Journal articles on the topic 'Transport – European Union countries'
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Balodis, Janis, Vera Komarova, Edmunds Čižo, Oksana Ruza, and Anita Kokarevica. "Assessing the transport development of the European Union countries." Entrepreneurship and Sustainability Issues 10, no. 2 (December 1, 2022): 130–46. http://dx.doi.org/10.9770/jesi.2022.10.2(8).
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CZECH, Mirosław. "Pan-European transport corridors in the policy of the European Union." Inżynieria Bezpieczeństwa Obiektów Antropogenicznych, no. 1 (March 31, 2021): 1–8. http://dx.doi.org/10.37105/iboa.100.
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The issue of organizing efficient transport with in Europe is one of the areas of the common policy of the European Union, shaped for over 30 years. Poland has been participating in this creative processsince May 1, 2004. The intensity of the development of transport and economy of individual countries that do not only belong to the Community has a significant impact on changes in the European Union's transport policy aimedatimproving the course of pan-European transport corridors. In parallel with the creation of an effective European transport network, the rapid economic development of the regions belonging to the Union, including Poland, is becoming in creasingly important. The aim of the article is to discuss the issue of the development of trans-European transport corridors, which also pass through the territory of Poland, and to present changes in EU policy concerning the shaping of transport infrastructure in Europe, as a result of which a single transport network is to be created in the near future, meeting the communication and economic needs of the countries belonging to the Community.
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CZECH, Mirosław. "PAN – EUROPEAN TRANSPORT CORRIDORS IN THE POLICY OF THE EUROPEAN UNION." Scientific Journal of Silesian University of Technology. Series Transport 112 (September 1, 2021): 51–62. http://dx.doi.org/10.20858/sjsutst.2021.112.4.
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The issue of organising efficient transport within Europe is one of the areas of a common policy of the European Union, shaped for over 30 years. Poland has been participating in this creative process since May 1, 2004. The intensity of the development of transport and the economy of individual countries that do not only belong to the Community but also have a significant impact on changes in the European Union's transport policy aimed at improving the course of pan-European transport corridors. In parallel with the creation of an effective European transport network, the rapid economic development of the regions belonging to the Union, including Poland, is becoming increasingly important. This article aims to discuss the issue of the development of the trans-European transport corridors, which also passes through the territory of Poland. In addition, this paper aims to present changes in EU policy concerning the shaping of transport infrastructure in Europe, following which a single transport network is to be created soon, meeting the communication and economic needs of the countries belonging to the Community.
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Lukić, Radojko. "Evaluation of transport and storage performance in the European Union." Ekonomski pogledi 24, no. 2 (2022): 1–44. http://dx.doi.org/10.5937/ep24-40722.
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The evaluation of transport and storage performance is continuously current, significant and complex. This paper analyzes the performance of transport and storage in the European Union based on the MARCOS method. The research results show that in terms of transport and storage performance, the top five countries in order include: Germany, France, Spain, Italy and Poland. The developed countries of the European Union are therefore in question. The performance of transport and storage is better in Croatia than in Slovenia due to, among other things, the significantly lower overall procurement of goods and services. The improvement of transport performance can be significantly influenced by effective control of analyzed factors (number of companies, number of employees, turnover, total procurement of goods and services, personnel, added value by factor costs and gross operating surplus). The implementation of the concept of sustainable development and digitization of the entire transport and storage business plays a significant role.
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Poliak, Miloš, Patícia Šimurková, Adela Poliaková, and Marek Jaśkiewicz. "Driver salary identification by hypothesis testing." Transport and Communications 5, no. 2 (2017): 25–29. http://dx.doi.org/10.26552/tac.c.2017.2.6.
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This paper outlines comparing two independent samples, particularly average driver salary in Slovakia and the other EU countries. Significant differences between salaries are pointed out through two examples dealing with hypothesis testing. For Western European Union countries, the level of salaries in road transport is higher in absolute terms compared to the salaries of drivers in the central and eastern parts of the European Union. Different salaries and requirements of wage regulations create a discriminatory environment among entrepreneurs however harmonization of salaries in the field of road transport is specific because carriers offer transport throughout the whole European Union market.
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Minelgaitė, Audronė, Renata Dagiliūtė, and Genovaitė Liobikienė. "The Usage of Public Transport and Impact of Satisfaction in the European Union." Sustainability 12, no. 21 (November 3, 2020): 9154. http://dx.doi.org/10.3390/su12219154.
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The main objective of this paper was to analyse comprehensively the urban public transport usage, satisfaction levels and the satisfaction impact on usage of public transport in European Union (EU) countries. Results revealed that the usage of urban public transport in all EU countries is rather low and significantly depends on economic development level. The satisfaction levels measured as comfort and safety, ticket price, frequency and reliability and amenities at stops and stations significantly differed among EU countries as well. In a half of the EU countries, the satisfaction with ticket price and the time to the station had significant impacts on usage of urban public transport. Meanwhile, the satisfaction with reliability, public transport frequency and comfort and safety had significantly influenced urban public transport usage only in one-third of EU countries. In the majority of EU countries, women and older respondents more often tended to use urban public transport. Next to improvement of public transport service, a variety of policy measures should be applied, from awareness rising and image improvement to the review of pricing policies both of public transport and of parking fees.
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Šakalys, Algirdas, and Ramūnas Palšaitis. "DEVELOPMENT OF INTERMODAL TRANSPORT IN NEW EUROPEAN UNION STATES." TRANSPORT 21, no. 2 (June 30, 2006): 148–53. http://dx.doi.org/10.3846/16484142.2006.9638057.
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The article presents the main outcomes of the NAS‐ITIP project (FRAMEWORK'5) on the situation of intermodal transport in new European Union states. The main measures for the development of intermodal transport in these countries are highlighted: modernisation and development of intermodal infrastructure; innovative technologies; establishment of modern logistics centres. Recommendations to EC and national governmental institutions for the development of intermodality are proposed.
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Petrović, Nikola, Nebojša Bojović, Marijana Petrović, and Vesna Jovanović. "A STUDY OF THE ENVIRONMENTAL KUZNETS CURVE FOR TRANSPORT GREENHOUSE GAS EMISSIONS IN THE EUROPEAN UNION." Facta Universitatis, Series: Mechanical Engineering 18, no. 3 (October 11, 2020): 513. http://dx.doi.org/10.22190/fume171212010p.
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In view of the European Union as one of the main polluters in the word and the fact that GDP per capita in the European Union is equivalent to the 282 percent of the world`s average, it is interesting to study the relationship between transport GHG emissions and the economic activity within the European Union. In the paper, the authors check the environment Kuznets curve hypothesis for members of the EU over the period 2000-2014. The analysis results show that an inverse-U relationship exists between transport GHG emissions and GDP per capita. At the same time, the results indicate that the change of economic structure has influenced the transport GHG emissions in the developed countries, that is, in the countries that record a higher level of GDP per capita.
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Malkowska, Agnieszka, and Arkadiusz Malkowski. "International Trade in Transport Services between Poland and the European Union." Sustainability 13, no. 1 (January 5, 2021): 424. http://dx.doi.org/10.3390/su13010424.
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The structure of international trade in today’s global economy is undergoing transformation. The increase in the importance of services is a clear trend. In Polish foreign trade with the European Union countries, it is transport services that to the greatest extent create the trade surplus. These services significantly affect the environment, which makes it necessary to take measures aimed at the implementation of the green transport principles. The aim of the study was to provide a detailed description of transport services in Polish foreign trade with European Union (EU) countries and to assess the role of these services in Polish economy, including in terms of sustainable development. The study concerned transport services, consisting of four separate types: maritime transport, air transport, other transport services (except maritime and air) and postal and courier services. The time span of the study was 2010–2018. The latest secondary data from the official statistics of the National Bank of Poland and the Central Statistical Office were used for the purpose of the analysis. The research methods included: critical analysis of the source literature, analysis of secondary data (desk-research) and graphic methods (tables and diagrams), by means of which the results of the study were presented. The conclusions drawn are inductive and deductive in nature. The article describes in detail Polish trade in transport services with EU countries. It focuses on export, import and balance. The role of the examined services in foreign trade and Polish economy was assessed based on the analysis of the structure of export and import and the rate of export and import, geographical orientation of trade, as well as the activity of enterprises from the transport service sector, registered in Poland, including joint ventures. Research has shown that between 2010 and 2018 Polish export and import of transport services as part of trade relations with EU countries increased considerably. The conducted research indicates that transport services are a crucial element of Polish trade. The role of EU countries in the Polish trade in transport services was recognised as significant and growing. This has a positive impact on the country’s economy. The increasing role of road transport in the structure of the Polish trade indicates that Polish entities providing transport services are thriving in this demanding market. However, the analysis of the source literature indicated changes in the preferences of consumers, who increasingly often expect the implementation of sustainable development principles in the distribution of goods. Green marketing or green transport are concepts more and more frequently used to gain competitive advantage in the market. The transport sector in Poland is facing a major trend towards the implementation of sustainable development principles. In order to maintain sales growth internationally, the entities will have to implement sustainable development principles.
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Christowa, Czesława. "River transport in transport policy in Poland and European Union." WUT Journal of Transportation Engineering 120 (March 1, 2018): 59–73. http://dx.doi.org/10.5604/01.3001.0014.4726.
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Transport policy is one of the most important factors affecting transport systems in individual countries and in Europe as a whole. This article analyzes and evaluates the impact of the transport policy of Poland and that of the European Union on the development of river transport in Poland. The study focuses on the most important political and strategic documents in force in the European Union and in the Republic of Poland in 2001-2017, containing transport system concepts, including plans of long-term construction and modernization of transport infrastructure that partly involve river transport. It has been assumed that river transport should be a priority in the Polish transport system due to its technical, operational and environmental characteristics, safety, low external costs, increased competitiveness of sea ports and the socio-economic development of regions located along rivers. The European Union has been promoting the development of inland waterway, rail and intermodal modes of transport for years, aiming at the reduction of the share of road freight carriage that adversely affects the environment and intensifies congestions. EU transport policy makers have found it necesary to amend the proportions and to integrate sea, inland waterway and rail transport. The European Commission has recommended to develop river transport for its advantages, such as low environmental impact, safety and energy efficiency. The article analyzes and evaluates the conditions, in terms of institutions, legislation and infrastructure, for the development of inland shipping in Poland.
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Vrbaski, Lazar. "Flying into the Unknown: The UKs Air Transport Relations with the European Union and Third Countries Following Brexit." Air and Space Law 41, Issue 6 (November 1, 2016): 421–44. http://dx.doi.org/10.54648/aila2016033.
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The UK’s withdrawal from the European Union following the results of the referendum held on 23 June 2016 leaves a lot of uncertainty for the future in many areas and particularly air transport due to its high degree of regulation and international nature. Almost every area of air transport is affected – from access to the internal aviation market and external aviation policy to air traffic management within the Single European Sky. Solutions to the UK’s air transport relations with its strategic partners are likely to depend on the form of its partnership with the European Union. The focus of negotiations is therefore likely to be on modelling a relationship with the European Union that would take into account both the desires to retain access to the liberalized air services market and maintain close cooperation between strategic partners, and an appreciation of the UK’s new geopolitical self-determination. The European Common Aviation Area, Euro-Mediterranean Aviation Agreement, European Economic Area and the European Union-Switzerland agreements are all useful models, but come with advantages and disadvantages, and it would appear that the unique position of the UK requires a tailored solution. This article analyses some of the key issues of concern to the UK aviation industry and ways in which these could be addressed so as to provide some ‘food for thought’ in the pursuit of the best model for cooperation.
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Menes, Maciej. "The place and role of freight transport in the Polish economy against the background of the European Union." Transport Samochodowy 66, no. 2 (December 31, 2022): 10–16. http://dx.doi.org/10.5604/01.3001.0016.2051.
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The article synthetically characterizes the Polish freight transport sector compared to its counterpart in the European Union. The article presents the changes during the years 1990-2019 taking place in the number of various types of transport means used, belonging to Poland and 27 European Union countries. The volume and structure of the freight transport performance of Poland and the European Union as well as the changes taking place in them over the last 30 years were also characterised. The reasons for changes in the structure of freight transport performance in Poland were analysed. Various types of transport infrastructure in Poland were described and analysed, and the changes taking place in it were presented. The impact of EU funds on changes in the transport infrastructure of Poland was also described.
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Dorosiewicz, Sławomir. "Cyclical fluctuations in freight transport in selected european union countries. Synchronization, or not?" Transport Economics and Logistics 80 (December 31, 2018): 49–58. http://dx.doi.org/10.26881/etil.2018.80.05.
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Fluctuations of the economic activity in transport result from the operation of many factors of a demand and supply nature in all sectors of the economy. These factors determine both the common and specific characteristics of such fluctuations. The aim of this paper is not only to examine the morphological features of cyclical fluctuations on the transport market in Poland and selected countries of the European Union, but also the degree of their synchronization. The latter can be understood in the external context (between fluctuations in the transport production of various countries), but also in the internal one, where the subject of comparisons are fluctuations in transport and basic macroeconomic variables. The properties of business fluctuations will be examined by classical procedures for the separation of cyclical components and the detection of their turning points.
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A, Yurchenko. "PUBLIC-PRIVATE PARTNERSHIP PROJECTS IN THE DEVELOPMENT OF TRANSPORT INFRASTRUCTURE OF EU COUNTRIES." National Transport University Bulletin 49, no. 2 (2021): 222–30. http://dx.doi.org/10.33744/2308-6645-2021-2-49-222-230.
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The object of research - the development of transport infrastructure of EU countries, trends, prerequisites for successful implementation. The purpose of the work is to study the experience of implementing transport infrastructure development projects on the basis of public-private partnership in the countries of the European Union. The results of the study will be used to form an information base on transport infrastructure development projects that have been implemented on the basis of public-private partnership. Relevant information will be used to compare the expected performance of domestic projects with similar projects in the European Union The research method is monographic and statistical. The article is devoted to the study of trends in the application of the mechanism of public-private partnership in the development of transport infrastructure of the European Union. It was found that since 2013, the volume of investment and the number of projects implemented on the basis of PPP, tend to decrease. Thus, compared to 2013, the amount of capital invested in 2019 decreased by more than 50%. The transport infrastructure consistently ranks first among the sectors of the economy in terms of investments made on the basis of partnership between the state and private business. At the same time, the leaders of investments in PPP projects are such countries as Great Britain, France and Germany. According to the number of implemented projects - France, Great Britain and Belgium. Appropriate preconditions must be created for the effective implementation of PPP projects. Further areas of research are the study of programs, policies and practices used by other countries that actively involve the private sector in the provision of transport infrastructure services; development of relevant recommendations for the implementation and improvement of Ukraine's policy and practice in the field of transport infrastructure development. KEY WORDS: TRANSPORT, PROJECT, MANAGEMENT, TRANSPORT INFRASTRUCTURE, PUBLIC-PRIVATE PARTNERSHIP, DEVELOPMENT, INVESTMENTS, SECTORS OF THE ECONOMY
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Lukosevicius, Ignas. "EUROPEAN UNION TRANSPORT INFRASTRUCTURE: ROADS AND RAILWAYS SUBSECTORS CASE." EURASIAN JOURNAL OF BUSINESS AND MANAGEMENT 8, no. 4 (2020): 305–18. http://dx.doi.org/10.15604/ejbm.2020.08.04.003.
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This article tests transport infrastructure‘s roads and railways subsectors impact on economic growth in the European Union during the 1990-2017 years time span. The latest public infrastructure investments trends in those subsectors are analyzed as well. Article’s empirical research encompasses all 28 European Union countries (at that time) data, and fills the gap of such researches in roads and railways subsectors case in the full European Union area. Proxy variables used for roads and railways subsectors are physical type, but with ability to encompass the usage of chosen infrastructure subsectors. It is a new feature in such type of researches, which usually uses either raw physical or raw monetary type of infrastructure variables. The research results show that both roads and railways subsectors have positive short run impact on economic growth in the European Union. Results are almost the same, with overall elasticity coefficients in both subsectors. Though post-2009 public infrastructure investments in these subsectors show declining pattern, in the overall situation‘s context there is no need to worry about it yet.
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Корчагина, Елена Викторовна, and Анна Валерьевна Курилкина. "Development of European Integration based on Digital Transport Corridors Ecosystem." ЖУРНАЛ ПРАВОВЫХ И ЭКОНОМИЧЕСКИХ ИССЛЕДОВАНИЙ, no. 3 (September 29, 2022): 222–26. http://dx.doi.org/10.26163/gief.2022.51.24.033.
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В статье представлен анализ развития торгово-экономических и транспортно-логистических связей государств ЕАЭС. Выявлен ряд проблем, препятствующих евразийской интеграции. Описаны особенности и перспективы системной интеграции логистических сетей ЕАЭС на основе создания экосистемы цифровых транспортных коридоров. We carry out the analysis of the development of commercial, economic, transport and logistics links between the countries within the Eurasian economic union. Certain problems preventing Eurasian integration are revealed. We describe features and prospects of the system integration of logistics networks of the Eurasian economic union via establishing the ecosystem of digital transport corridors.
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Pfaff, Wolfgang. "European Transport Policy and Role of the Danube River." Transportation Research Record: Journal of the Transportation Research Board 1909, no. 1 (January 2005): 70–73. http://dx.doi.org/10.1177/0361198105190900110.
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Europe's strategies to overcome the challenges in its transport networks since the 1990s are described. In the 1990s, emerging traffic problems and the increasing number of bottlenecks in Europe's transport infrastructure forced the European Union to take action toward integrated transport planning. The political changes in Eastern Europe in 1989 needed to be considered in the development of infrastructure planning, and in 1996 the European Union defined the trans-European network, which covers all transport modes. The transport infrastructure needs assessment process analyzed the transport infrastructure in these countries from 1997 to 1999. Two conferences in 1994 and 1997 defined 10 Pan-European transport corridors in the European Union's neighboring areas. Corridor VII represents the Danube River from Germany to its delta at the Black Sea [2,415 km (1,500 mi)]. The Danube is connected by the Main–Danube Channel with the Rhine River and thus is a backbone of inland navigation in Europe. Improvement of the Danube is one of 30 prioritized projects that were defined by the Van Miert High-Level Group in 2003. Corridor VII has a high potential to solve upcoming transport problems in southeastern Europe. However, inland navigation must improve its services to meet the logistics market's requirements; many European Union–funded and national projects foster these aims.
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Kuzmin, Sergey B. "Risk of Environmental Management in Countries of European Union." Issues of Risk Analysis 18, no. 3 (July 2, 2021): 46–63. http://dx.doi.org/10.32686/1812-5220-2021-18-3-46-63.
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An assessment of the risk of environmental management for the countries of the European Union was carried out on the basis of two main criteria — natural hazard and protection from natural disasters. Natural hazard consists of natural processes of various origins — lithospheric, hydrospheric, atmospheric and biospheric, which are considered dangerous within the entire state according to official data, as well as protection from natural disasters and disasters at the state level. The last criterion is calculated on the basis of a number of socio-economic and environmental indicators for the EU countries: gross domestic product, the share of the working-age population and the population living below the poverty line, telecommunications and transport coefficients, life expectancy and literacy of the population, child mortality, and the intensity of environmental problems. The relationship between the level of economic development and the level of risk of environmental management in individual EU countries has not been established. So, highly developed countries fall into all risk categories: Italy. Austria and Germany — high risk, France, Netherlands and Belgium — medium risk, Luxembourg, Sweden, Denmark — low risk. Conversely, underdeveloped countries are also present in all categories: Cyprus, Bulgaria, Romania — high risk, Latvia. Lithuania — medium risk, Estonia — low risk. Therefore, when assessing the risk of environmental management, its subsequent analysis and management of natural and natural-man-made emergencies, one should not rely only on indicators of the level of economic development in countries, for example, GDP, as well as on environmental standards established, albeit at the international level, such as MPC, MPI of harmful substances in soils, plants, water bodies, atmospheric air, etc. Taking into account direct indicators and damage from past events in assessing the risk of natural resource use also suffers from a number of drawbacks. A differentiated approach is required.
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Šoja, Svjetlana Janković, and Dana Bucalo Jelić. "Indicators of sustainable development performance: Case study of European Union countries." Croatian Review of Economic, Business and Social Statistics 2, no. 2 (December 1, 2016): 1–9. http://dx.doi.org/10.1515/crebss-2016-0009.
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Abstract A sustainable development strategy is an essential long-term strategy that aims to bring about a balance of three key policy factors: sustainable economic growth and economic and technological development, sustainable development of society based on social equality, and environmental protection with a rational use of natural resources. The sustainable development strategy is very complex and contains a large number of indicators, so one of the statistical methods that can be used for this complex problem is the I-distance method. It was created as a need to rank countries according to the level of socio-economic development and the problem was how to take advantage of all the indicators in order to calculate a synthetic indicator which would represent the rank. The I-distance method in this paper is used for the ranking of 18 countries of the European Union based on ten indicators that have been selected in accordance with the EU Sustainable Development Strategy. The used headline indicators come from the following areas: socio-economic development, sustainable consumption and production, social inclusion, demographic changes, public health, climate change and energy, sustainable transport, and global partnership. By analysing the initial set of indicators and their correlation coefficients with the found I-distance values, the following most important indicators were found: official development assistance as a share of the gross national income, employment rate of older workers, healthy life years and life expectancy at birth (males), energy consumption of transport relative to GDP etc. Countries that occupied the top three places were Sweden, Luxembourg, and Finland while Croatia, Poland, and Slovenia occupied the last three places.
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Tippayawong, K. Y., and K. Veyrat-Parisien. "Euro-Asia Comparative Study of Logistics Cost." International Journal of Energy and Environment 16 (March 10, 2022): 19–22. http://dx.doi.org/10.46300/91012.2022.16.4.
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This study aims to describe and compare infrastructure systems of Asian and European countries. The first part is a survey to show similarities and differences between the two systems. Comparison between transportation costs is made. Road and air transports are studied, starting from Paris for Europe and from Bangkok for Asia to other cities within their respective continents. It was shown that it is not possible to rank in one part Asian countries and in second part European countries. It is better to rank Asian and European countries together because they represent the same level of development in one hand and the emerging countries in the other. Freight transport has been shown to be cheaper in Asia than in Europe, even if the price depends on destination. However, border crossing is more expensive in Asia than in European Union.
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Oriekhova, T. V. "IMPACT OF THE TRANSPORT AND LOGISTICS INFRASTRUCTURE POTENTIAL DEVELOPMENT ON THE EUROPEAN UNION COMPETITIVENESS." Vìsnik Marìupolʹsʹkogo deržavnogo unìversitetu. Serìâ: Ekonomìka 11, no. 22 (2021): 5–17. http://dx.doi.org/10.34079/2226-2822-2021-11-22-5-17.
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The article is devoted to the analysis of the influence of the development of the potential of the transport and logistics industry on the competitiveness of EU countries. In the work, a retrospective analysis of the formation of the unified transport policy of the EU is carried out. Using statistical methods of analysis and official information sources, the specifics of the modal distribution of domestic freight transport of the EU countries, its national and international components, were investigated. Based on data from the World Bank and the World Economic Forum, the dependence of international competitiveness and the development of transport sector indicators on the accession of some countries to the common market of the European Union was analyzed. Conclusions were made about the need for innovative approaches to the formation of a unified transport policy of European states, based on the principles of sustainable development. The common transport policy is the central pillar of the single market in the European Union, which is extremely important for ensuring the free movement of people, services and goods. In addition, the transport sector makes a significant contribution to the EU's economic prosperity, accounting for around 9 percent of European gross value added. The multiplicative effect of this contribution can be measured in several directions, such as the accessibility index, the transport infrastructure index, the reduction of emissions and noise levels, the growth of employment and labor supply, the growth of GDP per capita, productivity, the density of new business, the number of enterprises, the inflow of FDI, export of goods and services and, finally, a decrease in the market price. Finally, infrastructure development is one of the basic factors that ensure the country's global competitiveness rating, which is proven by the examples of several new EU member states. The challenges facing the European transport sector today require a comprehensive review. For example, the goal of complete decarbonization of transport can only be achieved with the help of zero-emission mobility, which avoids the transport policy of finding new innovative approaches. Integration into the European transport network TEN-T can bring Ukraine almost 4.5 billion dollars investments until 2030.
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Schade, Burkhard, and Tobias Wiesenthal. "Developments in Energy use for Transport in 27 European Union Countries through 2030." Transportation Research Record: Journal of the Transportation Research Board 2252, no. 1 (January 2011): 31–39. http://dx.doi.org/10.3141/2252-05.
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Morales-Lage, Rafael, Aurelia Bengochea-Morancho, and Immaculada Martínez-Zarzoso. "Are CO2 emissions converging in the European Union? Policy implications." Notas Económicas, no. 49 (December 6, 2019): 63–82. http://dx.doi.org/10.14195/2183-203x_49_5.
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This paper focuses on the process of convergence in per capita CO2 emissions that would occur if the measures taken by the European Union to meet the Kyoto Protocol commitments had been effective. We apply a time series and cross-sectional analysis to test for the existence of convergence among countries and for different economic sectors. The sample covers data for the 28 member countries from 1960 to 2012. The results show weak absolute convergence across countries but clear evidence of conditional convergence, with GDP, the weight of industrial sector and the use of renewable energies being the main drivers of divergence. Concerning sectors, there is an increase of emissions in the agricultural sector, but a reduction in the industrial and energy sectors. Different patterns arise in the energy subsectors where manufacturing and electricity notably reduced their emissions while the transport sector increased them in all countries.
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Potrč, Sanja, Lidija Čuček, Mariano Martin, and Zdravko Kravanja. "Synthesis of European Union Biorefinery Supply Networks Considering Sustainability Objectives." Processes 8, no. 12 (December 1, 2020): 1588. http://dx.doi.org/10.3390/pr8121588.
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Increasing the use of renewable energy sources is one of the most important goals of energy policies in several countries to build a sustainable energy future. This contribution proposes the synthesis of a biorefinery supply network for a case study of the European Union (EU-27) under several scenarios based on a mathematical programming approach. Several biomass and waste sources, such as grains, waste oils, and lignocellulosics, are proposed to be utilized, and various biofuels including first, second, and third generations are produced such as bioethanol, green gasoline, biodiesel, Fischer Tropsch (FT) diesel, and hydrogen. The aim of this study is to evaluate the capabilities of EU-27 countries to be able to meet the Renewable Energy Directive (RED II) target regarding the share of renewable energy in the transport sector by 2030 in each Member State while not compromising the current production of food. A generic mathematical model has been developed for the multi-period optimization of a biorefinery supply network with the objective of maximizing sustainability profit. The solutions obtained show that biomass and waste are promising raw materials to reach and go beyond the EU’s renewable energy target in the transport sector for the year 2030. However, some countries would need to provide additional subsidies for their companies to achieve at least a non-negative economic performance of biofuel production.
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Calvo, Francisco J., and Juan de Oña. "Opening of the European Railroad Network." Transportation Research Record: Journal of the Transportation Research Board 1916, no. 1 (January 2005): 8–19. http://dx.doi.org/10.1177/0361198105191600102.
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The opening of railroad infrastructure to new transport operators in Europe has made it necessary to develop a pricing system for its use. The European Union (EU) has proposed guidelines for establishing a similar pricing system for all EU members. Nonetheless, pricing systems continue to differ substantially from one country to another. These differences reduce continuity between networks and distort the competitive conditions between countries and negatively affect domestic trade. This paper analyzes the pricing systems of eight European countries and presents several proposals for harmonizing them.
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Kapelyuk, Z. A., and Y. V. Popova. "STUDY OF TARIFFS FOR TRANSPORT SERVICES IN THE EUROPEAN UNION COUNTRIES AND THE RUSSIAN FEDERATION." Economics Profession Business, no. 1 (March 10, 2021): 39–45. http://dx.doi.org/10.14258/epb202105.
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The article analyzes the experience of tariff regulation of the cost of passenger railway transportation services in the European Union and the Russian Federation. The features of tariff regulation are disclosed and eleven countries are classified according to the main categories.
Tariff policy for transport services is used to ensure the consistency of economic interests of consumers and is a problematic segment for all types of transport. The article deals with tariff regulation of the cost of services provided by the railway infrastructure. Comparison of domestic and foreign experience in pricing of transport services for further development of Russian Railways is carried out. The setting of tariffs and available discounts, as well as benefits for the purchase of tickets for trains in the countries of the European Union and Russia are considered. The indexation of tariffs for transportation services of Russian Railways depending on the period of the trip and the comfort of the car is analyzed.
Conclusions on the impact of mobile tariffs on economic efficiency, as well as the need to improve the tariff policy in the Russian Federation by involving foreign transport companies in implementation.
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Meksuła, Mirosław, and Leszek Grzechnik. "Effect of Transport and Communication Connections on the Peripherality of the Border Areas of the Lubelskie Voivodship." Barometr Regionalny. Analizy i Prognozy 13, no. 1 (June 1, 2015): 53–57. http://dx.doi.org/10.56583/br.963.
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The article discusses the impact of the national border of the transport and communication accessibility of the Lubelskie Voivodship, and therefore its peripherality. The paper is based on the analysis of changes in the transport and communication infrastructure over the last century. After 1945 a unified transport system was replaced with two, almost entirely separated from each other. The political changes after 1989 had no effect on the functioning of the transport or communication system. The newly established countries, namely Belarus and the Ukraine, began functioning within the borders of the former Soviet republics, inheriting all of the features of the communication systems of the Soviet Union. Poland’s accession to the European Union and joining the Schengen Area, were significant moments for the peripherality of the discussed area. The Lubelskie Voivodship became a peripheral zone not only of Poland, but also of the European Union.
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Jovanovic, Mihailo. "Inter-state trade within the European Union." Medjunarodni problemi 57, no. 1-2 (2005): 58–70. http://dx.doi.org/10.2298/medjp0502058j.
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Trade is the most important integration link in the overall world production. After the Second World War it induced the establishment of economic integrations. In the last three decades international trade has been more dynamic than the growth of the world production. The data show that the commodity trade is the strongest component of the world purchase and sale, although the international trade in services has grown a bit faster than the commodity trade. However, the share of services in the world trade does not exceed 20 per cent. International trade has most developed among developed countries, keeping up the mutual development of foreign direct investments and know-how and technology transfer. The empirical research shows that apart from the benefits gained by capitalisation of comparative advantages the trade growth is also influenced by benefits resulting from the impact of the economy of scale, competition and spreading of knowledge. Reduction of tariff and elimination of non-tariff barriers constantly opens new opportunities to benefit from international trade in commodities and services. Commodity trade of OECD countries confirms that the volume of trade does not depend only on liberalisation of tariff and non-tariff barriers, but growth to a certain degree reflects the size of the country, geographic elements and transport costs. Therefore, the empirical works predominantly analyse the power of trade as an indicator of the manifested commodity trade, embracing the characteristics such as competition pressures, but not including some deeper political meaning. The previously mentioned factor is significant, since given the policy and competition small countries are naturally more dependent on foreign trade, although competition pressures among big countries largely result from competition inside themselves. A significant change in the trade structure has been recorded in the period of over two years. At first, intra-industrial trade became equal to traditional inter- industrial production, and afterwards it has even exceeded it. For a long time the factors of foreign trade growth have been disputable. The works of Baier and Berstrand show that income growth and reduction of customs produce the main impact on foreign trade growth. In their opinion liberalisation of trade within GATT and WTO is one of the main driving forces in international trade. Reduction of trade costs also produces some impact on foreign trade growth, while approximation of incomes is less significant. Badlinger and Breuss have explored the elements that in the last four decades of the last century made an impact on faster growth of inter-trade of EU-15 member countries. They have estimated the relative impact of the income growth, income equalisation as well reduction of tariffs and trade costs on the intra-trade of EU-15 member countries. The results show that the income growth increases by 70 per cent the intra-trade of these countries. Also, the European integration and liberalisation of GATT and WTO increase by 25 per cent the commodity intra-trade of EU-15.
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Kurhan, Mykola, and Dmytro Kurhan. "Problems of providing international railway transport." MATEC Web of Conferences 230 (2018): 01007. http://dx.doi.org/10.1051/matecconf/201823001007.
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Due to its geographic location and developed transport infrastructure, Ukraine has a significant potential in the development of cargo transportation, primarily in international traffic, in particular as a transistor country in the logistics chain of trade between Asia and Europe. The possibilities of railway transport for the organization of transportation between the countries of the European Union and Ukraine are not used to the full extent, since there is a number of technical reasons of the transport systems incompatibility between Ukraine and European countries. In the course of the research, methods of analysis and synthesis were used to study prospects of the European and domestic system of international railway transportations, the experience of creating, operating and optimizing these systems. To compare the above mentioned options, the authors developed a model for predicting and assessing the efficiency of railway transport from the border of one state to the border of the other one.
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Zdioruk, Serhiy I. "Socio-religious relations in Ukrainian realities and European Union policy." Ukrainian Religious Studies, no. 50 (March 10, 2009): 21–27. http://dx.doi.org/10.32420/2009.50.2028.
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The problems of the functioning of religion in the countries of the European Union (EU) are extremely complex and ambiguous. The EU is primarily political and economic. It is in these areas that active intra-integration processes are observed: introduction of a single currency, single payment system, actual “blurring” of borders between member states, development of the Constitutional Treaty, orientation towards the creation of a common market, a common transport network, harmonization of educational systems, etc.
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Czech, Artur, Jerzy Lewczuk, Leonas Ustinovichius, and Robertas Kontrimovičius. "Multi-Criteria Assessment of Transport Sustainability in Chosen European Union Countries: A Dynamic Approach." Sustainability 14, no. 14 (July 18, 2022): 8770. http://dx.doi.org/10.3390/su14148770.
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The main aim of this article is to dynamically evaluate the sustainable development of transportation as an important economic sector in each member state of the European Union. Furthermore, the authors tried to identify underdeveloped spatial areas and indicate related trends in particular countries. To address this research topic, a multivariate-order statistical measure was implemented. The data sources of the study were Eurostat databases. The rankings of the chosen European Union countries for transport sustainability and its individual components (pillars and orders) were obtained for 2016–2019. This allowed the underdeveloped space regions and their individual pillars in the field of transportation sustainability to be identified in an appropriate manner. Then, the total (general) synthetic measures applicable to the entire period of analysis were constructed. It should be noted that the initial set of diagnostic variables and its classification in certain sequences were implemented. Furthermore, the taxonomic method applied with Weber’s multivariate median was first used to dynamically assess aspects of traffic sustainability. Such synthetic methods allow for analysis of the interaction of different areas of complex transportation systems and allow distortions of the diagnostic variables.
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Chovancová, Jana, Mária Popovičová, and Emília Huttmanová. "Decoupling transport-related greenhouse gas emissions and economic growth in the European Union countries." Journal of Sustainable Development of Energy, Water and Environment Systems N/A, N/A (September 2021): 0. http://dx.doi.org/10.13044/j.sdewes.d9.0411.
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Jaworski, Krzysztof. "Impact of Infrastructural Investments on the Development of the Railway Sector in the European Union Countries." Studia i Materiały Wydziału Zarządzania UW 2022, no. 1(36) (2022): 29–42. http://dx.doi.org/10.7172/1733-9758.2022.36.3.
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Identification of railway transport as a key element of sustainable and effective transport showcases the necessity of strengthening the role it plays, both on the EU policy level as well as in the EU Member States. The consequence of such a policy is strong financial support allocated to the railway sector, e.g. in the form of infrastructural investments. This leads to questions on the efficiency of such support and its influence on the railway sector. In this respect, the analysis of the public support impact on railway transport in relation to variables describing the condition of this sector has been conducted. The analysis was focused on the evaluation of the impact of railway infrastructure investments. The results indicate significant differences in the effects among particular countries, illustrating the heterogeneous impact of an independent variable on measures concerning transport performance in passenger and freight services (passenger-kilometre and tonne-kilometre). Countries with higher support for infrastructure investments, in general, achieve better results in respect to the above-mentioned measures. Nevertheless, the strength of this impact is highly differential, which indicates the necessity of increasing the efficiency of infrastructural investments in the railway sector in particular countries.
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Vlahinić Lenz, Nela, and Barbara Fajdetić. "Does Economic Globalisation Harm Climate? New Evidence from European Union." Energies 15, no. 18 (September 13, 2022): 6699. http://dx.doi.org/10.3390/en15186699.
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The issue of globalisation-induced greenhouse gas emissions is an ongoing topic and a major challenge to the EU climate goals of achieving non-zero emissions by 2050. In the light of this ongoing debate on the globalisation–environment nexus, the paper examines the impact of economic globalisation on climate in EU countries over the period 2000–2019 and provide some new empirical evidence. After applying the panel cointegration analysis and the Granger causality test, the dynamic panel analysis is performed for 26 EU countries using the Arellano–Bond estimator. For the policy perspective, the analysed sample of countries is grouped into two subpanels according to their level of development—EU countries with above-average and below-average GDP per capita. After testing the effects of different dimensions of economic globalisation and environmental taxes on GHG emissions, the results revealed the following: (1) Trade globalisation is detrimental to the climate, as trade openness significantly increases emissions in both country groups. Financial globalisation has a weaker impact and increases emissions only in below-average countries, suggesting that FDI inflows could be important for the transfer of green technologies when a country reaches higher development level. (2) Passenger transport reduces GHG emissions in both groups of countries, while FDI are beneficiary for the climate in above-average countries. (3) Environmental taxes as a proxy for environmental policy show statistically significant results, but with different outcomes in the two groups; they have a negative impact on emissions in countries that are below the GDP p/c average, indicating the shortcomings of the tax system in addressing climate change. (4) The total energy consumption increases emissions in both country groups and, thus, harms the climate. Therefore, despite the current unfavourable circumstances, EU countries should continue to expand the green economy, increase energy consumption from renewables, and develop low-carbon technologies that do not depend on imported fossil fuels.
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SIMIONESCU, Mihaela, Lucian-Liviu ALBU, Monica RAILEANU SZELES, and Yuriy BILAN. "THE IMPACT OF BIOFUELS UTILISATION IN TRANSPORT ON THE SUSTAINABLE DEVELOPMENT IN THE EUROPEAN UNION." Technological and Economic Development of Economy 23, no. 4 (June 16, 2017): 667–86. http://dx.doi.org/10.3846/20294913.2017.1323318.
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The biofuels sustainability in transport depends on the energetic products demand and the limited resources. According to European legislation, the energy consumption in transport from renewable energy in the European Union should increase by 10% till 2020. Considering the environmental requests related to greenhouse gases reduction and a lower dependency on oil fuels stimulated more the biofuels production, this research empirically assessed the impact of energy consumption in transport based on biodiesel and bioethanol on sustainable development in terms of economic growth and greenhouse emissions. Using dynamic panel and panel vector-auto-regression models for European Union countries during 2010–2015, we proved that only the energy consumption in transport based on biodiesel had a positive impact on economic growth. The greenhouse emissions did not have any impact on economic growth while the energy consumption in transport based on bioethanol negatively affected the economic growth. The Granger causality tests on panel data indicated a bilateral relationship between economic growth and energy consumption in transport based on biodiesel and between economic growth and energy consumption in transport based on bioethanol. Given these empirical results, the energy policies should focus on the higher utilisation of biodiesel in transport in the EU.
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Kot, Sebastian, and Beata Ślusarczyk. "A Comparison of Usage Costs of Roads in Selected EU Countries." Applied Mechanics and Materials 708 (December 2014): 125–29. http://dx.doi.org/10.4028/www.scientific.net/amm.708.125.
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At present member states of the European Union apply a few different systems of collection of fares for riding individual types of roads. In spite of the fact that systems of collection of payments in each of member states are working on the same provisions included in Directive 1999/62/EC, amount of rates for riding roads in individual states develops on different level and is being determined on every state’s domestic legislation or regulations of individual roads’ private operators. In this article Authors presented cost analysis of using road infrastructure in chosen member states of the European Community creating a cost map of using road infrastructure in European road transport of goods.
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Kazimierowski, Piotr. "Requirements for rail service." Transportation Overview - Przeglad Komunikacyjny 2016, no. 5 (May 1, 2016): 37–49. http://dx.doi.org/10.35117/a_eng_16_05_04.
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One of the elements of the integration process of the European Union is striving to remove barriers to the free movement of persons, goods, services and capital between the countries of the Community. This process does not bypass means that rail transport for environmental reasons is promoted, developed and is to constitute one of the pillars of building cohesion, despite the numerous technological diff erences existing between the systems in the individual EU countries. These measures are aimed as soon as possible to ensure interoperability between countries and transport systems.
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Kastory, Agnieszka Małgorzata. "Znaczenie Dunaju w europejskiej sieci dróg wodnych." Politeja 17, no. 6(69) (April 1, 2021): 101–12. http://dx.doi.org/10.12797/politeja.17.2020.69.05.
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The Role of the Danube River in the Trans-European Waterway Network
In the 20th century, the Danube Region was subject to numerous and far-reaching political transformations, which had a negative impact on the expansion of the Danube waterway transport, affected mainly by political, economical and military crises that took place in the 1990s. Nowadays, only 9% of all river cargo is shipped via the Danube River. The European Union makes an effort to increase this number up to 30%, and to ensure the river’s permanent inclusion in the Trans-European Transport Network, with an ongoing process of adjusting the Danube shipping law to the regulations applicable to other European rivers. Nonetheless, the implementation of the EU Strategy for the Danube Region has little effect on the transportation growth in the Danube Basin so far – due to insufficient support from the European Union, the Danubian countries’ unwillingness to carry out expensive investments, and difficulties related to the process of redirecting the existing trade routes.
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Sukhinin, Sergey, Konstantin Petrov, and Irina Novoselova. "Features, problems and opportunities for the development of transport corridors in the Eurasian Economic Union." E3S Web of Conferences 371 (2023): 04014. http://dx.doi.org/10.1051/e3sconf/202337104014.
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International transport corridors are a manifestation of transport links between states with the goal to expand economic contacts and develop transit traffic between them. International transport corridors ensure the coordination of transport systems of the participating states for the implementation of prompt, safe, large-scale and cost-effective supply of goods on a regular long-term basis. International transport corridors within the EAEU countries unite various types of transport routes, transport infrastructure facilities, vehicles and transport authorities. The decisive factor in the development of international transport corridors within the EAEU is the spatial localization of this integration grouping in the center of Eurasia between the European Union and China as the two main economic poles. Such location of the EAEU countries determines their opportunities for the transit of goods through their territory. However, the transport complex of the EAEU faces a number of problems that can be minimized through the implementation of promising projects for the development of transport and logistics infrastructure based on attracting investments and coordinating management decisions in the field of regulation of mutual transportation. This study examines the features of international transport corridors passing through the territory of the EAEU countries, analyzes the potential and problems of their development, and identifies opportunities for the implementation of large transport and logistics projects.
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Rokicki, Tomasz, Piotr Bórawski, Aneta Bełdycka-Bórawska, Agata Żak, and Grzegorz Koszela. "Development of Electromobility in European Union Countries under COVID-19 Conditions." Energies 15, no. 1 (December 21, 2021): 9. http://dx.doi.org/10.3390/en15010009.
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The introduction of electromobility contributes to an increase in energy efficiency and lower air pollution. European countries have not been among the world’s leading countries in this statistic. In addition, there have been different paces in the implementation of electromobility in individual countries. The main purpose of this paper is to determine the directions of change and the degrees of concentration in electromobility in European Union (EU) countries, especially after the economic closure as a result of the COVID-19 pandemic. The specific objectives are to indicate the degree of concentration of electromobility in the EU and changes in this area, especially during the COVID-19 pandemic; to determine the dynamics of changes in the number of electric cars in individual EU countries, showing the variability in this aspect, while also taking into account the crisis caused by COVID-19; to establish the association between the number of electric cars and the parameters of the economy. All EU countries were selected for study by the use of the purposeful selection procedure, as of December 31, 2020. The analyzed period covered the years 2011–2020. It was found that in the longer term, the development of electromobility in the EU, measured by the number of electric cars, is closely related to the economic situation in this area. The crisis caused by the COVID-19 pandemic has influenced the economic situation in all EU countries, but has not slowed down the pace of introducing electromobility, and may have even accelerated it. In all EU countries, in the first year of the COVID-19 pandemic, the dynamics of introducing electric cars into use increased. The growth rate in the entire EU in 2020 was 86%, while in 2019 it was 48%. The reason was a change in social behavior related to mobility under conditions of risk of infection. COVID-19 has become a positive catalyst for change. The prospects for the development of this type of transport are very good because activities related to the development of the electromobility sector perfectly match the needs related to the reduction of pollution to the environment.
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Vukić, Luka, Davor Mikulić, and Damira Keček. "The Impact of Transportation on the Croatian Economy: The Input–Output Approach." Economies 9, no. 1 (January 21, 2021): 7. http://dx.doi.org/10.3390/economies9010007.
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The aim of this paper was to determine the economic impact of the transportation sector on the Croatian economy by using input–output analysis. According to the input–output tables for the Croatian economy for 2004, 2010, 2013, and 2015, output and gross value-added multipliers were calculated. The results of the conducted analysis indicated that the multiplicative effects of the transportation sector in Croatia were significant in the observed period, especially for the air transport sector. Furthermore, comparative multiplier analysis with selected European Union countries was performed to assess the Croatian transportation industry position from an international perspective. Lower output and gross value-added multipliers for the Croatian transportation sector imply that old European Union member states capitalized the transportation sector more for growth and development. The Croatian transportation sector recorded lower imported intermediate inputs, average domestic inputs, and higher value-added multipliers similar to new European Union members. Simulations based on multiplicative effects show that restrictions on movements and human contacts, imposed due to the COVID-19 pandemic, could induce a strong reduction in the economic activity of transport and other sectors that are included in the value-added chain of the transport industry.
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Górniak, Joanna. "The Spatial Autocorrelation Analysis For Transport Accessibility In Selected Regions Of The European Union." Comparative Economic Research. Central and Eastern Europe 19, no. 5 (March 30, 2017): 25–42. http://dx.doi.org/10.1515/cer-2016-0036.
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In view of the significant differences between the socio-economic regions, the level of development of transport is not homogenous. According to Tobler’s law (1970) we can point out that all objects are related to each other, but the ones located closer are more dependent on each other than those farther away. Then we can identify the occurrence of spatial autocorrelation. For example, the European regions can assess whether the border regions of different countries show a similarity to each other. The main purpose of this article is to assess and analyze the occurrence of spatial autocorrelation in connection with the transport accessibility (measured by density of a motorway network). The general hypothesis is: between European regions, there is a positive spatial autocorrelation in connection with the problems of transport accessibility. Research subjects are selected European regions at NUTS level 2. To evaluate the occurrence of spatial autocorrelation the classic Moran I statistic has been used.
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Aigner-Walder, Birgit, and Thomas Döring. "Reduced Consumption for Transport due to Population Ageing? An Analysis of Expenditures of Private Households in the European Union and Potential Implications for the Public Sector." Central European Public Administration Review 15, no. 3-4 (January 5, 2018): 167–90. http://dx.doi.org/10.17573/ipar.2017.3-4.08.
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The paper focuses on potential effects of the ageing of the population on consumption expenditures of private households in the field of transport. Theoretical considerations as well as previous empirical results suggest that older households consume different goods and services than younger ones due to changing preferences and needs by increasing age. Possible consequences of these changes for goods and services in the transport sector are in focus. The expenditures of European households on transport based on the national household budget surveys of the 28 member countries of the European Union are analysed. The results suggest that expenditures in transport decrease at retirement age in all considered countries. Moreover, the structure of goods and services consumed in the transport sector changes over the life cycle of a private household, with implications for the public sector due to the ageing of the population to be expected.
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Koh, Moon-Hyun. "CO2 Capture, Utilization, and Storage (CCUS) Policy Trends in the European Union (EU) and Major European Countries." Korean Public Land Law Association 100 (November 30, 2022): 463–83. http://dx.doi.org/10.30933/kpllr.2022.100.463.
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According to the 1st Working Group (WG) report of the 6th Assessment Report (AR 6) of the Intergovernmental Panel on Climate Change (IPCC) published on August 9, 2021, the average global temperature is now higher than before industrialization. It has already risen 1.09〬 C, and the average carbon dioxide concentration in the atmosphere is 410ppm, the highest level in 2 million years. If carbon emissions continue according to the current trend, it is highly likely that the temperature rise limit target according to the Paris Agreement and the threshold of an irreversible climate catastrophe will reach 1.5〬 C within 20 years at the most. With such a prospect, it is not enough to emphasize the importance of technology development to reduce greenhouse gas, which threatens the survival of mankind. Carbon Dioxide Capture, Utilization and Storage (CCUS) technology, which is a representative technology for large-scale reduction of greenhouse gas, which is the main cause of global warming, has recently attracted attention. The national vision of achieving carbon neutrality in 2050 is closely related to the implementation of the Nationally Determined Contribution (NDC) under Articles 3 and 4 of the Paris Agreement. Carbon dioxide capture, utilization and storage (CCUS) technology is a representative technology for large-scale reduction of greenhouse gases closely related to achieving carbon neutrality in 2050. In order to increase the effectiveness of Korean CCUS technology, it is important to consider overseas advanced CCUS policies. Accordingly, in this report, examples of carbon dioxide capture, transport, utilization and storage (CCUS) projects that can be seen as part of the Green New Deal policies of the European Union (EU) and major European countries and carbon dioxide in major European countries such as Germany, Norway and the United Kingdom Recent policy trends on capture, transport, utilization and storage (CCUS) are reviewed. Through this, first, CCUS is an important means to achieve 2050 carbon growth by supplementing the problems of new and renewable energy such as intermittent, inefficiency, and noise pollution. Because it is important, regular and occasional disclosure of information to residents and enhancement of public acceptance through resident meetings and seminars are very important. Third, the United States, Canada and China are CCUS powerhouses as well as major European countries such as Germany, Norway, the United Kingdom and the Netherlands. As above mentioned CCUS powerhouses are spurring CCUS research and development, if Korea neglects research and development on CCUS, it will fall into a technology-dependent country. Through this, implications such as that Korea should achieve the carbon-neutral 2050 target and achieve sustainable development were derived.
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Koh, Moon-Hyun. "CO2 Capture, Utilization, and Storage (CCUS) Policy Trends in the European Union (EU) and Major European Countries." Korean Public Land Law Association 100 (November 30, 2022): 463–83. http://dx.doi.org/10.30933/kpllr.2022.100.463.
Full textAbstract:
According to the 1st Working Group (WG) report of the 6th Assessment Report (AR 6) of the Intergovernmental Panel on Climate Change (IPCC) published on August 9, 2021, the average global temperature is now higher than before industrialization. It has already risen 1.09〬 C, and the average carbon dioxide concentration in the atmosphere is 410ppm, the highest level in 2 million years. If carbon emissions continue according to the current trend, it is highly likely that the temperature rise limit target according to the Paris Agreement and the threshold of an irreversible climate catastrophe will reach 1.5〬 C within 20 years at the most. With such a prospect, it is not enough to emphasize the importance of technology development to reduce greenhouse gas, which threatens the survival of mankind. Carbon Dioxide Capture, Utilization and Storage (CCUS) technology, which is a representative technology for large-scale reduction of greenhouse gas, which is the main cause of global warming, has recently attracted attention. The national vision of achieving carbon neutrality in 2050 is closely related to the implementation of the Nationally Determined Contribution (NDC) under Articles 3 and 4 of the Paris Agreement. Carbon dioxide capture, utilization and storage (CCUS) technology is a representative technology for large-scale reduction of greenhouse gases closely related to achieving carbon neutrality in 2050. In order to increase the effectiveness of Korean CCUS technology, it is important to consider overseas advanced CCUS policies. Accordingly, in this report, examples of carbon dioxide capture, transport, utilization and storage (CCUS) projects that can be seen as part of the Green New Deal policies of the European Union (EU) and major European countries and carbon dioxide in major European countries such as Germany, Norway and the United Kingdom Recent policy trends on capture, transport, utilization and storage (CCUS) are reviewed. Through this, first, CCUS is an important means to achieve 2050 carbon growth by supplementing the problems of new and renewable energy such as intermittent, inefficiency, and noise pollution. Because it is important, regular and occasional disclosure of information to residents and enhancement of public acceptance through resident meetings and seminars are very important. Third, the United States, Canada and China are CCUS powerhouses as well as major European countries such as Germany, Norway, the United Kingdom and the Netherlands. As above mentioned CCUS powerhouses are spurring CCUS research and development, if Korea neglects research and development on CCUS, it will fall into a technology-dependent country. Through this, implications such as that Korea should achieve the carbon-neutral 2050 target and achieve sustainable development were derived.
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Przygodzka, Renata. "The specificity of state aid in Poland in comparison with European Union countries." Optimum. Economic Studies, no. 4(102) (2020): 79–90. http://dx.doi.org/10.15290/oes.2020.04.102.07.
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Purpose – The aim of the paper is to identify the directions and instruments of state aid (with the exception of agriculture and the transport sector) used in Poland and to identify their specificities in relation to other countries of the European Union. Research method – The achievement of the above purpose required the use of research methods such as the analysis of legal acts, the collection and analysis of secondary data and the processing of the collected factual material using descriptive statistical methods. The data source was The State Aid Scoreboard, together with a variety of reports from the Office for Competition and Consumer Protection. Results – In 2017, the amount of state aid in Poland was twice as high as the average indicator in the European Union (1.51% and 0.76% respectively). Regional development (27.3%) was the main beneficiary of its allocation, while environmental protection was 55.4% in the EU. A specific feature of state aid in Poland is its sustainability, which does not exist to a similar extent in other Member States. Originality /value – According to the author's knowledge, this is one of the unique research papers devoted to the problem of state aid, especially in the context of the indication of the specific characteristics of state aid in Poland against the background of the countries of the European Union.
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Stasiak-Betlejewska, Renata, and Ádám Török. "Creating Safe and Competitive Conditions for the Provision of Rail Transport Services." System Safety: Human - Technical Facility - Environment 1, no. 1 (March 1, 2019): 653–60. http://dx.doi.org/10.2478/czoto-2019-0083.
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AbstractSafety is a key and necessary condition for the sustainable development of the railway industry. Every entity operating in the railway area should maintain and increase the level of security as part of its operations. The subject of the analysis of data on the rail transport safety in European countries and content of the safety culture program implemented in Poland, whose main objective is to implement safety culture principles in the railway transport and to encourage all companies operating in the railway industry to improve the rail transport safety as the key condition for the sustainable development of railway industry. Paper contains results of the analysis of the European rail transport safety level in the context of the objectives set for Poland indicated by the European Union (CSI value) as improvement areas.
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Perišić, Đorđe. "Taxi transport, internet platforms and market liberalization." Zbornik radova Pravnog fakulteta, Novi Sad 55, no. 4 (2021): 1189–203. http://dx.doi.org/10.5937/zrpfns55-34870.
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Thinking about the legal regulation of the taxi services market in countries and cities around the world never stops. The emergence and use of internet platforms in the organization of passenger transport in large cities has led to the fact that anyone can find themselves in the role of a person who performs transport. Thus, taxi transport gained direct competitors, because it is clear that these two transport markets are largely substitutes. However, the existing, strict regulation of the taxi market does not recognize internet platforms and as such, prevents their functioning. The introduction of internet platforms in the transport system and their functioning in full capacity, as their creators imagined, means the previous abolition of numerous market restrictions on the taxi market, ie. liberalization. On the other hand, the existing market restrictions on the taxi market conflict with the liberal economic concept, present primarily in the European Union, but also in the Balkan countries. This is another reason why deregulation of this market can be expected. The paper presents the characteristics of this market and identifies the most important issues of the current legislation of Serbia and Bosnia and Herzegovina that could be disputable in the process of possible deregulation. The direction in which changes in national legislation will go can be seen to some extent by analyzing the current legal framework of the European Union and the case law of the Court of Justice.
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Frej, Damian, Paweł Grabski, and Emilia Szumska. "The Importance of Alternative Drive Vehicles in Road Transport in Poland and the European Union." LOGI – Scientific Journal on Transport and Logistics 12, no. 1 (May 1, 2021): 67–77. http://dx.doi.org/10.2478/logi-2021-0007.
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Abstract The development of electromobility in Poland and the whole world is an inevitable process. Every year, electric vehicles and vehicles powered by renewable fuels become more and more popular. It should be noted that the development of infrastructure for electric vehicles and the pursued environmental policy with the related subsidies for the purchase of electric vehicles are an important aspect encouraging the purchase of this type of vehicle. The article presents a comparison of the popularity of vehicles powered by renewable energy sources in Poland and other European Union countries, as well as the characteristics of the most common alternative fuels. Its main objective is to specify the importance of passenger cars with alternative drive sources across the selected EU countries.
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Norbert, Reuter, and Patrícia Šimurková. "Remuneration in the Road Freight Transport Sector within the EU Countries." Archives of Automotive Engineering – Archiwum Motoryzacji 81, no. 3 (September 28, 2018): 65–74. http://dx.doi.org/10.14669/am.vol81.art5.
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The paper outlines problems of employment and social issues of transport policy in the EU. The aim of the contribution is to highlight the existing problems regarding of driver remuneration in the road freight transport sector. It identifies differences in the social field of drivers by hypothesis testing and points to the fact that in the western part of the EU, the driver profession is significantly higher in the wage than the middle and eastern parts of the EU. Individual states are putting pressure on wage increases in international road transport by national regulations to reduce the competitive pressure of lower prices for carriers located in the central and eastern parts of the European Union. These problems occurring on the road freight market are mainly due to the inconsistent payroll burden and the different levels of average wages across EU Member States.