zoals bij de Bijlmer of Weesper Tol. Twee eeuwen later raakte het trekvaartsystem achterhaald door ontwikkelingen op het gebied van vervoer te water en te land. Tolheffing raakte uit de gratie en riep toenemende weerstand op.  Van de schippers die op Amsterdam voeren, ging Corneles van Emmerik in 1901 de strijd aan in Diemen. Wat was de inzet? Wie had welke belangen en wie waren de betrokkenen? Wat voor constructie was er op de plaats delict? En waar bevond die plaats zich precies?

River-based cities are now capitalizing on the potential of their bodies of water to serve as critical transportation networks to complement land-based transport. For these cities, their water tributaries have historically served as commuter rivers to accommodate indigenous, inland water transport modes (IWTs). Despite its potential to support local economic development, scholarly literature on IWTs has remained fragmented and scant. This paper redresses this gap by exploring IWTs in four developing country-cases in Southeast Asia, to gain a better understanding of their role, function and use within the overall transport system. Using a case study approach, this paper starts by formulating an indigenous IWT framework. This framework is then used to assess IWTs. Results have shown that the levels of indigeneity of IWTs may provide important insights to inform the development of IWTs as a crucial component in developing an integrated, sustainable transport system in cities in develop...

Семенова С. М. Управління грошовими потоками на підприємствах водного транспорту. – Рукопис.
Дисертація на здобуття наукового ступеня кандидата економічних наук за спеціальністю 08.00.04 – економіка та управління підприємствами (за видами економічної діяльності). – Київська державна академія водного транспорту ім. гетьмана Петра Конашевича-Сагайдачного, Київ, 2014.
У дисертаційній роботі запропоновано та обґрунтовано поняття „грошові потоки” на основі комплексного і системного підходів, наведено властивості грошових потоків, доповнено ознаки класифікації. Доведено необхідність виділення емерджентної властивості грошового потоку, її оцінки. Встановлено особливості та стан управління грошовими потоками підприємств водного транспорту. Обґрунтовано економіко-математичну модель оптимізації грошових потоків та розраховано ефект від її впровадження. Формалізовано підхід до формування стратегії управління грошовими потоками на основі встановлення довірчого інтервалу віртуального грошового потоку. Для реалізації запропонованих заходів розроблено програмний продукт Java (SE, JDK 7).
Ключові слова: грошовий потік, грошові активи, платоспроможність, емерджентність, оптимізація, управління, водний транспорт.

АННОТАЦИЯ
Семенова С. Н. Управление денежными потоками на предприятиях водного транспорта. – Рукопись.
Диссертация на соискание научной степени кандидата экономических наук по специальности 08.00.04 – экономика и управление предприятиями (по видам экономической деятельности). – Киевская государственная академия водного транспорта им. гетьмана Петра Конашевича-Сагайдачного, Киев, 2014.
В диссертационной работе предложено и научно обосновано понятие „денежные потоки” на основе комплексного и системного подходов, приведены свойства денежных потоков, дополнено признаки классификации. Доказано необходимость определения эмерджентности денежного потока, под которым следует понимать достижение прироста чистого денежного потока от операционной деятельности в результате комбинации денежных потоков за видами, объемом и временем при сохранении финансовой устойчивости предприятия.
На основе реализации разработанной организационно-информационной модели анализа денежных потоков и обоснованных дополнительных показателей установлено состояние управления денежными потоками на предприятиях водного транспорта в Украине в 2007–2012 гг. Для решения установленных проблем предложено и обосновано модель оптимизации денежных потоков за критериями поддержания оптимального остатка денежных активов, для обеспечения необходимой платежеспособности, формирования целевого чистого денежного потока, сбалансированности денежных потоков по видам и максимизации чистого денежного потока от операционной деятельности. Разработано форму отчета о движении денежных средств для предприятий водного транспорта, в которой детализированы виды специфических денежных потоков.
Научно обосновано методический подход к формированию стратегии управления денежными потоками предприятий водного транспорта на основе оценки уровня эмерджентности денежного потока и определения доверительного интервала виртуального денежного потока, что позволяет достичь прироста входящего денежного потока и наибольшего чистого денежного потока от операционной деятельности. Для реализации предложенных подходов разработано программный продукт Java (SE, JDK 7).
Ключевые слова: денежный поток, денежные активы, платежеспособность, эмерджентность, оптимизация, управление, водный транспорт.

ANNOTATION
Semenova S. M. Cash flow management on the water transport enterprises. – Manuscript.
Dissertation for the degree of Candidate of Economic Sciences in specialty 08.00.04 – Economics and Enterprise Management (by economic activities). – Kyiv State Maritime Academy named after hetman Petro Konashevich-Sahaydachniy, Kyiv, 2014.
In the thesis the meaning “cash flow” is suggested and proved on the basis of complex and system approaches, the properties of cash flow are represented, classification features are completed. The necessary of emergent property of cash flow and its assessment is proved.  Special characteristics and the condition of cash flow management on the water transport enterprises are defined. Economic and mathematical model of cash flow optimization is proved and effect from its introduction is calculated. Software is developed and the approach to the strategy of cash flow management on the basis of confidence band of virtual cash flow is formed.
Key words: cash flow, cash assets, creditworthiness, emergence, optimization, management, water transport.

Водний транспорт як фондоємна галузь національної економіки потребує значного оновлення об’єктів портової інфраструктури та флоту, для інформаційного забезпечення прийняття необхідних інвестиційних рішень даних синтетичного обліку та агрегованої фінансової звітності недостатньо, тому постає проблема розробки системи аналітичного обліку і управлінської звітності з урахуванням галузевої специфіки та сучасних потреб.
Water transport sector as fondoyemna national economy needs a significant upgrade port infrastructure facilities and fleet, delivery of information to take the necessary investment decisions and synthetic accounting data aggregated financial statements is not enough, because there is a problem of developing a system of analytical accounting and management reporting, taking into account industry specifics and modern needs.
Keywords: capital investment, analytical accounting, management reporting, water transport.

In this paper some historiographical details connected with dugout discoveries and studies at the Voronezh and Bryansk regions are discussed. The current study is based mainly on archive documents kept at the Department of Written Sources of the State Historical Museum (personal archives of M.Y. Foss and A.Y. Brussov), on the field report of V.A. Afonyushkin, and on the data from the personal archive of V.F. Kulinchenko.

River-based cities are now capitalizing on the potential of their bodies of water to serve as critical transportation networks to complement land-based transport. For these cities, their water tributaries have historically served as commuter rivers to accommodate indigenous, inland water transport modes (IWTs). Despite its potential to support local economic development, scholarly literature on IWTs has remained fragmented and scant. This paper redresses this gap by exploring IWTs in four developing country-cases in Southeast Asia, to gain a better understanding of their role, function and use within the overall transport system. Using a case study approach, this paper starts by formulating an indigenous IWT framework. This framework is then used to assess IWTs. Results have shown that the levels of indigeneity of IWTs may provide important insights to inform the development of IWTs as a crucial component in developing an integrated, sustainable transport system in cities in develop...

Водний транспорт знаходиться у стані глибокої системної кризи. Серед несприятливих факторів – нестача обігових коштів, криза неплатежів, нарощування простроченої дебіторської заборгованості. У статті запропоновано критерії оцінювання дебіторів за напрямами характеристики дебітора та операції, за якою виникає заборгованість, відповідно до потреб управління та галузевих особливостей підприємств водного транспорту.
Ключові слова: дебіторська заборгованість, інтегральна оцінка, інкасація, водний транспорт.
Water transport is in a deep systemic crisis. Among the negative factors - lack of working capital, payments crisis, escalating overdue receivables. The paper proposes evaluation criteria in areas receivable obligor characteristics and operations for which there is a debt, according to the needs of management and enterprise branch features of water transport.

Panama might not have received good comments lately, but the so-called “Panama Papers” affair should not put shadow on a recent great achievement of this country: the expansion of the Panama Canal. On June 26th 2016, the Panama Canal will officially open to more and larger vessels. This will double its capacity in terms of cargo shipment and allow the passage of container carriers with nearly three times as many containers aboard. It is difficult to underestimate the importance of this event or its impact on the economy of many countries. The immediate effect will be bolstering of Panama’s economy, the country’s position in Latin America and its role as a transit hub in global trade. There is indeed a chance that this will “transform Panama into a First World country”, as predicted in 2006 by Martín Torrijos, the former president of the country. The author of this article was a member of the Mechanical Engineering Advisory Board (MEAB) for the project on behalf the Canal administration (ACP). In this role, he was involved in providing guidance and review during critical phases of the preliminary and final design for the most complex part of the project – the construction of the Third Set of Locks. A general overview of the project objectives, applied solutions and technologies was presented by the author in this magazine two years ago in the Polish language [1]. The current article brings back parts of this publication in English, introduces new material and gives an update on the recent developments.

General objectives and project specifications for the Third Set of Locks in the Panama Canal. Justification of principal decisions concerning the functionality and structural systems of the new locks. Main construction details of chambers, lock crowns, selected sliding gates, their supports, tracks and guidings. Methods applied for the execuction, shipment and installation of new locks subassemblies. Construction progress. Some relevancies to the future maritime projects in Poland.