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Der Prager Fotograf Amand Helm übersiedelte 1864 nach Wien, wo er im Herbst 1865 das „Fotographische Geschäft Rerich“ erwarb. Bereits 1866 bereiste er mit seiner Kamera das Donautal und fotografierte systematisch Orte und Landschaften an den Stromufern.

Die Aufnahmen konnte man einzeln oder als Konvolute in Alben, in Mappen oder Kassetten erwerben. Amand Helm zeigte sie auf Ausstellungen und bot sie über den Buchhandel an. Mit den Motiven aus dem Donaualbum konnte er mehrere Kundengruppen erreichen: Sommerfrischler und Ausflügler aus den großen Städten an der Donau, die sich Souvenir-Bilder aus Nussdorf, Klosterneuburg oder der Wachau anschafften, aber auch die ersten Fernreisenden entlang der Donau, die den Strom auf den Dampfschiffen der DDSG bereisten.

Die Bilder wurden in allen gängigen Formaten produziert, von “Carte de Visite” bis zu großformatigen Abzügen.

АПСТРАКТ: Сукоб Југославије са Информбироом довео је до погоршања односа Југославије и Румуније. Једна од појава која је пратила такав развојни ток било је емигрирање цивила и војних лица. Бекства су најчешће извођена преко равног Баната или Дунава. Бројчано мањи, али по важности значајнији од ових били су пребези авионима. Рад на основу доступних извора и литературе анализира пребеге румунских пилота у ФНРЈ током периода Информбироа 1948-1953, са циљем да открије мотиве, разјасни околности и спозна њихов дубљи значај. Такође, у раду је пажња посвећена и улози коју су преговори о размени летелица имали за нормализацију односа двеју држава након Стаљинове смрти.

There appeared a job vacancy for captains in the Ottoman Navy in 19th Century. In order to cover this need for captains, Non-Muslim captains were employed; however, this did not help to cover the vacancy, and therefore the Captain Schools were opened. Some of the students who graduated from these schools were employed in private and some were employed in public sector especially in the Navy. The ones who wanted to be employed in private sector had to obtain captain testimonials. If the candidates who took the examination of becoming captains were successful, they received their testimonials. Those who were successful in the testimonial examination could take the test again if they wanted to be promoted. The purpose of the obligation on obtaining testimonials was enabling them to do their jobs in a perfect and professional manner. In this review, the methods for training captains and their promotion methods in the Ottoman State are examined.19. yüzyılda yaşanan gelişmelerden dolayı Osmanlı Devleti'nde donanmasında kaptan açığı ortaya çıkmıştır. Kaptan ihtiyacının karşılanabilmesi için gayr-ı müslim kaptanlar tedarik edilse de ihtiyacı karşılayamadığı için Kaptan Mektepleri açılmıştır. Bu mekteplerde eğitimlerini tamamlayan talebelerin bir kısmı özel ve bir kısmı da devlet sektöründe özellikle donanmada görev aldılar. Özel sektörde çalışmak isteyenler için kaptanlık şehâdetnâmesi almaları gerekliydi. Kaptanlık şehâdetnâmesi için sınava tabi tutulanlar başarılı olurlarsa şehâdetnâmeleri veriliyordu. Şehâdetnâme sınavında başarılı olanlar, kaptanlık derecelerini yükseltmek isterlerse tekrar sınava gireceklerdi. Şehâdetnâme ile kaptanların görevlerini daha muntazam ve profesyonelce yapabilmeleri amaçlanmıştır. Bu makalede Osmanlı Devleti'nde kaptan yetiştirme usulleri ve nasıl rütbe aldıkları ele alınmıştır.

У чланку су обрађена различита питања (преговори, Споразум, реализација, отплата) у вези са „робним кредитом” који је совјетска влада – из политичких разлога – одобрила Југославији 8. јуна 1946. Кредит је дат како би Југославија могла да премости јаз који је постојао између њених огромних увозних потреба и скромних извозних могућности. Рад је написан на основу докумената похрањених у архивима Републике Србије и Руске Федерације, релевантне литературе и периодике

U okvirima standardizovane etnografske muzejske delatnosti I prećutno prihvaćenih muzeoloških stavova u Etnografskom muzeju, izložbena kontekstualizacija kulturnih svedočanstava iz domena narodne culture privređivanja, tačnije, muzejskih predmeta, do sada je je u osnovi obavljana kao predočavanje kocepta hronološkog i tehnološkog napretka ili područnih specifika prirodnog okruženja: brdsko-planinski, ravničarski, rečni slivovi i drugo, a potom i svrhu ilustracije osnovnih tema iz drugih domena narodne kulture. Tokom poslednje decenije do danas, međutim, predstavljanje i tumačenje uloge i značaja kulture privređivanja krenulo je (i) drugačijim tokom. O takvom stavu rečito govore izložbeni projekti „To smo mi ‒ narodna zanimanja u Srbiji“, „S obramicom niz put“, kao i planirani pod radnim naslovom „Narodno privređivanje – druga polovina 20. veka. Razmatranja u ovom radu slede moju ličnu, profesionalnu alternaciju u svojstvu rukovaoca zbirki iz istraživačkog polja Kulture privređivanja u Etnografskom muzeju, koja je nastala kao logičan nastavak prva dva projekta, a kao svojevrstan uvod u budući. U pitanju su izložbeno nerealizovani, no konceptualno i antropološko-muzeološki razrađeni pristup i kontekstualizacija narodne kulture privređivanja (u muzejskom okruženju). Razmatranjalj su postavljena hibridno, u etnografsko-muzejskom I antropološko-muzeološkom ključu, a sa istim ciljem, da predstave svojevrsnu studiju slučaja o tome na koji način približiti nove i stare uglove i poglede na etnografsko kulturno nasleđe u istraživačkom polju Kulture privređivanja.

Karların ve buzulların erimesi ve aralıksız yağan şiddetli yağmurların tesiriyle, arazilerin geçici süreyle sular altında kalması hadisesine sel denilmektedir. Osmanlı arşiv vesikalarında feyezân, seyelân, seylâb, su baskını, taşkın, tuğyan şeklinde de ifade edilen sel, tarih boyunca insanlığı etkileyen doğal bir felaket olmuştur. 1 Cereyan ettiği güzergahta yıkıcı etkiler bırakan selin geçtiği yere sel yatağı, sel sularının yayıldığı alana taşkın, taşkın alanlarında oluşan derin yarıntılara sel yarıntısı denilmektedir 2 . Doğal afetler kategorisinde yer alan sellerin kaynağını klimatolojik olaylar belirler ve yerleşkeler ile tarımsal alanlar üzerinde hasar oluşturarak insan hayatını olumsuz anlamda etkiler.

18. yüzyıl savaşların, toprak kayıplarının, iç borçlanmanın ve yeniliklerin yaşandığı bir dönem oldu. Özellikle savaşlardan doğan mali bunalım nedeniyle paraya duyulan ihtiyaç hem merkezde hem de taşrada servet sahiplerinin askerî kadrolarda yer almasını sağladı. Bir süre kendisinden yararlanılan bu kişilerden bazılarının malları yine mali nedenlerle devlet tarafından el konuldu. Ahmed Ağa da 1736-1739 yılları arasında gerçekleşen Osmanlı-Rus Harbi'nde nüzul emini olarak görevlendirilmişse de daha öncesinde İstanbul'da faal bir tüccar, elde ettiği sermayeyi kırsalda ve şehirde yatırım yapmış emlak zengini bir adam, çuka kârhanesi nazırı, bir mültezim ve dağıttığı vadeli borçlarla bir bankerdir. Yüzyılın birçok özelliğini gösteren Ahmed Ağa'nın bu serveti nüzul emini olmasını sağlamış ancak savaşın bitimini göremeden 1737'de vefat etmiş ve akabinde malları devlete borcu olduğu ifade edilerek müsâdere edilmiştir. Bu çalışma savaşı, barışı ve İstanbul'daki devlet yatırımlarını görmüş bir adamın nüzul eminliğini irdelemekte, bu göreve getirilemeden önce nasıl yaşıyordu ve niçin bu göreve getirildi? soruları üzerine yoğunlaşmaktadır. Bu örnek sayesinde hem 18. yüzyılın çok özellikli bir bireyi tanıtılacak hem de devletin zengin kesimlerden yararlanma şekli ortaya konulacaktır.

The Crimean War was an opportunity for France to try to extend its economic exchanges, which were deemed insufficient with the Principalities of the Danube. The Treaty of Paris, which ended the conflict, was deemed to open the Danube to public law and European trade.  This article examines the circumstances in which the Rhône shipping industry, threatened in France by the rise of the railway, began an attempt to reuse its equipment by setting up a river navigation company operating between Moldavia and Serbia. The story of this ephemeral attempt, initially favoured by a navigation concession, is part of the debates initiated around the opening of the Danube to the navigation of all flags.

The Treaty of Paris of March 30, 1856, which marked the birth of the European Commission of the Danube, took river problems into account by integrating them into an ambitious development of European law. This development was desired by France and Great Britain. From the Paris Congress to the Berlin Congress in 1878, the first two decades of existence of the commission saw the joint will and the shared competences of the two powers, lead to a spectacular improvement of the situation of the lower Danube. Despite the divergencies linked to the different economic interests and to the resistance of the empires of the center-east (Austria, Ottoman Empire, Russia), the Franco-British impetus gave birth on the Danube to a pioneering experience in the projection of Europe. towards its eastern confines.

XVII. yüzyıl ortalarından itibaren timarlı sipahiler siper kazma, yol ve köprü yapımı, kale inşası ve tamiri, tabya yapımı, sipere girme, toprak taşıma ve hendek temizleme gibi geri hizmet işlerinde istihdam edilmeye başlanmıştı. Osmanlı İmparatorluğu'nun Karlofça Antlaşması
(1699) ile başlayan Orta Avrupa'dan geri çekilme süreci Pasarofça Antlaşması (1718) ile devam etmiş, söz konusu antlaşma ile Tuna ötesindeki topraklar kaybedildiği gibi Belgrad dahi Habsburgların eline geçmişti. Osmanlı için Balkanlar'da yeni serhat artık Niş ve Vidin olmuştu. İşte Osmanlılar, Habsburglara karşı sınır hattında yer alan bu kaleleri yeniden tahkim etmişti. 1719-1723 yıllarında yapılan bu tahkimat
sürecinde Rumeli ve Anadolu'dan çok sayıda eyalet askeri istihdam edilmişti.
Çalışmamızda Vidin Kalesi'nde bu tarih aralığında yapılan inşaat ve tamir işlerinde eyalet askerinin rolü ele alınmıştır.

Osmanlı Devleti kurulduktan kısa bir süre sonra donanma inşa ederek denizcilik
faaliyetlerine başlamıştır. Kendisinden önce Anadolu’da denizcilikle uğraşan Bizans,
Anadolu Selçuklu ve Türk beyliklerinin bu konudaki tecrübe ve mirasını bu amaçla
kullanmakta bir sakınca görmemiştir. Donanmanın kurulduğu dönemden 17. yüzyıl
sonlarına kadar asıl savaş gemisi kadırgalardır. Esasen Osmanlı donanması kadırga dönemi
içine doğmuş ancak 16649-1669 Girit Savaşı’ndan sonra alınan dersler sonucunda kalyon
ağırlıklı bir donanma formasyonuna doğru evirilmiştir. Esasen kalyon, daha önce
donanmada daha çok nakliye amacıyla kullanılırken onun kadırgaya kıyasla daha yavaş
olması, inşasının masraflı oluşu, Akdeniz’in iklim koşullarına daha az elverişli olması ya da
baskın ve takip faaliyeti için ağır kalması onun bir süre sonra geri plana düşerek hâkim gemi
türü haline gelmesini engellemiştir. Ancak Akdeniz’de İspanyolların ve Venediklilerin bu
tür gemileri yoğun olarak kullanması Osmanlı donanması için yol gösterici olmuştur. O,
çağının gerektirdiği özelliklere sahip her türlü savaş gemisini inşa edebilecek yetenek ve
bilgiye sahiptir. Bunun için ihtiyaç duymuş olduğu hammadde ve iş gücünü de büyük
ölçüde kendi y

Др Александар ЖИВОТИЋ ВАШИНГТОНСКИ ПРЕГОВОРИ (МАЈ-ЈУН 1951)-ПРЕЛОМНА ТАЧКА ЈУГОСЛОВЕНСКО-АМЕРИЧКИХ ОДНОСА? * АПСТРАКТ: У раду се, на основу доступних извора југо словенског и америчког порекла, као и релевантне исто ри ографске и мемоарске литературе, анализирају узроци, ток и значај разговора југословенске делегације, предвођене начелником Генералштаба Југословенске армије генералом Кочом Поповићем, са америчком страном у Вашингтону у мају и јуну 1951. за успостављање система америчке војне и економске помоћи Југославији.

Ottoman sultans sometimes appointed grand viziers as the commanders-in-chief of their armies. They issued such appointments in documents called serdarlık beratı, which are an indispensable (though neglected) source in understanding the modus operandi and historical development of the Ottoman bureaucracy. This article examines the imperial edict Sultan Ahmed I (r. 1603-17) sent to Malkoçoğlu Ali
Paşa (d. 1604), dated Ramazan 1, 1012 (February 2, 1604), appointing him commander-in-chief of the Ottoman army on the Hungarian front. It also explores the contributions of the Malkoçoğlu family to the Ottoman conquests in Rumeli and the significance of Ali Paşa in this family. Ali Paşa was educated in the Ottoman Palace School (Enderûn) and served as the governor of Egypt. After he was appointed as
Ottoman grand vizier, he was sent to the Engürüs (Hungarian) front but died en route. Yet his name lives on in the imperial edict examined here, a copy of which is contained in Reisülküttâb Sarı Abdullah’s münşeât, a collection of imperial letters and correspondence from the Ottoman sultans in the first half of the seventeenth century. The edict speaks of Süleyman the Magnificent’s conquest of Buda and Mehmed
III’s conquest of Eger with admiration and reverence. It also compares Ali Paşa to Plato and Aristotle for his wise policies. This kind of comparison is rare in the Ottoman serdarlık berats. The document also makes some interesting claims, like the argument that Hungarians are similar to the tribe of Noah in their rebellious character. Like other serdarlık berats, this edict bestows great authority upon its addressee. This article compares the edict with other similar edicts in Sarı Abdullah’s münşeât. The uniqueness of the berat derives from the high praise with which the new Ottoman sultan Ahmed I speaks of his predecessors’ conquests on the Hungarian front and Ali Paşa’s governorship of Egypt and efforts to aid the poor

Ham demir ve bu demirden imal edilen malzemeler, savaş gemilerinin inşasında önemli yer
tutmaktadır. Demirin dayanıklı olması ve erişilebilirliğinin yüksek olması onu tersaneler açısından
vazgeçilmez bir ihtiyacı haline getirmiştir. Demirin binlerce yıl öncesinden beri insanoğlu tarafından bilinip
işleniyor olması bu alanda uzmanlaşmanın yaygınlık kazanmasını sağlamıştır. Demiri işleyen demirciler
demire duyulan ihtiyaca paralel olarak tersanelerin nitelikli iş gücü arasındaki yerlerini almıştır.
Ham demiri ayrı ayrı kazalardan toplayarak tersanelerde kullanıma hazır hale getirmek ciddi bir
organizasyonu gerekli kılmaktadır. İşin; hammadde, emek, nakliyat, bütçe, personel ve dağıtım gibi
unsurlarını planlayarak birbirini tamamlayan ve devamlı çalışan bir sistem kurmak lazımdır. Bu sistemin
denetim mekanizmasını oluşturmak ve yasal alt yapısını meydana getirmek aynı derecede önemli olan
hususlardır. Bu konuların üstesinden gelebilmek ise ciddi bir organizasyon bilgisi ve becerisi gerektirir.
Osmanlı Devleti’nde kalyondan şayka türü gemilere varıncaya kadar ham demir, az ya da çok
kullanıyordu. Hatta 18. yüzyıl öncesi kadırga ve çektiri türü gemilerde de kullanılmaktaydı. Bu gemilerde
kullanılan ham demirin temin edildiği kazalar genelde Balkan coğrafyasında yer almaktadır. Burada
bulunan; Samakov, Filipe, Sofya, Tatarpazarı ve Demirhisar gibi kazalar ham demir üretimiyle ön plana
çıkmışlardır. Devlet bu kazalardaki ahaliden talep ettiği ham demiri, genelde ocaklık usulü ile toplamakta
ve kara yolu vasıtasıyla Varna, Selanik, Kavala ve Tekirdağı gibi iskelelere taşımaktadır. Daha sonra ise
gemilerle bu demiri, İstanbul’da yer alan Tersane-i Âmire’de depolamaktadır. Burada depolanan demir ise
gerek İstanbul’daki Tersane-i Âmire’de inşa edilen gemiler için gerekse İstanbul dışında inşa edilen gemiler
için sarf edilmekteydi.
18. yüzyılda kalyon teknolojisine geçiş, diğer gemi inşa ve donatım malzemelerinde olduğu gibi ham
demire olan ihtiyacı da artırmıştır. Kalyonların klasik Osmanlı savaş gemilerine kıyasla daha büyük olması
onların küçük tonajlı diğer gemilere kıyasla daha fazla ham demir tüketmesine neden olmuştur. Bu ise  önceki yüzyıllardan beri devlete ham demir temin eden kazaların yükünü ağırlaştırmıştır. Olumsuz iktisadi
koşulların da etkisiyle bu durum bazen ham demir konusunda ahalinin şikâyette bulunmasına neden
olmuştur.
Osmanlı donanmasının inşa ve donatımıyla ilgili çalışmalar literatürde donanmanın faaliyetlerini konu alan
çalışmalara kıyasla daha az yer tutar. Bu ise meselenin bütün yönleriyle anlaşılmasını güçleştirir.
Donanmaların başarısında onların yönetimi kadar onu inşa eden aklın mühendislik bilgisi de önemli yer
tutar. Donanma gemilerinin farklı iklimlerin hüküm sürdüğü çeşitli denizlerde görev yaptığı düşünülecek
olursa bu husus önemli bir ayrıntıdır. Bu çalışmada, bu ayrıntının daha iyi anlaşılması amaçlanmıştır.

Following the invasion of Crimea by Russia, there has been a significant shift in academic focus towards the study of Ukraine. Russia's efforts to establish a new warfront in the Western Balkans have drawn attention to the developments in the region. This paper offers a comparative analysis of the narratives put forth by Russia concerning Ukraine and Serbia's perspectives on Kosovo. Both Russia and Serbia have constructed fake narratives that present their geopolitical disputes as issues of historical and national identity and territorial integrity. In the case of Russia, the narratives regarding Ukraine underscore a shared history, the protection of ethnic Russians, while contesting Ukrainian sovereignty. Similarly, Serbia's narratives about Kosovo emphasize the cultural and historical significance of Kosovo, drawing its fake narrative for Kosovo as integral to Serbian identity and rejecting its independence as illegitimate and imposed by foreign powers. By delving into official discourse and media representations, this study aims to explore three core narratives used as expansionist platforms: historical and national identity narratives, the narrative of victimization and the narratives on the legitimacy of statehood and sovereignty and how these narratives are utilized within domestic and international spheres to gain internal and international support, legitimize policies, and perpetuate a sense of victimhood. The paper contends that although the contexts differ, the strategic deployment of historical grievances, ethnic unity, and anti-Western sentiment forms a common platform in the expansionist approaches of Russia and Serbia.

This paper gives an update on the tests and maintenance efforts of the Roman patrol boats F.A.N. and Danuvina (reconstructed on the basis of Oberstimm II and Mainz I and V). The boats are compared in the performance with oars and sails. The best sail turns out to be the Lateen sail, which is tested on the Danube, as the others (sprit and square sail).

The paper is an overview of the planning framework for the location of the Sava Amphitheater, a view of individual designs dealing with this location and the study of design competition winners from 1985 and 1991, as well as an overview of visions for the development of the location, which were proposed by the students of the Faculty of Architecture, University of Belgrade. The aim of the research was to indicate the potential of the formed solutions which, following each other, in the form of taking over the best ideas, formed a solid base on which future solutions and proposals for this location could be based.Rad predstavlja pregled planskog okvira koji obuhvata lokaciju Savskog amfiteatra, osvrt na pojedinačne projekte koji obrađuju ovu lokaciju, prikaz studije nagrađenih konkursnih rešenja iz 1985. i 1991. godine i pregled vizija razvoja ove lokacije, a koje su predložili studenti Arhitektonskog fakulteta Univerzuteta u Beogradu. Istraživanje je imalo za cilj da ukaže na potenc...

This article presents the toilsome means of reconstructing the statistical series required for studying the evolution of grain prices in the Lower Danube ports in the second quarter of the nineteenth century. Recent research has allowed the identification of several sources which support the analysis of the sinusoidal curves of the price of Romanian wheat and corn traded in Moldavia and Wallachia.

In this edition we continue to publish biographies of those important persons from the Museum's rich historiography who contributed the most to the establishment of the Museum and its initial collections. Academician Jovan Žujović holds a special place in the constellation of meritorious Serbian scientists: his great knowledge, experience, broad education and driving energy strongly influenced the foundation of the Natural History Museum. He personally participated in the creation of the Museum first collections and remained a loyal friend and advisor to the Museum until the end of his life.

Marianne Strobl war eine herausragende Fotografin des späten 19. Jahrhunderts. Sie wurde am 24. Februar 1865 in Würbenthal in Österreichisch-Schlesien als Maria Nentwich geboren und heiratete 1891 den Geodäten und Amateurfotografen Josef Strobl. Seit 1894 übte Marianne Strobl das Fotografen-Gewerbe in Wien aus.

Das Bild zeigt das Baggerschiff Vulcan bei Arbeiten vor der Nußdorfer Wehr- und Schleusenanlage, die Datierung 1906 unten rechts bezieht sich wohl auf den Zeitpunkt der Entstehung des Abzugs, nicht aber auf das Aufnahmedatum. Denn der Donaubagger Vulcan wurde von der DDSG bereits 1899 kassiert. Die Aufnahme ist sicher mit 1899 zu datieren, denn das Nussdorfer Wehr und das Verwaltungsgebäude wurden erst 1899 fertiggestellt, während sich der Donaubagger Vulcan in diesem Jahr zuletzt im Einsatz befand.

Marianne Strobl was an outstanding photographer of the late 19th century. She was born Maria Nentwich on 24 February 1865 in Würbenthal in Austrian Silesia and married the geodesist and amateur photographer Josef Strobl in 1891. Marianne Strobl practised the photography trade in Vienna from 1894.

The picture shows the dredger Vulcan working in front of the Nußdorf weir and lock system. The date 1906 at the bottom right probably refers to the time the photo was taken, but not to the date it was taken. This is because the Danube dredger Vulcan was already decommissioned by the DDSG in 1899. The photograph can certainly be dated 1899, as the Nussdorf weir and the administration building were not completed until 1899, while the Danube dredger Vulcan was last in operation in that year.

Öz
Rusya, Osmanlı Devleti’nin 18. yüzyılda en fazla mücadele ettiği devletlerin başında gelmekteydi. Daha yüzyılın başında 1711’de Prut ile başlayan mücadele 1736-1739, 1768-1774 ve 1787-1792 savaşlarıyla yüzyılın sonuna kadar devam etmişti. Ruslara karşı girişilen bu savaşların süreleri önceki yüzyıldan farklı olarak daha uzun sürmüştü. Bu durum devletin sefer hazırlığını kapsamlı bir şekilde yapmasına yol açmıştı. Ayrıca sefer dönemlerinde yapılan hazırlıkların bazı yerlerde daha yoğun bir şekilde yapıldığı görülmektedir. Nitekim 18. yüzyıl boyunca Ruslara karşı gerçekleştirilen savaşlarda İsakçı’nın böyle bir rol üstlendiğini görmekteyiz. İsakçı’nın bulunduğu yerin stratejik öneminden dolayı (sağ kol üzerinde bulunması, Tuna Nehri’ne kıyısı olması ve Karadeniz’e yakınlığı vb.) burada her savaş döneminde kapsamlı hazırlıkların yapılmasına yol açmıştır. Bunlar ordunun İsakçı’da toplanması ve bazı durumlarda İstanbul’a dönmek yerine bölgede kışlaması ve ordunun ihtiyacı olan zahirenin inşa edilen ambarlarda muhafaza edilerek ihtiyaç halinde gerekli noktalara sevk edilmesiydi. Bunun yanı sıra İsakçı'nın Tuna kıyısında olması nedeniyle buradaki iskelede gemi inşa ve onarım faaliyetlerinin olması ve son olarak ordunun Tuna Nehri’nden geçmesi için köprü inşasının gerçekleştirilmesi söylenebilir. Yapılan araştırmada ise 18. yüzyılda Ruslar ile yapılan savaşlarda İsakçı’nın Osmanlı ordusu için önemine ve İsakçı’nın bu muharebe dönemlerinde yukarıda ifade edilen özelliklerinden yola çıkarak sefer lojistiği anlamında nasıl bir misyon üstlendiğine değinilmiştir.

Abstract

Russia was one of the states that the Ottoman Empire fought the most in the 18th century. The struggle that started with Pruth in 1711 at the beginning of the century continued until the end of the century with the wars of 1736-1739, 1768-1774 and 1787-1792. The duration of these wars against the Russians lasted longer, unlike the previous century. This situation led the state to make preparations for the expedition more comprehensively. In addition, it is seen that the preparations made during the expedition periods were made more intensively in some places. As a matter of fact, we see that Isakcı played such a role in the wars against the Russians throughout the 18th century. Due to the strategic importance of the place where Isakcı was located (its location on the right arm, its coast to the Danube River and its proximity to the Black Sea, etc.), extensive preparations were made here in every war period. These were the gathering of the army in Isakcı and in some cases wintering in the region instead of returning to Istanbul, and the grain that the army needed was stored in the built warehouses and shipped to the
necessary points in case of need. In addition, since Isakcı is on the Danube, it can be said that there will be shipbuilding and repair activities at the pier here, and finally the construction of a bridge for the army to cross the Danube. In the research, the importance of Isakcı for the Ottoman army in the wars with the Russians in the 18th century and the mission of Isakcı in the sense of expedition logistics in this war period, based on the abovementioned characteristics, were mentioned.

despite the eU's and Germany's growing suspicion that china's influence in europe is competitive and, therefore, harmful, it is necessary to stay optimistic and find mutual interest. in many ways, the initiatives adopted by the 16 + 1 format are in line with the eU's strategic priorities. The implantation of the eU danube Macroregional strategy is one of the points of mutual interest. The danube strategy is more important in every aspect and it is based on three pillars: (a) establishing a system of safe navigation, development of transport and supporting infrastructure (river ports, canals); (b) protection of environment and sustainable use of natural recourses; (c) economic development and further strengthening of cooperation and partnership in the macro-region. danube was declared continental corridor 7 by the eU. This corridor should connect the Black sea in the east with atlantic shores in the west with the transversal constanta-Rotterdam. Ten eU members take part in the danube strategy-Germany, austria, hungary, czech Republic, slovakia, slovenia, croatia, Bulgaria and Romania, and four countries that are not eU members-serbia, Montenegro, Ukraine and Moldova. at the moment, 95% of the danube river transport goes on between the German port passau and Budapest and only 5% in the lower reaches of danube, from Budapest to the Black sea. Undoubtedly corridor 7 has a huge development potential and its mechanisms can be used for achieving some of the goals laid out by oBoR. in this paper, using the synthetic-analytical method, the possibility of implementing the eU danube Macro-regional strategy through the format 16 + 1 on the serbia case study will be considered. The paper consists of four parts. The first part is devoted to the analysis of the current positioning of the eU and Germany according to chinese initiatives in the cee. The second chapter describes the danube strategy and its main objectives. The third part is reserved for the case study of serbia or dušan proroković 188 the question of how and in what way the eU and china objectives overlap in this case. The fourth part includes final considerations.

Günümüzde hâlâ serhad şehri hüviyetine sahip olan Kars, Osmanlı Devleti’nin doğu sınır muhafazası açısından önem arz eden yerlerden biriydi. Sultan Alparslan’ın Ani ve Kars’a hâkim olduğu 1064’ten itibaren Türkler için bir sınır şehri özelliği kazanan Kars, daha sonraki dönemlerde de aynı işlevi sürdürdü. Osmanlı Devleti’nin hâkim olduğu süreç içerisinde doğu cihetinde yapılan savaşlarda savunma hattı olma vazifesi üstlenen Kars, bu açıdan komşu devletlerin hedefi haline geldi. Kars’ın Revan ve Tiflis gibi önemli şehirlere uzantısının olması ve bazı diplomatik problemler buranın Kanuni Sultan Süleyman tarafından fark edilmesini ve kalenin sağlamlaştırılması gerekliliğini doğurdu. Osmanlı savunmasında önemli yere sahip top ve top döküm faaliyetlerinin gerçekleştirildiği Erzurum Eyaleti’ne komşu olması Kars’ın buraya her daim bir set görevi görmesine ve askeri bir üs haline getirilmesine neden oldu. Osmanlı Devleti, kalenin güçlendirilmesi işlemlerini doğu seferlerinin yapılacağı zamanlarda bilhassa Kars civarına kaydırdı ve muhafazada kalenin içindeki asker ve mühimmat kadar zahire ihtiyacını da göz önünde bulundurdu. Özellikle XVIII. yüzyıl boyunca Kars Kalesi’ne zahire ve mühimmat akışı hiç kesilmedi. Osmanlı Devleti, İran’ın XVIII. yüzyılın ilk yarısındaki faaliyetleri ve Rusya’nın XVIII. yüzyılın sonlarındaki ilerleyişi nedeniyle gerek İstanbul-Trabzon limanları üzerinden Batum-Ardahan yolu ile gerek Erzurum yolu ile Kars Kalesi tahkimatını ve kaleye mühimmat naklini sağlamaya çalıştı. Bu zaman diliminde Osmanlı Devleti’nin genelinde ve ayrıca Karadeniz’in kuzeyi ile Rusya’nın hedef aldığı Doğu Anadolu’da top ve mühimmat ihtiyacı daha da arttı. Osmanlı Devleti’nin Doğu Anadolu’da muhafaza önceliklerinden biri ise Kars Kalesi oldu.
Anahtar Kelimeler: Osmanlı Devleti, Kars, Kars Kalesi, Doğu Sınırı.

In a letter to his brother, dated 27 June 1848, Dimitrie G. Golescu, the Wallachian governor of Braila (Brăila),1 the Principality's main port, underscored the main characteristic of the city, namely its 'foreignness': "Braila est une ville étrangère, une colonie (…) dans la Principauté" as its great majority was composed of foreign subjects.2 Despite Golescu's regard of Braila as somewhat of an exception in the Principality, European visitors to the Danubian region during the 1830s and 1840s testified to the numerically strong and economically leading position of the non-native merchants and artisans in the urban centers, mostly Greeks, Italians, and Bulgarians in Wallachia and Jews in Moldavia. Edouard Thouvenel, a French traveler to Wallachia in 1839, observed that in the Bucharest (Bucureşti) theatre one could meet apart from Romanians, many Greeks, Armenians, and Bulgarians, while at Galatz (Galaţi) one witnessed the predominance of Greek, Italian, and Jewish merchants.3 The increase of the foreign element in the Principalities was intimately connected with the dawn of a new economic era in the area after the signing of the Treaty of Adrianople (1829),4 with the growth of commerce and navigation, and with the strengthening of the economic and cultural relations of the Principalities with Central and Western Europe.5 What has been, relatively, insufficiently studied was the

PUBLIC HEALTH AND TRADE. ON THE ECONOMIC COST OF THE QUARANTINE SYSTEM IN GALAȚI BEFORE THE CRIMEAN WAR (Summary)
Keywords: Danube trade, shipping, quarantines, public health, Galați.

The Treaty of Adrianople and the Organic Regulations legalised two contradictory institutions in the Romanian Principalities of Wallachian and Moldavia: their commercial freedom and the introduction of a severe sanitary cordon along the Danube. The former institution was open and inclusive, the latter closed and exclusive; the former was related to the globalization of the capitalist system and the Principalities’ exit from the economic periphery of the Ottoman Empire, the latter concerned the globalization of disease after the two states’ entry onto the routes of international mobility. Both institutions were the result of diplomatic calculations made by the Russian authorities during their occupation of the Principalities (1828-1834), and they contributed to maintaining the Romanian territory in a zone of inter-imperial ambiguities, as autonomous provinces of the Ottoman Empire, but enjoying numerous immunities and privileges guaranteed by Russia. The status of Moldavia and Wallachia remained equally ambiguous economically, as can it results from an analysis of the commercial exchanges through the inland Danubian ports of Galați and Brăila, the commercial “capitals” of the two Principalities. These port-cities have been studied from multiple perspectives, and my paper aims to analyse their connections, with a special focus on Galați, as a contact zone of the two contradictory institutions. The ports were the convergence of complex commercial and sanitary regulations, but also of the different interests of Russia, the European powers and the Principalities themselves. In both ports, the quarantine stations were a central site from which to trace the contradictions and ambiguities of the Principalities’ economic regime. Thus, I will try to analyse the competition between free trade and preventive sanitary policies as it results by detailing some aspects of the organisation and functioning of the Galați quarantine station. The paper is mainly based on British consular sources, as the English vice-consul in Galati, Charles Cunningham, often reported to his superiors in Istanbul and London the shortcomings of the commercial and quarantine regime of Moldavia’s port. My paper will refer to three aspects in which the trade – public health dispute is clearly visible in the port of Galați: 1) the status and role of the quarantine system; 2) quarantine policies and the state of the Galați lazaret; 3) the regional trade effects of these quarantine policies.

The Danube is the river that runs through ten European countries, with a length of 2875 km, which ranks him second in Europe, being the only one in this part of the world that flows from the west to the east. Tourism development along its length is an important source of income and provides multiple options. The Cazane area is a relatively short portion on the river, located in the lower course of the Danube, very spectacular that also offers tourists unforgettable images.The current legislation supports the development of tourism and protects the river respectively the environment. Unfortunately, there are areas where pollution is present which can jeopardize the tourism activity and destroy the entire habitat. The samplings were taken in the 2011-2013 period by the authors.

The Danube Delta, a buffering interface between the Danube river catchment and the Western Black Sea is a unique place not only in Europe, but also among other deltaic ecosystems due to its high biodiversity. It is considered to be the most important wetland area in South Eastern Europe, with a significant role to the regional and global water cycle. It is the second largest delta in Europe (Volga is the first), a place with the richest ornithological fauna in the world (over 250 species), an area of highest diversity with insects, birds and fishes and a crossroads for migratory birds, a place where globally endangered and therefore rare species of birds are to be found, like Dalmatian pelicans, pygmy cormorans, red-breasted geese. Along time, the Danube Delta's natural resources and ecosystems have been seriously affected by human careless and destructive intervention, whether it had to do with the cutting of new water channels for shipping or with the pollution of the Danube river due to sewage, industrial waste, pesticides and nutrients, reduction of flooding zones (which are natural fish nurseries) by damming, or with the ruthless exploitation of Delta's resources through agriculture, fishing, hunting, tourism, reed growth and cutting, sand extraction. A proper ecological management of the Danube Delta as a biosphere reserve has been financially supported so far by the Romanian government, by the World Conservation of Nature Union (IUCN), by UNESCO, by the European Bank for Reconstruction and Development (EBRD), and by the World Bank. At this moment Ukraine intend to build a shipping channel over the Bistroe branch of the Danube, in the north of the Danube Delta which will have a tremendous impact over the area. It seems that political reasons and economical reasons demote the ecological and ethical ones. Delta Dunării, unica deltă din lume declarată Rezervaţie a Biosferei are o valoare inestimabilă pentru patrimoniul universal. Este o zonă cu o semnificaţie ecologică deosebită care include o varietate de habitate și specii, multe dintre ele serios ameninţate în restul Europei. Conform literaturii de specialitate, Delta Dunării reprezintă teritoriul cuprins între prima bifurcaţie a Dunării (Ceatalul Chiliei), mărginit la est de litoralul Mării Negre, la nord de braţul Chilia și la sud de complexul lacustru Razim-Sinoe. Delta, rezultat al interacţiunii dintre Dunăre și Marea Neagră se împarte în 2 sectoare: delta fluvială la vest și delta fluvio-maritimă la est, separate prin aliniamentul de grinduri Letea-Caraorman-Crasnicol. Delta Dunării se găsește pe teritoriul a două ţări: România și Ucraina. Suprafaţa totalã este de 4 178 km 2 din care: 82%-3 446 km 2 revine României iar 18%-732 km 2 revine Ucrainei. Are 580.000 ha fiind situată pe locul 22 între deltele lumii și locul 2 în Europa, după Volga. Dunărea, al doilea

Podunavlje, a region located along the Danube River in Serbia, features a very rich cultural heritage with different notable periods ranging from prehistoric to medieval times. It is also a unique and valuable region with natural beauty. Our research concentrates on this area, using a case study as the methodology. The starting hypothesis is that strategic orientation to develop tourist docks for river cruises and marinas along the corridor of 588 km, at certain locations, primarily in urban centers and near the prominent archaeological sites, will form conditions for the better accessibility and presentation of priceless cultural treasures. By collecting data about various trends in the region and comparing these data with international studies, the authors support the utilization of an integrated method derived from the context of sustainable spatial planning. Such a method would support the creation of suitable conditions for the reconstruction, presentation, and development of creative tourist offerings. The urban plans that regulate these areas must observe and harmonize all aspects, especially the conditions for preserving heritage alongside the need for creating new accompanying content and events that will stimulate the economy and thereby ensure self-preservation and protection. The goal of the strategic analysis presented here is to determine which tourist and cultural offers are effective and thus should be promoted. The purpose of this study is to indicate the steps and required conditions for the implementation of suitable strategies. Apart from decision making on the strategic level and the implementation process, it is necessary to consider further impacts and investigate other possibilities to fully utilize the potential in the region.

Belgrad Kalesi, Osmanlı İmparatorluğu’nun askeri denkleminde oldukça önemli bir parametre olagelmiştir. Bu önem 1683-1699 yılları arasında süren savaş döneminde daha da artmıştır. Özellikle savaş dönemlerinde bu gibi mühim kalelere dair iaşe mevzuları bir ordunun birincil öncelikleri arasındadır. Bu çalışmada, çeşitli yıllarda Belgrad Kalesi’ne imparatorluğun diğer bölgelerinden yapılan zahire nakliyatları incelenmiştir. Arşiv belgelerine dayalı veriler bu konuya dair birçok veri sunmaktadır. Bu makalede bahsedilen zahire nakliyatının kaynağı, hacmi, ürün çeşitliliği üzerinde durulmuştur. Bu sevkiyatlar karşılaştırılarak konu hakkında değerlendirmelerde bulunulmuştur.

This Special Security Edition of the Balkan Barometer aims to explore perceptions of public opinion and businesses in the Western Balkans, given the impact and consequences of the war in Ukraine. In this context, the report comes as a specific additional instrument along with other reports commissioned by RCC, such as the Balkan Barometer and SecuriMeter, the objective of which is to provide updated information on citizens and/or business perceptions across a wide array of policy areas pertinent to the Western Balkans.

The report analyses public responses regarding the perceived risks from the war for their economies, potential instabilities and concerns for their resilience. Decisions taken by public authorities in the region regarding their economies’ positioning towards the war and measures taken to cope with consequences are also thoroughly discussed based on data collected from the survey and additional research work. In addition to analysing important components of the impact in the region, such as inflation and energy security, the report also focuses on other related threats, such as disinformation and cyberattacks, which have been present across the region in 2022.

The report consists of two main parts: the Public Opinion Survey, with 3,000 participants from Western Balkan economies with 32 posed questions, and the Business Opinion Survey - a survey of business perceptions in each of the Western Balkan economies with a total of 600 companies, and a total of 24 questions.

In the late nineteenth century, Sulina, a settlement of about 10,000 inhabitants, was Romania's busiest port. Located at the mouth of the only navigable branch of the Danube, the town held a strategic position along SouthEastern European transportation corridors, being the gateway of Lower Danubian trade and shipping. But Sulina was also a hydrobiological melting pot of natural and anthropogenic water flows carried by the Danube, the Black Sea's currents, and the tanks and bilges of the thousands of ships that came to load their cargoes in the local harbour and roadstead. With advances in the science of bacteriology, provisioning Sulina with safe urban water became a Romanian and international public health priority. Investments in the town's water supply and sanitation are a fascinating, yet little-known episode of sanitary internationalism, in which several actors in Romania and Europe cooperated-institutionally, technologically and financially-in the attempt to bring sanitary civilisation to one of Europe's most crucial commercial and epidemiological gateways. In line with similar interest for water, disease and urban infrastructure in a peripheral (quasi-colonial) context, this paper will be illustrative for the growing debates in Romania around the quality of water in the context of the larger hygiene movement. The rhetoric of 'improvement' and 'progress' in providing access to safe drinking water, stemming from the idea that 'uncleanliness with all its consequences comes mainly from lack of water', was accompanied by calls for the construction of modern water infrastructure.

In the paper, the author reflects on the centuries-old tradition that connects Croatian and Bulgarian river sailors. As the basic river link, the author singles out the Danube, which was an important economic and strategic waterway. Referring to the break in these centuries-old ties that occurred during the Homeland War, the author explains the unfavorable military-strategic situation in which Croatian river sailors found themselves during that period. As one of the numerous examples of international cooperation and support in practice, the author singles out the very significant help that the Bulgarian people showed to the Croatian people, especially on January 15, 1992, when Bulgaria officially recognized Croatia.

The paper presents the development of the Black Sea trade after the peace of Küçük Kaynarca (1774), when the Ottomans were forced to allow the trade of Russian flagged ships beyond the Straits of Bosporus and the dardanelles. during the next two decades, in a strained international context, Russia gradually developed a string of trading centres along the northern coast of the Euxine and encouraged foreign merchants to make full use of this new commercial route. European powers were quick in trying to take advantage of the rich agro-pastoral resources of the Black Sea area, but fruitful exchanges were often interrupted by military issues or the Porte's reluctance to completely open the Black Sea to international trade and shipping. during a second phase, between the beginnings of the French revolutionary wars and the Peace of Adrianople (1829), Black Sea trade faced similar discontinuities and hindrances and was often interrupted by political and diplomatic problems. But the quas...

This book is the result of my involvement in the ERC-funded project 'Securing Europe, Fighting Its Enemies. The Making of a Security Culture in Europe and Beyond, 1815-1914' , led by Professor Beatrice de Graaf as Principal Investigator and hosted by Utrecht University (2014-2019). The project has allowed me to be part of an international team of scholars working to historicise security and to compare several security regimes in which Europe engaged globally in the long nineteenth century. I am greatly indebted to all my teammates, the first readers, assiduous critics and useful commentators of my draft chapters:

This book is the result of my involvement in the ERC-funded project 'Securing Europe, Fighting Its Enemies. The Making of a Security Culture in Europe and Beyond, 1815-1914' , led by Professor Beatrice de Graaf as Principal Investigator and hosted by Utrecht University (2014-2019). The project has allowed me to be part of an international team of scholars working to historicise security and to compare several security regimes in which Europe engaged globally in the long nineteenth century. I am greatly indebted to all my teammates, the first readers, assiduous critics and useful commentators of my draft chapters:

Aid has confirmed itself as a key instrument of foreign policy in the first year of the Ukrainian war, as it had earlier in the pandemic, pursuing in the first instance the national interests of the state donors. However, when compared to other similar cases, such as the outbreak of the war in Bosnia and Herzegovina in 1992, exactly 30 years before Ukraine, state funded aid policies in the new scenario show a number of absolute novelties, such as: 1) the speed of reaction of Western state donors at the beginning of the war; 2) the primacy and leading role of state donors over the non-governmental sector; 3) the quantity and diversification of aid mobilised; 4) (Russian) food as a weapon vs. (Western) weapons as legitimate aid; 5) broad anticipation of postwar planning; and 6) sanctions (to the enemy) becoming an aid (to the friend). Each of these aspects has been linked to specific foreign policy issues and interests of state donors to such an extent as to confirm the relevance of using an institutional-realist approach to understand their politicalutilitarian motivations in organising aid in the war scenario in question. Thus, providing elements to support the thesis of this article, namely that aid to Ukraine in 2022 has primarily been driven by state donors' realistic foreign policy objectives, aimed at implementing their geopolitical strategies.

Sustainability has become a key aspect of the analysis of the development of transport, as indicated by the rising societal demand for the reduction of carbon dioxide emissions, noise and air pollution. Transport is currently undergoing a revolution with a globally transformative impact on shipping. One such sea change is the replacement of conventional internal combustion engines and energy resources. Although the capacity intensity of Danube freight transport has not increased over the last two decades, the reduction of carbon dioxide emissions and congestion on road networks points to growing demand for efficient and competitive inland waterway transport of goods. In particular if infrastructural and technological developments enable the systematic operation of electrically powered autonomous river vessels.
Another major challenge is the impact of climate change on Danube navigation. Water level fluctuations are the combined effect of the decreasing amount and extreme distributions of precipitation. The growing frequency of extreme weather events hinders navigation and damages inland waterway navigation infrastructure. Besides waterway development and its adaptation to the changing circumstances, the resolution of this problem requires the introduction of new types of vessels and fleet renewal.

Cruise tourism has witnessed dynamic development over the last twenty years, which was only disrupted by the Covid-19 pandemic. This trend is the reserve of the observed decline in freight transport, which has mitigated the low rate of waterway utilisation. The Danube-Main-Rhine is the most important route for European river cruise tourism. Danube river cruise traffic doubled between 2002 and 2011, and has been growing steadily ever since. In 2020, the pandemic triggered a 90 % drop in passenger traffic, due mostly to the overwhelming share of guests belonging to the senior citizen category and many overseas passengers traveling to Europe by air.
The steady improvement of the security situation in the region and European integration have been the key underlying conditions for the development of Danube navigation. The changes implemented from 2019 and their effects reveal the critical role of the freedom of entry and movement between countries in the sector. The goal of the presentation is to demonstrate this last assertion.

The political and academic discussions examine the problematic of the security in the
complex of Southeast Europe and mainly for the sub complex of Western Balkans the last
decades, mainly after the dissolution of Yugoslavia in 19911. The challenges include narrow
socio-economic progress, phenomenon of nationalism and populism, various forms of
corruption etc. Global state actors and international organizations attempt to achieve linkage
and leverage on these states due to their high geopolitical value. The real question remains if
they could ‘survive’ contemporary challenges by surpassing simultaneously the ‘demons’ of
their past.

After the start of the Crimean War, one of the main objectives of the European diplomacy was the resolving of the contradictions related to the navigation on the Danube. Removing Russia from the Danube's mouth and eliminating the danger of Austria's exclusive control in the Romanian region of the river, represented important victories for Romanians, which, under the collective guarantee of the great European powers, could follow their own political destiny and meanwhile to grow economically.

The Danube is the river that runs through ten European countries, with a length of 2875 km, which ranks him second in Europe, being the only one in this part of the world that flows from the west to the east. Tourism development along its length is an important source of income and provides multiple options. The Cazane area is a relatively short portion on the river, located in the lower course of the Danube, very spectacular that also offers tourists unforgettable images.The current legislation supports the development of tourism and protects the river respectively the environment. Unfortunately, there are areas where pollution is present which can jeopardize the tourism activity and destroy the entire habitat. The samplings were taken in the 2011-2013 period by the authors.

Osmanlı Devleti kuruluş yıllarından itibaren fetih hareketlerinin büyük bir kısmını gaza ve cihat anlayışı çerçevesinde Anadolu ve Balkanlar’daki eski Bizans topraklarını ele geçirmek adına batı yönünde yapmıştı. Fatih Sultan Mehmet, İstanbul’u fethettikten sonra yeni başkentin ve boğazların güveliği için Karadeniz’de hâkimiyet sağlamak adına bu bölgeye yönelmişti. Trabzon başta olmak üzere Anadolu ile Kafkasya’nın Karadeniz kıyıları ve Kırım Hanlığı ele geçirilerek Karadeniz bir Türk gölü haline getirildi. Bu dönemde Rusya ise henüz güçlü bir devlet görünümde değildi. Moskov Knezliği ismiyle bölgesindeki diğer Türk teşekkülleri arasında siyasi bir denge güderek onların aralarındaki çekişmelerden yararlanarak varlığını sürdürmeye çalışmaktaydı. Ruslar tarih sahnesine ise tam anlamıyla III. İvan dönemi ile birlikte çıkmıştı. Çar İvan bu dönemde tüm Rus Knezliklerini egemenliği altına alarak millî bir Rus Devleti halini getirmeyi başardı. Bu şekilde Ruslar bölgenin güçlü devletleri ar...

Peace and stability initiatives represent a decades-long cornerstone of the Friedrich-Ebert-Stiftung's work in southeastern Europe. Recent events have only reaffirmed the centrality of Southeast European stability within the broader continental security paradigm. Both democratization and socioeconomic justice are intrinsic aspects of a larger progressive peace policy in the region, but so too are consistent threat assessments and efforts to prevent conflict before it erupts. Dialogue SOE aims to broaden the discourse on peace and stability in southeastern Europe and to counter the securitization of prevalent narratives by providing regular analysis that involves a comprehensive understanding of human security, including structural sources of conflict. The briefings cover fourteen countries in southeastern Europe: the seven post-Yugoslav countries and Albania,

There is a widespread belief these days that the Danube River is a waterway which is by far underutilised. This is usually attributed to the problems blocking navigation on the river (mostly on the Hungarian section), and to the missing regulations of the navigation routes. We have to add, however, that there are many other factors that set back the development of navigation, including the endowments of our economy that result in limited demand for water transportation. Also, several further economic, geopolitical and geographical endowments contribute to the low level of utilisation. The starting point of our paper is that the Danube River now offers one single long navigation route. The competitiveness of this route is decreased by the fact that no waterway network has been established in the last two hundred years that could have made river transportation more rationally usable. Think of the navigability of the tributaries, the connecting and branch canals, and multimodal ports (connected to railway and road transportation). Because of all these factors, no macroregional economy was created at the adequate time, built on water transportation. Think of the fact that one single long railway line of motorway, without junctions and connections, cannot be operated economically, either, it will not become a system and its regional development impact will remain limited. Our paper focuses on those experiments that were made to contribute to the network development of the Danube River water system, with exact plans. Many of them were realistic plans in their days, but could not be realised because of the competition of railway, lack of capital or for geopolitical reasons.