Suchergebnisse

Dangerous goods are substances with hazardous properties and products that can harm people, the environment or property. Incorrect transport or storage of such cargo can lead to human or animal disease, poisoning, burns, as well as explosion, fire, damage to other cargo, rolling stock, structures and equipment, contamination of the environment and water. It is not possible to avoid the risk of transporting dangerous goods, but it can be controlled and minimized.A study on the possibilities for improving the transport of dangerous goods in the European Union countries was carried out. The study was conducted using a survey method. Questionnaires were sent to transport companies carrying dangerous goods. These companies are based in the European Union countries. The purpose of the study was to find out what security measures the relevant transport company is taking to ensure the safe transport of dangerous goods, the modes of transport of the most dangerous goods, the countries where the dangerous goods transported by the respective carrier are mostly transported, the information means used by the company for fast and safe transportation to the consignee of this type of cargo.The article presents the results of the study on the transport of dangerous goods in the EU countries. The questionnaire analysis showshow respondents in the European Union countries evaluate the transport of dangerous goods, what dangerous goods are usually transported, what are the causes of accidents and what is being done to reduce the risks of transporting dangerous goods.After analysis of the results of the study it can be stated that the EU countries have a variety of security measures to reduce the risk of dangerous goods transport. Therefore, Lithuanian carriers can be offered various means of safe transportation of these goods.The article provides guidance measures to ensure the safe transport of that cargo.

Dangerous goods are substances with hazardous properties and products that can harm people, the environment or property. Incorrect transport or storage of such cargo can lead to human or animal disease, poisoning, burns, as well as explosion, fire, damage to other cargo, rolling stock, structures and equipment, contamination of the environment and water. It is not possible to avoid the risk of transporting dangerous goods, but it can be controlled and minimized.A study on the possibilities for improving the transport of dangerous goods in the European Union countries was carried out. The study was conducted using a survey method. Questionnaires were sent to transport companies carrying dangerous goods. These companies are based in the European Union countries. The purpose of the study was to find out what security measures the relevant transport company is taking to ensure the safe transport of dangerous goods, the modes of transport of the most dangerous goods, the countries where the dangerous goods transported by the respective carrier are mostly transported, the information means used by the company for fast and safe transportation to the consignee of this type of cargo.The article presents the results of the study on the transport of dangerous goods in the EU countries. The questionnaire analysis showshow respondents in the European Union countries evaluate the transport of dangerous goods, what dangerous goods are usually transported, what are the causes of accidents and what is being done to reduce the risks of transporting dangerous goods.After analysis of the results of the study it can be stated that the EU countries have a variety of security measures to reduce the risk of dangerous goods transport. Therefore, Lithuanian carriers can be offered various means of safe transportation of these goods.The article provides guidance measures to ensure the safe transport of that cargo.

The analysis of the multimodal transport as an institute of law, applicable legal regulation to multimodal transport and legal issues arising due to limitations of this legal regulation is conducted in the scientific research. Great attention in the research is devoted to examination of the scope of direct application of the international conventions of carriage of goods and direct their application to the contracts of multimodal transport. Having determined, that the conventions are applicable directly to a multimodal transport contract only if and in so far as it is stated explicitly in the convention, preconditions for the adoption of uniform legal regulation on multimodal transport and solving existing problems with the help of the principle of freedom of contract are being established. Having assessed legal instruments, potentially capable of setting out uniform legal regulation on multimodal transport and solving problems caused by lack of such regulation, the conclusion is drawn that a new international convention on multimodal transport is considered as the best for the aims described above. However, having regard to low probability of such an instrument being created and adopted soon, it is estimated that the European Union should pass an internal legal act on multimodal transport which would be applicable at regional level.

The analysis of the multimodal transport as an institute of law, applicable legal regulation to multimodal transport and legal issues arising due to limitations of this legal regulation is conducted in the scientific research. Great attention in the research is devoted to examination of the scope of direct application of the international conventions of carriage of goods and direct their application to the contracts of multimodal transport. Having determined, that the conventions are applicable directly to a multimodal transport contract only if and in so far as it is stated explicitly in the convention, preconditions for the adoption of uniform legal regulation on multimodal transport and solving existing problems with the help of the principle of freedom of contract are being established. Having assessed legal instruments, potentially capable of setting out uniform legal regulation on multimodal transport and solving problems caused by lack of such regulation, the conclusion is drawn that a new international convention on multimodal transport is considered as the best for the aims described above. However, having regard to low probability of such an instrument being created and adopted soon, it is estimated that the European Union should pass an internal legal act on multimodal transport which would be applicable at regional level.

The analysis of the multimodal transport as an institute of law, applicable legal regulation to multimodal transport and legal issues arising due to limitations of this legal regulation is conducted in the scientific research. Great attention in the research is devoted to examination of the scope of direct application of the international conventions of carriage of goods and direct their application to the contracts of multimodal transport. Having determined, that the conventions are applicable directly to a multimodal transport contract only if and in so far as it is stated explicitly in the convention, preconditions for the adoption of uniform legal regulation on multimodal transport and solving existing problems with the help of the principle of freedom of contract are being established. Having assessed legal instruments, potentially capable of setting out uniform legal regulation on multimodal transport and solving problems caused by lack of such regulation, the conclusion is drawn that a new international convention on multimodal transport is considered as the best for the aims described above. However, having regard to low probability of such an instrument being created and adopted soon, it is estimated that the European Union should pass an internal legal act on multimodal transport which would be applicable at regional level.

The analysis of the multimodal transport as an institute of law, applicable legal regulation to multimodal transport and legal issues arising due to limitations of this legal regulation is conducted in the scientific research. Great attention in the research is devoted to examination of the scope of direct application of the international conventions of carriage of goods and direct their application to the contracts of multimodal transport. Having determined, that the conventions are applicable directly to a multimodal transport contract only if and in so far as it is stated explicitly in the convention, preconditions for the adoption of uniform legal regulation on multimodal transport and solving existing problems with the help of the principle of freedom of contract are being established. Having assessed legal instruments, potentially capable of setting out uniform legal regulation on multimodal transport and solving problems caused by lack of such regulation, the conclusion is drawn that a new international convention on multimodal transport is considered as the best for the aims described above. However, having regard to low probability of such an instrument being created and adopted soon, it is estimated that the European Union should pass an internal legal act on multimodal transport which would be applicable at regional level.

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 recent years competition between carriers has been growing simultaneously with road transport sector. With the aim to cut as large piece of market and to make as big profit as it is possible carriers often strive for shortening transportation period by violating the set rules for driver's work and rest time. In order to ensure fair competition and health of mobile employees, which work in particular conditions, as well as to improve road traffic safety, specific work and rest time control, in particular the one set out by legal acts of the European Union and international laws, is in urgent need. Having entered the European Union Lithuania has like-for-like undertaken to transfer general requirements related to work and rest time to its national law, however, such transfer causes considerable amount of problems, which have not been discussed widely and in greater detail. Therefore, the aim of this MA thesis is to analyze work and rest time control peculiarities of road traffic sector employees, to reveal and discuss problems related to such control and make offers on its improvement. Following international and national laws and legal acts of the European Union, this paper analyzes preconditions for differential control of the work of people employed in road transport sector and purpose of specific work and rest time control, discusses the main specific international and national laws and legal acts of the European Community regulating work of road transport sector employees and compares present effective laws and legal acts replaced by such present laws. It also examines peculiarities of work and rest time pattern applied for road transport sector by looking into such basic constituents of the pattern as "working time", "other working time", "time of being at employer's disposition", "rest time", "daily rest time", "weekly rest time", etc. The thesis also discusses conflicting norms of legal acts regulating work and rest times and introduces with practical problems tried by the European Court of Justice. Implementation of legal norms of the European Community in national law is anatomized by distinguishing between internal and external control of compliance to legal norms and by approaching penalties for violation of such norms. The work also gives results of the process of implementing work and rest time control regulations and basic problems encountered by member states in course of implementation of the abovementioned legal acts.

In recent years competition between carriers has been growing simultaneously with road transport sector. With the aim to cut as large piece of market and to make as big profit as it is possible carriers often strive for shortening transportation period by violating the set rules for driver's work and rest time. In order to ensure fair competition and health of mobile employees, which work in particular conditions, as well as to improve road traffic safety, specific work and rest time control, in particular the one set out by legal acts of the European Union and international laws, is in urgent need. Having entered the European Union Lithuania has like-for-like undertaken to transfer general requirements related to work and rest time to its national law, however, such transfer causes considerable amount of problems, which have not been discussed widely and in greater detail. Therefore, the aim of this MA thesis is to analyze work and rest time control peculiarities of road traffic sector employees, to reveal and discuss problems related to such control and make offers on its improvement. Following international and national laws and legal acts of the European Union, this paper analyzes preconditions for differential control of the work of people employed in road transport sector and purpose of specific work and rest time control, discusses the main specific international and national laws and legal acts of the European Community regulating work of road transport sector employees and compares present effective laws and legal acts replaced by such present laws. It also examines peculiarities of work and rest time pattern applied for road transport sector by looking into such basic constituents of the pattern as "working time", "other working time", "time of being at employer's disposition", "rest time", "daily rest time", "weekly rest time", etc. The thesis also discusses conflicting norms of legal acts regulating work and rest times and introduces with practical problems tried by the European Court of Justice. Implementation of legal norms of the European Community in national law is anatomized by distinguishing between internal and external control of compliance to legal norms and by approaching penalties for violation of such norms. The work also gives results of the process of implementing work and rest time control regulations and basic problems encountered by member states in course of implementation of the abovementioned legal acts.

In this study the impact of the European Union on Lithuanian road transport sector is analysed in the light of the rational choice institutionalism. It is argued that the Transport policy of the European Community affects the integration process of the Lithuanian road transport sector into the European single market, promoting the four freedoms of movement. The impact of the European Union Transport policy on the national road transport sector consists of important – legislative and economic as well as positive and negative – aspects. The positive impact of the European Transport policy on the Lithuanian road transport sector is related to the European Regional Development Fund (ERDF) and the Cohesion Fund financial contribution for the transport infrastructure development in Lithuania. The negative impact of the European Union Transport policy on the national road transport sector is related to the strict regulation of the European law. Summarizing the analysis done in the thesis it can be concluded that the Transport policy of the European Community affects Lithuanian road transport sector, ensures its integration into the EU single market and gives the four freedoms of movement at the national and European level.

In this study the impact of the European Union on Lithuanian road transport sector is analysed in the light of the rational choice institutionalism. It is argued that the Transport policy of the European Community affects the integration process of the Lithuanian road transport sector into the European single market, promoting the four freedoms of movement. The impact of the European Union Transport policy on the national road transport sector consists of important – legislative and economic as well as positive and negative – aspects. The positive impact of the European Transport policy on the Lithuanian road transport sector is related to the European Regional Development Fund (ERDF) and the Cohesion Fund financial contribution for the transport infrastructure development in Lithuania. The negative impact of the European Union Transport policy on the national road transport sector is related to the strict regulation of the European law. Summarizing the analysis done in the thesis it can be concluded that the Transport policy of the European Community affects Lithuanian road transport sector, ensures its integration into the EU single market and gives the four freedoms of movement at the national and European level.

In this study the impact of the European Union on Lithuanian road transport sector is analysed in the light of the rational choice institutionalism. It is argued that the Transport policy of the European Community affects the integration process of the Lithuanian road transport sector into the European single market, promoting the four freedoms of movement. The impact of the European Union Transport policy on the national road transport sector consists of important – legislative and economic as well as positive and negative – aspects. The positive impact of the European Transport policy on the Lithuanian road transport sector is related to the European Regional Development Fund (ERDF) and the Cohesion Fund financial contribution for the transport infrastructure development in Lithuania. The negative impact of the European Union Transport policy on the national road transport sector is related to the strict regulation of the European law. Summarizing the analysis done in the thesis it can be concluded that the Transport policy of the European Community affects Lithuanian road transport sector, ensures its integration into the EU single market and gives the four freedoms of movement at the national and European level.