History of river navigation

This paper deals with the ships which were sunk in the wider zone of the Belgrade aquatorium during April War 1941. Ships were sunk in the Danube, Sava and Kolubara river by the crews of the River Military Flotilla of the Kingdom of Yugoslavia and by the civil crew of the Yugoslav River Navigation as well as one private shipping company, in order to prevent him being captured by the German army. Monitors and ships, mobilised for the needs of the River Flotilla were sunk after it had been ordered, while ships of the State River Navigation and towboat Deligrad, ownership of “Brodarstvo Blažek” from Belgrade, were sunk because their captains and the crews considered such act to be their patriotic duty. The work is based on the unpublished material from the Archive of the Museum of Science and Technology, Collection of the River Navigation, historiography literature and press.

У лето 1862. године први државни пароброд Кнежевине Србије је под заповедништвом поморског капетана Божа Радоничића из Доброте, у Боки Которској, Дунавом допловио до Кусјака, у близини Прахова. Већ само име Делиград, које је пароброд добио по бојевима са Турцима на Делиградском шанцу 1806, 1807. и 1809. године, указивало је на важност коју је овај брод имао за тадашњу Србију. У веома бурним историјским временима, Делиград је више од пола века обезбеђивао континуитет пловидбе под националном заставом и због тога се дан његовог упловљавања у српске  воде Дунава обележава као почетак савременог бродарства, односно паробродарства у Србији.
Изложбом Капетани мора и река - Србија и Бока Которска, Музеј науке и технике је обележио 150-годишњицу овог важног датума за историју пловидбе и бродарства у Србији и и укључио се у обележавање и прославу шездесетогодишњице постојања и рада Поморског музеја у Котору. Изложба је пратила историју речног бродарства у модерној српској држави, односно у хронолошком оквиру који обухвата време од почетка 19. века до 60-тих година 20. века, стављајући акценат на учешће помораца из Боке Которске у њеном стварању.

У општим тежњама за унапређење пловидбе Дунавом, два београдска предузећа – „Иван Милутиновић“ – ПИМ и Југословенско речно бродарство– ЈРБ, паралелно су радила на разматрању увођења система потискивања у своју технологију транспорта. Захваљујући одличној професионалној сарадњи ових предузећа са пројектним бироима и стручним тимовима речних бродоградилишта, српска речна бродоградња и бродари постали су пионири увођења потискивачке транспортне флоте на Дунаву.

После неколико неуспелих покушаја да своје бродарство подигне на ниво паробродарства, Кнежевина Србија је 1862. године купила свој први пароброд. Од Друштва за паробродску пловидбу „Аустријски Лојд“, у Галацу купљен је девет година стари парни тегљач Пјаћенца (Piacenza) који је преименован у Делиград.

At the VIII Congress of historians of medicine "800 years of Serbian medicine", held at the Chamber of the Serbian Medical Society in Belgrade, Gordana Karović has presented the work "Contribution to the work of doctors in a Hospital fund of the Shiping union of Serbs, Croats and Slovenes".

На VIII конгресу историчара медицине „800 година српске медицине“, одржаном у Дому Српског лекарског друштва у Београду, Гордана Каровић је презентовала рад „Прилог познавању рада лекара у Болничком фонду Бродарског синдиката Срба, Хрвата и Словенаца“.

Özet İnsanların suya olan gereksinimlerinden dolayı insanlığın tatlı su kaynakları etrafında yeşermiş olduğu, kültür ve medeniyetin akarsu havzalarında ortaya çıktığı görüşü belirgin bir genellemedir. Bu bağlamda akarsulara çağlar boyu büyük bir önem bazen de kutsiyet atfedilmiştir. Antikçağ yazarları da bu konuya sıkça değinmişler ve akarsuları eserlerine konu etmişlerdir. Pseudo-Plutarkhos da Nehirler Üzerine adlı eserinde ağırlıklı olarak nehirleri konu edinmiş ve nehirler hakkında okuyucuya bazı bilgiler vermeye çalışmıştır. Pseudo-Plutarkhos'un konu edindiği nehirlerden biri de Maiandros (Büyük Menderes Nehri)'tur. Antikçağda Phrygia Bölgesi'ndeki Kelainai yakınlarından kaynağını almış olan Maiandros sözü edilen bölge boyunca akmış daha sonra Lydia, Karia ve Ionia bölgelerinin arazilerini sulayarak Aigaios Pontos'a (Ege Denizi) dökülmüştür. Uzunluğu ve taşıdığı suların bolluğuyla antikçağ Asia'sının (Küçük Asya) en büyük nehri olarak görülmüş, içinden geçtiği coğrafyaları şekillendirmiş ve sağladığı imkanlarla o bölgelere hayat vermiştir. Maiandros Nehri'nin akıntısının zikzaklı olması son derece ilgi çekici olmuş, antikçağ yazarlarının nehre faklı anlamlar yüklemesine ve antikçağ insanının zihninde farklı imgelemler oluşmasına neden olmuştur. Zikzaklar çizen her nehir ya da zikzaklı olan her şey onun adıyla anılmaya başlamıştır. Nehrin akış şeklini esas alan bir bezeme motifi dahi oluşturulmuş ve nehrin adıyla özdeşleştirilmiştir. Bu çalışmada Pseudo-Plutarkhos'un sözü edilen eseri hakkında kısa bir değerlendirme yapıldıktan sonra yazarın anlatılarına istinaden, nehrin isminin kökeninden, akış rotasına, aktığı güzergahtaki yörelere sağladığı yarardan neden olduğu zararlara ve antikçağdan günümüze ulaşan etkilerine değinilmiştir.

In the summer of 1862, the first state owned steamship of the Principality of Serbia has sailed to Kusjak near Prahovo by the Danube river, under the command of the captain Božo Radončić of Dobrota, the Bay of Kotor. Its very name, Deligrad, that steamship got after the battles with Turks at the Trench of Deligrad in 1806, 1807 and 1809, accented the importance that this ship had for the then Serbia. In very turbulent historical times, Deligrad has provided navigational continuity under the national flag, and that is why its coming to Serbian waters of Danube river is marked as a start of modern shipping or steam shipping in Serbia.
By the exhibition Captains of Rivers and Seas - Serbia and the Bay of Kotor, the Museum of Science and Technology marked 150 years of this important date for the history of navigation and shipping in Serbia, and, at the same time, contributed to the celebration of sixtieth anniversary of existence and successful work of the Maritime Museum of Kotor, Montenegro. Exhibition followed the history of river shipping in the modern Serbian state from the start of 19th century to sixties of 20th century, accenting participation of mariners from the Bay of Kotor in its formation.

This paper argues that historians have all but ignored the study of rivers and their impact on the development of human society. Apart from a somewhat terse acknowledgment of the importance of rivers in the development of ancient civilizations, from the Huang He to the Ganges, the Nile, and the Amazon, historians have by and large limited themselves to studying individual rivers, while ignoring the potential of comparative analysis of rivers. I call for a broader engagement by historians of all aspects of rivers, including their role in transportation, fishing, agriculture, industry, recreation, and the environment, people’s cultural response to rivers, and the legal regimes that have grown up around them, with special reference to the role of rivers as political boundaries.

With the organisation of the Scientific symposium "History of Navigation through Iron Gate Gorge" Museum of Science and Technology - Belgrade marked the 120th anniversary of the ceremonial opening of the Sip Canal, the most important hydropower facility built during the 19th century in the Iron gate sector of the Danube River. The Sip channel was officially opened on September 27, 1896, and was in operation until the construction of the hydroelectric and navigation system Đerdap I in 1969.
On this meeting Gordana Karović presented the paper "Submerged Allied ships as the underwater cultural heritage of the First World War. Iron Gate on the Danube, 1914-1915

Научним скупом „Историја пловидбе Ђердапском клисуром“, одржаним 27. и 28. септембра 2016. године, Музеј науке и технике - Београд обележио је 120 година од свечаног отварања Сипског канала, најважнијег хидрограђевинског објекта изграђеног током 19. века у ђердапском сектору Дунава. Сипски канал је свечано отворен 27. септембра 1896. године и био је у функцији све до изградње хидроенергетског и пловидбеног система Ђердап I 1969. године.
На овом скупу Гордана Каровић је презентовала рад „Потопљени савезнички бродови као подводно културно наслеђе Првог светског рата. Сектор Ђердапа, 1914-1915. година.

Тhe First Royal Serbian Privileged Shipping Company was founded in Belgrade, on August 25, 1891. The first steamship of the Company was Mačva, built in Italy, in the machine shop of Nicolò Odero in Sestri Ponente near Genova. Mačva arrived at the Sava port in Belgrade on July 20, 1893.

In the Collection of the River Navigation of the Museum of Science and Technology - Belgrade, there are a certain number of well-preserved, typologically and chronologically diverse items from the Danube riverbed, about which basic information are given in this article.

At the International Scientific Symposium BELGRADE 1521-1867 Gordana Karović presented the paper „The establishment of steamships in the Principality of Serbia“.

На међународном научном симпозијуму БЕОГРАД 1521-1867 Гордана каровић је презентовала рад "Оснивање паробродарства у Кнежевини Србији".

The Anonymous "Periplus Ponti Euxini"  (AnPPE) lists some fifty rivers along the northern coast of Anatolia, eight of which are said to be navigable. The author of the AnPPE drew his information – which is supported by archaeological, historical and numismatic evidence – from other literary texts, and in most cases the source can be identified. In one or two cases, however, AnPPE seems to have used a text which is no longer extant.
To be published in Anca Dan and Stéphane Lebreton (eds), Rivers of Asia minor /Fleuves d'Asie Mineure in the series "Geographica Historica".

Out of the twelve steamships of the Serbian Shipping Company, Takovo is the only one that managed to evoid being captured or damaged during the entire World War I and to return freely with its crew to its homeland after the end of the war. Based on the surviving documents, we shall try to give a short recap of its movements from July 1914 to April 1919.

At the time of the existence and operation of the Shipping union of Serbs, Croats and Slovenes there were no laws on general health insurance, so in the Kingdom of SHS health insurance for individual population groups was organised through various enterprises and private companies. Shipping union SHS had its own Hospital Fund, which provided members medical care free of charge and necessary medicine in case of illness or injury. I managed to identify six doctors who were engaged in the treatment of the staff of Shipping union SHS.

Током истраживања рада Бродарског синдиката Срба, Хрвата и Словенаца у времену његовог релативно кратког постојања – од 11. октобра 1919. до краја 1925. године, поједини подаци на које сам наилазила скренули су ми пажњу на постојање Болничког фонда Бродарског синдиката и заинтересовали ме да утврдим начин на који је Фонд био организован као и који су лекари у њему били ангажовани. У време постојања и рада Бродарског синдиката СХС није било закона о општем здравственом осигурању, тако да је у Краљевини СХС здравствено осигурање за поједине популационе групе било организовано кроз различита предузећа и приватна друштва. Бродарски синдикат СХС је имао свој Болнички фонд који је члановима бесплатно обезбеђивао лекарску помоћ и потребне лекове у случају болести или повреде. Успела сам да идентификујем шест лекара који су били ангажовани на лечењу особља Бродарског синдиката СХС: др Петар Поповић, др Милорад Велимировић, др Душан Борић, др Јован Бараћ, др Драгутин Костић и др Пал Сутор-Ђорђевић. Поједини од њих, првенствено др Душан Борић, добро су познати, али у њиховим објављеним биографијама нема података о раду у оквиру Бродарског синдиката СХС. Што се оних других, историчарима медицине можда мање познатих лекара тиче, кроз њихове биографије и неке нове податке, обновиће се и допунити сећање на њихове личности и њихов рад.

Лик и стваралаштво Шапчанина Младена Ст. Ђуричића могу се анализирати на много нивоа који на први поглед јесу различити, али су у суштини дубоко испреплетени. Нит која их повезује је Ђуричићева љубав према сировом и суровом, а опет тако узбудљивом и другачијем свету речног бродарства. У овом тексту биће реч само о једном периоду рада, ангажовања и стваралаштва Младена Ђуричића – о времену које је провео у речном бродарству Краљевине Србије и Краљевине Срба, Хрвата и Словенаца. Управо су догађаји из тог времена Ђуричићу били неисцрпна инспирација за бројна књижевна дела најразличитијих форми.

Прво краљевско српско повлашћено бродарско друштвo основано je у Београду 25. августа 1891. године. Први брод Друштвa био је пароброд Мачва, изграђен у Италији, у машинској радионици Николе Одера, у месту Сестри Поненте (Sestri Ponente) код Ђенове. У савско пристаниште у Београду Мачва је упловила 20. јула 1893. године.

This paper gives a short overview of problems with preserving ten historical ships that are set for cultural property of the Republic of Serbia. A short history of each of these vessels is also given in this paper.
У тексту се анализира проблематика историјских бродова који су утврђени за културна добра Републике Србије. Девет бродова је заштићено решењима Музеја науке и технике Београд, а један решењем Историјског музеја Србије. Кратка историја сваког од ових десет бродова је такође дата у тексту.

The character and the opus of the Šabac-born Mladen St. Đuričić can be analysed on many levels that look different at a first glance, but essentially, they are deeply intertwined. The link that ties them is Đuričić’s love of raw and cruel, and at the same time so exciting and different world of inland navigation. In this paper, we shall only discuss one period of Mladen Đuričić’s work, engagements and opus – the time he spent in the inland navigation of the Kingdom of Serbia and the Kingdom of Serbs, Croats and Slovenes. It was precisely the events from that period that served Đuričić as an endless pool of inspiration for numerous literary works of various forms.

The Boyana/Bojana/Buna River, which is about 41 km long and flows through Albania and Montenegro before emptying into the Adriatic Sea, was an important source of income for the people of the region in the Ottoman Empire during the Abdul Hamid era, and in the Tahtid-i Hudud works carried out after the Berlin Treaty, it served as a border between certain points. It is certain that the river had a direct impact on the socio-economic and cultural structure of the region. However, as time went by, the river filled up with alluvium, sand and silt, which inevitably created obstacles and adversely affected river transport. The floods inundated the already inadequate agricultural land and created hardship for the people of the region, who were already suffering from financial difficulties. At this point, the issue of cleaning up the river for the benefit of the people on both sides, for peace and for the livelihood of the people in the region, came to the fore. Negotiations on the project, which began positively due to the friendly relations between the leaders of the two countries, Abdul Hamid II and Nikola I, became a complete mystery due to the reluctance of the Bâb-ı Ali and the reports in which some concerns were expressed. This study discusses the political significance of the Bojana/Buna River in the relations between the two countries, as well as the correspondence and assessments of Abdul Hamid and Prince Nikola regarding the cleaning of the river. In this context, it will be discussed that Abdul Hamid conducted diplomacy over the "river", using the issue of the cleaning of the Bojana/Buna as an argument in his foreign policy against Montenegro. It was also important to deal with the issue of cleaning in order to facilitate transportation. It was also noted that the Italian merchant ships at that time had started a canal project in order not to pass the Bojana/Buna river under Ottoman control. In this context, the question is: "Did this attempt by the Italians contribute to making the river more attractive by cleaning it? The answer to this question is also sought.

Upon the completion of the regulation works, despite the fact that the waterway was marked and that there was a signal station system and numerous rulebooks, until the construction of the hydropower plant “Djerdap I”, navigation through Djerdap was allowed only under the condition that it is managed by special ship navigators, pilots, also known under local name –“locovi”.

Construction of the Celilo Canal was one of a long series of federally-funded blows against tradition, independence to follow ancestral ways, and the reverence indigenous people had for this sacred site since time immemorial. “Progress” drove Congressional decisions and it wiped out tribal homes that were standing on the shore of the river. In exchange, the government gave residents seven acres of land set back from the river shore. Later, the government included about 34 “gifted” acres to the Native American residents at Celilo. This expansion had repercussions – drawn by the additional land, dozens of tribal families moved to Celilo but the village could not cope with the sudden influx of people. Sewers overflowed and drinkable water grew scarce.

Within the general efforts to improve the Danube navigation, two Belgrade companies Ivan Milutinović Company and Yugoslav River Shipping worked in parallel on introducing the pushing system into their transportation technology.  Thanks to the excellent professional cooperation of these companies with design offices and expert teams from river shipyards, the Serbian riverine shipbuilding industry and sailors became the pioneers of introducing the pushing transportation fleet on the Danube.

"Kosmaj", first tug boat in the Yugoslav river shipping was a reconstructed tow boat. The reconstruction was made in Shipyard "Tito" in Belgrade during 1960 and finished in spring of 1961. In this article a short history of this ship is given, starting from 1945 (its earlier history is still not known) till recent times. The ship is not in use any more. It is the cultural monument of the Republic of Serbia (Museum of Science and Technology Belgrade no. 45/1 from 8. February 2006).

After the WWI larger number of men from the Bay of Kotor entered the river service of the Kingdom of Serbs, Croats and Slovenes with headquarters in Belgrade. Those were sailors with experience, but also the ones who just finished the Nautical school at Kotor. Mariners found jobs in Serbia that were none at the sea, and Serbia got educated people necessary to start again destroyed river traffic as soon as possible. One of them was Vladimir Mitrović, born in Budva in 1902 as a legitimate son of Orthodox parents Nikola Mitrović from Budva and Ljubica Medin from Petrovac. This work follows his career in river shipping, then in the Directorate of Maritime and River Transport of the Kingdom of Yugoslavia, in the Djerdap administration and as the Port Captain in Veliko Gradište where, when retired, he completed his long and successful career.

Before 1539, highway improvement in England and Wales (other than the clearance of illegal obstructions) was achieved only by crown licence following a satisfactory inquisition ad quod damnum. Magna Carta chapter 39 recorded that ‘that no free man is to be … disseised … except by … the law of the land’, but in the wake of other wide-ranging reforms in the 1530s, amid a growing sense of the common weal and desire for ‘improvement’, parliament overcame this obstacle to economic infrastructural development by adjustment of ‘the law of the land’, assuming prerogative power and delegating by statute the authority for the compulsory purchase of land. In this case it was for river navigation at Exeter, and not until 1662 was the power extended to roads. Compensation was always to be paid, but legislation rarely stipulated the explicit outright purchase of freehold. Parliament was willing to grant these powers to trustees or other public bodies, or indeed to private individuals, but only if it was considered that doing so served the public interest.

Rivers in North Africa were of limited help to ancient agriculture; they are abundant at times when the rains are sufficient for most crops, and often insufficient when irrigation is most needed.  They were used for irrigation and were dammed to store or divert water; but obviously only in the regions where they existed, especially the Tunisian Tell and the area between Constantine and Hippo Regius. They were of relatively slight importance as inland waterways; only those on the Atlantic coast of Morocco, and the lower stretches of the Moulouya and Chélif, and seasonally, the Medjerda, could have played a role as navigable transport corridors. Several ports were located at river mouths, but these were particularly vulnerable to siltation. For the most part, North African agriculture relied on the harnessing of sparse rainfall, concentrated in occasional flash floods in seasonal watercourses or wadis. For the purposes of the present study, the North African rivers are of interest particularly for the threats they posed via erosion, flooding, and harbour siltation, as the two examples of Utica and Lepcis show in different ways.

In the eve of World War I, Serbian Shipping Company (SSC) had 12 steamships. Those steamships constituted the major part of Serbian trading and passenger fleet, while the Kingdom of Serbia did not have its military fleet. Being aware of the danger for the ships of the Society after the break of diplomatic relations between Austria and Serbia, the management of SSC immediately sent all the vessels to the lower Danube in order to save them from being captured and sunk. However, of ten ships and a number of scows that happened to be in Iron Gate Gorge two days before the proclamation of the war on 28th July 1914, only tugboat "Takovo" with six scows managed to pass through the Sip Channel and sail to safe Serbian-Romanian waters of the Danube.

Пред Први светски рат Српско бродарско друштво (СБД) имало је 12 пароброда који су чинили највећи део српске трговачке и путничке флоте, док ратну флоту Краљевина Србија није ни имала. Предвиђајући опaсност која је настала за бродове друштва по прекиду дипломатских односа између Аустрије и Србије, управа СБД-а је сва своја пловила упутила ка доњем Дунаву како би их склонила низводно од Ђердапа и тако спасла од заробљавања и потапања. Али, од десет бродова и већег броја шлепова који су се 26. јула 1914. године, два дана пре објаве рата, затекли у Ђердапу, само је реморкер „Таково“ са шест шлепова успео да се пробије кроз Сипски канал и отплови у сигурне српско-румунске воде Дунава.

Este trabajo analiza la estructura y regulación del transporte fluvial por la hidrovía del Paraná y la forma en que el usufructo de la concesión del servicio de dragado y balizamiento ha sido licitado, otorgado y renovado desde 1995 hasta la actualidad. El objetivo del trabajo es dual. Por un lado, se analiza si el sector del transporte naval de la Cuenca del Paraná está bien estructurado y se hace particular énfasis en las actividades de dragado y balizamiento. En este sentido, se analiza si el contrato de concesión de dragado y balizamiento de esta vía fluvial ha permitido una mayor eficiencia en el sector. También se busca verificar si dicha eficiencia se traslada a los usuarios del servicio con precios y servicios competitivos, e identificar si existen posibles mejoras a la misma. Por otro lado, se utiliza el caso de la regulación del servicio de dragado y balizamiento como estudio de caso que resalta las fortalezas y debilidades de dicha concesión (desde la licitación hasta la actualidad), como forma de resaltar las lecciones de este caso que pueden ser relevantes para licitación y concesiones en otros sectores de la economía. Abstract This paper analyzes the structure and regulation of fluvial transport by the Paraná waterway and the way in which the usufruct of the dredging and beaconing service concession has been tendered, granted and renewed from 1995 to the present. The objective of the work is dual. On the one hand, we analyze the structure of the fluvial transport sector in the Parana Basin, particularly in regards to the dredging and beaconing activities. In particular, we want to analyze if the concession contract for dredging and marking of this waterway has allowed greater efficiency in the sector. On the other hand, the case of regulation of the dredging and beaconing service is used as a case study that highlights the strengths and weaknesses of said concession (from the tender to the present), as a way to highlight the lessons of this case that can be be relevant for bidding and concessions in other sectors of the economy. JEL Classification: L10, L23, L90, D40 1. Introducción La hidrovía del Paraná se ha mostrado como una vía muy importante del comercio exterior argentino, permitiendo sacar gran parte de la producción agropecuaria del litoral hacia los mercados externos. Esta vía navegable ha mostrado una notable mejora, ya que para inicios de la década del 90, se encontraba en franca decadencia. Debido a las crisis

The fifth conference of the European Network of River Museums was held from 25-28. September 2018 at the Museum of Science and Technology - Belgrade. Colleagues from museums in Austria, Hungary, Germany, Poland, Romania and Serbia participated in the conference. The conference began with the opening of two exhibitions, specially prepared for the occasion: a panel exhibition "Historic river vessels", at which each museum, a participant of the Conference, presented through the photographs and text one vessel of importance for the history of river navigation of their country, or area which he covers with his activity, and then exhibitions "Danube in Serbia - a journey through technical museums".

Јубиларна пета конференција Европске мреже речних музеја (European network of River Museums) одржана је од 25-28. септембра 2018. године у Музеју науке и технике – Београд. На конференцији су учествовале колеге из музеја Аустрије, Мађарске, Немачке, Пољске, Румуније и Србије. Конференција је почела отварањем две изложбе, припремљене посебно за ову прилику: панел изложбе „Historic river vessels“ на којој је сваки музеј, учесник Конференције, представио кроз фотографије и текст по један пловни објекат од значаја за историју речне пловидбе своје земље, односно области коју својом делатношћу покрива, а затим изложбе „Дунав у Србији - путовање кроз техничке музеје“.

After the end of the First World War, the passenger steamship of the Austrian Danube Shipping Company Taussig, war loot of the Serbian Army, was handed over to the Kingdom of Serbs, Croats and Slovenes. As part of the new state’s fleet, it was named Aleksandar I. Up until the end of October 1928, when Dragor – an inspection ship and the future Royal yacht, sailed into the Belgrade port on the Sava, Aleksandar I had, other that serving in the regular passenger transport, also served the needs of the Karađorđević Dynasty. As the largest and the most luxurious ship of the State Shipping Company, until the start of the Second World War, Aleksandar I was used for numerous representative journeys. Inspired by the photographs kept at the Collection of River Shipping, we shall, in short, using the articles published by the Belgrade daily press, remember three events that happened during this steamship’s turbulent life.

По завршетку регулационих радова и поред обележеног пловног пута, система сигналних станица и бројних правилника, пловидба кроз Ђердап је све до изградње хидроелектране „Ђердап I“ била дозвољена само под условом да њеним спровођењем управљају посебни спроводници бродова, пилоти, познати и под локалним именом – лоцови.

The paper gives a brief history of navigation on the rivers in the Principality and the Kingdom of Serbia, as well as participation of the sailors from the Bay of Kotor in the creation of the Serbian river shipping. Special attention is paid to the turning points in the development of the Serbianshipping until the end of the World War I.

Тhe paper gives a brief overview of the events that led to the sinking of a number of Allied vessels at the Iron Gate section of the Danube waters during war years 1914 and 1915. Focus is on those vessels whose remains can be still expected in the Danube bed. Those are Šumadija, a passenger ship of the Serbian Shipping Society, sunk by artillery on 18 August, 1914, near Moldova Veche, and Russian barges 815 and 816 and the trough of the Russian steamer Sineus deliberately sunk to block the Danube upstream of Kladovo, near the village of Gura Vai. The work is part of the preparation for the planned multidisciplinary field research, which will supplement the historical data with adequate information from the field with the aim of defining, valorizing and presenting the underwater cultural heritage of the First World War on the rivers of the Serbian Danube.

У раду се даје кратак осврт на догађаје који су у акваторијуму Ђердапа довели до потапања извесног броја савезничких пловила током ратних година 1914. и 1915., са фокусом на бродове чији се остаци и данас налазе у кориту Дунава. Рад је део припреме за планирана мултидисциплинарна теренска истраживања, којима ће се историјски подаци допунити информацијама о стању на терену, у циљу дефинисања, валоризације и адекватне презентације подводног културног наслеђа Првог светског рата на рекама српског Подунавља.

This discussion paper examines evidence of a widespread and significant developments in the structure of weirs, affecting river navigation in England around the start of the fourteenth century. Dendrochronological evidence reveals coincident climate change that may have necessitated these developments, which were to have a lasting economic impact on both food production and transport.

In the eve of World War I, Serbian Shipping Company (SSC) had 12 steamships. Those steamships constituted the major part of Serbian trading and passenger fleet, while the Kingdom of Serbia did not have its military fleet. Being aware of the danger for the ships of the Society after the break of diplomatic relations between Austria and Serbia, the management of SSC immediately sent all the vessels to the lower Danube in order to save them from being captured and sunk. However, of ten ships and a number of scows that happened to be in Iron Gate Gorge two days before the proclamation of the war on 28th July 1914, only tugboat "Takovo" with six scows managed to pass through the Sip Channel and sail to safe Serbian-Romanian waters of the Danube.