The paper explores the epistemic fruitfulness of the contemporary theories of modern relations for historical research about the relations between premodern polities. The author suggests to replace the concepts of "international system" and "international society" by the broader notions of "interpolity system" and that of "interpolity society". It is demonstrated that A. Wendt's thesis that in the premodern times international politics was dominated by the Hobbesian culture of anarchy disregards historical evidence about the "Lockean" realities of the dynastic politics in the medieval Europe and other places. The author also criticise H. Bull's concept of international society because of its assumption that Westphalian peace treaty of 1648 was the date of birth of the international law and international society as historical reality. Paper includes a case study about the changing roles and challenges of the Grand Duchy of Lithuania (GDL) as the subject of interpolity relations in XIII-XV centuries. It focuses on the rise of GDL from the polity playing the role of the barrier (but not that of buffer) polity, separating Central European and Eastern European interpolity systems and belonging to both of them, to the regional empire and suzerain polity of the Eastern European interpolity system by the early XVth century. However, Lithuanian hegemony in Eastern Europe lasted only very few years. After 1430, the Eastern European interpolity system was about to transform itself from the suzerain polity system into a multipolar sovereign interpolity system of the type that consolidated in the Central and Western Europe after 1648 and survived for 300 years. However, the political leadership of GDL failed to meet the challenge to maintain an emerging multipolar balance of power in this system. Adapted from the source document.
East Asia is the area of interests' clash between states like Russia, China, Japan and the USA. Judging by power levels China and the USA are the strongest poles of the international relations system, although weaker Russia and Japan are not willing to concede. Therefore, Russia faces the challenge of forming and implementing foreign policy, effectiveness of which will decide Russia's position regionally and globally. In this context, the problem of Russia's foreign policy towards the great East Asian states arises. The global importance of China, Japan, the USA and Russia itself makes bilateral actions at regional level globally important. Seeking to take part in the creation of a new multipolar system, Russia is forced to act in current regional power balance conditions. Therefore, Russia can enforce its positions as a new power pole or become weak and dependent player in comparison to great East Asian states. The aim of this study is to assess the influence that the Russian foreign policy towards the great East Asian states has in the context of increasing Russia's power. The relations between Russia, China, Japan and the USA in relation to East Asia region are explained by applying descriptive–analytic, comparison and document analysis methods. The study presents the description of international relations in the light of neoclassical realism, analyses the main geopolitical and social-economic factors that decide the importance of Russian foreign policy towards the great East Asian states and describes the effect that Russia's actions have on its power positions. It is determined in the conclusion of this research that state's foreign policy is perceived as a result of interaction between systemic and national factors. Having in mind Russia's geopolitical conditions this concept translates into a confrontation between an understanding of a bridge and a buffer zone. Russia is an important international actor as a bridge between Europe and Asia at the same time separating Europe from East Asia's great states', global influence of which is constantly growing. Therefore, Russia's foreign policy towards the great East Asian states is to exploit the USA's power loss in favour to China for personal gains of enforcing its own status as a power pole. The effect of actions taken to achieve this goal is ambivalent. Russia's actions towards China, Japan and the USA are logical and well backed up in the context of power balance being a result between the aforementioned states, although judging from the long term perspective the argumentation of these actions are questioned in the light of general Russian power increase.
East Asia is the area of interests' clash between states like Russia, China, Japan and the USA. Judging by power levels China and the USA are the strongest poles of the international relations system, although weaker Russia and Japan are not willing to concede. Therefore, Russia faces the challenge of forming and implementing foreign policy, effectiveness of which will decide Russia's position regionally and globally. In this context, the problem of Russia's foreign policy towards the great East Asian states arises. The global importance of China, Japan, the USA and Russia itself makes bilateral actions at regional level globally important. Seeking to take part in the creation of a new multipolar system, Russia is forced to act in current regional power balance conditions. Therefore, Russia can enforce its positions as a new power pole or become weak and dependent player in comparison to great East Asian states. The aim of this study is to assess the influence that the Russian foreign policy towards the great East Asian states has in the context of increasing Russia's power. The relations between Russia, China, Japan and the USA in relation to East Asia region are explained by applying descriptive–analytic, comparison and document analysis methods. The study presents the description of international relations in the light of neoclassical realism, analyses the main geopolitical and social-economic factors that decide the importance of Russian foreign policy towards the great East Asian states and describes the effect that Russia's actions have on its power positions. It is determined in the conclusion of this research that state's foreign policy is perceived as a result of interaction between systemic and national factors. Having in mind Russia's geopolitical conditions this concept translates into a confrontation between an understanding of a bridge and a buffer zone. Russia is an important international actor as a bridge between Europe and Asia at the same time separating Europe from East Asia's great states', global influence of which is constantly growing. Therefore, Russia's foreign policy towards the great East Asian states is to exploit the USA's power loss in favour to China for personal gains of enforcing its own status as a power pole. The effect of actions taken to achieve this goal is ambivalent. Russia's actions towards China, Japan and the USA are logical and well backed up in the context of power balance being a result between the aforementioned states, although judging from the long term perspective the argumentation of these actions are questioned in the light of general Russian power increase.
East Asia is the area of interests' clash between states like Russia, China, Japan and the USA. Judging by power levels China and the USA are the strongest poles of the international relations system, although weaker Russia and Japan are not willing to concede. Therefore, Russia faces the challenge of forming and implementing foreign policy, effectiveness of which will decide Russia's position regionally and globally. In this context, the problem of Russia's foreign policy towards the great East Asian states arises. The global importance of China, Japan, the USA and Russia itself makes bilateral actions at regional level globally important. Seeking to take part in the creation of a new multipolar system, Russia is forced to act in current regional power balance conditions. Therefore, Russia can enforce its positions as a new power pole or become weak and dependent player in comparison to great East Asian states. The aim of this study is to assess the influence that the Russian foreign policy towards the great East Asian states has in the context of increasing Russia's power. The relations between Russia, China, Japan and the USA in relation to East Asia region are explained by applying descriptive–analytic, comparison and document analysis methods. The study presents the description of international relations in the light of neoclassical realism, analyses the main geopolitical and social-economic factors that decide the importance of Russian foreign policy towards the great East Asian states and describes the effect that Russia's actions have on its power positions. It is determined in the conclusion of this research that state's foreign policy is perceived as a result of interaction between systemic and national factors. Having in mind Russia's geopolitical conditions this concept translates into a confrontation between an understanding of a bridge and a buffer zone. Russia is an important international actor as a bridge between Europe and Asia at the same time separating Europe from East Asia's great states', global influence of which is constantly growing. Therefore, Russia's foreign policy towards the great East Asian states is to exploit the USA's power loss in favour to China for personal gains of enforcing its own status as a power pole. The effect of actions taken to achieve this goal is ambivalent. Russia's actions towards China, Japan and the USA are logical and well backed up in the context of power balance being a result between the aforementioned states, although judging from the long term perspective the argumentation of these actions are questioned in the light of general Russian power increase.
The paper explores the epistemic fruitfulness of the contemporary theories of modern relations for historical research about the relations between premodern polities. The application of the neorealist theory in such research is blocked by its assumption that its subject is international system, consisting of sovereign national states. However, there were no such states (and nations) in medieval Europe and most other places in premodern times. The concept of international society of H. Bull is not applicable to premodern polities because of its assumption that Westphalian peace treaty of 1648 was the date of birth of the international law and international society as historical reality. A. Wendt's thesis that in the premodern times international politics was dominated by the Hobbesian culture of anarchy disregards historical evidence about the "Lockean" realities of the dynastic politics in the medieval Europe and other places. In the first part of the article, the corrections to remove these modernist and europocentric deformations are suggested. They include the replacement of the concepts of "international system" and "international society" by the broader notions of "interpolity system" and that of "interpolity society", and the distinction between "sovereign politikes system/society" and "suzerain (imperial) polity system/society", borrowed (with modifications) from M. Wight. Second part and third parts together constitute a case study about the changing roles and challenges of the Grand Duchy of Lithuania (GDL) as the subject of interpolity relations in XIII–XV centuries. The second part is about the rise of GDL from the polity playing the role of the barrier (but not that of buffer) polity, separating Central European and Eastern European interpolity systems and belonging to both of them, to the regional empire and suzerain polity of the Eastern European interpolity system by the early XVth century. However, Lithuanian hegemony in Eastern Europe lasted only very few years. After 1430, the Eastern European interpolity system was about to transform itself from the suzerain polity system into a multipolar sovereign interpolity system of the type that consolidated in the Central and Western Europe after 1648 and survived for 300 years. However, the political leadership of GDL failed to meet the challenge to maintain an emerging multipolar balance of power in this system. According to the unconventional account of the so-called "feudal war" (1431–1453) in the Great Duchy of Moscow by Alexander Zimin, there was real possibility to establish at least two Russian states in the lands ruled by the Muscovite princes. Great Novgorod was viable polity too, bearing promise of the protobourgeois and protodemocratic Russia. Another viable polity was created in Kazan by Tatars who have changed to sedentary life of agriculturalists, and were about to become the power, filling out the geopolitical space that in older times was held by Volga Bulgaria. However, mainly due to the pursuit by Jagiellonian rulers of GDL and Poland of the dynastic politics in the Central Europe, at least three windows of opportunity to preserve this interpolity system from its annihilation by rising Moscow empire were not used. Last of them was the opportunity to re-establish the independence of Great Novgorod in 1480. These failures of the Lithuanian statesmanship sealed the fate of the Eastern European interpolity system: its disappearance in the Moscow empire. So the history of Eastern European interpolity politics in the XIII–XVIII centuries is another case proving the finding of the recent research by Stuart J. Kaufman, William C. Wohlforth, Richard Little, David Kangi, Charles Jones, Victoria Tin-Bor Hui, Arthur Eckstein, Daniel Deudney, Williams Brenner that a long-lasting balance of power in a interpolity system is rather an exception than rule, the rule being the displacement of the multipolar or bipolar balance of power interpolity systems by empires.
The paper explores the epistemic fruitfulness of the contemporary theories of modern relations for historical research about the relations between premodern polities. The application of the neorealist theory in such research is blocked by its assumption that its subject is international system, consisting of sovereign national states. However, there were no such states (and nations) in medieval Europe and most other places in premodern times. The concept of international society of H. Bull is not applicable to premodern polities because of its assumption that Westphalian peace treaty of 1648 was the date of birth of the international law and international society as historical reality. A. Wendt's thesis that in the premodern times international politics was dominated by the Hobbesian culture of anarchy disregards historical evidence about the "Lockean" realities of the dynastic politics in the medieval Europe and other places. In the first part of the article, the corrections to remove these modernist and europocentric deformations are suggested. They include the replacement of the concepts of "international system" and "international society" by the broader notions of "interpolity system" and that of "interpolity society", and the distinction between "sovereign politikes system/society" and "suzerain (imperial) polity system/society", borrowed (with modifications) from M. Wight. Second part and third parts together constitute a case study about the changing roles and challenges of the Grand Duchy of Lithuania (GDL) as the subject of interpolity relations in XIII–XV centuries. The second part is about the rise of GDL from the polity playing the role of the barrier (but not that of buffer) polity, separating Central European and Eastern European interpolity systems and belonging to both of them, to the regional empire and suzerain polity of the Eastern European interpolity system by the early XVth century. However, Lithuanian hegemony in Eastern Europe lasted only very few years. After 1430, the Eastern European interpolity system was about to transform itself from the suzerain polity system into a multipolar sovereign interpolity system of the type that consolidated in the Central and Western Europe after 1648 and survived for 300 years. However, the political leadership of GDL failed to meet the challenge to maintain an emerging multipolar balance of power in this system. According to the unconventional account of the so-called "feudal war" (1431–1453) in the Great Duchy of Moscow by Alexander Zimin, there was real possibility to establish at least two Russian states in the lands ruled by the Muscovite princes. Great Novgorod was viable polity too, bearing promise of the protobourgeois and protodemocratic Russia. Another viable polity was created in Kazan by Tatars who have changed to sedentary life of agriculturalists, and were about to become the power, filling out the geopolitical space that in older times was held by Volga Bulgaria. However, mainly due to the pursuit by Jagiellonian rulers of GDL and Poland of the dynastic politics in the Central Europe, at least three windows of opportunity to preserve this interpolity system from its annihilation by rising Moscow empire were not used. Last of them was the opportunity to re-establish the independence of Great Novgorod in 1480. These failures of the Lithuanian statesmanship sealed the fate of the Eastern European interpolity system: its disappearance in the Moscow empire. So the history of Eastern European interpolity politics in the XIII–XVIII centuries is another case proving the finding of the recent research by Stuart J. Kaufman, William C. Wohlforth, Richard Little, David Kangi, Charles Jones, Victoria Tin-Bor Hui, Arthur Eckstein, Daniel Deudney, Williams Brenner that a long-lasting balance of power in a interpolity system is rather an exception than rule, the rule being the displacement of the multipolar or bipolar balance of power interpolity systems by empires.
The paper explores the epistemic fruitfulness of the contemporary theories of modern relations for historical research about the relations between premodern polities. The application of the neorealist theory in such research is blocked by its assumption that its subject is international system, consisting of sovereign national states. However, there were no such states (and nations) in medieval Europe and most other places in premodern times. The concept of international society of H. Bull is not applicable to premodern polities because of its assumption that Westphalian peace treaty of 1648 was the date of birth of the international law and international society as historical reality. A. Wendt's thesis that in the premodern times international politics was dominated by the Hobbesian culture of anarchy disregards historical evidence about the "Lockean" realities of the dynastic politics in the medieval Europe and other places. In the first part of the article, the corrections to remove these modernist and europocentric deformations are suggested. They include the replacement of the concepts of "international system" and "international society" by the broader notions of "interpolity system" and that of "interpolity society", and the distinction between "sovereign politikes system/society" and "suzerain (imperial) polity system/society", borrowed (with modifications) from M. Wight. Second part and third parts together constitute a case study about the changing roles and challenges of the Grand Duchy of Lithuania (GDL) as the subject of interpolity relations in XIII–XV centuries. The second part is about the rise of GDL from the polity playing the role of the barrier (but not that of buffer) polity, separating Central European and Eastern European interpolity systems and belonging to both of them, to the regional empire and suzerain polity of the Eastern European interpolity system by the early XVth century. However, Lithuanian hegemony in Eastern Europe lasted only very few years. After 1430, the Eastern European interpolity system was about to transform itself from the suzerain polity system into a multipolar sovereign interpolity system of the type that consolidated in the Central and Western Europe after 1648 and survived for 300 years. However, the political leadership of GDL failed to meet the challenge to maintain an emerging multipolar balance of power in this system. According to the unconventional account of the so-called "feudal war" (1431–1453) in the Great Duchy of Moscow by Alexander Zimin, there was real possibility to establish at least two Russian states in the lands ruled by the Muscovite princes. Great Novgorod was viable polity too, bearing promise of the protobourgeois and protodemocratic Russia. Another viable polity was created in Kazan by Tatars who have changed to sedentary life of agriculturalists, and were about to become the power, filling out the geopolitical space that in older times was held by Volga Bulgaria. However, mainly due to the pursuit by Jagiellonian rulers of GDL and Poland of the dynastic politics in the Central Europe, at least three windows of opportunity to preserve this interpolity system from its annihilation by rising Moscow empire were not used. Last of them was the opportunity to re-establish the independence of Great Novgorod in 1480. These failures of the Lithuanian statesmanship sealed the fate of the Eastern European interpolity system: its disappearance in the Moscow empire. So the history of Eastern European interpolity politics in the XIII–XVIII centuries is another case proving the finding of the recent research by Stuart J. Kaufman, William C. Wohlforth, Richard Little, David Kangi, Charles Jones, Victoria Tin-Bor Hui, Arthur Eckstein, Daniel Deudney, Williams Brenner that a long-lasting balance of power in a interpolity system is rather an exception than rule, the rule being the displacement of the multipolar or bipolar balance of power interpolity systems by empires.
The paper explores the epistemic fruitfulness of the contemporary theories of modern relations for historical research about the relations between premodern polities. The application of the neorealist theory in such research is blocked by its assumption that its subject is international system, consisting of sovereign national states. However, there were no such states (and nations) in medieval Europe and most other places in premodern times. The concept of international society of H. Bull is not applicable to premodern polities because of its assumption that Westphalian peace treaty of 1648 was the date of birth of the international law and international society as historical reality. A. Wendt's thesis that in the premodern times international politics was dominated by the Hobbesian culture of anarchy disregards historical evidence about the "Lockean" realities of the dynastic politics in the medieval Europe and other places. In the first part of the article, the corrections to remove these modernist and europocentric deformations are suggested. They include the replacement of the concepts of "international system" and "international society" by the broader notions of "interpolity system" and that of "interpolity society", and the distinction between "sovereign politikes system/society" and "suzerain (imperial) polity system/society", borrowed (with modifications) from M. Wight. Second part and third parts together constitute a case study about the changing roles and challenges of the Grand Duchy of Lithuania (GDL) as the subject of interpolity relations in XIII–XV centuries. The second part is about the rise of GDL from the polity playing the role of the barrier (but not that of buffer) polity, separating Central European and Eastern European interpolity systems and belonging to both of them, to the regional empire and suzerain polity of the Eastern European interpolity system by the early XVth century. However, Lithuanian hegemony in Eastern Europe lasted only very few years. After 1430, the Eastern European interpolity system was about to transform itself from the suzerain polity system into a multipolar sovereign interpolity system of the type that consolidated in the Central and Western Europe after 1648 and survived for 300 years. However, the political leadership of GDL failed to meet the challenge to maintain an emerging multipolar balance of power in this system. According to the unconventional account of the so-called "feudal war" (1431–1453) in the Great Duchy of Moscow by Alexander Zimin, there was real possibility to establish at least two Russian states in the lands ruled by the Muscovite princes. Great Novgorod was viable polity too, bearing promise of the protobourgeois and protodemocratic Russia. Another viable polity was created in Kazan by Tatars who have changed to sedentary life of agriculturalists, and were about to become the power, filling out the geopolitical space that in older times was held by Volga Bulgaria. However, mainly due to the pursuit by Jagiellonian rulers of GDL and Poland of the dynastic politics in the Central Europe, at least three windows of opportunity to preserve this interpolity system from its annihilation by rising Moscow empire were not used. Last of them was the opportunity to re-establish the independence of Great Novgorod in 1480. These failures of the Lithuanian statesmanship sealed the fate of the Eastern European interpolity system: its disappearance in the Moscow empire. So the history of Eastern European interpolity politics in the XIII–XVIII centuries is another case proving the finding of the recent research by Stuart J. Kaufman, William C. Wohlforth, Richard Little, David Kangi, Charles Jones, Victoria Tin-Bor Hui, Arthur Eckstein, Daniel Deudney, Williams Brenner that a long-lasting balance of power in a interpolity system is rather an exception than rule, the rule being the displacement of the multipolar or bipolar balance of power interpolity systems by empires.
Relevance of the dissertation is determined by the object of research – the influence of logistical factors on transport flows distribution. The growth of world economics, business globalization, progress in technology skills extends the distances between geographical points of raw materials resources, manufacturers and consumers. Due to the membership in the European Union (EU) Lithuania has got new opportunities for international trade growth, and all the Eastern Baltic countries have become the buffer region for the EU trading with the countries of the Eastern Europe and Asia. A proper transport policy and infrastructure development would increase significantly the GNP in warehousing, transport and distribution sectors. Forecasting of potential transport flows according to logistical requirements of freight suppliers is most important for transport network optimization. Scientific problem. Contemporary transport engineering theory approaches the peculiarities of transport flows formation too narrowly, only as an analysis of internal factors determining freight flows. There is no analysis of external factors. Many researchers assume that transport flows are determined only by the existing transport network and its characteristics. Other researchers consider transport flows as a result of logistic elements only. The estimating of internal and external logistical factors provides a possibility to forecast the transport flows. Aim of the research is to create a model of logistical factors influence on transport flows distribution. Seeking to meet this aim, the author of the dissertation has solved the following tasks: 1. To make an analysis of the theory provided by Lithuanian and foreign researchers concerning the common interaction of logistics and transport, as well as to point out the advantages and disadvantages in the approaches and hypotheses of many authors, and to propose own conclusions. 2. To create a model of logistical factors and their indicators, which determine transport flows distribution in the transport network. 3. To make empirical research of indices of logistical factors in Lithuanian case. Scientific novelty of the research 1. The analysis of the research level of the scientific problem shows a very narrow theoretical view of determining transport flows. Many authors analyze internal factors only and do not estimate logistical needs of consignors and consignees. 2. The created new models determine transport flows and freight flows in transport network by internal and external specific logistical factors as well. 3. The results of empirical research of external factors confirm the created new models and provide a new interpretation and theoretical view of regularities of freight flows formation. Direct influence on basic transportation process characteristics and control is exercised by clients of transport companies. The basic attitudes for defending 1 The advantages and disadvantages of approaches of numerous researchers on logistic and transportation functions. 2 The models determining distribution of transport flows according to logistical factors. 3 The conclusions of empirical research of logistical factors' influence in Lithuanian case. The significance of the research. Theories proposed by many authors on transport and logistic functioning and interaction are analyzed, and a new point of theoretical view is given. The created models would be fit for forecasting of transport flows and planning of investments in transport infrastructure. The models would help the government, transport and logistics companies to make strategic decisions for development projects. Results of empirical research, which prove theoretical models are important for transport and logistic service providers and their customers for better common understanding and common activities. Methodology of the research is based on regression and correlative analysis, forecasting, as well as on market survey and mathematical modeling. Approbation of the work. Main theses of the dissertation were approbated in 3 scientific published works and 14 scientific conferences papers. Dissertation's structure. The work consists of introduction, three chapters, conclusions and a list of literature (123 scientific works). The amount of the work is: 108 pages, 61 figures and 20 tables. The work includes 6 appendixes. Conclusions The theoretical analysis of logistics influence on transport flows distribution concepts by many researchers, the mathematical modeling of transport flows determination factors and empirical research to give the following conclusions: 1. Many scientists explore logistics and transport by different concepts, however there are no special investigations of logistical impact on transport flows distribution in their works. The analysis of scientific works shows a dual aspect of transport flows distribution. The first theory maintains that technological engineering solutions determine transport flows; the second theory considers that they are determined by logistical factors such as: 1) added value; 2) minimization of logistics costs; 3) customer service. 2. The supporters of technological approach focus the attention on mathematical modeling of freight flows in transport network, nodes and links, as well as logistical chains. According to this point of view, physical characteristics of links and nodes only give possibility to solve the task of freight flows distribution. The scientific problem is that physical characteristics do not suffice for the right solution of this task. It is important to find and estimate external logistical factors. 3. It is important to estimate that transport flows formation is determined in long-term period according to the requirements of manufacturers, wholesalers, retailers and consumers. The trade centralization is one of the basic elements in formation of logistical channels and distribution centers, and transport flows of course. 4. The mathematical model of transport flows distribution is created here. The model gives peculiarities of freight flows distribution according to estimation of economical, juridical and physical parameters of nodes and links. If a logistical subsystem of the given sub-region does not constitute the entire goods traffic channel from the consignor to the consignee, but it is a constituent part of the entire logistical channel from the consignor to the consignee, then the flow traffic goods through that sub-region will be dependent not only on the characteristics of the logistical channel existing in the sub-region's logistical system, but it will also depend on other regions, the logistical systems of which are involved in the common logistical channel. The minimization of the characteristics of any element may cause the minimization of the characteristics of the entire logistical channel as well as the loss of its competitive abilities. 5. The model of shipment grouping according to peculiarities of transport flows and logistic requirements is created. The model enables the estimating of characteristics of freight origins and destination points and forecasting of grouped shipment routes. 6. The survey shows dual approach to transport flows distribution as well as theoretical analysis. Transport flows are distributed according to logistic strategy of transport service consumers and technological solutions, and implementations of providers as well. The survey demonstrates that transport companies are not only 'sellers' or 'providers' of transport services. They are logistical partners of transport service consumers. The strategic partnership of trading and transport companies determines in many cases the formation of transport flows in Lithuania. According forecast of 5 % yearly trade growth, freight volume by road and rail in Lithuania will increase to 133.6 million tons in year 2015. 7. The basic logistical factors determining the distribution of transport flows in Lithuania according to the survey are these: geography of consumers markets, geography of basic transport nodes, structures of logistical channels, perspective of urban development, shortest paths, political and anti-criminal security of transit, grouping of goods, national factor.
Relevance of the dissertation is determined by the object of research – the influence of logistical factors on transport flows distribution. The growth of world economics, business globalization, progress in technology skills extends the distances between geographical points of raw materials resources, manufacturers and consumers. Due to the membership in the European Union (EU) Lithuania has got new opportunities for international trade growth, and all the Eastern Baltic countries have become the buffer region for the EU trading with the countries of the Eastern Europe and Asia. A proper transport policy and infrastructure development would increase significantly the GNP in warehousing, transport and distribution sectors. Forecasting of potential transport flows according to logistical requirements of freight suppliers is most important for transport network optimization. Scientific problem. Contemporary transport engineering theory approaches the peculiarities of transport flows formation too narrowly, only as an analysis of internal factors determining freight flows. There is no analysis of external factors. Many researchers assume that transport flows are determined only by the existing transport network and its characteristics. Other researchers consider transport flows as a result of logistic elements only. The estimating of internal and external logistical factors provides a possibility to forecast the transport flows. Aim of the research is to create a model of logistical factors influence on transport flows distribution. Seeking to meet this aim, the author of the dissertation has solved the following tasks: 1. To make an analysis of the theory provided by Lithuanian and foreign researchers concerning the common interaction of logistics and transport, as well as to point out the advantages and disadvantages in the approaches and hypotheses of many authors, and to propose own conclusions. 2. To create a model of logistical factors and their indicators, which determine transport flows distribution in the transport network. 3. To make empirical research of indices of logistical factors in Lithuanian case. Scientific novelty of the research 1. The analysis of the research level of the scientific problem shows a very narrow theoretical view of determining transport flows. Many authors analyze internal factors only and do not estimate logistical needs of consignors and consignees. 2. The created new models determine transport flows and freight flows in transport network by internal and external specific logistical factors as well. 3. The results of empirical research of external factors confirm the created new models and provide a new interpretation and theoretical view of regularities of freight flows formation. Direct influence on basic transportation process characteristics and control is exercised by clients of transport companies. The basic attitudes for defending 1 The advantages and disadvantages of approaches of numerous researchers on logistic and transportation functions. 2 The models determining distribution of transport flows according to logistical factors. 3 The conclusions of empirical research of logistical factors' influence in Lithuanian case. The significance of the research. Theories proposed by many authors on transport and logistic functioning and interaction are analyzed, and a new point of theoretical view is given. The created models would be fit for forecasting of transport flows and planning of investments in transport infrastructure. The models would help the government, transport and logistics companies to make strategic decisions for development projects. Results of empirical research, which prove theoretical models are important for transport and logistic service providers and their customers for better common understanding and common activities. Methodology of the research is based on regression and correlative analysis, forecasting, as well as on market survey and mathematical modeling. Approbation of the work. Main theses of the dissertation were approbated in 3 scientific published works and 14 scientific conferences papers. Dissertation's structure. The work consists of introduction, three chapters, conclusions and a list of literature (123 scientific works). The amount of the work is: 108 pages, 61 figures and 20 tables. The work includes 6 appendixes. Conclusions The theoretical analysis of logistics influence on transport flows distribution concepts by many researchers, the mathematical modeling of transport flows determination factors and empirical research to give the following conclusions: 1. Many scientists explore logistics and transport by different concepts, however there are no special investigations of logistical impact on transport flows distribution in their works. The analysis of scientific works shows a dual aspect of transport flows distribution. The first theory maintains that technological engineering solutions determine transport flows; the second theory considers that they are determined by logistical factors such as: 1) added value; 2) minimization of logistics costs; 3) customer service. 2. The supporters of technological approach focus the attention on mathematical modeling of freight flows in transport network, nodes and links, as well as logistical chains. According to this point of view, physical characteristics of links and nodes only give possibility to solve the task of freight flows distribution. The scientific problem is that physical characteristics do not suffice for the right solution of this task. It is important to find and estimate external logistical factors. 3. It is important to estimate that transport flows formation is determined in long-term period according to the requirements of manufacturers, wholesalers, retailers and consumers. The trade centralization is one of the basic elements in formation of logistical channels and distribution centers, and transport flows of course. 4. The mathematical model of transport flows distribution is created here. The model gives peculiarities of freight flows distribution according to estimation of economical, juridical and physical parameters of nodes and links. If a logistical subsystem of the given sub-region does not constitute the entire goods traffic channel from the consignor to the consignee, but it is a constituent part of the entire logistical channel from the consignor to the consignee, then the flow traffic goods through that sub-region will be dependent not only on the characteristics of the logistical channel existing in the sub-region's logistical system, but it will also depend on other regions, the logistical systems of which are involved in the common logistical channel. The minimization of the characteristics of any element may cause the minimization of the characteristics of the entire logistical channel as well as the loss of its competitive abilities. 5. The model of shipment grouping according to peculiarities of transport flows and logistic requirements is created. The model enables the estimating of characteristics of freight origins and destination points and forecasting of grouped shipment routes. 6. The survey shows dual approach to transport flows distribution as well as theoretical analysis. Transport flows are distributed according to logistic strategy of transport service consumers and technological solutions, and implementations of providers as well. The survey demonstrates that transport companies are not only 'sellers' or 'providers' of transport services. They are logistical partners of transport service consumers. The strategic partnership of trading and transport companies determines in many cases the formation of transport flows in Lithuania. According forecast of 5 % yearly trade growth, freight volume by road and rail in Lithuania will increase to 133.6 million tons in year 2015. 7. The basic logistical factors determining the distribution of transport flows in Lithuania according to the survey are these: geography of consumers markets, geography of basic transport nodes, structures of logistical channels, perspective of urban development, shortest paths, political and anti-criminal security of transit, grouping of goods, national factor.
Relevance of the dissertation is determined by the object of research – the influence of logistical factors on transport flows distribution. The growth of world economics, business globalization, progress in technology skills extends the distances between geographical points of raw materials resources, manufacturers and consumers. Due to the membership in the European Union (EU) Lithuania has got new opportunities for international trade growth, and all the Eastern Baltic countries have become the buffer region for the EU trading with the countries of the Eastern Europe and Asia. A proper transport policy and infrastructure development would increase significantly the GNP in warehousing, transport and distribution sectors. Forecasting of potential transport flows according to logistical requirements of freight suppliers is most important for transport network optimization. Scientific problem. Contemporary transport engineering theory approaches the peculiarities of transport flows formation too narrowly, only as an analysis of internal factors determining freight flows. There is no analysis of external factors. Many researchers assume that transport flows are determined only by the existing transport network and its characteristics. Other researchers consider transport flows as a result of logistic elements only. The estimating of internal and external logistical factors provides a possibility to forecast the transport flows. Aim of the research is to create a model of logistical factors influence on transport flows distribution. Seeking to meet this aim, the author of the dissertation has solved the following tasks: 1. To make an analysis of the theory provided by Lithuanian and foreign researchers concerning the common interaction of logistics and transport, as well as to point out the advantages and disadvantages in the approaches and hypotheses of many authors, and to propose own conclusions. 2. To create a model of logistical factors and their indicators, which determine transport flows distribution in the transport network. 3. To make empirical research of indices of logistical factors in Lithuanian case. Scientific novelty of the research 1. The analysis of the research level of the scientific problem shows a very narrow theoretical view of determining transport flows. Many authors analyze internal factors only and do not estimate logistical needs of consignors and consignees. 2. The created new models determine transport flows and freight flows in transport network by internal and external specific logistical factors as well. 3. The results of empirical research of external factors confirm the created new models and provide a new interpretation and theoretical view of regularities of freight flows formation. Direct influence on basic transportation process characteristics and control is exercised by clients of transport companies. The basic attitudes for defending 1 The advantages and disadvantages of approaches of numerous researchers on logistic and transportation functions. 2 The models determining distribution of transport flows according to logistical factors. 3 The conclusions of empirical research of logistical factors' influence in Lithuanian case. The significance of the research. Theories proposed by many authors on transport and logistic functioning and interaction are analyzed, and a new point of theoretical view is given. The created models would be fit for forecasting of transport flows and planning of investments in transport infrastructure. The models would help the government, transport and logistics companies to make strategic decisions for development projects. Results of empirical research, which prove theoretical models are important for transport and logistic service providers and their customers for better common understanding and common activities. Methodology of the research is based on regression and correlative analysis, forecasting, as well as on market survey and mathematical modeling. Approbation of the work. Main theses of the dissertation were approbated in 3 scientific published works and 14 scientific conferences papers. Dissertation's structure. The work consists of introduction, three chapters, conclusions and a list of literature (123 scientific works). The amount of the work is: 108 pages, 61 figures and 20 tables. The work includes 6 appendixes. Conclusions The theoretical analysis of logistics influence on transport flows distribution concepts by many researchers, the mathematical modeling of transport flows determination factors and empirical research to give the following conclusions: 1. Many scientists explore logistics and transport by different concepts, however there are no special investigations of logistical impact on transport flows distribution in their works. The analysis of scientific works shows a dual aspect of transport flows distribution. The first theory maintains that technological engineering solutions determine transport flows; the second theory considers that they are determined by logistical factors such as: 1) added value; 2) minimization of logistics costs; 3) customer service. 2. The supporters of technological approach focus the attention on mathematical modeling of freight flows in transport network, nodes and links, as well as logistical chains. According to this point of view, physical characteristics of links and nodes only give possibility to solve the task of freight flows distribution. The scientific problem is that physical characteristics do not suffice for the right solution of this task. It is important to find and estimate external logistical factors. 3. It is important to estimate that transport flows formation is determined in long-term period according to the requirements of manufacturers, wholesalers, retailers and consumers. The trade centralization is one of the basic elements in formation of logistical channels and distribution centers, and transport flows of course. 4. The mathematical model of transport flows distribution is created here. The model gives peculiarities of freight flows distribution according to estimation of economical, juridical and physical parameters of nodes and links. If a logistical subsystem of the given sub-region does not constitute the entire goods traffic channel from the consignor to the consignee, but it is a constituent part of the entire logistical channel from the consignor to the consignee, then the flow traffic goods through that sub-region will be dependent not only on the characteristics of the logistical channel existing in the sub-region's logistical system, but it will also depend on other regions, the logistical systems of which are involved in the common logistical channel. The minimization of the characteristics of any element may cause the minimization of the characteristics of the entire logistical channel as well as the loss of its competitive abilities. 5. The model of shipment grouping according to peculiarities of transport flows and logistic requirements is created. The model enables the estimating of characteristics of freight origins and destination points and forecasting of grouped shipment routes. 6. The survey shows dual approach to transport flows distribution as well as theoretical analysis. Transport flows are distributed according to logistic strategy of transport service consumers and technological solutions, and implementations of providers as well. The survey demonstrates that transport companies are not only 'sellers' or 'providers' of transport services. They are logistical partners of transport service consumers. The strategic partnership of trading and transport companies determines in many cases the formation of transport flows in Lithuania. According forecast of 5 % yearly trade growth, freight volume by road and rail in Lithuania will increase to 133.6 million tons in year 2015. 7. The basic logistical factors determining the distribution of transport flows in Lithuania according to the survey are these: geography of consumers markets, geography of basic transport nodes, structures of logistical channels, perspective of urban development, shortest paths, political and anti-criminal security of transit, grouping of goods, national factor.
Relevance of the dissertation is determined by the object of research – the influence of logistical factors on transport flows distribution. The growth of world economics, business globalization, progress in technology skills extends the distances between geographical points of raw materials resources, manufacturers and consumers. Due to the membership in the European Union (EU) Lithuania has got new opportunities for international trade growth, and all the Eastern Baltic countries have become the buffer region for the EU trading with the countries of the Eastern Europe and Asia. A proper transport policy and infrastructure development would increase significantly the GNP in warehousing, transport and distribution sectors. Forecasting of potential transport flows according to logistical requirements of freight suppliers is most important for transport network optimization. Scientific problem. Contemporary transport engineering theory approaches the peculiarities of transport flows formation too narrowly, only as an analysis of internal factors determining freight flows. There is no analysis of external factors. Many researchers assume that transport flows are determined only by the existing transport network and its characteristics. Other researchers consider transport flows as a result of logistic elements only. The estimating of internal and external logistical factors provides a possibility to forecast the transport flows. Aim of the research is to create a model of logistical factors influence on transport flows distribution. Seeking to meet this aim, the author of the dissertation has solved the following tasks: 1. To make an analysis of the theory provided by Lithuanian and foreign researchers concerning the common interaction of logistics and transport, as well as to point out the advantages and disadvantages in the approaches and hypotheses of many authors, and to propose own conclusions. 2. To create a model of logistical factors and their indicators, which determine transport flows distribution in the transport network. 3. To make empirical research of indices of logistical factors in Lithuanian case. Scientific novelty of the research 1. The analysis of the research level of the scientific problem shows a very narrow theoretical view of determining transport flows. Many authors analyze internal factors only and do not estimate logistical needs of consignors and consignees. 2. The created new models determine transport flows and freight flows in transport network by internal and external specific logistical factors as well. 3. The results of empirical research of external factors confirm the created new models and provide a new interpretation and theoretical view of regularities of freight flows formation. Direct influence on basic transportation process characteristics and control is exercised by clients of transport companies. The basic attitudes for defending 1 The advantages and disadvantages of approaches of numerous researchers on logistic and transportation functions. 2 The models determining distribution of transport flows according to logistical factors. 3 The conclusions of empirical research of logistical factors' influence in Lithuanian case. The significance of the research. Theories proposed by many authors on transport and logistic functioning and interaction are analyzed, and a new point of theoretical view is given. The created models would be fit for forecasting of transport flows and planning of investments in transport infrastructure. The models would help the government, transport and logistics companies to make strategic decisions for development projects. Results of empirical research, which prove theoretical models are important for transport and logistic service providers and their customers for better common understanding and common activities. Methodology of the research is based on regression and correlative analysis, forecasting, as well as on market survey and mathematical modeling. Approbation of the work. Main theses of the dissertation were approbated in 3 scientific published works and 14 scientific conferences papers. Dissertation's structure. The work consists of introduction, three chapters, conclusions and a list of literature (123 scientific works). The amount of the work is: 108 pages, 61 figures and 20 tables. The work includes 6 appendixes. Conclusions The theoretical analysis of logistics influence on transport flows distribution concepts by many researchers, the mathematical modeling of transport flows determination factors and empirical research to give the following conclusions: 1. Many scientists explore logistics and transport by different concepts, however there are no special investigations of logistical impact on transport flows distribution in their works. The analysis of scientific works shows a dual aspect of transport flows distribution. The first theory maintains that technological engineering solutions determine transport flows; the second theory considers that they are determined by logistical factors such as: 1) added value; 2) minimization of logistics costs; 3) customer service. 2. The supporters of technological approach focus the attention on mathematical modeling of freight flows in transport network, nodes and links, as well as logistical chains. According to this point of view, physical characteristics of links and nodes only give possibility to solve the task of freight flows distribution. The scientific problem is that physical characteristics do not suffice for the right solution of this task. It is important to find and estimate external logistical factors. 3. It is important to estimate that transport flows formation is determined in long-term period according to the requirements of manufacturers, wholesalers, retailers and consumers. The trade centralization is one of the basic elements in formation of logistical channels and distribution centers, and transport flows of course. 4. The mathematical model of transport flows distribution is created here. The model gives peculiarities of freight flows distribution according to estimation of economical, juridical and physical parameters of nodes and links. If a logistical subsystem of the given sub-region does not constitute the entire goods traffic channel from the consignor to the consignee, but it is a constituent part of the entire logistical channel from the consignor to the consignee, then the flow traffic goods through that sub-region will be dependent not only on the characteristics of the logistical channel existing in the sub-region's logistical system, but it will also depend on other regions, the logistical systems of which are involved in the common logistical channel. The minimization of the characteristics of any element may cause the minimization of the characteristics of the entire logistical channel as well as the loss of its competitive abilities. 5. The model of shipment grouping according to peculiarities of transport flows and logistic requirements is created. The model enables the estimating of characteristics of freight origins and destination points and forecasting of grouped shipment routes. 6. The survey shows dual approach to transport flows distribution as well as theoretical analysis. Transport flows are distributed according to logistic strategy of transport service consumers and technological solutions, and implementations of providers as well. The survey demonstrates that transport companies are not only 'sellers' or 'providers' of transport services. They are logistical partners of transport service consumers. The strategic partnership of trading and transport companies determines in many cases the formation of transport flows in Lithuania. According forecast of 5 % yearly trade growth, freight volume by road and rail in Lithuania will increase to 133.6 million tons in year 2015. 7. The basic logistical factors determining the distribution of transport flows in Lithuania according to the survey are these: geography of consumers markets, geography of basic transport nodes, structures of logistical channels, perspective of urban development, shortest paths, political and anti-criminal security of transit, grouping of goods, national factor.
