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Maritime transports play a vital role for several industries in enabling efficient and sustainable transportation of goods. Ports are central hubs in the transport chain since they connect the maritime and land-based transport systems. The central position of ports makes them critical enablers of efficiency through digital connectivity but also implies that they need to consider many types of participating agents with whom they form episodic tight couplings. However, the industry's digitalization level remains relatively low, and we know little of the challenges facing ports in increasing it. Through a case study of digitalization in Swedish small- and medium-sized ports handling different types of cargo and serving different types of transport modes, we identify key objectives and critical challenges underlying digitalization processes in ports. [ABSTRACT FROM AUTHOR]

In recent years, maritime transport in the Black Sea area, especially along the maritime transport routes that cross this area, has seen a considerable increase compared to previous years. However, navigation takes place not only in ports in Romania, Turkey, Georgia, Russia, Ukraine, and Bulgaria but also outside the Black Sea via Turkish straits, connecting with international routes. Maritime transport consists of two main components: passenger transport and freight transport, both components being directly affected by the evolution of the climatic condition. Therefore, in this paper, a study was conducted on the wave climate using data extracted from ERA5 database, a new generation reanalysis for global climate and weather in recent decades. Also, in this study, a comparison was made between the wave conditions for the period 2001-2020 and future projections. [ABSTRACT FROM AUTHOR]

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The right to mobility is one of the most important rights that form the core of the European union's passenger rights policy. However, the exercise of this right is unfortunately not equally and available to all persons. The right to transportation is not always easy to exercise for people with disabilities and people with reduced mobility. Enabling free movement and accessibility of public transport is necessary for inclusion of persons with disabilities and persons with reduced mobility in everyday life. Availability of public transport, accessibility of means of transport as well as the availability of necessary information are essential for the mobility of persons with disabilities and persons with reduced mobility. In general, a passenger as a weaker party to contract of carriage of passengers should definitely have adequate protection. Rules on passenger rights in the European Union have been adopted in all modes of transport (coach, rail, air, maritime and inland waterway) and the rights of persons with disabilities and persons with reduced mobility are specially regulated. However, there are some differences between the modes of transport. Existing transport certainly needs to be improved and appropriately regulated. This paper presents the rights of persons with disabilities and persons with reduced mobility and the obligations of carriers in the maritime and inland waterways transport. The provisions of the most important European sources of law are analysed as well as their application. A comparative analysis of the rules of other modes of transport will be presented. Addition solutions are proposed to provide better protection for people with disabilities and persons with reduced mobility in transport. [ABSTRACT FROM AUTHOR]

The degree of differentiation of the BSR countries is enormous when it comes to the degree of development of the national economy. This is due to the fact that after the Second World War the Baltic States as dependent on the Soviet Union and Poland under the influence of the Soviet Union were countries with irrational and ineffective socialist economy. At the end of the 1990s, the process of systemic transformation began in these countries, which although completed did not compensate for differences in the level of economic development of the countries of the Baltic Sea basin. With regard to a part of the national economy - the maritime economy, the issues of differences and delays are not so visible due to the nature of this sector. The maritime economy as the most globalized economic activity, even in socialist countries, was to a certain extent based on market principles. The European Commission, striving to achieve equal living standards in Europe, created development strategies on various levels (regional - the European Union Strategy for the Baltic Sea Region, EU - Europe 2020, sectoral - the Integrated EU Maritime Policy), whose task is to achieve continuous and sustainable development, inter alia, in sectors of the economy based on sea resources (maritime economy) of the European Union, including the Baltic Sea Basin region. The aim of the research was to compare and determine the level of development of selected types of maritime economic activity in the Baltic Sea Region countries in the period from the publication of the Integrated Maritime Policy (IMP) for the EU (i.e. from 2007) to 2016. In the paper the method of analysis and logical construction was used. An analysis of selected aspects of economic activity within the maritime economy was performed and then a synthesis was carried out. The relationships detected in this process were examined with the use of selected statistical measures. [ABSTRACT FROM AUTHOR]

More than 80% of international trade is carried out through the sea, hence maritime trade being, by far, the most widely used mode of transport. One important actor in this activity is the Panama Canal, where approximately 5% of all world cargo passes every year. Accordingly, because of their strategic situation (i.e. bridging Pacific and Atlantic oceans), other Central American countries have launched interoceanic projects that can help to move goods from one ocean to another. E.g. Honduras has ports in both oceans (Puerto Cortés and San Lorenzo, in the Atlantic and Pacific Oceans, respectively), which are connected through a highway called Honduras Dry Channel. The transit time between both ports is approximately 7 hours, faster compared to the transit time in the Panama Canal, which for the year 2016 was 11.79 hours (and with a total average time of 32.68 hours including waiting in water).This paper describes the conceptionof an evolutionary-collaborative approach for interoceanic maritime transport in Central America be optimized. [ABSTRACT FROM AUTHOR]

This article briefly describes maritime transport in the relation in our territories. It deals with the establishment and operation of maritime transport from the distant history, through the Austro-Hungarian Empire and the long term existence of Czechoslovakia, which was the largest expansion of maritime transport, to the establishment of the independent Czech Republic and with it the associated the end of the of maritime transport. The article concludes with a summary is made and described the importance of maritime transport for the Czech Republic as well as a reflection on the reasons for not renewing again this maritime traffic in the country. [ABSTRACT FROM AUTHOR]

In the strategic goals of maritime policy for the period until 2009 the EC has stressed the need for a sustainable transport development. Maritime transport regarding the scope of operation, diversity of transport of goods, vehicles and people, and the possible influence on the world and national economy, and the foreign trade exchange represents an important economic activity. Intercoastal navigation short sea shipping SSS has effected very good results, both in economic and ecological justification. This paper deals with SSS information system according to the defined users requirements. The result of this research is a model of information system development including benefits, characteristics and proposal of the required resources. [ABSTRACT FROM AUTHOR]