In the 12th century, the Curonians dwelt in the east Baltic region between the Rīga area in the north and Klaipėda in the south. They reached the peak of their economic, political and cultural achievements in the 11th century and the first half of the 12th century. The roots of piracy as a phenomenon have a social character. The most active period of the Curonian Vikings begins in around the mid-tenth century, and lasts until the arrival of the Germans in the 13th century. The well-organised piracy of the Curonians became dangerous to navigation on an important maritime trading route along the east Baltic coast. The Curonians attacked traders' boats, robbed coastal churches, devastated Danish and Swedish coastal areas, and even stayed for a while. In the times of the Teutonic Order, in periods of diplomatic and military conflict or trading competition, even officials did not avoid robbery at sea. The Palanga coastal population used to plunder shipwrecked boats, and went marauding in coastal waters until the middle of the 18th century.
In the 12th century, the Curonians dwelt in the east Baltic region between the Rīga area in the north and Klaipėda in the south. They reached the peak of their economic, political and cultural achievements in the 11th century and the first half of the 12th century. The roots of piracy as a phenomenon have a social character. The most active period of the Curonian Vikings begins in around the mid-tenth century, and lasts until the arrival of the Germans in the 13th century. The well-organised piracy of the Curonians became dangerous to navigation on an important maritime trading route along the east Baltic coast. The Curonians attacked traders' boats, robbed coastal churches, devastated Danish and Swedish coastal areas, and even stayed for a while. In the times of the Teutonic Order, in periods of diplomatic and military conflict or trading competition, even officials did not avoid robbery at sea. The Palanga coastal population used to plunder shipwrecked boats, and went marauding in coastal waters until the middle of the 18th century.
The research aims at establishing which activities or situations in maritime domain, which threaten maritime safety and / or maritime security, fall within the concept of international peace and security. Having demonstrated the validity of the international law principles that safeguard international peace and security in maritime area, the research reveals a changing list of the threats to international peace and security, which now encompasses activities and situations at sea, including terrorism, sea piracy and armed robbery against ships, proliferation of weapons of mass destruction, etc. A maritime space safe from such kind of threats generally means maritime security. Thus, a great part of the threats to maritime security are or may constitute threats to international peace and security, subject to their recognition as such threats by the United Nations Security Council in its resolutions. Usually such threats also pose risk to maritime safety (safety at sea, safety of navigation, ships, crew and passengers); however, any threat to maritime safety does not necessarily endanger maritime security or amount to the threat to international peace and security.
Military low flying charts are intended for flight planning and navigation when ground is seen visually and in low flights (up to 2000 feet). Military low flying charts are used by very narrow group of specialists; therefore their cartographic researches in Lithuania are very few. The main aim of this master degree study is semiotical analysis of aeronautical signs of military low flying charts and optimization of military low flying charts making methods. To reach the aim the following tasks were raised: - conduct survey of military aeronautical charts. - conduct analysis of military low flying charts elements' contents (described in literature) and summarize research data. - make general analysis of military low flying charts' contents and signs. - create methods of making NATO low flying chats (M 1 : 500 000). - summarize results of analysis and provide recommendations. After semiotical analysis of aeronautical signs of military low flying charts it was determined that this system of signs has some semiotical shortages. After determining shortages, recommendations to improve systems of signs were provided. Methods of military low flying charts is concluded taking into consideration requirements described in STANAG documentation, after conducting analysis of bendrageografine and aeronautical parts of Polish and German low flying charts. Conventional aeronautical signs are presented and described basing on data collected during analysis and author's recommendations.
Military low flying charts are intended for flight planning and navigation when ground is seen visually and in low flights (up to 2000 feet). Military low flying charts are used by very narrow group of specialists; therefore their cartographic researches in Lithuania are very few. The main aim of this master degree study is semiotical analysis of aeronautical signs of military low flying charts and optimization of military low flying charts making methods. To reach the aim the following tasks were raised: - conduct survey of military aeronautical charts. - conduct analysis of military low flying charts elements' contents (described in literature) and summarize research data. - make general analysis of military low flying charts' contents and signs. - create methods of making NATO low flying chats (M 1 : 500 000). - summarize results of analysis and provide recommendations. After semiotical analysis of aeronautical signs of military low flying charts it was determined that this system of signs has some semiotical shortages. After determining shortages, recommendations to improve systems of signs were provided. Methods of military low flying charts is concluded taking into consideration requirements described in STANAG documentation, after conducting analysis of bendrageografine and aeronautical parts of Polish and German low flying charts. Conventional aeronautical signs are presented and described basing on data collected during analysis and author's recommendations.
The purpose of this study is to analize Lithuanian inland waterways shipping in 1919-1940 Also it seeks to indentify the budgetary institutions of Kaunas Waterway District (KVKR), boatmens, the major ports of Nemunas and the fleet used during the investigation period. During the meaning period KVKR mainly in the Nemunas section Kaunas-Smalininkai have been doing management works deepening and cleaning Nemunas shallow waterways also engaged the construction of hydro facilities. Each year the state budget for inland waterway operation allocated approximately 800 000 litas. About half of this money went to KVKR, but river transport was a loss to the state, despite its importance of transports. In 1919−1940 Lithuania had a lack of skilled boatmens because there were no courses for boatmens. Despite of this fact often occurred incidents in Lithuanian rivers. Both KVKR and private steamship employees were hired only for the navigation season. Thats why most of the boatsmen were bachelors. Since 1928 all private passenger steamships were introduced with uniforms, which were different from1927 adopted uniforms of government boatmens. The largest and most important port of Nemunas was Kaunas which had eiling. Also in Kaunas port ships were recovered. In Kaunas port the ships were carring cargo about 80 000 tonnes per year. Other ports have been used mainly for specialized. Kalnėnai and Uostadvaris ports were using for wintering the goverments ships. In 1934 oppened Jurbarkas port was used for wintering steamships but there cargo was carried. Smalininkai port was the most versitalitie of Nemunas port. Where the ships were wintering also the infrastructure was put through the port to carry passengers and cargo. During the period Lithuanian inland waterways were using approximately about 220 vessels, mostly to the germans belonging barges, steamers and motor boats. Government had about 40 vessels. The majority of used steamships were old and builded before the First World War. Lithunian inland waterways goverment have tried to improve comfort and conditions of the steamships. Some of steamships had cabins, electricity generators, heating and buffets.
The purpose of this study is to analize Lithuanian inland waterways shipping in 1919-1940 Also it seeks to indentify the budgetary institutions of Kaunas Waterway District (KVKR), boatmens, the major ports of Nemunas and the fleet used during the investigation period. During the meaning period KVKR mainly in the Nemunas section Kaunas-Smalininkai have been doing management works deepening and cleaning Nemunas shallow waterways also engaged the construction of hydro facilities. Each year the state budget for inland waterway operation allocated approximately 800 000 litas. About half of this money went to KVKR, but river transport was a loss to the state, despite its importance of transports. In 1919−1940 Lithuania had a lack of skilled boatmens because there were no courses for boatmens. Despite of this fact often occurred incidents in Lithuanian rivers. Both KVKR and private steamship employees were hired only for the navigation season. Thats why most of the boatsmen were bachelors. Since 1928 all private passenger steamships were introduced with uniforms, which were different from1927 adopted uniforms of government boatmens. The largest and most important port of Nemunas was Kaunas which had eiling. Also in Kaunas port ships were recovered. In Kaunas port the ships were carring cargo about 80 000 tonnes per year. Other ports have been used mainly for specialized. Kalnėnai and Uostadvaris ports were using for wintering the goverments ships. In 1934 oppened Jurbarkas port was used for wintering steamships but there cargo was carried. Smalininkai port was the most versitalitie of Nemunas port. Where the ships were wintering also the infrastructure was put through the port to carry passengers and cargo. During the period Lithuanian inland waterways were using approximately about 220 vessels, mostly to the germans belonging barges, steamers and motor boats. Government had about 40 vessels. The majority of used steamships were old and builded before the First World War. Lithunian inland waterways goverment have tried to improve comfort and conditions of the steamships. Some of steamships had cabins, electricity generators, heating and buffets.
The purpose of this study is to analize Lithuanian inland waterways shipping in 1919-1940 Also it seeks to indentify the budgetary institutions of Kaunas Waterway District (KVKR), boatmens, the major ports of Nemunas and the fleet used during the investigation period. During the meaning period KVKR mainly in the Nemunas section Kaunas-Smalininkai have been doing management works deepening and cleaning Nemunas shallow waterways also engaged the construction of hydro facilities. Each year the state budget for inland waterway operation allocated approximately 800 000 litas. About half of this money went to KVKR, but river transport was a loss to the state, despite its importance of transports. In 1919−1940 Lithuania had a lack of skilled boatmens because there were no courses for boatmens. Despite of this fact often occurred incidents in Lithuanian rivers. Both KVKR and private steamship employees were hired only for the navigation season. Thats why most of the boatsmen were bachelors. Since 1928 all private passenger steamships were introduced with uniforms, which were different from1927 adopted uniforms of government boatmens. The largest and most important port of Nemunas was Kaunas which had eiling. Also in Kaunas port ships were recovered. In Kaunas port the ships were carring cargo about 80 000 tonnes per year. Other ports have been used mainly for specialized. Kalnėnai and Uostadvaris ports were using for wintering the goverments ships. In 1934 oppened Jurbarkas port was used for wintering steamships but there cargo was carried. Smalininkai port was the most versitalitie of Nemunas port. Where the ships were wintering also the infrastructure was put through the port to carry passengers and cargo. During the period Lithuanian inland waterways were using approximately about 220 vessels, mostly to the germans belonging barges, steamers and motor boats. Government had about 40 vessels. The majority of used steamships were old and builded before the First World War. Lithunian inland waterways goverment have tried to improve comfort and conditions of the steamships. Some of steamships had cabins, electricity generators, heating and buffets.
This study examines evolution of the content of the principle of sovereignty in relation to airspace and its consolidation in international law and the national legal systems of the state (on the example of the Republic of Belarus). The author in the work summarizes the scientific ideas about the essence of the principle, enshrined in the sources of international aviation law; identifies changes in legal understanding of the principle of sovereignty in the context of liberalization of the regulation of international flights; analyzes the legal status of sovereign airspace and the nature of new common aviation spaces created on its basis; considers aspects of implementation of the principle in national legislation (on the example of the Republic of Belarus); assesses the compliance of the air legislation of the Republic of Belarus with the obligations undertaken by the state to build a single airspace within the Eurasian Economic Union. The purpose of this work is to investigate the nature of the evolution in the legal understanding of the principle of complete and exclusive sovereignty over the airspace in the process of development of international aviation law. The object of the research is legal relation arising between the subjects of the international aviation law in the sovereign airspace in connection with the legal regulation of international flights. The subject of the research is complex of international and national law (by the example of the Republic of Belarus), in the norms of which the principle of complete and exclusive sovereignty over the airspace is realized. As a result of studying the topic, it was concluded that legal understanding of the principle of sovereignty, enshrined in the international aviation law, is undergoing significant changes on the background of global and regional development processes in international air navigation. There is a gradual development from the understanding of the principle as an instrument of absolute and unlimited freedom of states to control their air territory without putting into consideration other actors of the international aviation law. This tendency is growing and is primarily associated with integration of sovereign airspace of a certain states into common (single) regional airspaces and, as a result, with a change in the airspace regime and state's transfer of a part of its power to the supranational governing bodies of this common space. The principle of sovereignty in this context acts as a political and legal instrument that allows the state in integration associations to defend its sovereign rights to manage the state territory in a common space, as well as to choose its own pace of integration towards the "single sky" on the basis of balanced use of both liberal, and protective measures for regulating international flights in their skies. A comprehensive study of the problem allowed the author to clarify the definition of the concept of "the principle of sovereignty in relation to airspace"; to propose a new point of view on the periodization of the process of consolidation and implementation of the principle in the sources of international aviation law; to determine a group of public rights of the state arising in the conditions of the functioning of the new liberal aeropolitics; identify a number of factors that impede the state (by the example of the Republic of Belarus) to successfully implement integration processes in the field of building a single airspace, as well as propose recommendations for improving the Air Code of the Republic of Belarus. Methodological basis of the study is formed by general scientific methods of systemic and structural analysis, generalization, interpretation, as well as special scientific methods of historical-legal, comparative-legal, formal-legal analysis. Practical significance of the work lies in the ability to use specific provisions, facts and conclusions set out in the dissertation research in specialized courses and academic subjects of international legal orientation, and will also be an asset author's employment in aviation sector.
This study examines evolution of the content of the principle of sovereignty in relation to airspace and its consolidation in international law and the national legal systems of the state (on the example of the Republic of Belarus). The author in the work summarizes the scientific ideas about the essence of the principle, enshrined in the sources of international aviation law; identifies changes in legal understanding of the principle of sovereignty in the context of liberalization of the regulation of international flights; analyzes the legal status of sovereign airspace and the nature of new common aviation spaces created on its basis; considers aspects of implementation of the principle in national legislation (on the example of the Republic of Belarus); assesses the compliance of the air legislation of the Republic of Belarus with the obligations undertaken by the state to build a single airspace within the Eurasian Economic Union. The purpose of this work is to investigate the nature of the evolution in the legal understanding of the principle of complete and exclusive sovereignty over the airspace in the process of development of international aviation law. The object of the research is legal relation arising between the subjects of the international aviation law in the sovereign airspace in connection with the legal regulation of international flights. The subject of the research is complex of international and national law (by the example of the Republic of Belarus), in the norms of which the principle of complete and exclusive sovereignty over the airspace is realized. As a result of studying the topic, it was concluded that legal understanding of the principle of sovereignty, enshrined in the international aviation law, is undergoing significant changes on the background of global and regional development processes in international air navigation. There is a gradual development from the understanding of the principle as an instrument of absolute and unlimited freedom of states to control their air territory without putting into consideration other actors of the international aviation law. This tendency is growing and is primarily associated with integration of sovereign airspace of a certain states into common (single) regional airspaces and, as a result, with a change in the airspace regime and state's transfer of a part of its power to the supranational governing bodies of this common space. The principle of sovereignty in this context acts as a political and legal instrument that allows the state in integration associations to defend its sovereign rights to manage the state territory in a common space, as well as to choose its own pace of integration towards the "single sky" on the basis of balanced use of both liberal, and protective measures for regulating international flights in their skies. A comprehensive study of the problem allowed the author to clarify the definition of the concept of "the principle of sovereignty in relation to airspace"; to propose a new point of view on the periodization of the process of consolidation and implementation of the principle in the sources of international aviation law; to determine a group of public rights of the state arising in the conditions of the functioning of the new liberal aeropolitics; identify a number of factors that impede the state (by the example of the Republic of Belarus) to successfully implement integration processes in the field of building a single airspace, as well as propose recommendations for improving the Air Code of the Republic of Belarus. Methodological basis of the study is formed by general scientific methods of systemic and structural analysis, generalization, interpretation, as well as special scientific methods of historical-legal, comparative-legal, formal-legal analysis. Practical significance of the work lies in the ability to use specific provisions, facts and conclusions set out in the dissertation research in specialized courses and academic subjects of international legal orientation, and will also be an asset author's employment in aviation sector.
