Suchergebnisse

Überblick über Probleme und Aussichten des Transportwesens auf dem Nil und über die Aktivitäten der River Transport Corporation, die seit 1983 Ziel der Angriffe der SPLA ist. Der Bericht wird durch Tabellen zur Passagier- und Warenzahl seit 1972 ergänzt. (DÜI-Asd)

This article models the sequence of the effects of low tariffs in public river transport for goods. Within 10 years of deregulation, the public corporation had lost 83 per cent of its river traffic. The reasons for the inefficiency are made clear. The effects of low tariffs are examined, such as service rationing, overcharges, overcapacity and high budget claims, cost enhancement, and cross‐subsidizing. The underlying objective is to formulate and apply an assessment method for transport policy that blends theories of rents and contestability in order to show how and why good intentions to boost demand by low tariffs in Zairian river transport produced very different results. Although illustrations are given for one mode of transport in one country, they are believed to be of much wider significance—to over 80 countries liberalizing their economies, including China, developing and east European countries. The National Transportation Authority (NTA, or Onatra) is a public corporation operating seaports, the Matadi–Kinshasa railway and an extensive network of river transportation 8,060 km long in the western half of Zaire. In the 1980s, it held monopolies on seaports and river ports, and shared the monopoly with the National Railway Authority (SNCZ) over the railways and the transport of mineral exports. The market in river transport appeared to be oligopolistic but it was dominated by the NTA. Since the NTA was one of the largest state‐owned enterprises (SOEs), its experience is significant for many other SOEs and for the whole national economy. Ways to overcome inefficiencies are suggested, such as ending multiple public monopolies and cross‐subsidies, privatization and deregulation.

The article seeks to show how Assam's riverine environment, and its natural resources, generated and inflected a process of commercialisation in the nineteenth century. Historically, present-day Assam was connected to the rest of the world through the Brahmaputra river and its tributaries. In the early decades of colonial rule, plants such as caoutchouc and tea were discovered in the valley. These developments, together with transportation networks built with state and private capital, heralded a new phase of commerce in the region. A rich scholarship in South Asian history has shown how the river played a crucial role in the economic changes in different regions. The article belongs in that scholarship but stresses the role of the river as an artery of transportation rather than as an agricultural resource. The river system facilitated Assam's closer integration with the world economy and the colonial regime.

Relevance of the research topic. With the outbreak of the war and the need for post-war reconstruction of the country, there is a need to resume and optimize the operation of transport taking into account "green" requirements, these necessity is caused by the further European integration of Ukraine and the implementation of the state environmental policy, which will ensure the compliance of the national sphere of freight transportation with the requirements of the European Green Course (The European Green Deal, hereinafter referred to as the EGD). Problem statement. All this requires the formation of an effective transport system in Ukraine during the war and taking into consideration the needs of the country's post-war recovery. For this reason, there is a need to conduct an analysis of the state and efficiency of transport in Ukraine by various modes of transport and perform predictive modeling of prospects and opportunities for expanding the use of water transport. Analysis of recent research and publications. The thorough analysis of the mass of information on the researched issue, published by domestic scientists, made it possible to ascertain the fact, nowadays there is no sufficient attention to the consideration of the issue of development and forecasting of the most effective models of transport provision in the context of types of transport in the conditions of war and post-war reconstruction of Ukraine. Unsolved parts of the general problem. These days, the issue of predictive modeling of the ecologically oriented transport and logistics system of Ukraine in war conditions remains insufficiently researched. Study task and objective. The main goal of the study is to analyze the state of transportation by various modes of transport in Ukraine, to determine the impact of the war on the country's transport infrastructure with the aim of forming a predictive model for the optimization of the country's transport and logistics system in the conditions of the war and the country's post-war recovery. Research method and methodology. In the process of conducting the research, general scientific (analysis and synthesis, induction and deduction, group analysis) and special (abstraction, modelling, etc.) methods of studying economic phenomena and processes are used. The main material (study results). In order to build an ecologically oriented model of transport and logistics infrastructure, an analysis of the dynamics and volume of cargo transportation is carried out and the possibilities of optimizing their structure are determined. It is established that the volume of transportation by water transport has significantly decreased since 2009, in contrast to the situation with road transportation. Railway transportation began to decline in 2014. The conducted analysis allows us to draw a conclusion: over the past ten years, road transport has significantly increased its importance on the freight transport market of Ukraine, while other types of transport, on the contrary, have reduced their market shares. From the point of view of "ecological" expectations regarding to the prospects of influence of the transport industry of Ukraine and the state of the environment, such as redistribution of shares in favor of road transport is fearsome. The indicated trend is threatening for the possibility of fulfilling the tasks and obligations of Ukraine in the context of the EGD, as it should be the other way around - railway and water transport should increase their market shares, and road transport should, on the contrary, decrease. In order to evaluate the forecast possibilities of "greening" of the transport and logistics system of Ukraine, we conduct a forecast modeling of the possibilities of using different types of transport. The main task of the modeling is to determine the possibilities of increasing the freight traffic of water transport and railway transport and to reduce the traffic of automobiles. It is taken into account that with the beginning of the war there were restrictions on the possibilities of using sea transport in Ukraine (as a result of the occupation of territories and ports), therefore there is a need to compensate for these losses until the opportunity is restored by increasing the use of river transport. It was also taken into account that it is impossible to completely abandon road transport, but there are opportunities to increase its level of environmental friendliness. Logistics technologies play an important role in the greening of transportation, as they aim to optimize traffic and reduce the negative impact on the environment. Here are some examples of logistics technologies that contribute to green transport logistics: efficient routing; combined transportation, use of technologies of "smart" warehouses, etc. Therefore, the prospects of transport logistics in Ukraine are related to the expansion of the use of water transport. Conclusions. The conducted research makes it possible to form a predictive model of the development of the transport system of Ukraine taking into account the war and the needs of the post-war reconstruction of Ukraine. It has been proven that in the context of the activation of European integration processes, there is a need, in addition to the traditional tasks of transportation, to solve environmental problems related to the need to ensure compliance of the national sphere of freight transportation with the requirements of the European Green Course. That is why the justification of the feasibility of using water transport is carried out and the possible volumes of transportation by sea and river transport are determined. The expediency of using intermodal, multimodal, and feeder container transportations as those that meet the requirements of "green" standards in the transport industry has also been proven.

Introduction. The article is about capital construction in the Volga River transport industry at the beginning of the Great Patriotic War. In the mid-1930s, the Upper, Middle, and Lower Volga autonomous steamship lines were organized. At that time and up until the beginning of World War II, infrastructure facilities were intensively erected in the Volga river transport industry. Methods and materials. The study is based on objective principles and applies general scientific as well as specific historical methods. Research is done using archival materials. Analysis. In the second half of the 1930s, the material base of the Volga steamship lines was reconstructed. Capital construction in river transport included new shipbuilding, major fleet repairs, the building of pier facilities, and the acquisition of equipment. The goal of the study is to establish the capital investments in the Volga Steamship Lines and the general situation of capital construction in the river transport industry. The planned and actual data before the Great Patriotic War are considered in detail. Results. Capital construction in the Soviet river transport industry (the Volga included) in the second half of the 1930s suffered from interruptions, underfinancing, shortages of building materials, and bad planning. For those reasons, many construction projects got delayed. Besides, the outdated equipment of river transport needed a larger investment to be renovated, as it was much inferior to that of railway transport. All of that affected the work of the Volga Steamship Lines at the beginning of the Great Patriotic War.