Статті в журналах з теми "Convention Concerning International Carriage by Rail"

In this output are treated issues related to the new legislation in Kosovo in the field of transport. in particular, there is elaborated the law in force, regulations, administrative directions and other sub-legal acts issued by the Ministry of Transport Post and Telecommunication.Special importance was paid on the harmonization respectively on the approximation of the new legislation in Kosovo in the field of transport with acquis communitaire, as well as other aspects of direct implementation of the EU legislation from this field in Kosovo. It also reviewed the application of Law on Obligations provisions as lex generalis in the field of transport and recommendations are given for better and overall regulation of the field of transport, by supplementing and amending laws and by proposing the issuance of other special laws from this field.in the field of transport with international report, such as: European Agreement Concerning the International Carriage of Dangerous Goods by Road (ADR), Regulations Concerning the International Carriage of Dangerous Goods by Rail (RID), Convention Concerning International Carriage by Rail (COTIF) , Convention Relating to the Contract of Carriage of Goods by Road CMR, The Convention on International Civil Aviation, - Chicago ConventionThe method used in this research is the comparative method.The result of this research is the ascertainment of the situation of new legislation in Kosovo, in relation to acquis communitaire, the effort and commitment of competent institutions for approximation with acquis communitaire .At the end as a conclusion there have been proposed the measures that should be taken in order to complete the legal framework in the field of transport.

The aim of the article is to investigate the perspectives of transport corridors digitalisation. The subject of the study is rail freight transport.The authors use the Theory of Inventive Problem Solving (TIPS) methodology, which forms the basis of transport industry development stages: mechanisation, intellectualisation, robotisation (automation) and digitalisation. The transition from one stage to another is shown by the comparison between the two documents of significant importance for Eurasian transport: Agreement on International Goods Transport by Rail and Convention concerning International Carriage by Rail (CIM-COTIF). They are fundamentally different at the stages of mechanisation and robotisation that makes the digitisation of international transport corridors impracticable. The article clearly identifies the factors preventing digitalisation, as well as the ways of its neutralising.The research proves that a fully digitalised transport will represent an isolated system, aimed at meeting the most predicted part of human demands. The article presents the transport corridors digitalisation model.The authors state that modern transport is at the stage of automation and robotisation and has not yet approached digitalisation. The pipeline transport is the only transport mode that has closely reached the digital frontier. Railway transport also has favourable prerequisites and perspectives.

The commented judgement is (back) in line with the reasoning emerging in the Court’s jurisprudence, as well as in the legal doctrine, according to which, expressing it short and to the point, “shared is not always mixed”. In other words, the existence of the EU external competence is a decisive factor for the conclusion and execution of an international agreement. If the EU shares competence with the Member States over the whole agreement, it may be concluded by the EU only. Moreover, as follows from the commented judgment, the EU may also be the only one empowered to make decisions at the stage of the implementation of an international agreement with shared competence. This is supposed to be the way to get rid of problematic mixity in EU external relations. A long time ago, the Convention concerning International Carriage by Rail would have been perceived as a mixed agreement with concurrent competences. Nowadays, it is the EU’s international agreement with shared competence.

Air carriage liability for damage represents an essential issue of national and international transport, therefore it is regulated by national law (this article emphasizing Czech law), EU law and international law. Czech regulation consists of provisions of the Civil Code and the Aviation Act, mainly concerning operator’s liability. Several key Regulations, representing EU law, cover many aspects, for example compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights. The Montreal Convention introduced two tiers of liability and the fifth jurisdiction.

Šiame straipsnyje nagrinėjamos esminės teisinės problemos, kurios skatina sukurti bendrą vežimų geležinkeliais, kai vežimai atliekami tarp Europos Sąjungos ir Azijos šalių, reglamentavimą. Ši analizė pirmiausia yra reikšminga Lietuvos vežėjams, nes Lietuva yra tranzitinė valstybė, kurioje gali būti taikomi du skirtingi teisės aktai – 1999 metų Vienodųjų tarptautinio krovinių vežimo geležinkeliais sutarties taisyklės (CIM) ir 1951 metų Tarptautinio krovinių vežimo geležinkeliais susitarimas (SMGS). Taip pat identifikuojamos naujai sukurto bendrojo CIM / SMGS važtaraščio teisinės problemos bei numatomi galimi teisiniai sprendimo būdai, kurie leistų užtikrinti vežimo teisinių santykių stabilumą bei tolesnę plėtrą. This article explores the core legal problems, which promote the creation of a common regulation of the rail transport, when the carriages are executed between the EU and the Asian countries‘. This analysis is first of all at a great importance for Lithuanian carriers’, as Lithuania is a transit country, in which two different laws – Uniform Rules Concerning the Contract for International Carriage of Goods by Rail (CIM) and Agreement concerning. International Freight Traffic by Rail (SMGS) – can be applicable. Also the legal problems of the new developed common CIM / SMGS consignment note are identified and the legal solutions, which would ensure the legal stability of the carriage legal relations and further development, are provided.

The article presents the issue of liability for damage caused by the performance of the so-called right of disposal, which in broad terms includes the ability to amend the contract of carriage of goods and withdraw from it. The author conducts a comparative analysis of the regulations provided for in the uniform international conventions regulating road transport (CMR Convention), rail transport (CIM Convention) and air transport (Montreal Convention) and in Polish domestic law (Transport Law and Civil Code). On this basis, an assessment of the norms adopted in the respective acts and the choice of the optimal way to regulate particular issues are made. The author comes to the conclusion that each of the analysed acts contains regulations that deserve approval and stand out from others, but at the same time certain defects are evident in each of them. Taking into account the conclusions formulated, in the final part of the article author proposes possible directions for the development of Polish domestic law.

Tulisan ini bertujuan untuk mengkaji ketentuan penerbangan internasional dalam hukum nasional serta untuk menganalisis pemberlakuan ganti rugi menurut Konvensi Montreal 1999 dalam sistem hukum Indonesia. Metode penelitian yang digunakan dalam penulisan jurnal ilmiah ini yaitu metode penelitian normatif yang bertitik tumpu pada konflik norma yang diangkat pada penelitian ini. Bahan hukum yang dipergunakan adalah bahan hukum primer dan bahan hukum skunder. Berdasarkan penelitian ini, diketahui bahwa aturan pelaksana sebagai dampak meratifikasi Konvensi Montreal 1999 menyebabkan asas lex superior derogate legi inferiori menjadi sandungan untuk tidak memberlakuakan ketentuan ganti rugi Konvensi Montreal 1999 yang hanya melalui Perpres Nomor 95 Tahun 2016 Pengesahan Convention For The Unification Of Certain Rules For International Carriage By Air (Konvensi Unifikasi Aturan-Aturan Tertentu Tentang Angkutan Udara Internasional). This article aims to examine the provisions of international aviation in national law and to analyze the application of compensation according to the 1999 Montreal Convention in the Indonesian legal system. research method used in this scientific journal research is normative research which focuses on the conflict of norms raised in this study. The legal materials used are primary and secondary legal materials. Based on this research, it is known that the implementing regulations as the impact of ratifying the 1999 Montreal Convention have caused the lex superior derogate legi inferiori principle to become an obstacle for not enforcing the provisions for compensation for the 1999 Montreal Convention which only through Presidential Decree Number 95 of 2016 concerning ratification Convention For The Unification Of Certain Rules For International Carriage By Air.

INTRODUCTION. The 1982 United Nations Convention on the Law of the Sea imposes obligations on states to protect and preserve the marine environment. They are responsible under international law. In order to ensure prompt and adequate compensation for all damage caused by marine pollution, states shall cooperate in implementing existing international law concerning liability and in developing procedures for adequate compensation, such as liability insurance or compensation funds MATERIALS AND METHODS. In the article the author analyzes international treaties that form the basis of the regime of international legal liability for marine pollution from ships, such as the Oil Pollution Damage Convention 1969, the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea 1996, the International Convention on Civil Liability for Bunker Fuel Pollution Damage 2001. The research is based on general scientific methods of knowledge (system and structural approaches, analysis and synthesis, induction and deduction), as well as special methods used in legal science (comparative legal, historical legal and formal dogmatic). RESEARCH RESULTS. Based on the analysis carried out, the author came to the following research results: Together the three conventions - the CSA, the COW and the Bunker Convention - form a single regime of liability for marine pollution, the source of which are ships, and strive for identity of all definitions in order to avoid inconsistencies in their interpretation. DISCUSSION AND CONCLUSIONS. In the course of the analysis, the author referred to the debatable points expressed in the scientific literature concerning the completeness of the legal regulation of liability for marine pollution from ships. After which the author made a conclusion that, although a significant amount of marine pollution accounts for pollution from ships, the existing international legal mechanisms for regulating liability issues in this area can be regarded as sufficient.

The article deals with comparison of modes of transportation concerning oversized and heavylift cargo carriage. The peculiarities of each mode of transport directed to determine the rational spheres of its use, but at the same time the development of the geography of maritime trade and intercontinental mainline freight flows has had a significant impact on the increase in the volume of transportation of industrial cargoes, raw materials and high-tech equipment and served as an impetus for the realization of the competitive advantages of the water transport over the other modes of transportation. Assistance in the development of external economic relations and provision of international trade relations as priority components in the list of advantages of which marine transport has in the world economy. Therefore, it becomes obvious that one of the most difficult types of transportation is the carriage of oversized and heavylift cargoes. It is reasonable to note that this concept has differences depending on the type of transport used. There are also various rules of transportation by rail, sea, air and road. Advantages and disadvantages of the implementation of the transportation process of oversized cargo using a particular mode of transport are not very apparent and depend primarily on factors such as indication of dimensions, information on weight, type of cargo, route requirements and time required for transportation, volume of transportation, specific conditions and requirements for carriage. Oversized cargoes in their turn include the cargo units of construction vehicles (excavators, bulldozers, graders, trucks), drilling rigs, earthmoving machines, various machinery and mechanisms for mining industry, steel structures and bridge supports, wind generators, transformers, as well as extra-length equipment, parts and components of plants. Keywords: Oversized and heavylift cargo transportation, water transport, mode of transportation

The basic requirements concerning the marine environmental protection introduced under auspices of the IMO refers to ship’s construction and ship’s operation and are recognized as a technical in nature or connected with seafarers qualifications. The aim of the article is to emphasis the importance of private law instruments, especially financial security instruments as a tool of strengthening the maritime safety and marine environmental protection in the recent IMO’ works. Attempts to create global system of liability and compensation, especially by introducing the financial security instruments, stays in line with the IMO’s public policy and aims to increase the effectiveness of the international safety standards at sea. Firstly that new instrument has been introduced as a response to environmental threats inherent in carriage of oil as cargo. Soon it became a standard provision of many others environmental threats, such as hazardous and noxious substances, bunker oil or wreck removal and lately introduced to Maritime Labour Convention prepared under ILO’s auspices. By analyzing provisions of selected maritime conventions, Authors aim to demonstrate that the financial security instruments are seen not only as a commercial tools supporting the claimants chance to obtain full/adequate compensation but also as an element of strengthening public goals.

The article analyzes trends in freight traffic within 2022-2023 years. The data on the number of dispatched freight cars and volumes of cargo transportation have been processed. Changes in the logistical component since the beginning of the invasion of the aggressor country are considered. An important logistical component should include the change of routes due to the destruction of railway tracks and fixed track structures, blockouts of ports. Since the full-scale Russian invasion of Ukraine railway logistics has undergone drastic changes, i.e., a large number of cargoes went to western cross-overs instead of ports. As reported by the State Customs Service, the export of goods from Ukraine in 2022 decreased by 35% to 44.2 billion dollars. As usual, the agro-industrial and mining and metallurgical complexes, which provided more than ⅔ of goods and more than half of total exports, became the leaders in terms of export volumes under the martial law period. The leaders in export value among goods are grain crops, sunflower oil and ferrous metals. Based on the results of 2022, the export of metal collapsed more than three times, to 4.5 billion dollars. The mining and metallurgical complex of Ukraine suffered from the war much more than other sectors of the economy. About 40% of metallurgical capacities were captured or destroyed in Mariupol, namely, metallurgical plants of the MMK named after Ilich and PrJSC «Azovstal», the average loading of other capacities in 2022 was at the level of 30%. Plus, unlike the grain market, which has the opportunity to export its products through large ports even despite the unstable operation of the «grain corridor», the main routes for the mining and metallurgical complex still remain the western cross-overs and the Danube. It was determined that, against the background of the above-mentioned factors, the railcar-building industry in Ukraine underwent changes in the production of freight wagons in 2022-2023, that is, fewer orders for open-top wagons, and the active construction of platforms and other special-purpose wagons, as well as the production of bogies for the European track. Despite the difficulties, some of the domestic enterprises quickly found their way in today's realities and even managed to increase production. It has been established that the main domestic manufacturers of freight cars during the war were PrJSC «Dniprovagonmash», PJSC «Kryukiv Carriage Building Plant», LLC «DMZ «Karpaty», JSC «Ukrzaliznytsia», the Aurum Group company, and concerning repairsб the company «Lemtrans» should be singled out.

The Australian Government has been actively evaluating how best to merge the functions of the Australian Communications Authority (ACA) and the Australian Broadcasting Authority (ABA) for around two years now. Broadly, the reason for this is an attempt to keep pace with the communications media transformations we reduce to the term “convergence.” Mounting pressure for restructuring is emerging as a site of turf contestation: the possibility of a regulatory “one-stop shop” for governments (and some industry players) is an end game of considerable force. But, from a public interest perspective, the case for a converged regulator needs to make sense to audiences using various media, as well as in terms of arguments about global, industrial, and technological change. This national debate about the institutional reshaping of media regulation is occurring within a wider global context of transformations in social, technological, and politico-economic frameworks of open capital and cultural markets, including the increasing prominence of international economic organisations, corporations, and Free Trade Agreements (FTAs). Although the recently concluded FTA with the US explicitly carves out a right for Australian Governments to make regulatory policy in relation to existing and new media, considerable uncertainty remains as to future regulatory arrangements. A key concern is how a right to intervene in cultural markets will be sustained in the face of cultural, politico-economic, and technological pressures that are reconfiguring creative industries on an international scale. While the right to intervene was retained for the audiovisual sector in the FTA, by contrast, it appears that comparable unilateral rights to intervene will not operate for telecommunications, e-commerce or intellectual property (DFAT). Blurring Boundaries A lack of certainty for audiences is a by-product of industry change, and further blurs regulatory boundaries: new digital media content and overlapping delivering technologies are already a reality for Australia’s media regulators. These hypothetical media usage scenarios indicate how confusion over the appropriate regulatory agency may arise: 1. playing electronic games that use racist language; 2. being subjected to deceptive or misleading pop-up advertising online 3. receiving messaged imagery on your mobile phone that offends, disturbs, or annoys; 4. watching a program like World Idol with SMS voting that subsequently raises charging or billing issues; or 5. watching a new “reality” TV program where products are being promoted with no explicit acknowledgement of the underlying commercial arrangements either during or at the end of the program. These are all instances where, theoretically, regulatory mechanisms are in place that allow individuals to complain and to seek some kind of redress as consumers and citizens. In the last scenario, in commercial television under the sector code, no clear-cut rules exist as to the precise form of the disclosure—as there is (from 2000) in commercial radio. It’s one of a number of issues the peak TV industry lobby Commercial TV Australia (CTVA) is considering in their review of the industry’s code of practice. CTVA have proposed an amendment to the code that will simply formalise the already existing practice . That is, commercial arrangements that assist in the making of a program should be acknowledged either during programs, or in their credits. In my view, this amendment doesn’t go far enough in post “cash for comment” mediascapes (Dwyer). Audiences have a right to expect that broadcasters, production companies and program celebrities are open and transparent with the Australian community about these kinds of arrangements. They need to be far more clearly signposted, and people better informed about their role. In the US, the “Commercial Alert” <http://www.commercialalert.org/> organisation has been lobbying the Federal Communications Commission and the Federal Trade Commission to achieve similar in-program “visual acknowledgements.” The ABA’s Commercial Radio Inquiry (“Cash-for-Comment”) found widespread systemic regulatory failure and introduced three new standards. On that basis, how could a “standstill” response by CTVA, constitute best practice for such a pervasive and influential medium as contemporary commercial television? The World Idol example may lead to confusion for some audiences, who are unsure whether the issues involved relate to broadcasting or telecommunications. In fact, it could be dealt with as a complaint to the Telecommunication Industry Ombudsman (TIO) under an ACA registered, but Australian Communications Industry Forum (ACIF) developed, code of practice. These kind of cross-platform issues may become more vexed in future years from an audience’s perspective, especially if reality formats using on-screen premium rate service numbers invite audiences to participate, by sending MMS (multimedia messaging services) images or short video grabs over wireless networks. The political and cultural implications of this kind of audience interaction, in terms of access, participation, and more generally the symbolic power of media, may perhaps even indicate a longer-term shift in relations with consumers and citizens. In the Internet example, the Australian Competition and Consumer Commission’s (ACCC) Internet advertising jurisdiction would apply—not the ABA’s “co-regulatory” Internet content regime as some may have thought. Although the ACCC deals with complaints relating to Internet advertising, there won’t be much traction for them in a more complex issue that also includes, say, racist or religious bigotry. The DVD example would probably fall between the remits of the Office of Film and Literature Classification’s (OFLC) new “convergent” Guidelines for the Classification of Film and Computer Games and race discrimination legislation administered by the Human Rights and Equal Opportunity Commission (HREOC). The OFLC’s National Classification Scheme is really geared to provide consumer advice on media products that contain sexual and violent imagery or coarse language, rather than issues of racist language. And it’s unlikely that a single person would have the locus standito even apply for a reclassification. It may fall within the jurisdiction of the HREOC depending on whether it was played in public or not. Even then it would probably be considered exempt on free speech grounds as an “artistic work.” Unsolicited, potentially illegal, content transmitted via mobile wireless devices, in particular 3G phones, provide another example of content that falls between the media regulation cracks. It illustrates a potential content policy “turf grab” too. Image-enabled mobile phones create a variety of novel issues for content producers, network operators, regulators, parents and viewers. There is no one government media authority or agency with a remit to deal with this issue. Although it has elements relating to the regulatory activities of the ACA, the ABA, the OFLC, the TIO, and TISSC, the combination of illegal or potentially prohibited content and its carriage over wireless networks positions it outside their current frameworks. The ACA may argue it should have responsibility for this kind of content since: it now enforces the recently enacted Commonwealth anti-Spam laws; has registered an industry code of practice for unsolicited content delivered over wireless networks; is seeking to include ‘adult’ content within premium rate service numbers, and, has been actively involved in consumer education for mobile telephony. It has also worked with TISSC and the ABA in relation to telephone sex information services over voice networks. On the other hand, the ABA would probably argue that it has the relevant expertise for regulating wirelessly transmitted image-content, arising from its experience of Internet and free and subscription TV industries, under co-regulatory codes of practice. The OFLC can also stake its claim for policy and compliance expertise, since the recently implemented Guidelines for Classification of Film and Computer Games were specifically developed to address issues of industry convergence. These Guidelines now underpin the regulation of content across the film, TV, video, subscription TV, computer games and Internet sectors. Reshaping Institutions Debates around the “merged regulator” concept have occurred on and off for at least a decade, with vested interests in agencies and the executive jockeying to stake claims over new turf. On several occasions the debate has been given renewed impetus in the context of ruling conservative parties’ mooted changes to the ownership and control regime. It’s tended to highlight demarcations of remit, informed as they are by historical and legal developments, and the gradual accretion of regulatory cultures. Now the key pressure points for regulatory change include the mere existence of already converged single regulatory structures in those countries with whom we tend to triangulate our policy comparisons—the US, the UK and Canada—increasingly in a context of debates concerning international trade agreements; and, overlaying this, new media formats and devices are complicating existing institutional arrangements and legal frameworks. The Department of Communications, Information Technology & the Arts’s (DCITA) review brief was initially framed as “options for reform in spectrum management,” but was then widened to include “new institutional arrangements” for a converged regulator, to deal with visual content in the latest generation of mobile telephony, and other image-enabled wireless devices (DCITA). No other regulatory agencies appear, at this point, to be actively on the Government’s radar screen (although they previously have been). Were the review to look more inclusively, the ACCC, the OFLC and the specialist telecommunications bodies, the TIO and the TISSC may also be drawn in. Current regulatory arrangements see the ACA delegate responsibility for broadcasting services bands of the radio frequency spectrum to the ABA. In fact, spectrum management is the turf least contested by the regulatory players themselves, although the “convergent regulator” issue provokes considerable angst among powerful incumbent media players. The consensus that exists at a regulatory level can be linked to the scientific convention that holds the radio frequency spectrum is a continuum of electromagnetic bands. In this view, it becomes artificial to sever broadcasting, as “broadcasting services bands” from the other remaining highly diverse communications uses, as occurred from 1992 when the Broadcasting Services Act was introduced. The prospect of new forms of spectrum charging is highly alarming for commercial broadcasters. In a joint submission to the DCITA review, the peak TV and radio industry lobby groups have indicated they will fight tooth and nail to resist new regulatory arrangements that would see a move away from the existing licence fee arrangements. These are paid as a sliding scale percentage of gross earnings that, it has been argued by Julian Thomas and Marion McCutcheon, “do not reflect the amount of spectrum used by a broadcaster, do not reflect the opportunity cost of using the spectrum, and do not provide an incentive for broadcasters to pursue more efficient ways of delivering their services” (6). An economic rationalist logic underpins pressure to modify the spectrum management (and charging) regime, and undoubtedly contributes to the commercial broadcasting industry’s general paranoia about reform. Total revenues collected by the ABA and the ACA between 1997 and 2002 were, respectively, $1423 million and $3644.7 million. Of these sums, using auction mechanisms, the ABA collected $391 million, while the ACA collected some $3 billion. The sale of spectrum that will be returned to the Commonwealth by television broadcasters when analog spectrum is eventually switched off, around the end of the decade, is a salivating prospect for Treasury officials. The large sums that have been successfully raised by the ACA boosts their position in planning discussions for the convergent media regulatory agency. The way in which media outlets and regulators respond to publics is an enduring question for a democratic polity, irrespective of how the product itself has been mediated and accessed. Media regulation and civic responsibility, including frameworks for negotiating consumer and citizen rights, are fundamental democratic rights (Keane; Tambini). The ABA’s Commercial Radio Inquiry (‘cash for comment’) has also reminded us that regulatory frameworks are important at the level of corporate conduct, as well as how they negotiate relations with specific media audiences (Johnson; Turner; Gordon-Smith). Building publicly meaningful regulatory frameworks will be demanding: relationships with audiences are often complex as people are constructed as both consumers and citizens, through marketised media regulation, institutions and more recently, through hybridising program formats (Murdock and Golding; Lumby and Probyn). In TV, we’ve seen the growth of infotainment formats blending entertainment and informational aspects of media consumption. At a deeper level, changes in the regulatory landscape are symptomatic of broader tectonic shifts in the discourses of governance in advanced information economies from the late 1980s onwards, where deregulatory agendas created an increasing reliance on free market, business-oriented solutions to regulation. “Co-regulation” and “self-regulation’ became the preferred mechanisms to more direct state control. Yet, curiously contradicting these market transformations, we continue to witness recurring instances of direct intervention on the basis of censorship rationales (Dwyer and Stockbridge). That digital media content is “converging” between different technologies and modes of delivery is the norm in “new media” regulatory rhetoric. Others critique “visions of techno-glory,” arguing instead for a view that sees fundamental continuities in media technologies (Winston). But the socio-cultural impacts of new media developments surround us: the introduction of multichannel digital and interactive TV (in free-to-air and subscription variants); broadband access in the office and home; wirelessly delivered content and mobility, and, as Jock Given notes, around the corner, there’s the possibility of “an Amazon.Com of movies-on-demand, with the local video and DVD store replaced by online access to a distant server” (90). Taking a longer view of media history, these changes can be seen to be embedded in the global (and local) “innovation frontier” of converging digital media content industries and its transforming modes of delivery and access technologies (QUT/CIRAC/Cutler & Co). The activities of regulatory agencies will continue to be a source of policy rivalry and turf contestation until such time as a convergent regulator is established to the satisfaction of key players. However, there are risks that the benefits of institutional reshaping will not be readily available for either audiences or industry. In the past, the idea that media power and responsibility ought to coexist has been recognised in both the regulation of the media by the state, and the field of communications media analysis (Curran and Seaton; Couldry). But for now, as media industries transform, whatever the eventual institutional configuration, the evolution of media power in neo-liberal market mediascapes will challenge the ongoing capacity for interventions by national governments and their agencies. Works Cited Australian Broadcasting Authority. Commercial Radio Inquiry: Final Report of the Australian Broadcasting Authority. Sydney: ABA, 2000. Australian Communications Information Forum. Industry Code: Short Message Service (SMS) Issues. Dec. 2002. 8 Mar. 2004 <http://www.acif.org.au/__data/page/3235/C580_Dec_2002_ACA.pdf >. Commercial Television Australia. Draft Commercial Television Industry Code of Practice. Aug. 2003. 8 Mar. 2004 <http://www.ctva.com.au/control.cfm?page=codereview&pageID=171&menucat=1.2.110.171&Level=3>. Couldry, Nick. The Place of Media Power: Pilgrims and Witnesses of the Media Age. London: Routledge, 2000. Curran, James, and Jean Seaton. 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Web Links http://www.aba.gov.au http://www.aca.gov.au http://www.accc.gov.au http://www.acif.org.au http://www.adma.com.au http://www.ctva.com.au http://www.crtc.gc.ca http://www.dcita.com.au http://www.dfat.gov.au http://www.fcc.gov http://www.ippr.org.uk http://www.ofcom.org.uk http://www.oflc.gov.au Links http://www.commercialalert.org/ Citation reference for this article MLA Style Dwyer, Tim. "Transformations" M/C: A Journal of Media and Culture <http://www.media-culture.org.au/0403/06-transformations.php>. APA Style Dwyer, T. (2004, Mar17). Transformations. M/C: A Journal of Media and Culture, 7, <http://www.media-culture.org.au/0403/06-transformations.php>