In all historical periods oceans and seas perform very important role in state political and economical development. The most advanced states and nations were situated by the sea. The major way to travel was by sea, also it was a way to change goods and ideas between people and to takeover the inventions of other nations. Lithuania is one of the last states, which began to develop sea transport. The major reason for this is complicated geopolitical situation of Lithuanian state. Our state is located in the most important European peace and war crossroad. After Lithuania regained the independence, the express development in Klaipėda state seaport was seen. The coverage of cargo was magnified and international relations were improved too. However, even today in the global trade and international competition context, Klaipėda state seaport is influenced by wide spectrum of forces, which determine the seaport and sea transport sectors fluent behaviour. The results of the research indicate that Klaipėda state seaport is one of the most important components of Lithuanian transport system. The development of sea transport sector takes one of the major roles in the programme of current Lithuanian government. Lithuanian maritime state future status and effective use of having the seaport by the Baltic sea depend on how effectively the basic issues of Klaipeda city, Klaipėda state seaport and sea transport development will be resolved.
In all historical periods oceans and seas perform very important role in state political and economical development. The most advanced states and nations were situated by the sea. The major way to travel was by sea, also it was a way to change goods and ideas between people and to takeover the inventions of other nations. Lithuania is one of the last states, which began to develop sea transport. The major reason for this is complicated geopolitical situation of Lithuanian state. Our state is located in the most important European peace and war crossroad. After Lithuania regained the independence, the express development in Klaipėda state seaport was seen. The coverage of cargo was magnified and international relations were improved too. However, even today in the global trade and international competition context, Klaipėda state seaport is influenced by wide spectrum of forces, which determine the seaport and sea transport sectors fluent behaviour. The results of the research indicate that Klaipėda state seaport is one of the most important components of Lithuanian transport system. The development of sea transport sector takes one of the major roles in the programme of current Lithuanian government. Lithuanian maritime state future status and effective use of having the seaport by the Baltic sea depend on how effectively the basic issues of Klaipeda city, Klaipėda state seaport and sea transport development will be resolved.
In all historical periods oceans and seas perform very important role in state political and economical development. The most advanced states and nations were situated by the sea. The major way to travel was by sea, also it was a way to change goods and ideas between people and to takeover the inventions of other nations. Lithuania is one of the last states, which began to develop sea transport. The major reason for this is complicated geopolitical situation of Lithuanian state. Our state is located in the most important European peace and war crossroad. After Lithuania regained the independence, the express development in Klaipėda state seaport was seen. The coverage of cargo was magnified and international relations were improved too. However, even today in the global trade and international competition context, Klaipėda state seaport is influenced by wide spectrum of forces, which determine the seaport and sea transport sectors fluent behaviour. The results of the research indicate that Klaipėda state seaport is one of the most important components of Lithuanian transport system. The development of sea transport sector takes one of the major roles in the programme of current Lithuanian government. Lithuanian maritime state future status and effective use of having the seaport by the Baltic sea depend on how effectively the basic issues of Klaipeda city, Klaipėda state seaport and sea transport development will be resolved.
In all historical periods oceans and seas perform very important role in state political and economical development. The most advanced states and nations were situated by the sea. The major way to travel was by sea, also it was a way to change goods and ideas between people and to takeover the inventions of other nations. Lithuania is one of the last states, which began to develop sea transport. The major reason for this is complicated geopolitical situation of Lithuanian state. Our state is located in the most important European peace and war crossroad. After Lithuania regained the independence, the express development in Klaipėda state seaport was seen. The coverage of cargo was magnified and international relations were improved too. However, even today in the global trade and international competition context, Klaipėda state seaport is influenced by wide spectrum of forces, which determine the seaport and sea transport sectors fluent behaviour. The results of the research indicate that Klaipėda state seaport is one of the most important components of Lithuanian transport system. The development of sea transport sector takes one of the major roles in the programme of current Lithuanian government. Lithuanian maritime state future status and effective use of having the seaport by the Baltic sea depend on how effectively the basic issues of Klaipeda city, Klaipėda state seaport and sea transport development will be resolved.
As Lithuanian troops become more and more mobile, the deployment of military units from one location to another is becoming an increasingly frequent phenomenon. It is likely that in case of a threat of war, Lithuanian army units may repeatedly have to change their location of deployment. Given that the country which is opposed to the Baltic countries is using tactic of deploying small units more often, the possibility of military convoy being attacked in the event of a war threat is becoming increasingly widespread. For this reason, an investigation and analysis of routes which would involve the redeployment of Lithuanian troops and allied military units in the event of a war threat is of great relevance to the Lithuanian army. Due to the fact the transport of Lithuanian military equipment mainly takes place on land by means of wheeled vehicles, this work focuses on analysing the situation on the mode of transport in question. The aim of this project is to analyse the selected routes and their dangerous sections on roads in case of a military threat for allied machinery to be transported from the port of Klaipėda to the designated deployment locations in Lazdijai, taking into account the aspects of travel time and security. The literature analysis and the study of the sections on parts of the dangerous routes have led to conclusions that the second route is more secure, taking into account the capability of the enemy to find shelter because the potential for enemy shelter in the three segments of the road is poor. Taking into account the potential for going round, the first route is safer as the three segments of the road are evaluated as having good potential for going round while one is evaluated as great for going round. The analysis has also shown that when it comes to time required to overcome the dangerous segments of the route, the second route is considered more appropriate. This is due to the fact that the time to overcome the dangerous segments of the second route is 62 minutes and 30 seconds while the first route would take 74 minutes and 12 seconds to complete.
As Lithuanian troops become more and more mobile, the deployment of military units from one location to another is becoming an increasingly frequent phenomenon. It is likely that in case of a threat of war, Lithuanian army units may repeatedly have to change their location of deployment. Given that the country which is opposed to the Baltic countries is using tactic of deploying small units more often, the possibility of military convoy being attacked in the event of a war threat is becoming increasingly widespread. For this reason, an investigation and analysis of routes which would involve the redeployment of Lithuanian troops and allied military units in the event of a war threat is of great relevance to the Lithuanian army. Due to the fact the transport of Lithuanian military equipment mainly takes place on land by means of wheeled vehicles, this work focuses on analysing the situation on the mode of transport in question. The aim of this project is to analyse the selected routes and their dangerous sections on roads in case of a military threat for allied machinery to be transported from the port of Klaipėda to the designated deployment locations in Lazdijai, taking into account the aspects of travel time and security. The literature analysis and the study of the sections on parts of the dangerous routes have led to conclusions that the second route is more secure, taking into account the capability of the enemy to find shelter because the potential for enemy shelter in the three segments of the road is poor. Taking into account the potential for going round, the first route is safer as the three segments of the road are evaluated as having good potential for going round while one is evaluated as great for going round. The analysis has also shown that when it comes to time required to overcome the dangerous segments of the route, the second route is considered more appropriate. This is due to the fact that the time to overcome the dangerous segments of the second route is 62 minutes and 30 seconds while the first route would take 74 minutes and 12 seconds to complete.
As Lithuanian troops become more and more mobile, the deployment of military units from one location to another is becoming an increasingly frequent phenomenon. It is likely that in case of a threat of war, Lithuanian army units may repeatedly have to change their location of deployment. Given that the country which is opposed to the Baltic countries is using tactic of deploying small units more often, the possibility of military convoy being attacked in the event of a war threat is becoming increasingly widespread. For this reason, an investigation and analysis of routes which would involve the redeployment of Lithuanian troops and allied military units in the event of a war threat is of great relevance to the Lithuanian army. Due to the fact the transport of Lithuanian military equipment mainly takes place on land by means of wheeled vehicles, this work focuses on analysing the situation on the mode of transport in question. The aim of this project is to analyse the selected routes and their dangerous sections on roads in case of a military threat for allied machinery to be transported from the port of Klaipėda to the designated deployment locations in Lazdijai, taking into account the aspects of travel time and security. The literature analysis and the study of the sections on parts of the dangerous routes have led to conclusions that the second route is more secure, taking into account the capability of the enemy to find shelter because the potential for enemy shelter in the three segments of the road is poor. Taking into account the potential for going round, the first route is safer as the three segments of the road are evaluated as having good potential for going round while one is evaluated as great for going round. The analysis has also shown that when it comes to time required to overcome the dangerous segments of the route, the second route is considered more appropriate. This is due to the fact that the time to overcome the dangerous segments of the second route is 62 minutes and 30 seconds while the first route would take 74 minutes and 12 seconds to complete.
As Lithuanian troops become more and more mobile, the deployment of military units from one location to another is becoming an increasingly frequent phenomenon. It is likely that in case of a threat of war, Lithuanian army units may repeatedly have to change their location of deployment. Given that the country which is opposed to the Baltic countries is using tactic of deploying small units more often, the possibility of military convoy being attacked in the event of a war threat is becoming increasingly widespread. For this reason, an investigation and analysis of routes which would involve the redeployment of Lithuanian troops and allied military units in the event of a war threat is of great relevance to the Lithuanian army. Due to the fact the transport of Lithuanian military equipment mainly takes place on land by means of wheeled vehicles, this work focuses on analysing the situation on the mode of transport in question. The aim of this project is to analyse the selected routes and their dangerous sections on roads in case of a military threat for allied machinery to be transported from the port of Klaipėda to the designated deployment locations in Lazdijai, taking into account the aspects of travel time and security. The literature analysis and the study of the sections on parts of the dangerous routes have led to conclusions that the second route is more secure, taking into account the capability of the enemy to find shelter because the potential for enemy shelter in the three segments of the road is poor. Taking into account the potential for going round, the first route is safer as the three segments of the road are evaluated as having good potential for going round while one is evaluated as great for going round. The analysis has also shown that when it comes to time required to overcome the dangerous segments of the route, the second route is considered more appropriate. This is due to the fact that the time to overcome the dangerous segments of the second route is 62 minutes and 30 seconds while the first route would take 74 minutes and 12 seconds to complete.
In all historical periods oceans and seas perform very important role in state political and economical development. The most advanced states and nations were situated by the sea. The major way to travel was by sea, also it was a way to change goods and ideas between people and to takeover the inventions of other nations. Lithuania is one of the last states, which began to develop sea transport. The major reason for this is complicated geopolitical situation of Lithuanian state. Our state is located in the most important European peace and war crossroad. After Lithuania regained the independence, the express development in Klaipėda state seaport was seen. The coverage of cargo was magnified and international relations were improved too. However, even today in the global trade and international competition context, Klaipėda state seaport is influenced by wide spectrum of forces, which determine the seaport and sea transport sectors fluent behaviour. The results of the research indicate that Klaipėda state seaport is one of the most important components of Lithuanian transport system. The development of sea transport sector takes one of the major roles in the programme of current Lithuanian government. Lithuanian maritime state future status and effective use of having the seaport by the Baltic sea depend on how effectively the basic issues of Klaipeda city, Klaipėda state seaport and sea transport development will be resolved. ; Straipsnyje analizuojamos Klaipėdos valstybinio jūrų uosto pagrindinės veiklos kryptys ir Lietuvos Respublikos Vyriausybės suformuota jūrų transporto politika. Nagrinėjamos įstatymiškai reglamentuotos transporto rūšys ir jomis gabenami krovinių ir keleivių srautai. Taikant SSGG ir PEST metodus, identifikuoti Klaipėdos valstybinio jūrų uosto vidinės ir išorinės aplinkos veiksniai, darantys įtaką uosto ir jūrų transporto sektoriaus efektyviam funkcionavimui. Tyrimo rezultatai parodė, kad Klaipėdos valstybinis jūrų uostas yra svarbiausias transporto sistemos elementas pozicionuojant Lietuvą kaip jūrinę valstybę. Tyrimas buvo atliktas 2011 m. vasario– gegužės mėnesiais.
The most relevant topic at the moment – the new Coronavirus and the influence it has bring to our economies, communities, health and all the other spheres. One of the most damaged sector – transport and tourism. This paper aim to analyse the changes in customer behaviour during COVID-19 pandemic, how does it change people plans for travelling at the moment and in a long term, also traveller's behaviour in organizing trips, selecting destination or an accommodation. The research was carried out using scientific literature analysis and a quantitative research was used for receiving a data about current changes in tourist behaviour which is extremely relevant at the moment. Tourism was one of the most growing industry, counting steady growth for 10 years in a row and reaching the record of 1.5 billion international tourists in year 2019 (UNWTO, 2020) and the forecast for the upcoming year was further growth of 4 % but now it is obvious that instead of a growth tourism industry will face sharp decline due to cancelled flights, closed hotels and restaurants, even borders of the many countries in EU, USA, Asia. Everything changed really rapidly as new Coronavirus fit China in the end of 2019 and soon spread in other countries and continents. This world is facing various risks every day from terror, wars, economy crises, nature disasters to biological virus mutations – all threats cause enormous influence to society and customer behaviour. Consumer behaviour – the decisions that people make to buy or not to buy a product or service, and the factors that influence their decisions (Mowen, 1987). Many scientists agree that consumer behaviour is highly affected by environment and any changes that happen in society. B.F. Skinner was focused not into the individual but into environment and the reaction of people into changes in environment. According to Jan Krajhanzl (2010) consumer behaviour is influenced by internal and external factors. One type of external factors are situational factors like: weather conditions, time, catastrophes, epidemics and other. No other economic sector is so connected with environment like tourism, on which it depends. There are few types of risks on tourism: 1. Nature: storms, earthquakes, volcano eruptions, tsunamis, floods, etc. 2. Technology: risks, caused by unlimited technological development. 3. Political: wars, conflicts, terror. 4. Biological: viruses, infectious diseases. (Robertson, Kean, Moore 2006) Those global challenges have power on most countries tourism sector: in regions where one or another risk if happening, number of tourist drop rapidly (Damulienė, 2011). Current global risk – COVID-19 virus, which caused worldwide pandemic. World Health Organization (WHO) characterized Coronavirus as pandemic on 19th of March, 2020. In a very short time this virus changed people life: many countries are in a lockdown, which leads to closed restaurants, shopping places, public events and many other spheres. One of the most effective way of avoiding virus is staying at home with no physical contact which leads to negative influence to individual's mental health (WHO 2020). The research of the paper was conducted in March – April, 2020. 277 people from Lithuania answered to online survey questions. Results were analysed with Excel. Profile of the respondents were people from 19 to 65 years, mostly 35-55 years old, active travellers, travelling abroad one and more times per year (81.8 %). Questions were divided into 3 blocks with 15 statements in each and respondents needed to evaluate statement in scale from "totally agree", "agree", "neutral", "disagree", "totally disagree". Results revealed that safety if the most important factor for choosing a destination for travelling (93.5 % agree and totally agree with statement). Also, most of the people agree (89.3 %) that they will travel only when they will be sure about safety due to COVID-19. Now 85 % of respondents cancelled or are planning to cancel their future trips due the virus. Despite the huge current influence of the virus, most of the respondents agree that they would like to travel if not the negative Coronavirus news, this means that the virus did not stop people from willing to travel. Summing up all information and research made it is obvious that Coronavirus have a huge influence on society and consumer behaviour in various ways and especially in tourism sector. Changing behaviour is forecasted for the future also: travellers will choose to travel to more remote destinations, avoid mass places, travel more individually and avoid group travelling. Huge attention will be on health and hygiene conditions in places of interest, accommodation and restaurants sector, also for other traveller's health situation
The most relevant topic at the moment – the new Coronavirus and the influence it has bring to our economies, communities, health and all the other spheres. One of the most damaged sector – transport and tourism. This paper aim to analyse the changes in customer behaviour during COVID-19 pandemic, how does it change people plans for travelling at the moment and in a long term, also traveller's behaviour in organizing trips, selecting destination or an accommodation. The research was carried out using scientific literature analysis and a quantitative research was used for receiving a data about current changes in tourist behaviour which is extremely relevant at the moment. Tourism was one of the most growing industry, counting steady growth for 10 years in a row and reaching the record of 1.5 billion international tourists in year 2019 (UNWTO, 2020) and the forecast for the upcoming year was further growth of 4 % but now it is obvious that instead of a growth tourism industry will face sharp decline due to cancelled flights, closed hotels and restaurants, even borders of the many countries in EU, USA, Asia. Everything changed really rapidly as new Coronavirus fit China in the end of 2019 and soon spread in other countries and continents. This world is facing various risks every day from terror, wars, economy crises, nature disasters to biological virus mutations – all threats cause enormous influence to society and customer behaviour. Consumer behaviour – the decisions that people make to buy or not to buy a product or service, and the factors that influence their decisions (Mowen, 1987). Many scientists agree that consumer behaviour is highly affected by environment and any changes that happen in society. B.F. Skinner was focused not into the individual but into environment and the reaction of people into changes in environment. According to Jan Krajhanzl (2010) consumer behaviour is influenced by internal and external factors. One type of external factors are situational factors like: weather conditions, time, catastrophes, epidemics and other. No other economic sector is so connected with environment like tourism, on which it depends. There are few types of risks on tourism: 1. Nature: storms, earthquakes, volcano eruptions, tsunamis, floods, etc. 2. Technology: risks, caused by unlimited technological development. 3. Political: wars, conflicts, terror. 4. Biological: viruses, infectious diseases. (Robertson, Kean, Moore 2006) Those global challenges have power on most countries tourism sector: in regions where one or another risk if happening, number of tourist drop rapidly (Damulienė, 2011). Current global risk – COVID-19 virus, which caused worldwide pandemic. World Health Organization (WHO) characterized Coronavirus as pandemic on 19th of March, 2020. In a very short time this virus changed people life: many countries are in a lockdown, which leads to closed restaurants, shopping places, public events and many other spheres. One of the most effective way of avoiding virus is staying at home with no physical contact which leads to negative influence to individual's mental health (WHO 2020). The research of the paper was conducted in March – April, 2020. 277 people from Lithuania answered to online survey questions. Results were analysed with Excel. Profile of the respondents were people from 19 to 65 years, mostly 35-55 years old, active travellers, travelling abroad one and more times per year (81.8 %). Questions were divided into 3 blocks with 15 statements in each and respondents needed to evaluate statement in scale from "totally agree", "agree", "neutral", "disagree", "totally disagree". Results revealed that safety if the most important factor for choosing a destination for travelling (93.5 % agree and totally agree with statement). Also, most of the people agree (89.3 %) that they will travel only when they will be sure about safety due to COVID-19. Now 85 % of respondents cancelled or are planning to cancel their future trips due the virus. Despite the huge current influence of the virus, most of the respondents agree that they would like to travel if not the negative Coronavirus news, this means that the virus did not stop people from willing to travel. Summing up all information and research made it is obvious that Coronavirus have a huge influence on society and consumer behaviour in various ways and especially in tourism sector. Changing behaviour is forecasted for the future also: travellers will choose to travel to more remote destinations, avoid mass places, travel more individually and avoid group travelling. Huge attention will be on health and hygiene conditions in places of interest, accommodation and restaurants sector, also for other traveller's health situation
Legal Measures for the Prevention of Social Dumping in the European Union The four fundamental freedoms prevailing in the EU, i.e. the free movement of goods, services, persons and capital, enabled citizens of Member States not only undisturbedly to travel, study but also to work, set up businesses and provide services in other Member States for earning purposes. Secondment of employees to other Member States to provide services is particularly popular over the last twenty years, generating significant profits for employers, while at the same time the number of forms of exploitation of employees sent on a business trip increased. The exploitation of employees sent on a business trip led to a negative phenomenon called social dumping. There is currently no precise definition of social dumping in the EU. One of the reasons for the lack of consensus on social dumping is the differences between the "old" and "new" Member States on this phenomenon. The first part is intended to provide a overview of the legal instruments, i.e. the main EU directives which are aimed at curbing social dumping. The reader is introduced with attempts which were made to curb social dumping ten years ago and how social dumping is being tackled in the current EU. There are introduced the main innovations of Directive 2018/957, which must be transposed into national law by 30 July 2020, that should further curb the spread of social dumping and help to ensure even better social security for employees sent on a business trip. The second part deals with one of the main forms of social dumping using employees sent on a business trip. The reader is presented with the reasons why and by what means employers use employees sent on a business trip in cases of ordinary posting, temporary employment agencies, bogus self-employment and road transport sector.
Legal Measures for the Prevention of Social Dumping in the European Union The four fundamental freedoms prevailing in the EU, i.e. the free movement of goods, services, persons and capital, enabled citizens of Member States not only undisturbedly to travel, study but also to work, set up businesses and provide services in other Member States for earning purposes. Secondment of employees to other Member States to provide services is particularly popular over the last twenty years, generating significant profits for employers, while at the same time the number of forms of exploitation of employees sent on a business trip increased. The exploitation of employees sent on a business trip led to a negative phenomenon called social dumping. There is currently no precise definition of social dumping in the EU. One of the reasons for the lack of consensus on social dumping is the differences between the "old" and "new" Member States on this phenomenon. The first part is intended to provide a overview of the legal instruments, i.e. the main EU directives which are aimed at curbing social dumping. The reader is introduced with attempts which were made to curb social dumping ten years ago and how social dumping is being tackled in the current EU. There are introduced the main innovations of Directive 2018/957, which must be transposed into national law by 30 July 2020, that should further curb the spread of social dumping and help to ensure even better social security for employees sent on a business trip. The second part deals with one of the main forms of social dumping using employees sent on a business trip. The reader is presented with the reasons why and by what means employers use employees sent on a business trip in cases of ordinary posting, temporary employment agencies, bogus self-employment and road transport sector.
Legal Measures for the Prevention of Social Dumping in the European Union The four fundamental freedoms prevailing in the EU, i.e. the free movement of goods, services, persons and capital, enabled citizens of Member States not only undisturbedly to travel, study but also to work, set up businesses and provide services in other Member States for earning purposes. Secondment of employees to other Member States to provide services is particularly popular over the last twenty years, generating significant profits for employers, while at the same time the number of forms of exploitation of employees sent on a business trip increased. The exploitation of employees sent on a business trip led to a negative phenomenon called social dumping. There is currently no precise definition of social dumping in the EU. One of the reasons for the lack of consensus on social dumping is the differences between the "old" and "new" Member States on this phenomenon. The first part is intended to provide a overview of the legal instruments, i.e. the main EU directives which are aimed at curbing social dumping. The reader is introduced with attempts which were made to curb social dumping ten years ago and how social dumping is being tackled in the current EU. There are introduced the main innovations of Directive 2018/957, which must be transposed into national law by 30 July 2020, that should further curb the spread of social dumping and help to ensure even better social security for employees sent on a business trip. The second part deals with one of the main forms of social dumping using employees sent on a business trip. The reader is presented with the reasons why and by what means employers use employees sent on a business trip in cases of ordinary posting, temporary employment agencies, bogus self-employment and road transport sector.
Legal Measures for the Prevention of Social Dumping in the European Union The four fundamental freedoms prevailing in the EU, i.e. the free movement of goods, services, persons and capital, enabled citizens of Member States not only undisturbedly to travel, study but also to work, set up businesses and provide services in other Member States for earning purposes. Secondment of employees to other Member States to provide services is particularly popular over the last twenty years, generating significant profits for employers, while at the same time the number of forms of exploitation of employees sent on a business trip increased. The exploitation of employees sent on a business trip led to a negative phenomenon called social dumping. There is currently no precise definition of social dumping in the EU. One of the reasons for the lack of consensus on social dumping is the differences between the "old" and "new" Member States on this phenomenon. The first part is intended to provide a overview of the legal instruments, i.e. the main EU directives which are aimed at curbing social dumping. The reader is introduced with attempts which were made to curb social dumping ten years ago and how social dumping is being tackled in the current EU. There are introduced the main innovations of Directive 2018/957, which must be transposed into national law by 30 July 2020, that should further curb the spread of social dumping and help to ensure even better social security for employees sent on a business trip. The second part deals with one of the main forms of social dumping using employees sent on a business trip. The reader is presented with the reasons why and by what means employers use employees sent on a business trip in cases of ordinary posting, temporary employment agencies, bogus self-employment and road transport sector.
