Suchergebnisse

Rad se bavi problematikom prometne marginaliziranosti s ciljem opsežnijeg prikaza teorijskih postavki prometne marginaliziranosti kao doprinosa boljem razumijevanju navedene problematike i budućim istraživanjima u okviru prometne geografije i prometnog planiranja. Prometna marginaliziranost označuje pojavu koja može zahvatiti i ljude i prostore, a javlja se ako su mobilnost i dostupnost otežane, ograničene ili onemogućene. Na temelju ekstenzivnog prikupljanja i proučavanja relevantne znanstvene i stručne literature u prvom se dijelu rada predstavljaju definicije prometne marginaliziranosti, nakon toga se prikazuju razni aspekti utjecaja prometne marginaliziranosti na prostor i društvo, dok se na kraju rada opisuju posljedice prometne marginaliziranosti. Prometna marginaliziranost može dovesti i do socijalne isključenosti te bi zbog toga morala postati sastavni dio socijalne politike i prometnog planiranja. ; This paper deals with the issue of transport disadvantage with the aim of giving a comprehensive overview of transport disadvantage theoretical postulates to provide a better understanding of the mentioned issue and to contribute to future research in the area of transport geography and transport planning. Transport disadvantage is a phenomenon that can affect both people and spaces, and occurs if mobility and accessibility are hindered, limited or disabled. The first part of this paper introduces definitions of transport disadvantage based on an extensive data collection and relevant scientific and professional literature. Next, various aspects of the impact of transport disadvantage on space and society are presented, while the last part of the paper describes the consequences of the impact of transport disadvantage. Transport disadvantage may also lead to social exclusion and, therefore, it should become an integral part of social policy and transport planning.

The current report deals with the effect of transport time and associated transport conditions on animal welfare and meat quality. The work is part of the EU EU and Animal Welfare Agency /Swedish Board of Agriculture, funded project CATRA (QLK5—1999-01507: Minimising stress inducing factors on cattle during handling and transport to improve animal welfare and meat quality: www.bt.slu.se/catra/). The project was composed of eight work packages: Baseline survey, Effect of transport time (below 14 hours and long distance more than 14 hours), Effect of vibration and motion (to be conducted both in laboratory and field conditions), Optimising pre-and post-transport handling, Air quality in the vehicles, cattle transport logistics including route optimisation, and development of control system. The purpose of the project was to gather sufficient data and to develop methods for controlling and minimizing stress inducing factors during handling and transport of cattle; develop guide-lines and recommendation for end-users, such as meat and vehicle industries and the policy makers, to improve animal welfare and meat quality on the European level. This could be fulfilled through optimization of design of handling areas, transport vehicles, and transport-associated conditions, and by promoting an IT-supported effective logistic system. Hence cattle welfare and meat quality will be improved, thereby enhancing the economic competitiveness of producers and abattoirs. As part of CATRA, this part of the project is the work done in Sweden regarding the effect of transport time, with the objective of determining the effect of transport time (up to ll hours) on animal welfare and post mortem meat quality, when cattle are transported from farms to abattoirs by commercial vehicles. The ultimate objective is to optimise transport time in relation to welfare and meat quality taking into consideration other stress inducing factors. Animals on which the experiments performed were cows, heifers, bulls and calves. Response parameters that were considered were: blood parameters (cortisol, glucose, lactate, CK,), clinical parameters (heart rate, postural stability), meat parameters (bruising score, PH-24, tenderness), and ethological parameters. Input parameters considered were parameters for loading facilities (ramps, lifts), penning systems (stocking density, social group, standing orientation, design of loading compartment), air quality (air speed, relative humidity, evenness of temperature in the compartment, level of NH3, CO2), vibration, transport time, resting time, and feeding regimes. Simultaneous and continuous measurement of heart rate, body temperature, air quality parameters, and video recording was conducted from farm to the abattoirs. Blood samples were taken before and after transport, and also during resting. The results obtained indicated that the transport and handling events are stressful for the animals as a whole, and loading and un-loading are among the most stressful events in the studied conditions. Regarding transport time, the results showed that transport time after six hours is particularly stressful for the animals when transported with usual vehicles without special equipments. In this case, it was reported a significant correlation between transport time and animal stress evaluated by physiological parameters. However, less detrimental effect of transport time on meat quality has been observed. It may therefore be concluded that transport time has influences more on animal welfare than meat quality when transported in conventional vehicles. Transport preceding and initiating conditions and processes such as keeping system, preparation, loading, planning and management, as well as unloading and lairage at the end of the transport chain are important challenges bearing various possibilities to improve welfare and meat quality. Loading and unloading facilities (such as ramp, driveways, and side-block) and quality, of floor have significant influence on both welfare and meat quality. Cattle from tied housing systems are more stressed by transport than untied cattle and there is a greater risk to develop bad carcass- and meat quality. As regard to air quality, the concentration level of ammonia and carbon dioxide increase with transport time and it occasionally passes the acceptable level when only natural ventilation is used. During the field experiment no detectable methane has been found. To prevent thermal stress, the installation of mechanical ventilation system (both for cooling and heating purposes) is recommended. The conclusions deduced from the current studies are as follows: - Transport conditions, as a whole is stressful for animals and compromise their welfare. - Loading and unloading activities are the most stress inducing factors identified using the heart rate measurements and behaviour observations - Result of the analysis of blood parameters showed that level of stress correlates with transport time. Calves are most sensitive to transport time followed by bulls, and cows are relatively less sensitive to transport length. - Transport time after six hours is stressful for the animals when transported with usual vehicles without special equipments. However, less detrimental effect of transport time on meat quality has been observed, - The evenness of temperature in the loading pens depends on season and number of stops - Concentration level of ammonia and carbon dioxide increase with transport time and it occasionally passes the acceptable level.

When animals are exposed to a novel situation such as transportation, they react by eliciting certain physiological and behavioural functions in order to cope with the situation. These changes can be measured to indicate how much stress the animal is suffering. Physiological stress indicators often measured in animal transport research include changes in heart rate, live-weight, cortisol levels, and blood composition including electrolytes, metabolites and enzymes (Broom and Johnson, 1993). Animal behavioural stress indicators include struggling, vocalisation, kicking or biting, hunching of the back, urination, defecation and recumbence (Broom et al. 1996; Gregory, 1998). Meat quality parameters post mortem can also help to indicate stress levels in animals (Grandin, 1990; Gregory, 1998). These include incidence of bruising and DFD in all farm animal species and PSE in pigs. Mortality is also an obvious indicator of poor welfare. Combined aspects of transport that contribute to causing stress in livestock include loading and unloading procedures, close proximity to stock handlers, water/feed deprivation, noise, riding in a truck, mixing with other animals and being forced into unfamiliar environments. The responses of stock to these conditions will depend on the animal's genetically controlled adaptability, physical condition and its previous handling experiences (Gross and Siegel, 1993). Factors such as the adequate preparation of animals for transport, controlled prior access to feed and water, minimal disruption to social groups, considerate animal handling skills, adequate handling and transport facilities including good ventilation in trucks, and careful driving technique are major areas that dictate the standard of animal transport. For example, considerations for pigs should include a pre-transport fasting period which balances the requirement to avoid hunger, travel sickness and deaths. Breeding and selecting for more stress-resistant genotypes of pigs can improve the welfare by reducing mortality and the metabolic consequences of transport stress. Other factors influencing animal transport include farm size and country size. For example, livestock transport in Scandinavia involves transport vehicles travelling to more than one farm in order to fill a vehicle. In Australia often one farm pick up can fill a truck, and although the distances may be much longer to the abattoir, it will be more direct. The market demand dictates the type of animals transported. For example the veal trade in Europe demands young live calves to be transported over long distances from northern countries which supply it to the southern countries which demand it. This trade exists in live animals rather than meat because the demanding countries further fatten and slaughter these animals specific to their needs. The industry set up influences the standard of animal transport in different countries. For example in countries where industries are vertically integrated consisting of producer-owned slaughter plant co-operatives (Sweden and Denmark), producers are paid according to slaughter weight and lean meat percentage, therefore there is more consistent quality control measures in place. In Australia the marketing system is such that it provides no economic incentive to reduce losses. Greater public awareness of animal welfare seems to be increasing in western countries, and as a result there is more pressure on the livestock industry to adopt better standards for the farming, handling, transport and slaughter of animals. The transport of livestock in Australia continues to be under increased scrutiny from overseas markets and animal welfare groups. In the European Union (EU), public pressure has been a successful instigator to the drafting and continued improvement of comprehensive legislation for animal transport. EU animal transport laws cover aspects such as minimum design standards for livestock vehicles (including ventilation controls), maximum journey lengths before resting intervals, stocking rates, what animals are considered as fit to travel, and general handling and care requirements of animals in transport. These laws are causing debate between northern and southern countries in areas such as maximum journey lengths and vehicle design standards. Some countries such as the UK have also gone to a great effort to adjust national laws in order to incorporate EU transport laws, but countries such as Spain and Italy have not. Typically it is these countries that more often have poor standards of animal welfare, and the welfare of farmed animals has historically been of low priority (Schmidt, 1995). When and how these countries will adopt the comprehensive EU animal transport regulations, continues to be an unanswered and politically sensitive question between EU member states.

Pitanje prave mjere decentralizacije unutar Grada Zagreba analizira se u širem okviru. Ističe se decentralizacija kao jedan od temeljnih reformskih procesa u suvremenim političko-upravljačkim sustavima europskih zemalja. No, decentralizacija nije jedini proces koji utječe na formiranje dobrih standarda upravljanja gradovima: nužno je uzeti u obzir i doktrinu dobrog upravljanja, koju podupire Europska unija, niz drugih međunarodnih organizacija, ali i sve veći broj zemalja. U ostvarenju standarda dobrog gradskog upravljanja razmatra se uloga mjesne samouprave u Hrvatskoj, a napose u velikim gradovima i Gradu Zagrebu. Upozorava se da osnivanje preko dvije stotine mjesnih odbora kao zasebnih pravnih osoba vodi prema fragmentaciji Grada Zagreba i bitno otežava ili čak i onemogućuje integrirano gradsko upravljanje i smisleno rješavanje urbanih i upravljačkih problema. ; The issue of adequate decentralisation within the City of Zagreb is analysed in the broader frame. Decentralisation is one of the main reform processes of the current governance system in European countries. However, decentralisation is not the only process that influences the standards of good urban governance. Good governance doctrine, supported and implemented in the European Union, many other international organisations, and increasing number of countries world-wide, should be taken into consideration as well. The role of territorial selfgovernment below municipal level in implementation of good urban governance standards in Croatia, especially within large cities and the City of Zagreb, is discussed. It should be emphasised that establishing more than two hundred of territorial committees as separate and full legal entities can cause managerial fragmentation in the City of Zagreb and hinder or even impede integral urban management and sound solving of numerous urban and managerial problems.

Biodiversity conservation is an important contemporary issue on global, EU and national policy agendas. However, in the face of human economic development, the important question is how to protect, maintain and restore biodiversity, without compromising economic and social dimensions of sustainability. Two sectors that can to a large extent influence biodiversity are forestry and road infrastructure development. Forestry is a sector very important for biodiversity conservation, since a large amount of protected and threatened species resides in forest ecosystems and many natural processes crucial for biodiversity occur in the forest. In addition, forests and woodlands form a network of habitats for many area-demanding species. Due to intensive forest management and fragmentation of forest and woodlands many elements of biodiversity are threatened, including species, habitats and processes. Road infrastructure development is another process that can negatively influence biodiversity. A growing network of transport infrastructure without doubt affects the functionality of the forest habitat networks. Negative effects include traffic mortality due to road collisions and barrier effect for individuals caused by high traffic volume, noise, wide roads and fencing. Cumulative effects of the infrastructure development can also lead to a loss of different elements of biodiversity at the landscape scale. Poland, with a legacy of less intensive forest management and still without a well-developed road infrastructure, is fortunate in terms of biodiversity maintenance. Due to economic underdevelopment of some regions of the country, Poland is rich in natural values including specialized species, functional habitat networks and ecological processes. However, after entering the European Union, Poland has started a process of rapid economic development, mainly with the help of EU funding. Enhancing road infrastructure is presently a key issue of economic development in this country. Dramatic growth in the amount of new roads can have large scale consequences for the biodiversity of the country, and can even influence biodiversity at the European scale. Policies aiming at biodiversity maintenance underline the need for implementing sustainability ideas in the planning and management for biodiversity. Traditionally, economic, environmental and social pillars of sustainability are identified. To be able to balance these three dimensions in the efforts for biodiversity conservation, there is a need to incorporate social dimensions in the nature science research concerning biodiversity. Especially, consideration of local attitudes is necessary in planning for biodiversity conservation. The aim of this thesis is to examine actors' attitudes and underlying values in two situations of conflict related to biodiversity conservation in Poland. One case concerns forest management in a biodiversity hot-spot, Białowieża forest and the other is about a development of a controversial road project of Augustów bypass. The results show that differences in attitudes may have various sources. The knowledge possessed by actors, their values, as well as scale at which they perceived biodiversity issues were identified as the main reasons for different attitudes. It was observed that in general, the actors whose attitudes were more "ecologically oriented" had to a large extent a cognitive view, that is their attitudes were mainly based on cognition (ecological knowledge) while "socially" or "economically oriented" actors' attitudes were more connected to emotions. In addition to differing attitudes, lack of trust was recognized in both cases as a factor escalating the conflict. The results showed also that legal issues are crucial to consider when biodiversity conservation is at stake. The results may have implications for the practical biodiversity conservation, since they show that both learning and legal incentives would be beneficial for the biodiversity conservation in controversial planning cases. This calls for the need for neutral forum for efficient public participation, communication and trust building between the actors and learning about important issues

Pojam "centralizacije" počeo se koristiti u Francuskoj krajem 18. stoljeća kada je nakon revolucije stvorena nova struktura vlade. Pojam "decentralizacije" u upotrebu je ušao početkom 19. stoljeća. Ideje slobode i decentralizacije provodili su tijekom 19. i 20. stoljeća protudrţavni politički aktivisti koji su sebe nazivali "anarhistima", "libertarijancima", pa čak i decentralistima. Tocqueville, jedan od zagovornika decentralizacije je istaknuo da decentralizacija ima ne samo administrativnu vrijednost već i graĎansku dimenziju, jer povećava mogućnosti za graĎane da se zainteresiraju za javne poslove. I od akumulacije tih lokalnih, aktivnih, pronicljivih sloboda, raĎa se najučinkovitija protuteţa središnjoj vladi, čak i ako bi bila podrţavana od neosobne, kolektivne volje. Veliki broj zemalja u razvoju i tranzicijskih zemalja započeo je neki oblik programa decentralizacije. Taj je trend povezan sa sve većim zanimanjem za ulogu civilnog društva i privatnog sektora kao partnera vladama u traţenju novih načina pruţanja usluga. Decentralizacija upravljanja i jačanje kapaciteta lokalne uprave dijelom je i funkcija širih društvenih trendova, što uključuje, na primjer, općenito rastuće nepovjerenje u vladu, propast nekih od najcentraliziranijih reţima na svijetu (npr. Sovjetskog Saveza) i novonastale separatističke zahtjeve koji se rutinski pojavljuju u pojedinim dijelovima svijeta. Pokret prema lokalnoj odgovornosti i većoj kontroli nad nečijom sudbinom nije, meĎutim, rezultat samo negativnog stava prema središnjoj vladi. Umjesto toga, ovaj razvoj dogaĎaja uglavnom je potaknut snaţnom ţeljom za većim sudjelovanjem graĎana i organizacije privatnog sektora u funkciji upravljanja. ; The term "centralization" began to be used in France in the late 18th century when, after the revolution, a new government structure was created. The term "decentralization" came into use in the early 19th century. The ideas of freedom and decentralization were implemented during the 19th and 20th centuries by anti-state political activists who called themselves "anarchists," "libertarians," and even decentralizers. Tocqueville, one of the proponents of decentralization, pointed out that decentralization has not only an administrative value but also a civic dimension, as it increases opportunities for citizens to take interest in public affairs. And from the accumulation of these local, active, insightful freedoms, the most effective counterbalance to central government is born, even if it were supported by an impersonal, collective will. A large number of developing and transition countries have embarked on some form of decentralization program. This trend is linked to the growing interest in the role of civil society and the private sector as partners to governments in seeking new ways of providing services. Decentralization of governance and strengthening the capacity of local government is partly a function of broader social trends, which include, for example, growing distrust of government, the collapse of some of the world's most centralized regimes (eg the Soviet Union) and emerging separatist demands that routinely emerge in some parts of the world. The movement towards local responsibility and greater control over one's destiny is not, however, the result of only a negative attitude towards the central government. Instead, this development is largely driven by a strong desire for greater citizen participation and private sector organization in the governance function.

Pojam "centralizacije" počeo se koristiti u Francuskoj krajem 18. stoljeća kada je nakon revolucije stvorena nova struktura vlade. Pojam "decentralizacije" u upotrebu je ušao početkom 19. stoljeća. Ideje slobode i decentralizacije provodili su tijekom 19. i 20. stoljeća protudrţavni politički aktivisti koji su sebe nazivali "anarhistima", "libertarijancima", pa čak i decentralistima. Tocqueville, jedan od zagovornika decentralizacije je istaknuo da decentralizacija ima ne samo administrativnu vrijednost već i graĎansku dimenziju, jer povećava mogućnosti za graĎane da se zainteresiraju za javne poslove. I od akumulacije tih lokalnih, aktivnih, pronicljivih sloboda, raĎa se najučinkovitija protuteţa središnjoj vladi, čak i ako bi bila podrţavana od neosobne, kolektivne volje. Veliki broj zemalja u razvoju i tranzicijskih zemalja započeo je neki oblik programa decentralizacije. Taj je trend povezan sa sve većim zanimanjem za ulogu civilnog društva i privatnog sektora kao partnera vladama u traţenju novih načina pruţanja usluga. Decentralizacija upravljanja i jačanje kapaciteta lokalne uprave dijelom je i funkcija širih društvenih trendova, što uključuje, na primjer, općenito rastuće nepovjerenje u vladu, propast nekih od najcentraliziranijih reţima na svijetu (npr. Sovjetskog Saveza) i novonastale separatističke zahtjeve koji se rutinski pojavljuju u pojedinim dijelovima svijeta. Pokret prema lokalnoj odgovornosti i većoj kontroli nad nečijom sudbinom nije, meĎutim, rezultat samo negativnog stava prema središnjoj vladi. Umjesto toga, ovaj razvoj dogaĎaja uglavnom je potaknut snaţnom ţeljom za većim sudjelovanjem graĎana i organizacije privatnog sektora u funkciji upravljanja. ; The term "centralization" began to be used in France in the late 18th century when, after the revolution, a new government structure was created. The term "decentralization" came into use in the early 19th century. The ideas of freedom and decentralization were implemented during the 19th and 20th centuries by anti-state political activists ...

Analizira se koncept dobre vladavine, počevši od razloga koji su doveli do njegova razvoja, temeljnih značajki i mogućnosti utjecaja na reformske pristupe kojima je cilj dosezanje kvalitetne suvremene vladavine. Najprije se analiziraju različita shvaćanja i razvojne karakteristike koncepta vladavine, zaključno sa suvremenom konceptualizacijom koja se u radu povezuje s učincima menadžerskih reformi javne uprave i procesom globalizacije, a koja stremi iznalaženju modela koji bi omogućio šire uključivanje građana i civilnog društva te istodobno djelotvornost u radu javne uprave kao preduvjet ekonomskog i društvenog razvoja. U tu se svrhu posebno analiziraju načela dobre vladavine iznesena u "Bijeloj knjizi europske vladavine" uz početnu pretpostavku da su ona prisutna u očekivanjima ispunjenja političkih, ekonomskih i institucionalnih, tzv. kopenhaških kriterija za pridruživanje Europskoj uniji. U radu se jačanje upravnih kapaciteta, utvrđivanje načela uz pomoć kojih se može ocijeniti kvaliteta suvremene vladavine i šire uključivanje civilnog društva identificiraju kao temeljna obilježja različitih pristupa dobroj vladavini. ; The concept of good governance is analyzed with particular emphasis on reasons that contributed to its development, main characteristics and possible impact on reform approaches which aim at achieving quality of contemporary governance. Different conceptions and developmental characteristics of governance are firstly examined, concluding with contemporary conceptualization that tends to widely engage citizens and civil society in the decision-making process, and at the same time accomplish greater effectiveness of public services as a precondition to economic and social development. According to findings presented in this article, this modern approach to the study of governance is in close connection with the effects of managerial reforms and the globalization process. Good governance principles introduced in the European Commission's document "European Governance – A White Paper" are especially focused on. The research's starting assumption was that those principles derive from the so-called Copenhagen criteria, or political, economic and institutional conditions for membership in the European Union. The article identifies three main characteristics of different approaches to the concept of good governance: strengthening of administrative capacities, determination of principles which should contribute to the quality of contemporary governance assessment, and wider engagement of and consultation with the civil society.