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Controlling of public transport is a newly developed term just in connection with the IDS development. It is and it will be a direct support of the functioning transport system in the region, namely the support of interconnections of individual lines and services of individual transport operators. Transport technologists who have introduced this term, however, use it to cover all what is connected with the development of public transport in regions. This means a plan of the lines, awarding of contracts to transport operators, creation, monitoring of JŘ adherence, payments in the public transport, monitoring of provable losses, etc., but also the planning and the development of transport routes, transport terminals and interchange junctions. This very general term is not suitable from the viewpoint of creation of information and telematic support. This has already been highlighted by the solvers of the project entitled "Plans of ITS development in the link to the performance of state administration and local government", and therefore they have proposed a necessity of division of this term from the viewpoint of the existing, but especially the future organisation levels in the field of planning, actual organisation and control of public transport in regions. This is given by the presupposed model of activities of a coordinator of public transport.

Infectious diseases with high mortality, disability and creating public anxiety are not new, but despite this our initial responses to HIV/AIDS have been primitive and slow. Since the start of the epidemic over 60 million people throughout the world have been infected, with the main focus of the epidemic currently in Sub-Saharan Africa. However, there is every indication that the epidemic will move more towards South-East Asia, with increasing numbers in India and China. Infection with HIV has a profound effect on individuals and their families, and can also lead to destabilisation of societies through its effects on the economy, institutions and security. Considerable emphasis has been placed recently on the widespread use of anti-retroviral therapy. This is a worthwhile initiative but is only part of a balanced array of approaches, which requires building a political consensus, social economic interventions and modifying the biology. Strong political leadership is still required, with an approach that recognises that the socio-economic drivers of this epidemic.

Luft- og støjforureningen og antallet af trafikulykker vil stige dramatisk i de kommende år som følge af flere og flere lastbiler på Europas veje. I følge officielle prognoser forventes det, at i år 2010 vil ca. 85% af den samlede godstransport inden for EU´s 15 medlemslande blive transporteret med lastbil mod ca. 50% i 1970 og ca. 70% i 1992.For at få vendt eller i det mindste bremset denne udvikling er det nødvendigt med en større viden om og forståelse af hvilke transportkvaliteter, de mere miljøvenlige transportformer som bane og søtransport, skal tilbyde for at kunne konkurrere med lastbilen. Transportkvalitetens betydning skal ses både fra transportkøbernes og transportudbydernes side.I studiet interviewes 140 transportkøbere og transportudbydere fordelt over hele landet. Det pc-baserede interviewskema inderholder to typer af spørgsmål: Rangordning og værdisætning af 8 på forhånd definerede kvalitetsparametre med udgangspunkt firmaets nuværende transportpolitik, og Hypotetiske spørgsmål (Stated Preference spil), hvor transportkvaliteterne grupperes med henblik på at definere forskellige transportalternativer. Det observeres, hvorledes respondenternes valg af alternativer skifter, når transportvilkårerne(kvaliteterne) ændres. I dette notat beskrives den anvendte metode og de foreløbige resultater af analyserne.

In order to unblock major transport routes and to ensure sustainable mobility, the changing of freight road to rail or maritime transport is an European Union objective. The increasing seaborne transport, the growing process of containerization and building an infrastructure for regular maritime lines and increasing Short Sea Shipping draws a scene with maritime sector of companies of major size, as a result, in many occasions, of mergers and acquisitions. These dynamics seems to draw a new stage, with more concentrated markets. In this paper we intend to make an approach to the levels of concentration of maritime transport in Europe, trying to find a possible connection between new market structure in the maritime transport sector and the new economic situation promoted by European Transport Policy rules. ; peer-reviewed

This report begins with an outline of the history of civil commitment laws, followed by a review of two cases, Kansas v. Hendricks and Kansas v. Crane, in which the Supreme Court addressed constitutional issues involving civil commitment. This review is followed by a summary of the recently enacted legislation governing the federal civil commitment program. The report then discusses research on sex offender recidivism and treatment. It concludes with an evaluation of some of the issues surrounding civil commitment.

The Swedish government, despite a possible value conflict with the ambitious Swedish climate mitigation objectives, has stated that tourism development is an important basis for economic growth, not least in rural areas. This paper explores how the Swedish policy making system, and ambitious environmental and traffic safety objectives, influence transport investment planning at the regional level. Our point of reference for evaluating the system is the work with good regulatory policy advocated by the OECD and used by the EU. The main finding is that the Swedish government and parliament lack a strategic "whole-of-government approach" to sustainable transport development. There are many principles and objectives with good intentions established at the national level that are incompatible in practice. The conflicts that follow are handed down to lower government levels to solve with best wishes. The problem with this type of management is the "tragedy of the commons." Without clear guidance, individuals (and administrations) acting independently and rationally based on self-interests are likely to behave contrary to the best interests of the whole group (society). Making choices based on a more holistic assessment of impacts and benefits and costs could help to prevent this kind of outcome. However, from the data collected it appears that many investments are undertaken without being assessed due to the lack of government instructions on regulatory impact assessment. Other investments are undertaken despite having a negative net benefit. One reason for this is specific instructions given by the government that points to certain investments. Another reason seems to be the Vision Zero policy established by the parliament. In recent years this policy has been a strong driver of improvements of the road system. Seen from an environmental perspective, the unwanted consequence of the priorities made is that state roads become faster and safer and thereby a more attractive alternative to other travel modes. Seen from a regional development and tourism perspective, this may have diverted resources away from investments that would have yielded a greater benefit to the tourism industry in "rural" areas. ; TURSAM

The Swedish government, despite a possible value conflict with the ambitious Swedish climate mitigation objectives, has stated that tourism development is an important basis for economic growth, not least in rural areas. This paper explores how the Swedish policy making system, and ambitious environmental and traffic safety objectives, influence transport investment planning at the regional level. Our point of reference for evaluating the system is the work with good regulatory policy advocated by the OECD and used by the EU. The main finding is that the Swedish government and parliament lack a strategic "whole-of-government approach" to sustainable transport development. There are many principles and objectives with good intentions established at the national level that are incompatible in practice. The conflicts that follow are handed down to lower government levels to solve with best wishes. The problem with this type of management is the "tragedy of the commons." Without clear guidance, individuals (and administrations) acting independently and rationally based on self-interests are likely to behave contrary to the best interests of the whole group (society). Making choices based on a more holistic assessment of impacts and benefits and costs could help to prevent this kind of outcome. However, from the data collected it appears that many investments are undertaken without being assessed due to the lack of government instructions on regulatory impact assessment. Other investments are undertaken despite having a negative net benefit. One reason for this is specific instructions given by the government that points to certain investments. Another reason seems to be the Vision Zero policy established by the parliament. In recent years this policy has been a strong driver of improvements of the road system. Seen from an environmental perspective, the unwanted consequence of the priorities made is that state roads become faster and safer and thereby a more attractive alternative to other travel modes. Seen from a regional development and tourism perspective, this may have diverted resources away from investments that would have yielded a greater benefit to the tourism industry in "rural" areas. ; TURSAM

Binnentank shipping has been and is, like no other, influenced by a single cargo, by its economic fluctuations and by its particular danger potential. Heidbrink explores this special field of shipping, both technical and economic and political developments, devotes himself to the history and special conditions of the transport of dangerous goods. In addition, he is also paying attention to the spectacular disasters and the safety regulations developed as well as the living and working conditions on board. Even almost forgotten waterways, which were of great importance for the development of the industrial city of Germany, are presented. [From Amazon.com] ; https://digitalcommons.odu.edu/history_books/1031/thumbnail.jpg

Abstract - This paper reviews the existing treatment of the Republic of Croatia within the EU transport system. Additionally, a series of activities has been proposed with the aim of providing adequate transport accessibility and thereby also the basics for the dynamical economic development of the whole Republic of Croatia with a particular emphasis on the County of Primorje and Gorski kotar and the port of Rijeka. Keywords: Trans-European Transport Network, Transport Planning, Transport Policy, Port of Rijeka.

Landlocked Armenia depends on transport and cross-border access, but only two international borders are open and its climate is severe. The result is high transport costs, particularly for traded goods, and expensive infrastructure development and maintenance. The government's key role in improving transport is to ensure that transport infrastructure and services follow international standards and best practices; encourage the private sector to provide transport infrastructure and services; establish transparency programs in which the private sector, civil society, and the government work together; and allow local governments to plan their own transport systems. This report was developed through extensive consultations with the Government of Armenia and development partners in 2008 under the Asian Development Bank (ADB)-financed technical assistance that helped prepare Armenia's transport strategy. This report summarizes the transport sector profile, challenges, and the way forward.

Landlocked Armenia depends on transport and cross-border access, but only two international borders are open and its climate is severe. The result is high transport costs, particularly for traded goods, and expensive infrastructure development and maintenance. The government's key role in improving transport is to ensure that transport infrastructure and services follow international standards and best practices; encourage the private sector to provide transport infrastructure and services; establish transparency programs in which the private sector, civil society, and the government work together; and allow local governments to plan their own transport systems. This report was developed through extensive consultations with the Government of Armenia and development partners in 2008 under the Asian Development Bank (ADB)-financed technical assistance that helped prepare Armenia's transport strategy. This report summarizes the transport sector profile, challenges, and the way forward.

The current discussion about the necessity of worldwide CO2 reduction awakens interest of a growing number of companies to check the train as alternative to the truck transport. Additionally a broad public interest and programmes of the governments support the shift from road to rail. There are a lot of general discussions about the need and the advantages of the train transport. But it isn´t said, how much shiftable potential there exist. One point is, that most of the companies do not have an own railway access and have to use special terminals. This transport of containerised goods to the special terminals by truck and then by train to another terminal is called combined transport (CT). Another point is that some goods and production concepts have economical and technical requirements, the combined transport cannot fulfil. Thus, this paper first analyses and identifies which kinds of goods can be shifted from a tech-nical point of view and which kinds of transports are realistic and attractive to shift from an economical point of view. The goods are categorised in primary, secondary and tertiary potential to shift. Secondly, this paper elaborates on this basis, how much maximum potential that means for the market, and illustrates it in the case of Germany. The analysis concludes, that in the case of Germany the maximum shifting potential results in 10% of the current truck transports.

The negative impacts of emergency events affect the animals as well as the man. In case of emergency event the animals, unlike the man, have minimum chance to survive and majority of afflicted animals would perish without the human help. Animals´ evacuation to secure place is one of the form of animals´ protection against the effects of emergency events. Animals´ evacuation is the complex of legislative, organizing and logistic measures with aim to prevent their perishing and so eliminate possible occurrence of dangerous epidemiological situations and prevent damage occurrence. The animals' evacuation is generally controlled by evacuation commission, which uses "Animals Evacuation Plan". Time needed for the evacuated animal to leave the endangered place or stable is the next decisive factor of secure and speedy evacuation. All types of transport can be used for transport of evacuated animals from endangered place. Loading and unloading the animals is very important part of evacuation. During the transport the driver has to observe certain specific principles of security journey with respect to transported animals. Comprehensive animals evacuation is one of the conditions of their early rescue. Decisive role belongs to the man.

30 páginas ; El derecho del transporte de mercancías por mar evolucionó desde un marco de libertad absoluta a un sistema donde hay límites para las partes en los contratos de transporte. Legislación reciente en derecho continental y en el common law (como la Ley de Transporte Marítimo de 1949 en España y el Código de Comercio en Colombia) establecen límites a las partes cuando celebran contratos de transporte marítimo. Tratados internacionales, como las Reglas de La Haya Visby, las Reglas de Hamburgo y las Reglas de Rotterdam, también regulan la materia siguiendo este propósito. Soluciones dadas por derechos nacionales, provenientes del common law y del derecho continental, debe ser aplicadas teniendo en cuenta el propósito de uniformidad del derecho marítimo. La regulación española del contrato de fletamento-transporte debe ser aplicada considerando una única y fundamental obligación de transporte de mercancías en vez de cualquier otra naturaleza de arrendamiento. La obligación de transporte debe ser entendida como compleja. Existen distintos deberes, como la custodia y entrega de la mercancía, que el deudor debe realizar a fin de alcanzar el propósito final del contrato.Palabras clave: Contratos de transporte de mercancías por mar, obligaciones del porteador en el transporte marítimo, Ley de Transporte Marítimo española, Código de Comercio colombiano, Reglas de La Haya Visby, Reglas de Hamburgo, Reglas de Rotterdam. ; The law of carriage of goods by sea has evolved from an absolute freedom framework into a system where there are limits for parties in transportation contracts. In the continental and common law recent legislations (like the Maritime Transportation Act 1949 in Spain and Commercial Code in Colombia) have been established limits to parties when they perform maritime transportation agreements. The International treaties, like the Hague Visby Rules, the Hamburg Rules and the Rotterdam Rules, regulated the matter following this purpose. Solutions given by national law, in common law and continental law, must be applied taking into account the uniformity purpose of maritime regulations. The Spanish regulation of the affreighment - transportation contract must be applied considering a fundamental and unique obligation to transport goods instead of any other rental nature. Carriage obligation must be understood as a complex duty from shipowner. There are several duties, such care and delivery of transported goods, that the debtor must perform in order to achieve the final purpose of the contract.Key words: Carriage of goods by sea contracts, carrier obligations in maritime transportation, Spanish Maritime Transportation Act, Colombian Commercial Code, Hague Visby Rules, Hamburg Rules, Rotterdam Rules

Road transport is in most cases the only available transport option in rural regions with undeveloped railway infrastructure. The problem of choosing the structure of the logistics chain is one of the most important ones that forwarding companies must solve when planning freight transportation. Due to political peculiarities, transportation of goods by road through the territory of Kazakhstan must be carried out by national forwarders, which results in centralizing the decision-making process and shifting the tasks of designing the structure of supply chains to the Kazakh forwarding companies. In this paper, we develop a mathematical model to solve the problem of choosing the right structure for a logistics chain. The proposed model considers the existing legal constraints in the region. Based on a simulated demand for cargo deliveries from China to Russia, we use a numerical example to show how to justify the structure of the logistics chain characterized by minimal total costs of the companies involved in the delivery process.