Можеби пристаништето е во големи долгови, можеби е неодржувано и е во лоша состојба, можеби грците инсистирале на социјални мерки во договорот, можеби комбинација на повеќе вакви фактори...
ГРЧКИ МЕДИУМИ: Се актуелизира кинескиот проект за пловен канал од Белград до Солун преку Скопје
kanal
Кинескиот проект за пловен канал од Морава преку Вардар до Егејско Море периодов сериозно се активира, а кинески претставници веќе одржале средби со српските и македонските власти, пишуваат грчките медиуми. Како што јавува дописникот на Нетпрес од Атина, планот на Кинезите според грчките медиуми претставува проект на векот од кој што придобивки ќе имаат граѓаните на трите земји Србија, Македонија и Грција.
“Кинеските партнери сериозно се заинтересирани за инфраструктурни проекти во Србија и во регионот, затоа што каналот од Морава до Егејското Море ќе обезбеди ресурси за три земји за многу идни генерации”, се вели во текстот на порталот “Триклоподија”.
Порталот информира дека за ова прашање неодамна бил одржан состанок меѓу српскиот претседател Томислав Николиќ и претставници на кинеската компанија Bonn Project и на институтот China Design Group, а средба имало и со македонските власти. Николиќ изјавил кинескиот проект во голема мера ќе придонесе за заштита на Србија од поплави и други катастрофи.
Проектот за прв пат беше активиран пред три години, откако анализата на кинеските експерти покажа дека пловниот канал од Морава преку Вардар до Егејско Море е изводлив. Неговата изградба ќе трае околу 10 години и ќе чини 17 милијарди американски долари, а ќе зафаќа површина од 10, 500 квадратни км.
Освен можноста за пловидба на трговски бродови, проектот се очекува да го реши проблемот со наводнувањето на земјоделско земјиште и ќе ја олесни изградбата на електрани.
Освен пловниот канал, друг кинески проект за регионов што е актуелен периодов е и Балканскиот пат на свилата односно високо брзинската железница во чии рамки е вклучена и Македонија
http://markukule.mk/%d0%b3%d1%80%d1%87%d0%ba%d0%b8-%d0%bc%d0%b5%d0%b4%d0%b8%d1%83%d0%bc%d0%b8-%d1%81%d0%b5-%d0%b0%d0%ba%d1%82%d1%83%d0%b5%d0%bb%d0%b8%d0%b7%d0%b8%d1%80%d0%b0-%d0%ba%d0%b8%d0%bd%d0%b5%d1%81%d0%ba%d0%b8/
има логика да во пакет со солунското пристаниште Каламата и ваква комбинација да им е на кинезите од полза, но зошто тогаш би финансиралеи брза пруга по К10 навидум готова работа што се истакнува во нецитираниот дел од написов
но се додека постојната опозиција кај нас има шарен табиет во агенда, нит брза пруга нит пловен Вардар ќе видиме во блиска иднина, потенцијално наједноставна штопна за да се заузда кинескиот економски продор на Балкан, доколку тоа им се сони така на америте или европеите кои и не баш лесно се откажуваат од своите маркирани територии, макар во моментот немале никаква економска воља за истите
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17.06.2016 - Kanal Dunav – Egej vreba priliku ...
Milan Bačević, ambasador Srbije u Pekingu, je za KMR izjavio i da je pokrenut najveći projekat koji bi Kina mogla da realizuje u Evropi – povezivanje Dunava sa Egejskim morem, preko Morave, Vardara i Soluna.
„Ono što sa velikim zadovoljstvom mogu da kažam jeste da se o tome razgovaralo i pre nekoliko dana u Beogradu, kada su tamo gostovali kineski zvaničnici, pripremajući posetu kineskog predsednika. U direktnom razgovoru, predsenik Srbije je to pomenuo i kineskom predsedniku i kineskom premijeru“, izjavio je Bačević.
On kaže da je imao razgovore o ovoj temi sa grčkim i makedonskim ambasadorima u Pekingu i da je jedan kineski fond već bio gost u Srbiji ovim povodom, a predstavnici fonda boravili su 29. aprila u Makedoniji kao gosti tamošnje vlade, a početkom juna posetili su i Grčku.
Bačević je ponovio da bi ostvarenjem ovog projekta Srbija rešila problem poplava u kišnom i navodnjavanja u sušnim periodima, povećala bi poljoprivrednu proizvodnju, rešila problem hroničnog nedostatka električne energije, a iz ovog velikog projekta mogla bi da razvije niz oblasti, poput razvoja turizma, saobraćaja, hidrograđevine, klasične građevine...
„Kineska strana je potpuno svesna činjenice o kakvoj je trasi reč, da je potpuno kompatibilna izgradnji ekonomskog pojasa duž Puta svile i Pomorskog puta svile za XXI vek, koji predstavlja proklamovanu kinesku politiku koju svi normalni ljudi na svetu treba da podrže. I ja ne vidim ni jedan razlog da se neko usprotivi, prvo tom kineskom konceptu, drugo tako velikom projektu. Siguran da to prepoznaju i makedonska i grčka i srpska strana i otuda sam veliki optimista da će se to dogoditi čak mnogo brže nego što bi neko i u najsmelijim prognozama smeo javno da izjavi“, kaže Bačević.
Prema njegovim rečima, za ovaj projekat je očigledno zainteresovana Grčka, s obzirom da bi to bio najveći poduhvat u Evropi i svim učesnicama bi doneo ne samo ulaganja, već i velike razvojne prilike.
Imajući sve ovo u vidu, posetom Si Đinpinga Srbiji biće otvoreno novo poglavlje saradnje dve zemlje koje će u većoj meri obuhvatiti šira privredna, a ne samo infrastrukturna ulaganja.
што значи повеќе информации на едно место, нормално дека ќе произлезат супер дилеми, едноставно и како во пракса изгледа бенефит од еден форум [1] макар лаик ко мене анализирал геолошки недоумици, во случајов околу Ва.До.
еве цитати од написи во нишката Служби за Тревожење апропо скорешната поплaва, а кои ја засегаат идејата за Ва.До. односно ако ваквиот проект навистина е целисходно решение за ризици од поплави што навидум е и логично, нормално доколку и примарната и секундарната мрежа на поројни канали и водотеци e средена, сепак на алувијално тло ваквиот потег може да биде и дополнителет куршлус ко што е наведено индиректно во вториот цитат од професорот кој алудира општо за поројните врнежи, но може да се гледа и во овој контектс, извлекувајки ги на ангро подземните води навистина со тек на време да слегне почвата во скопско поле, а со тоа статички да го ремети сиот урбанизам, Гoспод на сите да им е напомош, бидејки наместо навреме урбанистите реагираат само постхумно ко загаснети политички гатачи, седнете јавно думајте не чекајте на друг меѓусебно организирајте се околу дебати и трибини, зар змии имате по џебои и немате камен да изнајмите простор за панел дискусија, макар ни една институција не би ви излегла во пресрет, просто себичноста и тука ќе речам сите ќе не отепа, навистина ќе пцојсаме од скржавост, макар то а се рабело за интелектуално алармирање на јавноста
Градено во котлина, на плитка почва (во центарот извира вода на 3,5 метри длабочина, што им е познато на сите градежници), а под која врие од подземни води, па уште и на трусен расед, уште нема „специјалци“ за превентива при сигурносно градење на патишта, мостови, домови, улици, што подразбира од квалитет на материјал до начин на изведба и рок на траење. Секој си работи на парче и за профит. И општини, и фирми и администрација. Одговорност? Лична или институционална нема.
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На крајот и треба што побрза реализација на проектот „Вардарска долина“, кој од ООН го откупи НР Kина, а неговата реализација од геополитички себични причини го блокира владата на САД негирајќи го и игнорирајќи го повеќекратниот национален интерес на Македонија. Kако, на пример, регулирање, контролирање и употреба на длабоките или подземни води.
навистина за вакво нешто би требало внимателност, да не се случи баравме преку леб погача та освен еколошки да не закачи и урбан кијамет
Некогашните зелени површини, каде земјата ја впивала водата, сега се претворени во бетон или на место на некогашните зелени дворови сега има изградено подземни гаражи и подруми.
На овој начин се прекинува природниот процес на впивање на дождовната вода во почвата, при што гледано подолгорочно се предизвикува неприродно спуштање на нивото на подземните води.
Овој процес води до слегнување на земјиштето, што пак дополнително би довело до дестабилизација на темелите на куќите и зградите.
Со евентуална појава на земјотреси би се предизвикале поголеми разрушувања.
исто прашање е дали со ова ќе се зголеми и ризикот при следен земјотрес, бидејки некои сеизмички бранови дополнително имаат кабает од вода [1] а вака директно би продреле во котлината, сценарио кое е непредвиливо, освен ако и од Изиис не почнат да прават процени во овој правец, но кој може да каже статистички на какви бранови сме подложни во оваа котлина, односно какви се' испушта скопскиот расед посреди
сигурно на кинезите физибилитката им е готова, но чекаат да видат каква ќе биде геополитичката клима натака, а после вондредните изборите лани в Србија и годинава кај нас, можно е доколку има простор и да се истрчаат набрзо и со проект по оваа за нас дофатлива утопија
ова изгледа кинезите директно кај Заев до година .. доколку русите некако не ги пишманат [1]
што аир од сето ова ако сад виа зајко го блокираат кинескиот инвестициски продор на Балкан, кој вака би бил прилично стабилизиран, нормално виа економските интереси на Кина, но да видиме, Трамп ретерираше дебело од агендите на дип стејт, но и да почне ова за време негов мандат која е гаранција дека ќе продолжи потоа, од кој аспект најнапред би требало кинезите да ја почнат инвестицијата тука ...
16.07.2017 - Ципрас и Вучиќ ја договарале „Вардарска долина“ без Заев
За време на на трилатералната средба во Солун на која што во четвртокот се сретнаа премиерите на Бугарија и Грција , Борисов и Ципрас и претседателот на Србија Вучиќ, станало збор и за проектот Дунав – Морава – Вардар – Егејско море од кој делот во Македонија е познат како „Пловен Вардар“ или „Вардарска долина“ .
За него на билатерална средба разговарале Ципрас и Вучиќ кои што идејата ја разгледувале како инфраструктурен проект од заеднички интерес.
Точката под која се воделе разговорите а која била подготвена од кабинетите на грчкиот премиер и српскиот претседател била заведна во агендата како “Водена врска меѓу Солун и Белград“.
На средбата станало збор и брзата железничка линија меѓу Солун и Дунав која што е најдолга река во Европската Унија.
За проектот кој треба да ги поврзе Белград и Солун преку Македонија преку вода и двојна железничка линија заинтересирана е Кина чии експерти работат на проектот кој треба да обезбедни брз и ефтин транспорт на кинеската стока преку Егејското море.
Ниту Грција ниту Србија досега не организирале формална средба со македонските власти на која што официјална точна на дневен ред би биле овие проекти.
Премиерот Заев од за македонската јавност непознати причини не беше повикан на средбата во Солун на која меѓу другото било разговарано и за спорот за името и за стабилноста на Македонија.
po realen e planot na gradonacalnikot na Solun Yiannis Boutarisa a toa e od Skopje do Solun da se napravi ploven Vardar za da se povrzat dvata grada i po voda a ova do Belgrad e malce premnogu optimisticki moe mislenje
ако најдат камен за оваа етапа, сигурно ќе се најде кој да инвестира и во остаатите ... но ризикот од еколошки куршлус воопшто не е атрактивен за нас како мала земја, а згора на тоа ова ќе биде децениски проект во кој доколку влетаме и ние, што е логично, може повеќекратно да ја заглавиме! хм на толку нови технологии како хиперлуп Вардар како пловна европска артерија изгледа ко смешка ... таман додека се најдат спонзори се средат физибилитки и проекти сите ќе се пишманат ...
думајќи во однос евентуални Хајспидски по К-8 и К-10 а во костец натамошна постковидна блиска или идна светска економска рецесија, ова горниов абер за хиперлупои тро ми отпаѓа од мојта равенка во однос идејава за Пловна Вардарска Долина, особено што ако збрчи светска економска депресија натака преку еден ваков Воден Транспортен Мод како би заштедиле мнозина би се туркале да врват угоре удоле кон Дунав или Егеј, та во наша полза земено економски би било да покажаме и ние поозбилна иницијатива за заживање на засега муабетов, иако земено геостратешки од нас еден ваков канал може да стори потенцијална мета за големите играчи, каква тоа никој не може да претпостави бидејќи во прашање се многу варијабили, можеби шверц на дрога и оружје, можеби проток на склет технологии инт. итн. што при рокната светска економија може да значи потенцијални ризици од нестабилност!
но да речеме Оптимизам Рулз, така видено, треба да думаме како најбрзо една ваква идеја би се извела, што во однос идните сушни години кои ни ги највавуваат Климатолозите ко што нагласував порано значи ризик како да се снабдува со доволно Вода неопходното за конекција Прешевско Езеро, при што онака лаички претходно думав дека негледам зошто со тешка машинерија и експлозиви не би спуштиле 300 мнв Планини колку да мине директно еден ваков Пловен Канал кон Морава, а кога тоа би било изводливо зошто да не се донивелира цел тој потег до Дунав, фантастично нели така би се споиле Дунав и Егеј виа Морава и Вардар директно, хм, наивно или не, но во какви технолошки времиња живееме и ден денес ваквата сулуда претпоставка не ми изгледа космички невозможна, особено не доколку за екстракција на карпите би се одело со нивно хемиско топење ако еколошки тоа не е некој особен гајрет!? сепак ова е паушално нагаѓање и далеку од досега некаде изведено, уште помалку дека и кога би било возможно тоа би било брз процес на спуштање Брда и Планини, но еве да речеме како размисла во костец се’ побрзиот развој на технологија доколку утре некој извади помоќни машини за копање него постојните постои стриповска надеж и за ваков простап, иако ризикот од омасовување вакви технологии постојно кашаталистички е голем бидејќи така озбилно би се пореметил цел постоен глобален тренд на експлиатација на Градежнио Сектор како економски амортизер за функционирање на светската економија, но при евентуален нејзин крах, ништо чудно вакви Чудни Направии кои со лесно сечат планини да се избацат на виделина од нечии лабоси!?
бек ту ријалити, ќе речам добро е да се размислува гласно, доколку кинезите имаат искрени намери за Хајспид Пруга по К-10, да се разгледа опција дали е возможно преку евентуални Тунели за неа, да се стори проширување на истите како во еден правец би минувале Мали Баржи кон Морава, та наизменично пола ден би оделе во еден а пола ден во друг правец така, ем во случај на хаварија некако би се ваделе сегментарно по Пруга доколку не можат да се одвлечкаат, прашање е само дали ова е финансиски исплатливо и остварливо, колку би се зголемил цехот и осигурала исплатлвоста вака да се врзува Вардар за Морава!?
може поисплатливо е да се влече утре Вода преку цевководи за тоа фамозно Прешевско Езеро кое треба да се полни од Лепенец, влечејќи Вода ако пресушуваат озбилно и Вардар и Морава дури и од Егеј или Дунав ако треба, но реално ризикот од саботажи вака во иднина би бил поголем, та да не излезе и изгубено време и преголема надеж, а на крај некој тоа кога му се сакало да го ресетира!?
конечно ние и само до Скопје да врземе ваков Пловен Канал па доволно е за да имаме некаков аир во Иднина пр. кој при евентуална ww3 и запрен транспорт сестрано може да значи Спас за дотур на многу што во земјава, незнам еве гласно размислувам, што би било кога би било, којзнае може да ни залута и нечија нуклеарна подморница така, ќе ги прерипуе преводници дали додека мрмотот си ја сука својта брада ... Проштевајте На Мјатапов На Крај колку да апострофирам уште еднаш дека постов е чисто провокација да ја живнам темата ...
шчо мислите дали дипстејтовци ги саботирале добрите кинески намери
7 mins read -Mar 5, 2015 -How a Chinese Billionaire Got Invested in Nicaragua's Canal Plan
SUMMARY
The idea of a canal across Nicaragua, easing transit flows between the Pacific and the Atlantic, is as old as the country itself. But despite numerous surveys and plans across the centuries, no Nicaraguan canal has ever been shown to be economically viable for the investors. The United States, European and numerous Asian countries and companies have explored both "wet" and "dry" canals — the latter utilize rail between ports on both sides of the isthmus.
Lately a Chinese businessman has been exploring the idea. His efforts have raised similar questions to previous attempts: Is a canal in Nicaragua economically sound, environmentally responsible or even necessary, particularly given the near completion of the widening of the Panama Canal? The answers are mixed and often depend who is doing the assessment and from what perspective. The man behind the attempt, Wang Jing, may no longer be sure of the answers himself.
Questions aside, the Nicaraguan government has approved the plans and is promoting the construction and affiliated investment. As the man at the forefront of the operation, Wang is preparing not only to have the canal dug (and managed) but also to build the affiliated infrastructure — port expansion and telecommunications projects as well as tourism and real estate deals along the canal route. Money is already flowing, environmental studies are underway, Western public relations and accounting firms have been hired, and early assessments and visits are being made to determine the cost and difficulty of buying up land along the route, often meeting opposition from locals. All the while, the cost estimates for the canal construction continue to rise; they are currently at upward of $50 billion and by some estimates are likely to reach $100 billion.
Money spent upfront on surveys and even early moves to purchase land do not mean the canal will be completed, just as the economic and environmental obstacles do not necessarily mean the canal will stall out before completion. The world is littered with hero projects that, in retrospect, perhaps would have been better left unbuilt or at least proved more costly for their investors than anticipated. But the construction and plans have raised numerous questions about who is really behind the canal project.
The Investor
Wang Jing, chairman and CEO of the Hong Kong Nicaraguan Canal Development Group (HKND), which has the contract to build, develop and manage the Nicaraguan canal, is one of China's richest men, worth some $6.6 billion according to Forbes. He has been involved in telecommunications and mineral operations, though by most accounts he owes his fortune more to good luck and timing than through connections with Beijing.
Wang established HKND in August 2012, one month after the Nicaraguan government established its Grand Interoceanic Canal Authority, which paved the way for realistic investment into a canal project. A month after it was established, HKND had a memorandum of understanding with the Nicaraguan government to conduct the feasibility study for the canal project. In June 2013, the Nicaraguan legislature formally voted to approve the construction of the canal, and within days the contract was awarded to HKND.
Wang's involvement in the canal appears to stem from a meeting with the son of Nicaraguan President Daniel Ortega, whom he met with either in Nicaragua or Beijing. Wang was looking to expand his telecom business into Nicaragua as part of broader global expansion, and his company, Xinwei, acquired contracts in 2013, though there has been little work reported toward fulfillment of those contracts. Rather, amid discussions with Ortega's son, Wang became enamored with the opportunity for a Nicaraguan canal that, he hoped, would carry massive bulk cargo ships from Brazil to China — ships that were too big for the Panama Canal and, incidentally, were in some cases blocked from Chinese ports because of their size and Chinese concerns for maritime shipping competitiveness.
A Nicaraguan canal may make more sense for international traders than it does for its potential investors. Though most studies argue that investors are guaranteed to lose in the canal construction, if the canal is built and managed efficiently, it does offer complementary routes for trade between Asia and the East Coast of North America, something that could interest shipping companies given the perception of unreliability of United States' West Coast ports. It also could provide speedier passage of bulk cargoes from Latin America, particularly Brazil, to Asia (read China), and as a redundant route, may ease congestion in the Panama Canal.
But the canal itself is not the only prize. Wang's vision includes the expansion of Nicaraguan ports, the establishment of new tourism venues to rival nearby Costa Rica, and the creation of new free trade zones in Nicaragua to take advantage of its location for manufacturing and distribution. With China slowly losing its place as the primary source of international low-end manufacturing, a Chinese-backed free trade zone in Nicaragua could take advantage of regional low labor costs and the nearness to larger Mexican, South American and U.S. markets. Stratfor counts Nicaragua among our so-called Post-China 16 countries, those positioned to take advantage of the changes in global manufacturing supply chains. The canal fits with the desires of Nicaragua's president, but the add-ons are potentially the more significant prize for Wang and his fellow investors.
Funding Troubles
Wang has not had an easy time drawing in the financial backing that a project of this magnitude needs. Already he has spent by some estimates more than $5 billion of his own money as well as that of his family and friends, whom he solicited early to capitalize the project. Some major state-owned enterprises have steered clear of the project, including major Chinese shipping companies (COSCO for example already has a stake in the Panama Canal). But others, particularly construction companies looking for large projects overseas, have expressed interest or engaged in a partnership with HKND, and HKND is urging those companies to become partners, bringing with them their own financing. In this way, HKND can spread the cost and potentially still profit from a canal project that others before had determined would not turn a profit.
Interestingly, despite the obvious questions about Wang and Chinese involvement, the Chinese government does not seem to be involved directly. Wang has worked somewhat outside the normal channels of Chinese political networks, and Beijing has been cautious about the project from the start. Beijing has no formal diplomatic relations with Nicaragua; rather, Nicaragua is one of the few nations left that maintains formal recognition of Taiwan. In 2012, as news of the canal construction heated up, the Chinese Ministry of Commerce cautioned Chinese companies, noting the lack of diplomatic ties in addition to border issues between Nicaragua and Costa Rica. Beijing is not interested at this time in drawing Nicaragua to alter diplomatic relations to the mainland, since that would undermine Beijing's management of the Taiwan issue.
Furthermore, though Beijing has backed many economic projects in Latin America and has special economic and political relations with countries such as Venezuela, Chinese leaders are cautious about engaging in a project that clearly appears to challenge U.S. interests in the region — particularly given the high cost and minimal rewards of the Nicaraguan canal. Wang himself purportedly tried to gain U.S. backing and investment through contact with former U.S. officials, but found little support. Publicly serving U.S. officials have actually raised concerns about the project, though primarily for environmental reasons.
One of the reasons the Chinese government was cautious was the belief that the canal project would not be viable without U.S. support, or at least without avoiding U.S. opposition. With Beijing facing difficulties at home regarding its overall economy and the parallel anti-corruption campaign and consolidation of power under President Xi Jinping, there is little appetite among China's leaders to pick a fight with the United States in its own backyard over a project that appears to bring little gain while being fraught with political risk.
According to some people familiar with the situation, Wang is now having second thoughts about the entire project as well. Having already thrown in some $5 billion, however, it would be difficult for Wang and HKND to back out. Without the more active backing of the Chinese government, or at least a surge in interest by potential partners, HKND is likely to find it increasingly difficult to raise the money for the canal project. Environmental opposition will probably grow and may draw in international organizations to support the local population. And this does not even consider some of the physical obstacles of such a massive undertaking.
The Nicaraguan government has based a lot of its future economic projections on the projects related to the canal construction and affiliated investments, and that is riding on Wang's company and his ability to raise the funds and support necessary to bring the project to completion. But by most accounts, Wang does not have the political or economic backing of Beijing, certainly not formally and perhaps not at all. Perhaps the attention will shift to the affiliated development — the ports, the free trade zones and the tourism facilities. But whether the entirety of the project itself is ultimately completed, the renewed attention to a Nicaraguan canal, and to Nicaragua itself, emphasizes the changes in international attention to areas of the world picking up as the next manufacturing hubs.
ако горниов пост е геополитичко-декуражувачки, а знаејќи дека не се ни малку ризици во однос финансирањето ваков проект, може паметно е да се размислува како да истераме Хиперлуп Цевка во која би оделе и карго контињери но и Патнички композиции која Цевка би почнувала во Солун а би завршувала во Белград, при што би имало претовар на контињери во двата града откако влезат или излезат од Хиперлуп-цевката, што може како претовар делува непотребно но само ако ваквата цевка би се продолжила до Прага и Варшава а потоа се приклучи на Западноевропскиот Хиперлуп Ринг [1][1][1][1] ова може да бидне реална алтернатива како Рапид Карго Концепт ...
дефакто ова е технолошка мамка на која кинезите (ако не америте или европеите) полесно и поозбилно би се фатиле бидејќи во случај некој и да ја стопира работата цевките ќе може да си ги приберат! инаку предвидената цена во однос Канали по Вардарска Долина и Тунели за Хиперлуп е иста ако репер е информацијата дека Воденио Канал би чинел 10 милијарди евра, но истите за Хиперлуп би оделе само за Тунели доколку истите се билдани класично [2] иако постои тоа cargo-cap варијантата која неверојатно ефтина и треба да ни биде побрза опција нам [3]
значи потребата од долг тунел е скап проблем, иако претпоставувам хиперлупот би можело да се искосува лесно та да оди и по Планиње, но да речеме немоит и мора да е ко пушка прав Ч) тогај Долг Тунел ќе биде неопходен, сепак тоа значи и скапа инвестиција во костец постојната технологија за бушење карпи, ем ризик кој дополнително би висел врз глата на ваков Концепт е Rock Swelling [1][1][1] (свлечиштата на помеките карпи во планињето заради нарушувањето на притисокот вонив преку бушењето) ова е некоја моја дефиниција зошто доаѓа до тоа) но да речеме набрзо ќе извадат фреквенциска-плазма технологија за копање та ваквиот тунел ќе биде и брзо и ефтино ископан, што до сега само со термонуклеарни експерименти терало > [2][2][2] а денеска веќе Плазма Бушилици почнуваат да го дрмаат сектор [3][3][3] практично ноу-хау кое и по наши Факултети ќе мора да се предава ако не со него да се експериментира набрзо можеби бркајќи визитинг професори од сАд или еу [4][4][4][4] битно комбинации за полесно побрзо и поефтино бушење тунели постојат, а може да се оди и дрско брзо со спуштање планини преку истава технологија [5][5][5]
теоретски не би требало, станува збор за канал кој би бил проектиран така да издржи и Поројни Дождови, но проблем би биле Подземните Води, незнам како ова замислуваат да го решат, можеби со изолирано бетонско користо во Скопско Поле, во спротивно и да нема излевања и добро да е регулирано доволен е ризикот и од зголемувањето на подземнте води во однос геоморфологијата и урбанизмот т.е. земено долгорочно евентуално реметење на статиката кај постарите објекти в Скопско Поле па и сред Урбано Скопје кои се на глинеста или песоклива микролокација, ова го говорам паушално како претпоставка, практично и да постојат такви објекти тие би требало да се мапираат и зацврстат доколку економско-геополитичкиот есап излегвит подобен за Македонија ...
ако нешто е јасно тоа е дека поранешнио Претседник ја поздрава иницијативата [1] отворено прашање е само колку сегашната власт е загреана за вакво нешто, а конечно и колку сега кинезите имаат волја за сето ова знаејќи дека кај нас нема никаков политички консензус за ова прашање, бар јас не сум чул за таков, иако во однос проектото на ЕЛЕМ сите би сакале да ушуќарат [2] во кој случај твојава дилема повторно стои но јас би рекол пред се во однос зголемувањето на подземните води в Скопско Поле, за Велес чинам не треба да постои ваков ризик, но којзнае, немам чуено за соодветна физибилитка каде ова е покриено ... Битно Србија озбилно е размрдана околу Пловнио Канал ...
Why are strangers pushing
The issue of the Prespa Agreement and Axios Axis - Vardaris - Morava - Danube
Berlin wants at all costs to extend its economic and political sovereignty to the zone: Serbia (future EU member), Skopje "Macedonia" (also a possible future EU member) and Greek Macedonia, blackmailed by the inciting Macedonian "Macedonianism"
tanea.gr - Mazis T. Ioannis 29 September 2018 | 13:00
In my earlier articles of February 2018 I mentioned that a number of geopolitical Indicators (in the Pillars of Defence/Security and Economy) during the geopolitical analysis of power redistribution in the ad hoc Complex containing the Subsystems: (i) of the Central Western Balkans (Skopia, Kosovo and Metochia, Bosnia and Albania) (ii) in The Thrace-Aegean Dipole and (iii) in the Dipole Dodecanese-Cyprus with a Geopolitical Factor the Kurdish Issue, lead us to the conclusion that Turkey, which is finished in northwestern Syria (Afrin) is launching its power projection efforts in all the above-mentioned subsystems, blackmailing NATO and Washington, at the risk of hot explosions in the South-East.
Firstly, the active Supersystem on this Geopolitical Factor includes the competing International Power Poles, both in Washington and the EU (Paris-Berlin) and Moscow. But among the Western Power Poles there is also internal competition: In the Subsystem of the Central Western Balkans there is clear competition between the US-Berlin and Paris-Berlin. The US wants NATO integration on the Balkan perimeter in cooperation with Macron's France, which is currently being formalised by the French military/naval presence in Larnaca, in order to control Russian influence over the Mediterranean. The United States is indifferent to the type of resolution of the 'nomenclature' of Skopje. They simply support an unexpected acceptance on the part of Greece that solves the geostrategic problem for american power projection, and at the same time register shares in resolving the purposeful issue, in order to completely overturn the German "monopoly". On the contrary, Germany insists on undermining the Purposeous "Self-Righteous Macedonianism" and the alleged undermining, to The Detriment of Greece, of supposedly "altruism" serving – discreetly – the Berlin-Moscow-Angyra axis. Does anyone doubt that if Skopje were to be named, e.g. 'Vassilis', the US and NATO would have no problem joining 'Basil' in July? No, of course not.
The benefit of the Anglo-Saxon sea forces, however, competes intra-Western with the emerging german land power and Moscow's brilliant energy partner, Germany! And Germany aims to create, and eagerly, the creation of a (independent of Anglo-Saxon restrictions and controls) of a German energy asset. The axis axios - Vardaris - Morava - Danube with whose geopolitical presentation we will deal with below. Moreover, Berlin's energy control intentions on the EU's overall energy security issue have become glaringly apparent from the creation and operation of the Russia-Germany Nord Stream I and II pipeline system, which have an annual transport capacity of 55 billion m3 (1.9 trillion ft3), which is projected to double in 2019 to 110 billion m3 (3.9 trillion ft3). They are currently transferring 22 billion m3 due to the restrictions imposed by the EU on Gazprom.
Berlin wants at all costs to extend its economic and political sovereignty to the zone: Serbia (a future EU member), "Macedonia" (also a possible future EU member) and Greek Macedonia, blackmailed by the inciting Macedonian "Macedonianism". If this is achieved, Germany as the ECONOMIC AND POLITICAL LEADERS of the EU (something that is increasingly in question at this political European juncture), in cooperation with the other international land force the Russian Federation (something that is unimaginably disturbing washington), wishes to proceed with the implementation of a Russian-Iranian-German energy corridor of type South Stream through Greece (EU), Skopje (EU then), Serbia (EU then) and Croatia (EU) and/or via Morava-Dunabe. And, of course, the recent Moscow-Angora cooperation relations will help.
Moreover, the German technical and economic control of a future freight link between the spot hydrocarbon market of the port of Rotterdam and the Aegean Sea, through German control over the abovementioned and planned Value-Morava-Danube link, is still a very important stake for a emerging Euro-sovereign Germany. So of course Berlin hopes to have achieved its dream of coming to the Aegean since the Austro-Hungarian period. When the so-called 'altruistic' tendencies of Berlin's 'Northern Macedonia' tooling, Berlin with a great deal of study and 'humanitarian-rightinterest' emerge in the future, it will be involved in the 'resolution' of tensions with a view, in principle, to the neutralisation of the Axios-Morava zone and then its full control. He would like to see the "guarantor force" of the "human rights and civil liberties of the 'national minorities' of the region, first of course, the (th, Lord...) " Macedonian ethnic minority" which also speaks the "Macedonian language" and has a "Macedonian culture" and which will be located up to the precious port of Thessaloniki on Greek territory.
How does all this come about? but by Article 7 of the unfortunate and long-standing Agreement of the Prespas, we surrender as a Greek State and greek nation to an Albanian-Roman-Slau-Greek multi-ethnic mosaic the right to bronze a pseudo-national social formation, which, having the "Macedonian nationality" according to Mr Zaev, (and not "citizenship" as only the "competent actors" in Greece perceive(7, §4), but in conjunction with the "Macedonian language" (7, §4) it fully supports the surreal version of "nation creation" with a reasonable..."Macedonian culture", "Macedonian history", "Macedonian culture and heritage"! I think and rightly so, that anthropologically (the Lord!), sociologically, politically and internationally thinking, we can only wish him a happy 'Macedonian nation' and offer him the newly minted gifts. A "classic": 1) our support for the start of its accession process in the EU is a very expensive one: 2) our full support for its invitation to join NATO, and some strategic and economic interest for Skopje and Germany such as those provided for in Articles 13, 14,§4 where the creation of gas and oil pipeline infrastructureist infrastructureis touts are evident.oil, in the same Article §6 where the... enclosed and sea-free Skopje "will exploit" together with Greece "the best available technologies and practices" (i.e. the... German, on the axis of Axios, Morava, Danube I say), and so on. With all of the above as tools, Berlin is working to abolish all, Anglo-Saxon influence, NATO-Western-type "energy security" provision of the EU, since Berlin's energy strategic partners on this and the port of Thessaloniki will be the Russian and Iranian energy industries, through Turkish territories. Of course, from this German targeting, to its implementation, there is the question of the expected American reactions! If these do not exist, it will be proven that Washington has lost the geopolitical game in the North Aegean to the benefit of the German-Russian-Turkish-Iranian mlok. where China will soon be involved through its use as part of the "New Silk Road" (OVOR)!
But let us now look at the geopolitical picture of this ambitious plan to float a river freight route.
History
The importance of the Morava River as a waterway of freight transport and especially hydrocarbons of high strategic importance arises from its ability to connect northern, western and central Europe with the Mediterranean Sea via the Port of Thessaloniki, first recognized in 1841, when Serbian newspapers reported that four ships carrying mail sailed to the town of Ćuprija through the Morava River. The "French - Serbian Society of Navigation" was then formed, which operated from 1844 to 1864, organising navigation on the Danube, Sava and Morava rivers, while at the same time joining under the cover of the French "Major Company for Navigation", which was established by decree of Napoleon on 14 September 1850.
In July 1859 a company of French interests called 'Principal Compagnie de Bateux à Vapeur' addressed Prince Miloš Obronović requesting the exclusive commercial use of the Morava River for thirty years. Although the Russians were pushing for their own exploitation, the convention between Serbs and the French was signed on 18 September 1860.
In 1879, the "Bulletin of the Serbian Learned Society" published the book by Serbian Engineer Ante Aleksić "Morava - Its present state and possibilities of navigation", which describes the technical possibilities and economic feasibility of navigation on the Morava River.
In 1904, it was proposed to build a waterway linking the Danube to the Aegean Sea and efforts were made to attract funds from England and Germany. The waterway from the Danube River through the Morava River to the Aegean Was called the "line of European economic gravity in relation to Suez". This link is shown by the relevant studies as 'fundamental to the freight link between China, India, the Middle East and Europe'. Of course, this interconnection, when completed, can transport liquefied natural gas from the US to the Central European, Western European and North European areas, enhancing European energy security, as understood by the West. That is, he's dependent on Russian influence.
It is true that in the near future, the economies of Central and Eastern Europe will be able to transport goods through OBOR, but an alternative sea route, which will benefit from the dynamic economic developments under way in East Africa and South Asia is crucial for both Europe and China. From a geo-economic point of view, there is no better sea route than greece, with its ports being the closest European continental ports to the Suez Canal. (6)
In addition, in 1907, in New Jersey (USA) the "American Engineering Company" was founded, which hired Professor Nicholas Stamenkovic from the Technical School of the University of Belgrade to carry out preliminary studies on the design of the Morawa-Vardar/Axios waterway.
In 1973, a group of United Nations experts prepared a report on the Morawa-Vardar/Axios route highlighting the importance of the project, while in early 2013, Professor Milan Bačević again raised the issue of the integrated management of the Morava River and the construction of the waterway from the Danube River to the Aegean. In addition, the "understanding protocol" was signed for the preparation of the sustainability study for the implementation of the infrastructure project on the Morava River, with the company "China Gezhouba Group Corporation".
In 2013 the same company submitted a comprehensive design report, proposing the revival of the project, specifying the next steps to be taken. (7) Beijing assesses this interconnection as a continuation of one Belt One Road (OBOR), and the most advantageous for supplying European markets with Chinese products and the Chinese market with European products. Chinese officials estimate that the country has invested more than $8 billion (6.7 billion euros) in Central and Eastern Europe as part of infrastructure building for OBOR. It is important to note that bilateral trade between China and central and eastern European countries in 2016 increased by 11% compared to 2011. China has been particularly successful in the Western Balkan countries (Serbia, Montenegro and Bosnia and Herzegovina), where EU funds are not available and European Union regulations do not apply. When the Chinese President visited Belgrade in 2016 he discussed in detail the construction of the canal, which has been a priority of the Serbian leadership in recent years.
Already the Chinese company China Gezhouba Group Corporation (CGGC), which has signed a memorandum of understanding with the Serbian government, has delivered to Belgrade a comprehensive project design report setting out the next steps, but for which the consent and consent of Athens and Skopje are necessary. According to Chinese experts, the project is considered feasible and sustainable. China is already responding to the show of interest in taking over the financing, and there is also the solution to granting exploitation rights, as is the case in other similar cases. At the same time, and if the project is deemed feasible and sustainable, the involvement of the European Union, which has as a priority, is considered to be the priority of river transport, which is part of the Trans-European Transport Networks.
It is typical that as early as the 1970s China was systematically trying to establish trade cooperation relations with the other communist countries of the Balkans, with the efforts constantly bearing fruit in recent years. In particular, at this juncture, China is in the TOP10 trading partners, in all Balkan countries without exception, with market shares presented both in percentage and absolute numbers, in Table 1, below.
Table 1: Balkan countries' trade arrangements with China (in $)
Πηγσ: Eurostat 2016
Additional indication of China's interest in the Balkan region are the funds invested between 2005 and 2017 by Chinese companies in infrastructure projects, which are presented very graphically in the map below.
Figure 1: Chinese companies invest in infrastructure projects (in billions of dollars), 2005-2017
Πηγή: China Global Investment Tracker, 2017
Key features of the project
Supporters of the Danube-Morava-Axios channel point out that this project strengthens the transport of products to the markets of Central and Northern Europe as well as the Caucasus and the Black Sea, while significantly reducing the role of maritime transport and the strategic character of the Bosphorus Straits. This clearly undermines Turkey's geopolitical importance and clearly enhances that of Greece and FYROM. Of course, particular attention is needed to the issues of neo-Balkan altruism between the two countries, which was in no way demonstrated by the notorious 'Prespa Agreement', in order to avoid in the future claims which will be supported, as is the case today by the German-Austrian conflict. The fact that this Agreement does not meet these security requirements is constantly evident from the use made by Mr Zaev, speaking of "a single Macedonia, a single Macedonian ethnicity and a single Macedonian language" having already forgotten the name "North Macedonia", but based on the name "North Macedonia", but based on the agreement with the Greek signature, "mace"nationalethnicity and not citizenship/citizenship, 'Macedonian language' and 'Macedonian culture'. It is also clear that the 'continental German-Saxon' influence on European freight transport is being strengthened and the Suez-Europe and China-Europe links are controlled by the Berlin-Vienna Dipole. This is clearly substantiated by the fact that the waterway will provide a much faster and lower cost route for cargo destined for Europe from the Far East. Studies suggest that such a route would be shortened by four days, compared to the existing situation. (8) From the point of view of the EU's energy security, this link is supported by the Serbian and German sides, that it will be an alternative way to supply oil from the Middle East, increasing European energy security and driving Serbia even closer to its accession within the Union. As far back as 2004/2005, the writer had pointed out the importance of the Port Side-Rotterdam axon and had portrayed it in cartographic. This axis and its route will be completed completely with the implementation of the axiou/Vardari-Morava-Danube waterway.
Figure 3: The Geopolitical Axes of the Mediterranean
Source: I. T. Mazis, Geopolitical approach to a new Greek Defence Doctrine, Papazisis, Athens 2006, (Map 7, p. 48)
In addition, fibre optic cable infrastructure for the transfer of high-speed data may be developed along the road in question during its construction. (See Figure 4)
Figure 4: River interconnections in Europe and OBOR
According to Milena Nikolic, of the Belgrade Institute for Applied Studies and Dragan Duncic, of the Office for Regional Development of Serbia, 2015 are the following:
More specifically, for technical reasons the project was divided into five sub-sections:
"The first section will start from the Danube and reach Stalak, with a length of about 150km and will have a total altitude difference of about 58m. In this section, according to the design of the project, there will be a total of 7 lifting points (locks) in order to achieve navigation through the channels.
The second section will start from Stalak and end in the Presevo catchment area, with a length of about 196km and a total altitude difference of 266m. In this section, according to the design of the project, there will be a total of 30 lifting points (locks).
The third section will start from the Presevo catchment area and end in a horizontal channel between the Danube basin and the Vardar/Axios catchment. The length of this section will be about 30km, with a total altitude difference of about 36m. It is easy to see that if, in the meantime, the disputed exchange of Presevou with Mitrovicas between Serbia and Kosovo occurs, then the Albanian element of the region gains greater strategic influence over this crucial geostrategic axis and that means that Turkey is gaining even greater influence on the same axis.
The fourth section will start from the horizontal channel between the Danube basin and Vardar/Axios and end at the border between Macedonia and Greece, with a length of about 202km and a total altitude difference of 386m. In this section, according to the design of the project, there will be a total of 22 lifting points (locks).
The fifth section will start from Macedonia's border with Greece and end in the Aegean Sea, with a length of about 73km and a total altitude difference of 44m. In this section, according to the design of the project, there will be a total of 3 lifting points (locks)"(11).
An indicative sketch of the technical aspect of the waterway is shown in the following images.
Figure 5: Sketch of the intersection of the Danube-Morava-Axios waterway (Cross section)
(Prof. Nikolic M., Duncic D., “Danube-Morava-Vardar/Axios-Aegean Sea waterway and Silk Road Economic Belt”, Belgrade, p.11)
Figure 6: Horizontal intersection of the Danube-Morava-Axios waterway
Figure 7: Lock mode(14)
(Prof. Nikolic M., Duncic D., “Danube-Morava-Vardar/Axios-Aegean Sea waterway and Silk Road Economic Belt”, Belgrade, p.11)
Project Capacity
The assessment of the possible capacity of the project is based on the maximum capacity of the lifting points that will exist along the waterway, to serve the passing ships. At one lifting point it is possible to simultaneously serve two ships with a total capacity of 2,500 tons. The time it takes to enter and exit ships at the lifting point is 30min. The maximum hypothetical quantity of goods that can move each lifting point is 120,000 tonnes per day or 43.8 million tonnes per year, while the average hypothetical quantity of goods that can move each lifting point is: 5000 t/h x 18 hours x 250 days = 22.5 million tonnes per year. (15)
Project Cost
An overview of the cost distribution of the project, with nominal values for the year 2006, is given below:
Table 3: Danube-Morava-Axios Association Project Cost Allocation
European waterways
Inland waterway transport at European level occupies a 6.9% share in the total volume of freight transport and comprises around 40,000 kilometres of inland waterways, but this percentage is significantly higher in countries with good inland waterway infrastructure, such as the Netherlands, which has 46.6% and Romania at 29%.
Figure 8 : EU transport market share
Πηγσ: Eurostat, 2014
At the same time, waterway transport shows the second best growth rate performance among the various types of freight transport in the period 1995-2013, immediately after road (see Figure 9), but the latter are extremely aggravating for the environment, as we see in Figure 10.
Figure 9 : Percentage increase in freight transport by species 1995-2013
Πηγσ: Eurostat, 2014
Figure 10: Greenhouse gas emissions by industry
Πηγή: Inland Navigation Europe, 2017
Comparison of transport costs on waterways
A 1,350-ton barge consumes four to seven times less fuel than a road vehicle. With only 5 litres of fuel, a barge can carry a ton of cargo at a distance of 500 km. With the same amount of fuel, a train could carry a ton of cargo 333 km, a truck just 100 km, while a plane is just 6.6 km(18) (see Figure 11).
Figure 11: Distance that can be carried out with 5 litres of fuel per category
This does not include the indirect costs incurred by local communities and may be due to accidents, noise, pollution, climate change, etc. For rail transport, the same indirect cost is EUR 12,34, while for waterway navigation it is estimated to be a maximum of EUR 5.
Table 4: Indirect Transport Costs
In addition, as to the transport capacity of the barges used in the waterways, it is sufficient to quote the following image, in order to understand their importance.
Figure 12: Comparative capacity of means of transport
Source: European Court of Auditors, Special Report: "Inland waterway transport in Europe, 2015
It should be stressed, however, that inland waterway transport is slower than those by road and is used for non-perishable products and goods which do not require direct delivery, such as ores, petroleum refining products, coal and crude oil.
Potential Investors
A. GERMANY
One of the most likely investors and certainly one of the most key supporters for this project could be Germany. The construction of the waterway between Morava, Vardar and the Aegean could significantly enhance the value of the Rhine-Main-Danube waterway, creating a strategic link between the North Sea and the Aegean Sea and by extension the Atlantic Ocean with the Mediterranean Sea.
It is no secret, after all, that Germany is the biggest user of river routes, with the German steel and coal industry making the most of it, with the Netherlands, Belgium, Ukraine and Serbia following, as shown in the table below. In short, with the countries that Germany wishes to integrate into its particular geostrategic sphere of influence.
Table 5: Top 10 international flows of transport of minerals and other mining and quarrying products
Πηγή: Eurostat, 2016
B. EU and JAPAN
Serbian academics Sarcevic J., Karanovic S., argue that: "Apart from Germany, potential investors could be the EU or Japan as one of the world's advanced technologically and economically. In this way, Japan will participate in one of the major projects in Europe, while Serbia, Macedonia and Greece will ensure in the long term an investor and stable partner." (22) Admittedly, Sarcevic J., Karanovic S., does not seem to attach any particular importance to the American control houses of the route.
C. INA
Finally, the Chinese side is almost certain to express an investment interest, as in 2013 the maritime link between the Danube and Thessaloniki returned to the news with the visit of Serbian Minister of Natural Resources Mr. Milen Bacevic to China. Beijing regards this link as the most advantageous alternative route to import their products into Europe after the port of Piraeus. So a MOU was signed between the Serbian government and the Chinese company China Gezhoubou Group Corporation. After all, Beijing sees Serbia as an important strategic transit base for the projection of economic power to the EU, since it has already included Greece in its overall investment plan. The fact that Serbia is not a member of the EU and the corresponding Community commitments do not apply is an incentive for Beijing to integrate the Serbian river basin into the Axios/Vardari, Morava and Danube crossings to Central, Western and Northern Europe.
One of the priorities in this respect is the EUR 2 billion railway line between Belgrade and Budapest (HSR) for which an agreement was signed in December 2014. The railway is part of a larger project aimed at connecting Piraeus and Budapest via a high-speed (trans-Balkan) railway station, which has been under consideration since 2014. Agreements have been signed between the Chinese prime minister and his counterparts from Serbia, Hungary and Skopje.
So far, China has financed Serbia a thermal power station in Staniri ($1.7 billion) and a 1500-metre bridge over the Danube River in Belgrade (170 million euros), while other infrastructure projects have been considered. Some of them are the construction of the Belgrade ring road by the Chinese state-owned Sinohydro, a project estimated at $608 million, and the creation of an industrial zone, especially for Chinese companies, is being discussed. (23)
Arguments against the Project
The most important arguments against the investment are the following:
- 'Excessive cost: On the cost, there are various estimates of how much the project can cost as a whole, as in addition to the canal, other installations will have to be built. In addition, sceptics argue that this waterway will effectively "cut" Serbia in half. For this reason, a large number of bridges should be built
- Construction period: according to some estimates it will take at least 13 years to complete the project, with the most pessimistic talking for more than thirty years. Their main argument is that the Germans took almost a century to complete the Rhine-Main-Danube channel, from the day the idea was conceived.
- Effects on the environment: There are fears that the construction of the waterway and other side-effects will destroy the environment in the countries of interest.
- Profitability of the project: Although maritime transport is certainly the most profitable, it is also the slowest. In addition, the question arises which trend in the transport of goods will prevail during the period of completion of the project. This increases the complexity in predicting the depreciation of the project"
Arguments in favour of the project
The most important arguments in favour of investment are the following:
- "Electricity generation: Building such plants, in parallel with the project, will fully meet Serbia's electricity needs and to a very satisfactory degree of other countries. Especially for Serbia, there may be excess energy production to such an extent that it will make it an electricity exporter.
- Jobs: At least twenty thousand workers will be employed in the construction of the waterway, while the positive effects on the economy will also be observed by the development of river tourism.
- Shortcut routes: The sea route from Belgrade to Thessaloniki will be shortened by 1,260 km, since ships should not cross the Black Sea and the Mediterranean, which ensures a more efficient and economical connection between the Mediterranean and Northern and Central Europe"
Infrastructure Projects on European Floating Routes
One of the main objectives of EU transport policy is to eliminate bottlenecks, which hinder the smooth flow of people and goods between the Member States of the Union.
The European Commission's "CEF – Connecting Europe Facility" unit co-finances infrastructure projects totalling EUR 24.05 billion. For the years 2014-2020, with 6% of this budget addressed to waterway infrastructure projects, while in June 2016, the European Commission has once again indicated that it wants inland waterway transport to play a much more important role than it does today. In particular, in a joint statement in Rotterdam, the transport ministers of the Danube countries stressed the importance of the development of inland waterway transport and agreed to step up efforts to restore and maintain waterways. (26)
Είναι χαρακτηριστικό ότι σε όλη την Ευρώπη υπάρχουν 5 έργα σε φάση εξέλιξης για την αναβάθμιση των πλωτών οδεύσεων, 2 έργα σε φάση μελέτης και 1 έργο σε φάση προγραμματισμού, ενώ μόνο στην ευρύτερη περιοχή που καλύπτει ο Δούναβης, υπάρχουν 5 έργα σε φάση εξέλιξης, 2 έργα σε φάση μελέτης και 1 έργο σε φάση προγραμματισμού. Πιο αναλυτικά, όλα τα έργα παρουσιάζονται στον παρακάτω χάρτη, ενώ τα έργα που αφορούν τον Δούναβη, παρουσιάζονται στην Εικόνα 13 και στον Πίνακα 6, οι οποίοι ακολουθούν.
Εικόνα 13: Έργα υποδομών πλωτών οδεύσεων στην Ευρώπη
Πηγή: Inland Navigation Europe, 2016
Πίνακας 6:Έργα υποδομών πλωτών οδεύσεων στην περιοχή του Δούναβη
Πηγή: Inland Navigation Europe, 2016
The reflection on the study presented by Article 13 of the Prespaagreement on the written and in agreement granting rights of the enclosed State to FYROM, at the time provided for under the Law of the Sea, (Articles 58 and 69) at the request of the party concerned (FYROM), was expressed from the floor of the House by the Member of the Democratic Alliance, Giannis Maniatis. "It should be noted that by law "Maniatis" 4001/2011, in Article 156, the first regulation for the Greek EEZ was incorporated. More specifically, the article states: "... Underwater areas shall be understood as the seabed and subsoil of the inland waters of the aeyalitis zone, the continental shelf and the exclusive economic zone (once declared) up to a distance of 200 nm from the baselines from which the range of the aeyalitis zone is measured.';
It is important to underline that "29 of the 30 coastal states that existed at the time took part in the UN Conference on the Law of the Sea. After the dissolution of the Sovian Union, these states became 42, including Skopje. Yugoslavia was one of the most active states at the UN Conference on the Law of the Sea, was a strong supporter of Greece and Cyprus and signed UNCLOS. But when it was dissolved as a state, the provinces of Serbia, Montenegro, Croatia, Slovenia, Bosnia and Macedonia had to rejoin UNCLOS under their new name. So Skopje joined UNCLOS on 19 August 1989 under the name Macedonia".
Studies on the Danube-Morava-Axios Link
- Aleksic, A., Velika Morava, its present state and possibilities for navigation, Glasnik Srpskog ucenog drustva, Belgrade, 1879
- Stamenkovic, N., Project of the Danube – Thessaloniki waterway, American Engineering Company, Belgrade, 1909
- Project Bureau for River Transport, Preliminary project of Danube – Thessaloniki waterway, Belgrade, 1961
- Institute for Water Engineering of SR Macedonia, Economic Study of Vardar River Catchment Area, Skoplje, 1961
- Project Bureau “Ivan Milutinovic” PIM – Engineering and Contracting Company for Waterways, Study of Navigation on Velika, Juzna and Zapadna Morava rivers, Belgrade, 1964
- Institute for Water Engineering “Jaroslav Cerni”, Study and problems of traffic in connection with arrangement of Morava Catchment Area, Belgrade, 1964
- United General Water Engineering Enterprise “Morava”, Economic base of the Morava river catchment area, Belgrade, 1971
Ioannis Th. Mazis is Professor of Economic Geography and Geopolitical Theory, National and Kapodistrian University of Athens
Поверојатно звучат идеи како мост преку Гибралтар, мост до Сицилија, тунел под Берингов проток, автопат преку Дариен-ов прекин во Јужна Америка и кои се не навидум "недостижни" стари идеи за инфраструктурни проекти, него ли што изгледа достижна Вардарска Долина. Нема ништо од ова уште барем пола век.
Поверојатно звучат идеи како мост преку Гибралтар, мост до Сицилија, тунел под Берингов проток, автопат преку Дариен-ов прекин во Јужна Америка и кои се не навидум "недостижни" стари идеи за инфраструктурни проекти, него ли што изгледа достижна Вардарска Долина. Нема ништо од ова уште барем пола век.
и’ да нема ништо, но нишкава од вакви паушално-сеирџиско-фејкбуковски коментари, а не идејата за Пловен Вардар, која и да не види бел ден истата веќе тера концептно со физибилитки, и наместо за сега да земеш истите такви абери да ги рециклираш, си зел пополнуваш простор со ’’полнопразност’’, која Вистинита Или Не, никако неможам да ги разберам ваквите спамирања налик Ау Уа Браво Неможе Може Че Видиш и сл. а без притоа да се направи бар мала анализа или да се даде некаков онтопик аргумент зошто нешто е вакво или онакво илити ќе биде ...
еве и сликовита фејкбуковска поента за постов кога би здрмал во истиот потпросечно > на ЕТФ изгледа ги лоботомираат студенТи виа високофреквентни градива, ќе да истилтале та немаат волја ако не акал да думаат логично-конструктивно!? и ево каде со ваков памет, Но ова е проблем на Модерација која треба во ваков спам случај да се држи строго до Правилнико, инаку никогаш и нема ни да се стркала здрава дебатна атмосфера на форумов кога и да бидне истиот повторно ошштествено атрактивен! замисли си U.... нишкава да имаше ко овие два поста едно стотина, што мислиш тоа нема ли да личи бетер од фејкбук!?
the potential building of the Morava-Vardar Canal was first mentioned in
1907 when the American government established in New Jersey the American
engineering commission for the observation of the Morava-Vardar waterway. After the
outbreak of the war in 1919, this project had been put aside to be put back in 1961 as one of the options for spatial planning of the economic development of Serbia. In the late 20th and early 21 century, this plan was proposed as one of the basis of the spatial planning and a very significant segment of the national programme of Serbia. [1]
In 1904 started real initiative for building the navigable route in order to connect the
Danube with the Aegean Sea. An American firm of New Jersey (USA) in 1908
employed prof.Nikola Stamenkovic who made a preliminary design of a navigable route Morava - Vardar (Axios).
The idea raised by the Governments of Greece and former Yugoslavia and
in 1961, preliminary project plans were elaborated. Mission of the United Nations experts visited former Yugoslavia in 1973 to investigate the background of the project and to assess its validity. The experts concluded it was likely that a waterway could be economically justified.
In period from 1973 till 2006, engineers from Serbia prepared complete preliminary design for future waterway.
...
The Danube-Aegean waterway, 650 kilometers length, has to overcome
approximately 812 meters of fall, or a fall of only 1.25 meters per kilometers of length. If we
compare the Danube-Aegean project fall, with the fall on some European canals (Vienna -
Budweis Canal, Danube - Moldau Canal, Bohemian - Moravian Canal, etc.) it is obvious that
the Danube - Aegean waterway is technically far easier to construct than the above referred
to canals.
• Minimal canal with on navigation depth is 28 m
• At curves the radius of canal axis not less then 800 m
• dimension of canal locks (minimum length 190 m, minimum with 12 m and
minimum water depth 3.5 m)
Project established five different part of waterway:
First part from Danube to Stalac, approximately 150 km with total altitude difference of 58 m. On this part according project design are 7 steps with locks. on this part from Danube to Stalac Morava can be made navigable by means of canalization.
Technical solution of water way Danube - Morava - Vardar (Axios) was based on dimensions for standard Danube vessel: boat (length 80 m, width 9.5, draft 2.5 m and 1350 tonnage) and barges (length 70 m, width 9.5, draft 2.5 m and 1250 tonnage).
Second part from Stalac to watershed (Presevo), approximately 196 km with total
altitude difference of 266 m. On this part according project design are 30 steps with locks on this part 107 km could be construct as canalization of river South Morava and 89 km can be obtained by construction of a navigable canal.
Third part is from watershed (Presevo) with vessel lift (multiple locks "flight" type) to horizontal canal between Danube drainage basin and Vardar (Axios) drainage basin. Length of this part is approximately 30 km with total altitude difference of 36 m.
Forth part is from horizontal canal between Danube drainage basin and Vardar
(Axios) drainage basin to the border between former republic Macedonian and Grice. Length of this part is part is approximately 202 km with total altitude difference of 386 m. On this part according project design are 22 steps. There are 4 multiple locks ("flight" type 36 m each) and 18 ordinary hydrostatic locks
Fifth part is from border between former republic Macedonian and Grice to Aegean
Sea, approximately 73 km with total altitude difference of 44 m. On this part there are 3 steps. At the end of last part is canal 16 km length as connection of river Vardar - Axios and port Thessalonica.
Basic dimensions of navigable canal ware:
• Water depth in the middle on canal cross section is 4 m
• Water depth at lower end on canal cross section is 3.75 m
• Canal with on water level is 43 m
• Minimal canal with on navigation depth is 28 m
• At curves the radius of canal axis not less then 800 m
• dimension of canal locks (minimum length 190 m, minimum with 12 m and
minimum water depth 3.5 m) [1]
The geopolitical and geo-strategic importance of the Morava-Vardar axis as a pillar and Heartland of the Balkans is con-firmed by the plan to build a navigable canal linking the two valleys which will allow navigationfrom the Danube (and hence the Rhine, the North Sea and the Atlantic Ocean) to the AegeanSea (and therefore in the Mediterranean Sea through the Suez Canal in the Indian Ocean)(Mileski & Sharevski 2014: 50). The recent initiatives of the Serbian government which had apositive reception from Macedonia, and the expressed interest and willingness of Chinesecompanies show again recasting of the old idea to build a navigable canal Danube - Morava -Vardar - Thessaloniki (Mileski & Del Re: 2013, 54). The primary plan envisions linking the rivervalleys of Morava and Vardar in this channel which will go through the valleys of the riversPchinja and South Morava (Mileski & Del Re, 2013: 54). The connection of these river valleysthat are open to opposite directions of different sea basins would have to be accomplishedthrough Macedonia, more precisely in this area at the east end and the edge of the Skopjevalley in the vicinity of Miladinovci, which is also the westem edge of the Pchinja Valley, andthe most appropriate relief physically and geographically. Any opportunities to promote thisidea and construction of navigable canals, will mean that the point of geostrategic center ofgravity for Macedonia near the Miladinovci village will gain even greater importance in terms ofmaritime traffic, which will undoubtedly have an extremely huge and positive impact on theeconomy. In addition to the plans for transport connections we should mention the recent ideaof the government of China to build a high-speed railway in the Balkans that connects Thessa-loniki and Budapest, which will pass through Macedonia along the railway corridor 10, and thusthrough this area of geostrategic center of gravity in the eastern part of the Skopje Valley nearthe airport and village Miladinovci. [1]
тро недозаокружена сф-думата погоре та еве уште еден пост ... Иако постои "фреквенциска" технологија со која потенцијално цели Планини би можело да се симнат, претпоставувам доколку тоа е контролиран процес на минирање низ долго вметнати цевки во кои може да се оди и со фреквенциско минирање ко што има сличен абер погоре или пак да се оди сегментарно со топење на карпи, Сепак и да можеме ова да го изведеме, потенцијално се наметнуваат два ризика, прво дали такво минирање и воопшто поместување на толкава маса земја би влијаела на локалната Тектоника поточно Скопскиот Расед, и дали потоа таква маса на вода исто не би сторила во сличен правец проблем, логично ако се пробива директно Дунав кон Егеј (макар и во форма на тунел) каналот би бил и поголем и подлабок, та сето ова како некоја моја сф-дума вака антиципирано е премногу ризично за да се прифати дури и кога би било изводливо!
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