Democracy and Legitimacy in the European Union
In: Tidsskrift for samfunnsforskning: TfS = Norwegian journal of social research, Band 45, Heft 2, S. 375-408
ISSN: 1504-291X
52 Ergebnisse
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In: Tidsskrift for samfunnsforskning: TfS = Norwegian journal of social research, Band 45, Heft 2, S. 375-408
ISSN: 1504-291X
In: Tidsskrift for samfunnsforskning: TfS = Norwegian journal of social research, Band 53, Heft 1, S. 113-116
ISSN: 1504-291X
In: Tidsskrift for samfunnsforskning: TfS = Norwegian journal of social research, Band 45, Heft 2, S. 215-243
ISSN: 1504-291X
Erscheinungsjahre: 2019- (elektronisch)
In: Nytt norsk tidsskrift, Band 22, Heft 4, S. 459-463
ISSN: 1504-3053
In: Norsk statsvitenskapelig tidsskrift, Band 32, Heft 2, S. 207-210
ISSN: 1504-2936
In: Stat & styring, Band 16, Heft 1, S. 12-12
ISSN: 0809-750X
In: Nytt norsk tidsskrift, Band 22, Heft 2, S. 175-186
ISSN: 1504-3053
In: Nordisk kulturpolitisk tidskrift: The Nordic journal of cultural policy, Band 13, Heft 2, S. 267-284
ISSN: 2000-8325
In: Stat & styring, Band 24, Heft 4, S. 58-59
ISSN: 0809-750X
In: Arctic review on law and politics, Band 10, S. 24-52
ISSN: 2387-4562
Most studies of Asian state involvement in Arctic affairs assume that shorter sea-lanes to Europe are a major driver of interest, so this article begins by examining the prominence of shipping concerns in Arctic policy statements made by major Asian states. Using a bottom-up approach, we consider the advantages of Arctic sea routes over the Suez and Panama alternatives in light of the political, bureaucratic and economic conditions surrounding shipping and shipbuilding in China, Japan and the Republic of Korea. Especially Japanese and Korean policy documents indicate soberness rather than optimism concerning Arctic sea routes, noting the remaining limitations and the need for in-depth feasibility studies. That policymakers show greater caution than analysts, links in with our second finding: in Japan and Korea, maritime-sector bureaucracies responsible for industries with Arctic experience have been closely involved in policy development, more so than in China. Thirdly, we find a clear tendency towards rising industry-level caution and restraint in all three countries, reflecting financial difficulties in several major companies as well as growing sensitivity to the economic and political risks associated with the Arctic routes. Finally, our examination of bilateral and multilateral Chinese, Japanese and Korean diplomatic activity concerning Arctic shipping exhibits a lower profile than indicated by earlier studies.
In: Nordisk kulturpolitisk tidskrift: The Nordic journal of cultural policy, Band 20, Heft 1-2, S. 8-11
ISSN: 2000-8325
In: Norsk sosiologisk tidsskrift, Band 2, Heft 2, S. 194-197
ISSN: 2535-2512
The EU lacks a single legislation on port matters, except for provisions concerning port facilities and the operations of certain technical port services. Europe has more than 1200 ports, of which 319 are global and basic, integrated into the TransEuropean Transport Networks as a whole. Ports play an essential role in the EU trade and passenger services, as they are key nodes in global trade networks. 74% of non-EU trade takes place through ports. The European port sector is not homogeneous and is based on different organizational models. European port diversity (in term of size and type of organizational) makes it difficult to define a joint strategy. This work addresses the analysis of progress in the construction of a common port policy, as well as the different cross-conceptions of the maritime port business agents. ; La Unión Europea carece de una legislación única en materia portuaria, salvo disposiciones relativas a las instalaciones portuarias y al funcionamiento de determinados servicios técnico-náuticos. Europa cuenta con más de 1.200 puertos, de los que 319 entre globales y básicos están integrados en el conjunto de las Redes Transeuropeas de Transporte. Los puertos desempeñan un rol esencial en lo que se refiere a los intercambios comerciales de la UE y en lo que concierne al servicio de pasajeros en la medida que son nodos clave en la red comercial mundial. Así, el 74% de las mercancías extracomunitarias se envían a través de los puertos. El sector portuario europeo no es homogéneo y reposa sobre diversos modelos organizativos. La diversidad portuaria europea, con diferenciación significativa en cuanto a tamaño, tipo, organización y forma de conectarse, hace difícil definir una estrategia conjunta para afrontar los grandes retos actuales. El trabajo aborda el análisis de los avances en la construcción de una política común portuaria y al mismo tiempo se exponen las distintas concepciones cruzadas de los actores del negocio marítimo y portuario. ; A Unión Europea carece dunha lexislación única en materia portuaria, agás disposicións relativas ás instalacións portuarias e ao funcionamento de determinados servizos técnico-náuticos. Europa conta con máis de 1.200 portos, dos que 319 entre glo-bais e básicos están integrados no conxunto das Redes Transeuropeas de Transporte. Os portos desempeñan un rol esencial no tocante aos intercambios comerciais da UE e no que concirne ao servizo de pasaxeiros na medida en que son nós claves na rede comercial mundial. Así, o 74% das mercadorías extracomunitarias envíanse a través dos portos. O sector portuario eu-ropeo non é homoxéneo e repousa sobre diversos modelos organizativos. A diversidade portuaria europea, con diferencia-ción significativa en canto a tamaño, tipo, organización e forma de conectarse, fai difícil definir unha estratexia conxunta para afrontar os grandes retos actuais. O traballo aborda a análise dos avances na construción dunha política común portuaria e asemade expóñense as distintas concepcións cruzadas dos actores do negocio marítimo e portuario.
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