Suchergebnisse

The shortcomings in the implementation of hazardous substances transport in the world and in our country lead to very serious hazards. These problems lead to life, property and very serious environmental disasters. This is not only a matter of transportation, but also of the chemistry, textile and fuel industries. This study provides information on the legislation on dangerous goods transport in Turkey. It also contains technical information on hazardous substances, following the search of the relevant literature for the province of hazardous goods.

Dangerous substances are substances whose the nature of composition or properties in the storage, transportation, loading, unloading, repackaging and similar manipulations can lead to phenomena that are harmful and dangerous for the environment and wildlife. The aim of this paper is to show the transport of dangerous substances in the Republic of Macedonia, the legislation for it and it's complementarily with the ADR convention. It also covers the customs services in Macedonia to combat the illicit conduct and carriage of dangerous substances for import, export and transport are also covered. Research is conveyed to determine the handling of dangerous substances in the process of their manipulation. The research snowed the transport of dangerous substances in the Republic of Macedonia is conducted within certain legal framework. The Government of Macedonia insists that the Law on transport of dangerous substances by road and rail traffic complements and fits in fully with European standards. It also showed lack of equipment and competent authorities for the timely detection of illegal import of hazardous substances and lack of institutional capacity. Improvement of legislation, and more sophisticated technical equipment, the establishment of a cooperative body for hazardous substances at the national level and specifically trained personnel and services for transportation and handling of dangerous substances is recommended. © 2011 Published by Elsevier Ltd. Selection and/or peer-review under responsibility of Faculty of tourism and hospitality, Ohrid, Macedonia Keywords: dangerous substances, ADR Convention, transport, Law on carriage of dangerous substances

The carriage of goods by sea mainly focuses on loss of or damage to goods. There are voluminous discussions and texts on this issue. By contrast, the issue of loss or damage from goods has been paid little attention. Ever-increasing numbers of dangerous goods are carried by sea today. This increase draws attention to explosions orfire on ships, spillages, pollution, accidents and potential danger. Worldwide concern with the risk posed by the increased frequency in the carriage of dangerous goods has led to the adoption of international technical standards to promote maritime safety and the insertion of special provisions in the carriage contracts. Moreover, growing environmental awareness and concern with the economic cost implications of maritime casualties have given rise to the regulation of liability and compensationin respect of damage caused by hazardous and noxious substances.

Dangerous goods occupy an important proportion in international shipping, and government and enterprises pay a lot of attention to transport safety. There are a wide variety of dangerous goods, and the knowledge involved is extensive and complex. Organizing and managing this knowledge plays an important role in the safe transportation of dangerous goods. The knowledge graph is a mass of brand-new knowledge management technologies that provide powerful technical support for integrating domain knowledge and solving the problem of the &ldquo ; knowledge island.&rdquo ; This paper first introduces the knowledge of maritime dangerous goods (MDG) ; constructs a three-layer knowledge structure of MDG, dividing this knowledge into two categories ; uses ontology to express the concepts, entities, and relations of MDG ; and puts forward the representation methods of the conceptual layer and entity layer and designs them in detail. Finally, the knowledge graph of maritime dangerous goods (KGMDG) is constructed. Furthermore, we demonstrate the knowledge visualization, retrieval, and automatic judgment of segregation requirement based on KGMDG. It is proved that KGMDG does not only help to simplify the retrieval process of professional knowledge and to promote intelligent transportation but is also conducive to the sharing, dissemination, and utilization of MDG knowledge.

The individual's perception of transport cost usually does not include the full social cost of transport, as in for instance, its global environmental effects. Under this view, we observe a mismatch between individual perception and general social transport cost and welfare. In order to overcome this paradox, we need to induce a shift from the limited individualistic perspective to a more socio-economic view, whereby ethical judgments play a role in the economic decision-making process. Transport accessibility is here examined as a merit good and we therefore assume the necessity for government intervention in its provision. However, transport accessibility may be achieved through different levels of merit good values, as for instance, rail intervention versus road intervention. Some transport systems achieve greater fairness in accessibility, thus a higher merit good value; this implies that social planners need to discriminate various levels of subsidy and investment in relation to the fairness in transport accessibility.

The number of Telematic services targeted toward road freight transport, mostly for improving the efficiency of transport related activities have increased in recent years. Interconnected issues such as congestion, fuel consumption, travel time, reliability etc, are treated independently due to the sometimes competitive nature of objectives among service providers. As a result, the services are not developed to facilitate a common level of analysis and comparison. This makes it hard to establish a criterion for generating quantified values that can support analysis for decision makers (potential investors) in selecting the type of services to promote e.g. governmental organizations. This work addresses this issue by proposing an approach for describing services and a set of criteria to generate service societal values under a given set of assumptions. Each service is specified using a range of general to specific dimensions i.e. motivation, usage domain, users, functionalities, and value indicators. Based on the proposed set of criteria, 32 services are discussed, and their societal value quantified and compared for the Swedish heavy good vehicle market. Thus, the work provides an approach toward a common perspective for quantitative analysis of services to influence design and investment decisions. The methodology has been used to estimate the TTS societal values for the Swedish HGV market. The values obtained show a wide variation 14000€ to 25177000€ between various TTSs ; Extended and improved version is submitted for Journal Publication