Suchergebnisse

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.

The purpose of this M.A. thesis is to research a hypothetical possibillity of building a metropolitan system in the city of Vilnius. For many years the idea of Vilnius Metro has been already escalated from engineerical, economical, ecological, political point of views, nethertheless, there is no data about Lithuanian artists showing major interest in this theme. Metro stations still are unseen kind of public spaces in Lithuania, that's why a newly built metro could possibly foster our artists' imagination. During my M.A. research I was trying to find new aspects of this phenomenon who could give an additional impulse to the artists of various fields. A metro system is about permanent transit which continouos energy stream is created by people, traffic participants. Moving masses create a common – mass – emotion and they are impacted by a distinctive esthetics and ruled by the sum of signs. Basing myself upon Michele Foucoult space philosphy ideas, the interpretation of symbol language by Ernst Gombrich, Paul Johaness Tillich and other authors, also by deep rooted collective experience, which historically could be explained by a Christian theology narrative, I was looking for my own senses and resources of artistical expressions under the ground. By disclosing the best metro examples and my own theoretical considerations I am trying to prove that a metro system is a society's mirror and the reflectors are underground platforms, stations and visual expressions of metro entries. There are innumerable objective and subjective connections in a metro system, but my major survey method is an empirical study, id est observing of already existing objects and analysing them, searching for relevant and common aspects and derivative interactions (?). In order to comprehend how metro systems are created, developed and later on kept on functioning I have analysed several metropolitans in different countries and found out that a metro is a very sensitive system, reflecting economical, social and cultural aspects of a society. I am glad I have managed to percieve its universal problems and their solutions. Those countries have inspiringly huge amount of artworks in their public metro spaces and one should notice the abundance of ideas and the quality of their implementations there. So there is no wonder that those countries with such metros usually have a special organization taking care of a city's metro and its public spaces. In my M.A. thesis I discuss the best example of such an organization that is, in my consideration, the Metropolitan Transportation Authority in New York. At the end of XX century it was created mainly to help NY Subway system to get rid of its negative image and save this rapid transit system from collapsing. The heads of MTA very early understood that it was a good idea invest not only in design but art, as well. Since 1985 MTA's Arts and Design Program has invited almost three hundred young and prominent artists to put into reality their creative ideas in 260, almost a half of all NY metro stations. That is why NY Subway has a right now to present itself as the world's biggest public art museum under the ground. Another inspiring example is Stokholm. At the second half of XX century Swedish artists successfully managed a completely new project to them in Stokholm underground and proudly proved that art can be very democratic and artists can work in collaboration with other specialists as engineers, architects and workers. Decades after decades Stokholm metro slowly built a 110 km length underground art gallery. Stokholm metro art no longer belongs exceptionally to the Swedes, the sound of their capital's unique underground system and its images has already spread all over the globe. It has to be said – the winners of Stokholm's metro are all Swedes and every artist in this country. Swedish art curator Göran Söderström in his book Art Goes Uderground, which I can already name as my basic table book, calls Stokholm metro "a utilitarian, literally". He along all the authors of this book explain every aspect of Stokholm metro: from a need to build it, as well as planning and engineering it, to a society's needs and opinions and detailed descriptions of all stations with artworks and presentation of their creating history and philosophy. Utilitarian point of view is very distinct in all the examples presented in my M.A. thesis. One couldn't find a negative artwork or negative context anywhere in metros. Perhaps it is a common secret publicly kept in silence. If somebody decided to come up with a destructive idea, probably it would be rejected because of responsibility for a huge audience, millions of people everyday travelling rapid transit trains. Open, anonymous, unregulated public spaces naturally become a scene for social expression, especially it is true in transit zone spaces. If I discuss the esthetics in art decorated metro stations, I should discuss the space before the occurance of this estethics, I guess. My opionion of graffiti, at times irritating, at times positive phenomenon for me, is very well represented in a book about graffiti's (im)propriety called Inopinatum, written by young scholars in Rome. I could only admit that the works of street artists as Banksy, Blu, Os Gemeos become organic part of a facade and immediately create an urban value to it. And on the contrary, messy, dirty, damaged and tagged public metro space is inducing so called broken windows syndrome. My object of interest – Vilnius Metro – does not exist. Its inexestance or, in other words, the imaginery existance, became the major problem of my M.A. survey. My interest in possibility to build Vilnius metropolitan started with already existing strategy of the city. M. De Certeau ideas prompted me that my metro could be reflected from the point of view of a tactitian. Vilnius metro idea creators already have several schemes and metro line junctions. It was interesting to study them and evaluating their correspondence with my expectations as a tactitian. An organic metro line net reminds me of a plant root system, a huge battery placed under the city and providing it with energy. Cities with metros remind me of a human body that is vital, vibrant and forever young. My meeting with Vilnius metro planners and conversations with them could have become a small play of its own or extend the practical part of my M.A. thesis. Sadly, I have to admit that very important topic of Vilnius city landed in the hands of lobbyists and their "life mission" to build a metro is nothing more as a selfish search for a lucrative way to dig under Vilnius ground. As soon as I found it, I decided to look for data of this subject by myself and stop using the data supplied from the Destorted Looking-Glass Land of Vilnius metro lobbyists. For months attentively studying Vilnius city structure and its maps I have built a Vilnius metro scheme of my own. Along these studies I have been reading Tomas Venclova books. I trusted this Vilnius researcher, as well as his experience and insights. His idea about Vilnius, which fascinated me the most, was that Vilnius old town reminded anatomical heart. So I looked precisely at the contor map of Vilnius old town made by Vilnius municipality and I was astonished at how right and precise Tomas Venclova was, only several percent of the old town had not fitted into the contour. And not only this, Vilnius old town resembled an actual anatomical heart with its venous and arterial blood vessels taking all nutrients needed form the rivers Neris and Vilnelė. So that is how my city started – from the heart. Vilnius city anatomy with metro stations, that are still waiting for being created and given significance. It seems quite a good idea to me.

The purpose of this M.A. thesis is to research a hypothetical possibillity of building a metropolitan system in the city of Vilnius. For many years the idea of Vilnius Metro has been already escalated from engineerical, economical, ecological, political point of views, nethertheless, there is no data about Lithuanian artists showing major interest in this theme. Metro stations still are unseen kind of public spaces in Lithuania, that's why a newly built metro could possibly foster our artists' imagination. During my M.A. research I was trying to find new aspects of this phenomenon who could give an additional impulse to the artists of various fields. A metro system is about permanent transit which continouos energy stream is created by people, traffic participants. Moving masses create a common – mass – emotion and they are impacted by a distinctive esthetics and ruled by the sum of signs. Basing myself upon Michele Foucoult space philosphy ideas, the interpretation of symbol language by Ernst Gombrich, Paul Johaness Tillich and other authors, also by deep rooted collective experience, which historically could be explained by a Christian theology narrative, I was looking for my own senses and resources of artistical expressions under the ground. By disclosing the best metro examples and my own theoretical considerations I am trying to prove that a metro system is a society's mirror and the reflectors are underground platforms, stations and visual expressions of metro entries. There are innumerable objective and subjective connections in a metro system, but my major survey method is an empirical study, id est observing of already existing objects and analysing them, searching for relevant and common aspects and derivative interactions (?). In order to comprehend how metro systems are created, developed and later on kept on functioning I have analysed several metropolitans in different countries and found out that a metro is a very sensitive system, reflecting economical, social and cultural aspects of a society. I am glad I have managed to percieve its universal problems and their solutions. Those countries have inspiringly huge amount of artworks in their public metro spaces and one should notice the abundance of ideas and the quality of their implementations there. So there is no wonder that those countries with such metros usually have a special organization taking care of a city's metro and its public spaces. In my M.A. thesis I discuss the best example of such an organization that is, in my consideration, the Metropolitan Transportation Authority in New York. At the end of XX century it was created mainly to help NY Subway system to get rid of its negative image and save this rapid transit system from collapsing. The heads of MTA very early understood that it was a good idea invest not only in design but art, as well. Since 1985 MTA's Arts and Design Program has invited almost three hundred young and prominent artists to put into reality their creative ideas in 260, almost a half of all NY metro stations. That is why NY Subway has a right now to present itself as the world's biggest public art museum under the ground. Another inspiring example is Stokholm. At the second half of XX century Swedish artists successfully managed a completely new project to them in Stokholm underground and proudly proved that art can be very democratic and artists can work in collaboration with other specialists as engineers, architects and workers. Decades after decades Stokholm metro slowly built a 110 km length underground art gallery. Stokholm metro art no longer belongs exceptionally to the Swedes, the sound of their capital's unique underground system and its images has already spread all over the globe. It has to be said – the winners of Stokholm's metro are all Swedes and every artist in this country. Swedish art curator Göran Söderström in his book Art Goes Uderground, which I can already name as my basic table book, calls Stokholm metro "a utilitarian, literally". He along all the authors of this book explain every aspect of Stokholm metro: from a need to build it, as well as planning and engineering it, to a society's needs and opinions and detailed descriptions of all stations with artworks and presentation of their creating history and philosophy. Utilitarian point of view is very distinct in all the examples presented in my M.A. thesis. One couldn't find a negative artwork or negative context anywhere in metros. Perhaps it is a common secret publicly kept in silence. If somebody decided to come up with a destructive idea, probably it would be rejected because of responsibility for a huge audience, millions of people everyday travelling rapid transit trains. Open, anonymous, unregulated public spaces naturally become a scene for social expression, especially it is true in transit zone spaces. If I discuss the esthetics in art decorated metro stations, I should discuss the space before the occurance of this estethics, I guess. My opionion of graffiti, at times irritating, at times positive phenomenon for me, is very well represented in a book about graffiti's (im)propriety called Inopinatum, written by young scholars in Rome. I could only admit that the works of street artists as Banksy, Blu, Os Gemeos become organic part of a facade and immediately create an urban value to it. And on the contrary, messy, dirty, damaged and tagged public metro space is inducing so called broken windows syndrome. My object of interest – Vilnius Metro – does not exist. Its inexestance or, in other words, the imaginery existance, became the major problem of my M.A. survey. My interest in possibility to build Vilnius metropolitan started with already existing strategy of the city. M. De Certeau ideas prompted me that my metro could be reflected from the point of view of a tactitian. Vilnius metro idea creators already have several schemes and metro line junctions. It was interesting to study them and evaluating their correspondence with my expectations as a tactitian. An organic metro line net reminds me of a plant root system, a huge battery placed under the city and providing it with energy. Cities with metros remind me of a human body that is vital, vibrant and forever young. My meeting with Vilnius metro planners and conversations with them could have become a small play of its own or extend the practical part of my M.A. thesis. Sadly, I have to admit that very important topic of Vilnius city landed in the hands of lobbyists and their "life mission" to build a metro is nothing more as a selfish search for a lucrative way to dig under Vilnius ground. As soon as I found it, I decided to look for data of this subject by myself and stop using the data supplied from the Destorted Looking-Glass Land of Vilnius metro lobbyists. For months attentively studying Vilnius city structure and its maps I have built a Vilnius metro scheme of my own. Along these studies I have been reading Tomas Venclova books. I trusted this Vilnius researcher, as well as his experience and insights. His idea about Vilnius, which fascinated me the most, was that Vilnius old town reminded anatomical heart. So I looked precisely at the contor map of Vilnius old town made by Vilnius municipality and I was astonished at how right and precise Tomas Venclova was, only several percent of the old town had not fitted into the contour. And not only this, Vilnius old town resembled an actual anatomical heart with its venous and arterial blood vessels taking all nutrients needed form the rivers Neris and Vilnelė. So that is how my city started – from the heart. Vilnius city anatomy with metro stations, that are still waiting for being created and given significance. It seems quite a good idea to me.

Relevance of the topic. Lithuania is not a large country and sports talents are not emerging very often. It does not depend on the social or economic situation of the country (Schnabel et al., 1994; Cedaro, 2000; Carling et al., 2009). When giving the opportunity for the talent to achieve positive results in sports, the talented personalities have to be selected, the purposeful training program has to be concluded as well as the monitoring of the practical implementation of the program has to be performed (Regnier et al., 1993; Durand-Bush, Salmela, 2001; Abernethy, 2008; Vaeyens et al., 2008; Bailey et al., 2010; Burgess, Naughton, 2010; Philips et al., 2010; Ford et al., 2011). Therefore it is very important that the training of the athletes has to be conceptualized, so a small quantity of the talented athletes is developed as optimally as possible. Inaccurate training system prevents the athletes from revealing their own potential. Thus, only the consistent sports training system shall stimulate a more rapid improvement of the sports results, as it is harder to identify a talent than to develop it (Balyi, Hamilton, 1999; Raslanas, 2001; Malina et al., 2004; Balyi, Williams, 2009; Stafford, 2010). It was considered for a long time that success in sports depends solely on the athletes, who are physically strong and developed tactically (Krasilshchikov, 2011), however, due to increase of the competition between athletes (De Bosscher et al., 2006) and major political and commercial influence of sports (Green, Oakley, 2001), there is a necessity to create long-term development programs with respect to different sports (Balyi, Hamilton, 2004; Balyi, Williams, 2009; Stafford, 2010). Long-term development of the young athletes taking place for a period between eight–to–twelve years before becoming elite athlete is a purposeful and integral didactic process (Ericsson, Charness, 1994; Salmela et al., 1998; Balyi, 2001; Balyi, Hamilton, 2004; Balyi, Williams, 2009; Stafford, 2010) which is significantly affected by the body composition of the athletes (genotypic and phenotypic factors) (Heyward, Stolarczyk, 1996; Jebb et al., 2000; Drinkwater et al., 2008; Ostojic et al., 2006; Abraham, 2010), training program (Trninic et al., 2001; Milanovič, 2002; Balčiūnas et al., 2006), exceptionally physical (Drinkwater et al., 2008; Delextrat, Cohen, 2009) and technical fitness (Apostolidis et al., 2004; Karpowicz, 2006), nature of sport performance (Hucinski, 2004; Dembinski, 2005). A reasonable long-term development system of young basketball players began to take shape in seventh decade of the 20th century. Different types of training were distinguished in such system: integral, physical, technical, tactical and theoretic (Stonkus, 1992; Butautas, 2002). The scientists have different opinions on the long-term development. Zeldovič and Keraminas (Зельдович, Кераминас, 1964) provide that 50 % of the total training time in the training cycle of the boys aged 11–14 years should be attributed to the physical and technical training. Dobry (1986) and Stonkus (1985) provide that physical training should prevail (at least 40 % of the total training time) in the training of boys aged 11–14 years. Other scientists (Mikulowsky, Oszast, 1976, Butautas, 2002; Milanovič et al., 2002; Cenic, 2004) state that the technical training is the most important type of training. Based on the opinion of the other group of scientists (Литвинов и др., 1996; Canadian Sports Centres, 2008), the time attributed to the physical training shall be reduced in parallel to the increase of age of an athlete, i.e. during the first year of training the largest part shall be attributed to physical training. One of the most important conditions of effective sports training is control and management of sports training in order to determine and assess physical development, physical fitness, change in the level of technical skills (Johnson, Nelson, 1986; Bouchard et al., 1997; Stonkus, 2002, 2003; Graham et al., 2004; Barfield et al., 2007; Mirkov et al., 2008; Balčiūnas et al., 2009; Robinson, 2010). According to some studies performed, age periods which are the most sensitive for the training of motor abilities (Komi, 1992; Shephard, Astrand, 1992; Kraemer, 1993; Pauletto, 1995; Alter, 1996; Donald, Chu, 1996; Dintiman et al., 1997; Donald, Chu, 1998; Viru et al., 1999; Baquet et al., 2003; Boisseau, Delamarche, 2000; Malina et al., 2004; Ford et al., 2011), technical skills (Schmidt, 1991; Latash, 1993; Burton, Miller, 1998; Schmidt, Lee, 1999; Cabodevilla, 2008; Kasa, 2006; Zambova, Tomanek, 2012) is childhood and adolescence. Scientists (Impellizzeri et al., 2005; Wolf, 2006; Ljach, 2007) provide that with respect to training of young basketball players fitness objectives shall be important next to the training objectives, as they influence achievement of the results of a young personality. Considering that the population of Lithuania is just below 3 million (2.96 million; http://www.stat.gov.lt, 2013), the results and achievement of Lithuanian basketball men national team (5th place in the world ranking, 406 points; http://www.fiba.com, 2013) and of national teams of younger age groups (3rd place in the world ranking, 261 points (http://www.fiba.com, 2013) in the Olympic Games, World and European championships should be treated as exceptional phenomena. A case study of an effective training institution could help to form an assumption on the peculiarities of the long-term development program successfully implemented by the Lithuanian coaches. The relevance of the problem is influenced by the following factors: • a special meaning for the development of a personality has genuine activity in childhood and adolescence (Jovaiša, 1993; 2001); • basketball is becoming a more important social phenomena as sports results represent the country (Wilson, Spink, 2006; Sakalauskas, 2010; Paulauskas, 2010); • in order to form a training concept of young basketball players, tendencies of the training of the training and fitness of the best athletes has to be analyzed (Leonardo et al., 2002; Stonkus, 2003); • train and manage the process of young basketball players so that the best results are achieved in the most important competitions (Balyi, Williams, 2009). It is especially important for Lithuania as it has limited resources of sports talent and finance; • only the scientifically-sound optimum training program of the young basketball players (aged 7–17 years) shall allow the athletes to realize their individual potential in order to achieve results in sports, as well as to realize sensitive opportunities for the development of personality (Aksen, Gunay, 2010). Research problem: due to different training of the young basketball players and different concept of the fitness influencing the training, it is important to determine, which peculiarities of the training programs applied effectively while aiming for the best results influence the fitness of the players during different age periods. Research hypothesis: a case study of coaching of young basketball players of Sabonis Basketball Center aged 7–17 years will reveal the structure of the long-term coaching of the players. Research object: coaching of young basketball players (aged 7–17 years). Research aim: conceptualization of the peculiarities of coaching of young basketball players (aged 7–17 years). Research objectives: 1. Determine the peculiarities of the content changes and amount of load of the training programs of basketball players aged 7–17 years. 2. Evaluate the body composition indicators, physical and technical fitness of basketball players aged 7–17 years by creating the rank scales of the indicators. 3. Determine the model values of the sport performance indicators of basketball players aged 12–17 years. 4. Reveal the selection and coaching model of Sabonis Basketball Center. Originality and theoretical significance of the research As basketball is becoming a more complex sport (faster, more athletic and more versatile), the results depend on many internal and external factors (Stonkus, 2003; Wissel, 2012). Training of young basketball players has become multidimensional, systemic process as multidisciplinary knowledge, methods and measures are used. A revealed phenomenological interaction between training and fitness of young basketball players aged 7–17 years is based on the following aspects: • a selection and training model of Sabonis Basketball Center has been revealed; • a training program of young basketball players aged 7–17 years applied in Sabonis Basketball Center has been revealed; • a rank scale of body composition indicators, physical and technical fitness of young basketball players aged 7–17 years has been formed; • the most sensitive age periods for the training of motor abilities and technical skills of young basketball players have been determined; • the characteristics of sport performance of basketball players aged 12–17 years have been formed. Practical application of the research Training programs and their peculiarities for different age periods provided in this dissertation shall help Lithuanian coaches to organize, plan and implement the long-term development of young basketball players more effectively. The rank scales of young basketball players' body composition indicators, physical and technical fitness and the model indicator values of sport performance, which have been formed for the purposes of this dissertation, shall help to select and train the players, prepare them for competitions and develop the highly skilled athletes. The established sensitive age periods for the training of motor abilities and technical skills shall assist the coaches in developing the abilities of young basketball players more effectively. Conclusions 1. It was determined that aiming to develop the basic skills of basketball technique and game awareness the specialized development prevail

Relevance of the topic. Lithuania is not a large country and sports talents are not emerging very often. It does not depend on the social or economic situation of the country (Schnabel et al., 1994; Cedaro, 2000; Carling et al., 2009). When giving the opportunity for the talent to achieve positive results in sports, the talented personalities have to be selected, the purposeful training program has to be concluded as well as the monitoring of the practical implementation of the program has to be performed (Regnier et al., 1993; Durand-Bush, Salmela, 2001; Abernethy, 2008; Vaeyens et al., 2008; Bailey et al., 2010; Burgess, Naughton, 2010; Philips et al., 2010; Ford et al., 2011). Therefore it is very important that the training of the athletes has to be conceptualized, so a small quantity of the talented athletes is developed as optimally as possible. Inaccurate training system prevents the athletes from revealing their own potential. Thus, only the consistent sports training system shall stimulate a more rapid improvement of the sports results, as it is harder to identify a talent than to develop it (Balyi, Hamilton, 1999; Raslanas, 2001; Malina et al., 2004; Balyi, Williams, 2009; Stafford, 2010). It was considered for a long time that success in sports depends solely on the athletes, who are physically strong and developed tactically (Krasilshchikov, 2011), however, due to increase of the competition between athletes (De Bosscher et al., 2006) and major political and commercial influence of sports (Green, Oakley, 2001), there is a necessity to create long-term development programs with respect to different sports (Balyi, Hamilton, 2004; Balyi, Williams, 2009; Stafford, 2010). Long-term development of the young athletes taking place for a period between eight–to–twelve years before becoming elite athlete is a purposeful and integral didactic process (Ericsson, Charness, 1994; Salmela et al., 1998; Balyi, 2001; Balyi, Hamilton, 2004; Balyi, Williams, 2009; Stafford, 2010) which is significantly affected by the body composition of the athletes (genotypic and phenotypic factors) (Heyward, Stolarczyk, 1996; Jebb et al., 2000; Drinkwater et al., 2008; Ostojic et al., 2006; Abraham, 2010), training program (Trninic et al., 2001; Milanovič, 2002; Balčiūnas et al., 2006), exceptionally physical (Drinkwater et al., 2008; Delextrat, Cohen, 2009) and technical fitness (Apostolidis et al., 2004; Karpowicz, 2006), nature of sport performance (Hucinski, 2004; Dembinski, 2005). A reasonable long-term development system of young basketball players began to take shape in seventh decade of the 20th century. Different types of training were distinguished in such system: integral, physical, technical, tactical and theoretic (Stonkus, 1992; Butautas, 2002). The scientists have different opinions on the long-term development. Zeldovič and Keraminas (Зельдович, Кераминас, 1964) provide that 50 % of the total training time in the training cycle of the boys aged 11–14 years should be attributed to the physical and technical training. Dobry (1986) and Stonkus (1985) provide that physical training should prevail (at least 40 % of the total training time) in the training of boys aged 11–14 years. Other scientists (Mikulowsky, Oszast, 1976, Butautas, 2002; Milanovič et al., 2002; Cenic, 2004) state that the technical training is the most important type of training. Based on the opinion of the other group of scientists (Литвинов и др., 1996; Canadian Sports Centres, 2008), the time attributed to the physical training shall be reduced in parallel to the increase of age of an athlete, i.e. during the first year of training the largest part shall be attributed to physical training. One of the most important conditions of effective sports training is control and management of sports training in order to determine and assess physical development, physical fitness, change in the level of technical skills (Johnson, Nelson, 1986; Bouchard et al., 1997; Stonkus, 2002, 2003; Graham et al., 2004; Barfield et al., 2007; Mirkov et al., 2008; Balčiūnas et al., 2009; Robinson, 2010). According to some studies performed, age periods which are the most sensitive for the training of motor abilities (Komi, 1992; Shephard, Astrand, 1992; Kraemer, 1993; Pauletto, 1995; Alter, 1996; Donald, Chu, 1996; Dintiman et al., 1997; Donald, Chu, 1998; Viru et al., 1999; Baquet et al., 2003; Boisseau, Delamarche, 2000; Malina et al., 2004; Ford et al., 2011), technical skills (Schmidt, 1991; Latash, 1993; Burton, Miller, 1998; Schmidt, Lee, 1999; Cabodevilla, 2008; Kasa, 2006; Zambova, Tomanek, 2012) is childhood and adolescence. Scientists (Impellizzeri et al., 2005; Wolf, 2006; Ljach, 2007) provide that with respect to training of young basketball players fitness objectives shall be important next to the training objectives, as they influence achievement of the results of a young personality. Considering that the population of Lithuania is just below 3 million (2.96 million; http://www.stat.gov.lt, 2013), the results and achievement of Lithuanian basketball men national team (5th place in the world ranking, 406 points; http://www.fiba.com, 2013) and of national teams of younger age groups (3rd place in the world ranking, 261 points (http://www.fiba.com, 2013) in the Olympic Games, World and European championships should be treated as exceptional phenomena. A case study of an effective training institution could help to form an assumption on the peculiarities of the long-term development program successfully implemented by the Lithuanian coaches. The relevance of the problem is influenced by the following factors: • a special meaning for the development of a personality has genuine activity in childhood and adolescence (Jovaiša, 1993; 2001); • basketball is becoming a more important social phenomena as sports results represent the country (Wilson, Spink, 2006; Sakalauskas, 2010; Paulauskas, 2010); • in order to form a training concept of young basketball players, tendencies of the training of the training and fitness of the best athletes has to be analyzed (Leonardo et al., 2002; Stonkus, 2003); • train and manage the process of young basketball players so that the best results are achieved in the most important competitions (Balyi, Williams, 2009). It is especially important for Lithuania as it has limited resources of sports talent and finance; • only the scientifically-sound optimum training program of the young basketball players (aged 7–17 years) shall allow the athletes to realize their individual potential in order to achieve results in sports, as well as to realize sensitive opportunities for the development of personality (Aksen, Gunay, 2010). Research problem: due to different training of the young basketball players and different concept of the fitness influencing the training, it is important to determine, which peculiarities of the training programs applied effectively while aiming for the best results influence the fitness of the players during different age periods. Research hypothesis: a case study of coaching of young basketball players of Sabonis Basketball Center aged 7–17 years will reveal the structure of the long-term coaching of the players. Research object: coaching of young basketball players (aged 7–17 years). Research aim: conceptualization of the peculiarities of coaching of young basketball players (aged 7–17 years). Research objectives: 1. Determine the peculiarities of the content changes and amount of load of the training programs of basketball players aged 7–17 years. 2. Evaluate the body composition indicators, physical and technical fitness of basketball players aged 7–17 years by creating the rank scales of the indicators. 3. Determine the model values of the sport performance indicators of basketball players aged 12–17 years. 4. Reveal the selection and coaching model of Sabonis Basketball Center. Originality and theoretical significance of the research As basketball is becoming a more complex sport (faster, more athletic and more versatile), the results depend on many internal and external factors (Stonkus, 2003; Wissel, 2012). Training of young basketball players has become multidimensional, systemic process as multidisciplinary knowledge, methods and measures are used. A revealed phenomenological interaction between training and fitness of young basketball players aged 7–17 years is based on the following aspects: • a selection and training model of Sabonis Basketball Center has been revealed; • a training program of young basketball players aged 7–17 years applied in Sabonis Basketball Center has been revealed; • a rank scale of body composition indicators, physical and technical fitness of young basketball players aged 7–17 years has been formed; • the most sensitive age periods for the training of motor abilities and technical skills of young basketball players have been determined; • the characteristics of sport performance of basketball players aged 12–17 years have been formed. Practical application of the research Training programs and their peculiarities for different age periods provided in this dissertation shall help Lithuanian coaches to organize, plan and implement the long-term development of young basketball players more effectively. The rank scales of young basketball players' body composition indicators, physical and technical fitness and the model indicator values of sport performance, which have been formed for the purposes of this dissertation, shall help to select and train the players, prepare them for competitions and develop the highly skilled athletes. The established sensitive age periods for the training of motor abilities and technical skills shall assist the coaches in developing the abilities of young basketball players more effectively. Conclusions 1. It was determined that aiming to develop the basic skills of basketball technique and game awareness the specialized development prevail

Research problem It has been four decades since conclusion of the Vienna Convention on the law of treaties. The Convention included a provision that a treaty shall be inter-preted in good faith in accordance with the ordinary meaning to be given to the terms of the treaty in their context and in the light of its object and purpose. The customary status of this rule has been accepted by the International Court of Justice. Disregarding that, some question whether the rules, as opposed to principles, of interpretation are possible (i.e. would that not be better not to reduce them to writing). The International Law Commission itself has com-mented on this. On the other hand, the differences concerning interpretation of treaties were apparent already at the time the treaty was drafted. When the Convention was finally adopted, a few scholars representing the so-called New Haven approach opined that they expected the Convention to fail due to its "insistent emphasis upon an impossible, comformity-imposing textuality". In their view, conclusion of an international agreement was a continuous process of cooperation and collaboration of the parties, which required a much more detailed focus on the intentions of the parties than the Vienna Convention rule of interpretation envisaged. They called for interpretation which would search for genuine shared expectations, together with the complementary appeals for 'supplementing' and 'policing' communications in accordance with overriding community goals. Disregarding these hallmarks, they accepted that the text should remain an important index of party expectations, which they identify as one of the goals of interpretation. In their view, attention to the carefully worked out arrangements of the parties encourages the clarity of expectation, especially when sources of equal credibility give contradictory results concern-ing their expectations. Although the New Haven approach to interpretation of treaties was not included in the Vienna Convention on the Law of Treaties, a form of their reflection could be identified in national law, especially that of continental legal systems. It is agreed that the major difference between common law and conti-nental practice lies in the rules of interpretation: common law is based on a presumption of law, into which statutes are interwoven, hence the practice of drafting statutes in the fullest detail, and the broad assumptions that a statute deals only with those cases which fall within its actual wording. Continental theory, on the other hand, treats statutes as a basis of the law, but these tend to be drafted in a very general and abstract way, leaving it up to the courts to fill in the details by reference to a presumed legislative intention. However, this key difference seems to dissipate, as the common law tends to move away from the purely literal towards the purposive construction of statutory provi-sions, i.e. a new, 'revamped' version of literal rule has developed, which required the general context and purpose to be taken into consideration before any decision is reached concerning the ordinary meaning of statutory words. The continental practice remains consistent on its emphasis on the legislative intention. In the law of contracts this rule turns into a global one: both Lando and UNIDROIT principles of international commercial contracts include a rule of interpretation requiring to determine the common intentions of the parties. This approach finds reflection also in the Civil Code of the Republic of Lithuania, which was drafted on the basis of the UNIDROIT Principles. The International Law Commission returned to the topic of interpreta-tion of treaties thirty years later, in 2000, when it decided to consider the issue of fragmentation of international law and the potential problems it might give rise to. With this purpose in mind in its report on the topic of 2006 the study group has identified four general principles of interpretation of international rules: first, international law should be considered as a legal system, not as a random collection of international rules; second, in applying international law, it is necessary to determine the precise relationship between two or more rules and principles that are both valid and applicable in respect of the whole situa-tion (i.e. to identify whether their relationship is a one of interpretation or con-flict); thirdly, the norms should be interpreted in accordance with the Vienna Convention on the law of treaties, and fourthly, when several norms bear on a single issue, they should be interpreted so as to give rise to a set of compatible obligations. Explaining the latter principle, the Commission, similarly to the New Haven group approach, emphasized the need to take into consideration the community values, i.e. ius cogens and erga omnes, even though continues to recommend to follow the Vienna Convention approach on the ordinary meaning of the terms. Forty years later, it is already possible to consider, whether the New Haven group was correct criticising the Vienna Convention rule of interpreta-tion for its excessive emphasis on text, and how significant is the practical difference between the rule requiring to determine the common intentions of the parties as opposed to the rule, which requires to interpret a treaty in accor-dance with the ordinary meaning of its terms. Also, what is the practical im-pact of these differences on protection of the rights of persons. In order to answer this research question, the focus of the dissertation is on the foreign investment law in the energy sector. The topic is suitable and convenient to consider the impact of the rules of interpretation and the problems posed by fragmentation of international law. Its sources include in-ternational, national, and for the EU countries also EU law, even though the nature of the relationship between EU law and international investment law remains a disputable issue. The energy sector has been chosen in order to evaluate more precisely the impact of the rules of interpretation and fragmenta-tion of international law on the content of the rights of persons and their appli-cation. Research sources The Dissertation analyzes multilateral and bilateral investment trea-ties which are significant for the the protection of investment in the energy sector and the decisions of international investment arbitral tribunals. The ma-jor sources of international investment law are international treaties. The most significant documents for the energy sector currently are the Energy Charter treaty, the ICSID Convention, and the bilateral investment treaties, although national law remains also important for enforcement of arbitral awards and interpretation of state contracts. State contracts also remain significant, be-cause as a rule they include arbitration clauses and stabilization clauses. The latter are particularly common in the energy sector due to its specificity – on the one hand, energy is a heavily politicized sector due to its significance for the development of the economy of a state and both its economic and political stability. Therefore it has a status of a strategic sector, even an issue of national security. This could be observed ever since the beginning of the twentieth century. On the other hand, energy is an infrastructure sector, which requires high investments for development. Not all states are capable to develop this sector by their own financial means, and choose to attract foreign investment. As a result, investment contracts (state contracts) are concluded; they have a status of international commercial contracts, and their parties are free to choose both the applicable law and the means of dispute settlement. The en-ergy contracts as a rule include stabilization clauses, which seek to maintain stable business legal and financial environment for the duration of the contract. Finally, European Union law may also be accepted as a source for in-vestment protection, despite its generalized purposes, which are to achieve the strengthening and convergence of their economies and to establish a monetary and economic union, to implement a common foreign and security policy, including the progressive framing of the common defence policy, and to estab-lish the area of freedom, security and justice. EU law and foreign investment law are still largely conceived as independent and hardly interlinked. However, as integration between the EU member states becomes closer, EU legislation makes an increasing impact also on the specific sectors of the economy, in-cluding the energy sector. Research object The research object of this dissertation are the problems of interpreta-tion and application of law which arise in the resolution of disputes concerning protection of investments in the energy sector between the host states and for-eign investors. They may be grouped into three groups on the basis of the ap-plicable law: 1. The problems of interpretation of international agreements. Both BITs and MITs apply only with respect to investment. ICSID arbitral tribunals can hear only disputes arising directly out of an investment. Disregarding the key role the notion has on the exercise of rights, its meaning remains unclear. The most recent arbitral practice is completely inconsistent on this issue. No less problems are posed by the umbrella clauses, which are included in a large number of BITs and the Energy Charter Treaty, and which requires states to observe obligations they have entered into with an investor. These provisions have been included even in the BITs of 1970s, but in practice they have emerged only recently. The arbitral tribunals differ on whether this provision should be read literaly, or whether its meaning should be restricted. 2. The problems of interpretation of arbitration clauses and invest-ment contracts. This group includes the problems concerning arbitrab

Research problem It has been four decades since conclusion of the Vienna Convention on the law of treaties. The Convention included a provision that a treaty shall be inter-preted in good faith in accordance with the ordinary meaning to be given to the terms of the treaty in their context and in the light of its object and purpose. The customary status of this rule has been accepted by the International Court of Justice. Disregarding that, some question whether the rules, as opposed to principles, of interpretation are possible (i.e. would that not be better not to reduce them to writing). The International Law Commission itself has com-mented on this. On the other hand, the differences concerning interpretation of treaties were apparent already at the time the treaty was drafted. When the Convention was finally adopted, a few scholars representing the so-called New Haven approach opined that they expected the Convention to fail due to its "insistent emphasis upon an impossible, comformity-imposing textuality". In their view, conclusion of an international agreement was a continuous process of cooperation and collaboration of the parties, which required a much more detailed focus on the intentions of the parties than the Vienna Convention rule of interpretation envisaged. They called for interpretation which would search for genuine shared expectations, together with the complementary appeals for 'supplementing' and 'policing' communications in accordance with overriding community goals. Disregarding these hallmarks, they accepted that the text should remain an important index of party expectations, which they identify as one of the goals of interpretation. In their view, attention to the carefully worked out arrangements of the parties encourages the clarity of expectation, especially when sources of equal credibility give contradictory results concern-ing their expectations. Although the New Haven approach to interpretation of treaties was not included in the Vienna Convention on the Law of Treaties, a form of their reflection could be identified in national law, especially that of continental legal systems. It is agreed that the major difference between common law and conti-nental practice lies in the rules of interpretation: common law is based on a presumption of law, into which statutes are interwoven, hence the practice of drafting statutes in the fullest detail, and the broad assumptions that a statute deals only with those cases which fall within its actual wording. Continental theory, on the other hand, treats statutes as a basis of the law, but these tend to be drafted in a very general and abstract way, leaving it up to the courts to fill in the details by reference to a presumed legislative intention. However, this key difference seems to dissipate, as the common law tends to move away from the purely literal towards the purposive construction of statutory provi-sions, i.e. a new, 'revamped' version of literal rule has developed, which required the general context and purpose to be taken into consideration before any decision is reached concerning the ordinary meaning of statutory words. The continental practice remains consistent on its emphasis on the legislative intention. In the law of contracts this rule turns into a global one: both Lando and UNIDROIT principles of international commercial contracts include a rule of interpretation requiring to determine the common intentions of the parties. This approach finds reflection also in the Civil Code of the Republic of Lithuania, which was drafted on the basis of the UNIDROIT Principles. The International Law Commission returned to the topic of interpreta-tion of treaties thirty years later, in 2000, when it decided to consider the issue of fragmentation of international law and the potential problems it might give rise to. With this purpose in mind in its report on the topic of 2006 the study group has identified four general principles of interpretation of international rules: first, international law should be considered as a legal system, not as a random collection of international rules; second, in applying international law, it is necessary to determine the precise relationship between two or more rules and principles that are both valid and applicable in respect of the whole situa-tion (i.e. to identify whether their relationship is a one of interpretation or con-flict); thirdly, the norms should be interpreted in accordance with the Vienna Convention on the law of treaties, and fourthly, when several norms bear on a single issue, they should be interpreted so as to give rise to a set of compatible obligations. Explaining the latter principle, the Commission, similarly to the New Haven group approach, emphasized the need to take into consideration the community values, i.e. ius cogens and erga omnes, even though continues to recommend to follow the Vienna Convention approach on the ordinary meaning of the terms. Forty years later, it is already possible to consider, whether the New Haven group was correct criticising the Vienna Convention rule of interpreta-tion for its excessive emphasis on text, and how significant is the practical difference between the rule requiring to determine the common intentions of the parties as opposed to the rule, which requires to interpret a treaty in accor-dance with the ordinary meaning of its terms. Also, what is the practical im-pact of these differences on protection of the rights of persons. In order to answer this research question, the focus of the dissertation is on the foreign investment law in the energy sector. The topic is suitable and convenient to consider the impact of the rules of interpretation and the problems posed by fragmentation of international law. Its sources include in-ternational, national, and for the EU countries also EU law, even though the nature of the relationship between EU law and international investment law remains a disputable issue. The energy sector has been chosen in order to evaluate more precisely the impact of the rules of interpretation and fragmenta-tion of international law on the content of the rights of persons and their appli-cation. Research sources The Dissertation analyzes multilateral and bilateral investment trea-ties which are significant for the the protection of investment in the energy sector and the decisions of international investment arbitral tribunals. The ma-jor sources of international investment law are international treaties. The most significant documents for the energy sector currently are the Energy Charter treaty, the ICSID Convention, and the bilateral investment treaties, although national law remains also important for enforcement of arbitral awards and interpretation of state contracts. State contracts also remain significant, be-cause as a rule they include arbitration clauses and stabilization clauses. The latter are particularly common in the energy sector due to its specificity – on the one hand, energy is a heavily politicized sector due to its significance for the development of the economy of a state and both its economic and political stability. Therefore it has a status of a strategic sector, even an issue of national security. This could be observed ever since the beginning of the twentieth century. On the other hand, energy is an infrastructure sector, which requires high investments for development. Not all states are capable to develop this sector by their own financial means, and choose to attract foreign investment. As a result, investment contracts (state contracts) are concluded; they have a status of international commercial contracts, and their parties are free to choose both the applicable law and the means of dispute settlement. The en-ergy contracts as a rule include stabilization clauses, which seek to maintain stable business legal and financial environment for the duration of the contract. Finally, European Union law may also be accepted as a source for in-vestment protection, despite its generalized purposes, which are to achieve the strengthening and convergence of their economies and to establish a monetary and economic union, to implement a common foreign and security policy, including the progressive framing of the common defence policy, and to estab-lish the area of freedom, security and justice. EU law and foreign investment law are still largely conceived as independent and hardly interlinked. However, as integration between the EU member states becomes closer, EU legislation makes an increasing impact also on the specific sectors of the economy, in-cluding the energy sector. Research object The research object of this dissertation are the problems of interpreta-tion and application of law which arise in the resolution of disputes concerning protection of investments in the energy sector between the host states and for-eign investors. They may be grouped into three groups on the basis of the ap-plicable law: 1. The problems of interpretation of international agreements. Both BITs and MITs apply only with respect to investment. ICSID arbitral tribunals can hear only disputes arising directly out of an investment. Disregarding the key role the notion has on the exercise of rights, its meaning remains unclear. The most recent arbitral practice is completely inconsistent on this issue. No less problems are posed by the umbrella clauses, which are included in a large number of BITs and the Energy Charter Treaty, and which requires states to observe obligations they have entered into with an investor. These provisions have been included even in the BITs of 1970s, but in practice they have emerged only recently. The arbitral tribunals differ on whether this provision should be read literaly, or whether its meaning should be restricted. 2. The problems of interpretation of arbitration clauses and invest-ment contracts. This group includes the problems concerning arbitrab