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Books > Law > Laws of other jurisdictions & general law > Financial, taxation, commercial, industrial law > Transport law
These Recommendations have been developed by the United Nations
Economic and Social Council's Committee of Experts on the Transport
of Dangerous Goods in the light of technical progress, the advent
of new substances and materials, the exigencies of modern transport
systems and, above all, the requirement to ensure the safety of
people, property and the environment. They are addressed to
governments and international organizations concerned with the
regulation of the transport of dangerous goods. They do not apply
to the bulk transport of dangerous goods in sea-going or inland
navigation bulk carriers or tank-vessels, which is subject to
special international or national regulations.
Regulation 261/2004 on Air Passengers' Rights has been amongst the
most high-profile pieces of EU secondary legislation of the past
years, generating controversial judgments of the Court of Justice,
from C-344/04 ex parte IATA to C-402/07 Sturgeon. The Regulation
has led to equally challenging decisions across the Member States,
ranging from judicial enthusiasm for passenger rights to domestic
courts holding that a Regulation could not be relied upon by an
individual claimant or even threatening outright to refuse to apply
its provisions. The economic stakes are significant for passengers
and airlines alike, and despite the European Commission's recent
publication of reform proposals, controversies appear far from
settled. At the same time the Regulation should, according to the
Treaty, have uniform, direct and general application in all the
Member States of the Union. How, then, can this diversity be
explained? What implications do the diverging national
interpretations have for the EU's regulatory strategy at large?
This book brings together leading experts in the field to present a
series of case studies from 15 different Member States as well as
the extra-territorial application of Regulation 261, combined with
high-level analysis from the perspectives of Aviation law and EU
law.
Title 49 presents regulations governing research and special
programs administration, railroads, highways, vessel cargo
containers, traffic safety, surface transportation, transit
administration, transportation safety, etc. Additions and revisions
to this section of the code are posted annually by October.
Publication follows within six months.
Title 49 presents regulations governing research and special
programs administration, railroads, highways, vessel cargo
containers, traffic safety, surface transportation, transit
administration, transportation safety, etc. Additions and revisions
to this section of the code are posted annually by October.
Publication follows within six months.
The National Mediation Board (NMB) was established under the
Railway Labor Act to facilitate labor relations for railroads and
airlines by mediating and arbitrating labor disputes and overseeing
union elections. The FAA Modernization and Reform Act of 2012
included a provision for United States Government Accountability
Office (GAO) to evaluate NMB programs and activities every 2 years.
GAOs first report under this provision, issued in December 2013,
included seven recommendations for NMB based on assessments of
policies and processes in several management and program areas.
This book examines the extent to which NMB has implemented
recommendations made by GAO in December 2013, and incorporated key
procurement practices.
Walking and biking are becoming increasingly popular modes of
transportation: nearly a million more people reported walking or
biking to work in 2013 than in 2005. While total traffic fatalities
declined from 2004 through 2013 (the most recent year for which
data are available), this was not matched by a similar decline in
pedestrian and cyclist fatalities. This book examines trends in
pedestrian and cyclist fatalities and injuries from 2004 through
2013 and characteristics of these fatalities and injuries; safety
initiatives selected states and cities have implemented and their
views on challenges in addressing this issue; and actions taken by
the U.S. Department of Transportation (DOT) to help improve safety.
Furthermore, this book identifies noteworthy and innovative
international designs, treatments, and other practices that have
potential to improve bicycle and pedestrian safety and access and
increase walking and bicycling in the United States.
Long-standing U.S. policy has treated the U.S.-flag international
fleet as a naval auxiliary to be available in times of war or
national emergency. When the United States is involved in an
extended military conflict overseas, 90% or more of military
cargoes are typically carried by ship. To support the U.S. merchant
marine, Congress has required that "government-impelled" cargo sent
overseas be carried on U.S.-flag ships. Government-impelled cargo
(a.k.a. "preference cargo") is government-owned cargo, such as
military supplies and food aid, and any cargo that is somehow
financed by the federal government, such as by the Export-Import
Bank. While export shipments account for the vast bulk of
government-impelled cargo, in 2008 Congress extended the law to
require that state and local governments and private entities
importing goods with federal financial assistance ship at least 50%
of such cargo in U.S.-flag vessels. Regulations to implement that
requirement have not been issued. This book explains the motivation
behind cargo preference law, discusses issues concerning the
cost-effectiveness of the program, reviews attempts to apply cargo
preference to the nation's oil trade, and identifies several
disparate bills reflecting wide disagreement on the future
direction of cargo preference policy. The book also examines cargo
preference for food aid's (CPFA) impact on food aid shipping cost
and U.S. agencies' implementation of CPFA requirements, and the
extent to which the implementation of CPFA requirements contributes
to sufficient sealift capacity.
This report provides the most comprehensive discussion to date of
whether so-called automated, autonomous, self-driving, or
driverless vehicles can be lawfully sold and used on public roads
in the United States. The short answer is that the computer
direction of a motor vehicle's steering, braking, and accelerating
without real-time human input is probably legal. The long answer,
contained in the report, provides a foundation for tailoring
regulations and understanding liability issues related to these
vehicles. The report's largely descriptive analysis, which begins
with the principle that everything is permitted unless prohibited,
covers three key legal regimes: the 1949 Geneva Convention on Road
Traffic, regulations enacted by the National Highway Traffic Safety
Administration (NHTSA), and the vehicle codes of all fifty US
states. The Geneva Convention, to which the United States is a
party, probably does not prohibit automated driving. The treaty
promotes road safety by establishing uniform rules, one of which
requires every vehicle or combination thereof to have a driver who
is "at all times ... able to control" it. However, this requirement
is likely satisfied if a human is able to intervene in the
automated vehicle's operation. NHTSA's regulations, which include
the Federal Motor Vehicle Safety Standards to which new vehicles
must be certified, do not generally prohibit or uniquely burden
automated vehicles, with the possible exception of one rule
regarding emergency flashers. State vehicle codes probably do not
prohibit-but may complicate-automated driving. These codes assume
the presence of licensed human drivers who are able to exercise
human judgment, and particular rules may functionally require that
presence. New York somewhat uniquely directs a driver to keep one
hand on the wheel at all times. In addition, far more common rules
mandating reasonable, prudent, practicable, and safe driving have
uncertain application to automated vehicles and their users.
Following distance requirements may also restrict the lawful
operation of tightly spaced vehicle platoons. Many of these issues
arise even in the three states that expressly regulate automated
vehicles. The primary purpose of this report is to assess the
current legal status of automated vehicles. However, the report
includes draft language for US states that wish to clarify this
status. It also recommends five near-term measures that may help
increase legal certainty without producing premature regulation.
First, regulators and standards organizations should develop common
vocabularies and definitions that are useful in the legal,
technical, and public realms. Second, the United States should
closely monitor efforts to amend or interpret the 1969 Vienna
Convention, which contains language similar to the Geneva
Convention but does not bind the United States. Third, NHTSA should
indicate the likely scope and schedule of potential regulatory
action. Fourth, US states should analyze how their vehicle codes
would or should apply to automated vehicles, including those that
have an identifiable human operator and those that do not. Finally,
additional research on laws applicable to trucks, buses, taxis,
low-speed vehicles, and other specialty vehicles may be useful.
This is in addition to ongoing research into the other legal
aspects of vehicle automation.
Federal agencies (excluding the U.S. Postal Service) spend about $3
billion annually to acquire, operate, and maintain about 450,000
civilian and non-tactical military vehicles. Agencies may lease or
buy vehicles from GSA, which also issues requirements and guidance
on fleet management. In recent years, Congress and the President
have raised concerns about the size and cost of federal agencies'
fleets. In 2011, the President directed agencies to determine their
optimal fleet inventories and set targets for achieving these
inventories by 2015 with the goal of a more cost-effective fleet.
This book discusses the notion of adopting leading practices and
how they could improve management of federal vehicle fleets;
overall increase in number of vehicle masts that some agencies
decreased their fleets; and strategies needed to address aging
delivery fleet.
On 6 July 2012, President Barack Obama signed the Moving Ahead for
Progress in the 21st Century Act (MAP-21; P.L. 112141). The act
authorised spending on federal highway and public transportation
programs, surface transportation safety and research, and some rail
programs and activities through September 30, 2014. MAP-21
authorised roughly $105 billion for FY2013 and FY2014 combined.
This book examines the MAP-21 Act and the Transportation
Infrastructure Finance and Innovation Act (TIFIA) program, which is
designed to fill market gaps and leverage substantial non-federal
investment by providing federal credit assistance to help finance
surface transportation projects including highway, transit, rail,
and intermodal projects.
This is an EXACT reproduction of a book published before 1923. This
IS NOT an OCRd book with strange characters, introduced
typographical errors, and jumbled words. This book may have
occasional imperfections such as missing or blurred pages, poor
pictures, errant marks, etc. that were either part of the original
artifact, or were introduced by the scanning process. We believe
this work is culturally important, and despite the imperfections,
have elected to bring it back into print as part of our continuing
commitment to the preservation of printed works worldwide. We
appreciate your understanding of the imperfections in the
preservation process, and hope you enjoy this valuable book.
UEbersichtlich strukturiert und pragnant zusammengefasst,
vermittelt der Band die Grundlagen des Transportrechts: vom
deutschen Gutertransportrecht uber das Speditions-, Umzugs- und
Lagerrecht bis zu den internationalen Regelungen des
Transportrechts. Die wichtigsten gesetzlichen Normen werden im
Wortlaut vorgestellt, verstandlich kommentiert und in Schaubildern
und UEbersichten zusammenfassend dargestellt. Auch die nationalen
und internationalen Speditionsbedingungen finden Berucksichtigung.
Electric Vehicles for Smart Cities: Trends, Challenges, and
Opportunities uniquely examines different approaches to electric
vehicle deployment in the context of smart cities. It provides a
holistic picture of electromobility within urban areas, offering an
integrated approach to city transportation systems by considering
the energy systems, latest vehicle technologies, and transport
infrastructure. Electric Vehicles for Smart Cities addresses the
interaction between grid infrastructure, vehicles, costs and
benefits, and operational reliability within an integrated
framework. The book examines the role electric vehicles play in the
social and political aspects of climate change mitigation, as well
as a renewable energy-based economy. It explains how electric
vehicles and their system requirements work, including recharging
techniques and infrastructures, and discusses alternative market
deployment approaches.
Slow Cities: Conquering Our Speed Addiction for Health and
Sustainability demonstrates, counterintuitively, that reducing the
speed of travel within cities saves time for residents and creates
more sustainable, liveable, prosperous and healthy environments.
This book examines the ways individuals and societies became
dependent on transport modes that required investment in speed.
Using research from multiple disciplinary perspectives, the book
demonstrates ways in which human, economic and environmental health
are improved with a slowing of city transport. It identifies
effective methods, strategies and policies for decreasing the speed
of motorised traffic and encouraging a modal shift to walking,
cycling and public transport. This book also offers a holistic
assessment of the impact of speed on daily behaviours and life
choices, and shows how a move to slow down will - perhaps
surprisingly - increase accessibility to the city services and
activities that support healthy, sustainable lives and cities.
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