A pandemic caused by the COVID-19 has caused disorders and enormous damage in all modes of transport. Carriers as well as transport users have faced great challenges of maintaining traffic. Measures and requirements imposed on them were often obscure, imprecise, and the journey itself was uncertain. Passengers were in fear of whether they would be able to reach their destination, but also whether they will succeed in preserving their health. Carriers, on the other hand, have also sought to adapt and provide passengers with safe transport. Nevertheless, the pandemic caused financial collapse of many carriers, landed the world fleet and closed many airports. Various legal instruments related to the protection of public health are applied in air transport, and they have been adopted within the framework of the World Health Organisation (WHO), the International Civil Aviation Organisation (ICAO) and the European Aviation Safety Agency (EASA), which will be presented in the paper. Various epidemiological measures related to the COVID-19 coronavirus pandemic have been prescribed in air transport, applicable during the journey, which have certain specifics in relation to other modes of transport. The paper will present epidemiological measures as well as the procedure applied when there is a passenger on the flight who shows symptoms of an infectious disease, and new procedures related to transport of goods. It will also address the obligation to complete certain forms and provide various information as well as the obligation to compensate costs for cancelled flights. There is no doubt that the COVID-19 pandemic has a significant economic impact on air transport, and efforts will be made to present measures and provide forecasts for the recovery of air traffic in the period that follows. The paper will also address the question as to whether existing legislation and measures are appropriate, whether relevant international organisations have taken prompt measures to protect and ensure air transport during the pandemic, and whether sufficient measures have been taken to protect the health of passengers on the flight.
The main principle of sustainability means being able to meet the needs of today’s society without compromising the ability of future generations to meet their own needs. Sustainable development implies the interdependence of its main components: society, economy, and ecology. The prosperity of a society depends on economic progress and the development of new technologies, but in a way that the natural environment is protected and preserved. This concept is inextricably linked to the concept of ecology and, consequently, to all types of transport, given that transport is considered one of the main pollutants of the ecosystem. Due to its rapid development through history, and as the youngest and safest type of transport, air transport is particularly subjected to the environmental impact assessment. At the same time, air transport affects the global economy due to its connection with other sectors, which in turn enables faster mobility of people, services, and goods. This was especially evident with the increased need for faster medical supplies and protective equipment delivery during the COVID-19 pandemic. The European Union’s transport policy is geared towards sustainable development by linking all environmental and social goals in a balanced way. Considering the negative long-term impact of COVID-19 on the air transportation sector, the question posed in this paper is whether this can be done in an appropriate way. As part of the European Green Deal, the “Fit for 55” package is a set of proposals to revise and update EU legislation with the purpose of introducing new initiatives regarding the climate goals agreed by the Council and the European Parliament. Regarding air transport, the emphasis is on contributing to reducing CO2 emissions and noise pollution and their impact on other sectors and competitiveness. The EU Commission White Paper: “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system” emphasizes that the EU aviation industry should become a frontrunner in the use of low-carbon fuels to reach the set targets, as well as that the majority of medium-distance passenger transport should go by rail by 2050. There are also initiatives that aviation taxes should subsidize high-speed rail (HSR), which potentially may cause a decrease in the air transport and benefit an increase the rail transport. The paper will also address the questions as to whether existing legislation, measures, and proposals are appropriate, considering that aviation is one of the industry sectors that is most affected by COVID-19 and could be most affected by the “Fit for 55” package, as well what impact this duopoly might have on the market for travel served by air transport. Does really “Fit for 55” fit air transport?
Са же так: Огра ни че ње од го вор но сти бро да ра мо же би ти ствар но и лич но -он од го ва ра од ре ђе ним де лом имо ви не (нпр. бро дом) или це ло куп ном сво јом имо ви ном до од ре ђе ног из но са. У пр вом слу ча ју реч је о ствар ном, а у дру гом о лич ном огра ни че њу од го вор но сти. На на ве де ним прин ци пи ма УВОДОснов но на че ло гра ђан ског пра ва го во ри о то ме да је штет ник ду жан оште ће ном на док на ди ти ште ту у це ло сти. Ка да се у по гле ду од го вор но сти за ште ту и оба ве зи на док на де ште те при ме њу ју од ред бе по мор ског пра ва си ту а ци ја је у пра ви лу друк чи ја.Ре ле вант ни ме ђу на род ни уго во ри и на ци о нал ни про пи си са др же од-ред бе пре ма ко ји ма су те осо бе, ка да су од го вор не за ште ту, у пра ви лу оба-ве зне на док на ди ти ште ту са мо до тач но на ве де ног из но са. Ра ди се, да кле, о ин сти ту ту за кон ског огра ни че ња од го вор но сти. По ста вља се пи та ње мо же ли се при ме ном то га ин сти ту та на ру ши ти на че ло ко је је утка но у прав ни по ре дак сва ке са вре ме не зе мље, а пре ма ко јем оште ће ни има пра во на пра-вич ну на кна ду ште те и због че га у по мор ству и тран спор ту уоп ште но шт-етниk по вла шћен и мо же ли се уво ђе њем тог ин сти ту та на ру ши ти прин цип пре ма ко јем оште ће ни има пра во на пра вич ну нов ча ну на кна ду.Пра вич ност се мо же узе ти и као ар гу мент упра во за уво ђе ње си сте ма огра ни че ња од го вор но сти. Мо же се твр ди ти да је пра вич но да сви уче сни ци пре во зног по ду хва та (при мер пре во зник и ко ри сник пре во за ства ри) за јед нич-ки сно се ри зик не у спе ха то га по ду хва та, на на чин да део ште те на те ре ту ко ја је по сле ди ца не у спе ха по ду хва та сно си пре во зник, а дру ги део ко ри сник пре во за -вла сник ства ри. Си стем оп штег огра ни че ња од го вор но сти од но си се на гра ни це ван уго вор не и уго вор не од го вор но сти бро до вла сни ка у по гле-ду ште те ко ја је про у зро ко ва на ис ко ри шћа ва њем бро да. По себ но огра ни че-ње од го вор но сти од но си се са мо на уго вор ну ре во зни ко вим од го вор ност за ште ту. До та кве од го вор но сти мо же до ћи у слу ча ју пре во за ства ри (од го вор-ност по ко ле ту, енгл. pac ka ge li mi ta tion), пут ни ка и пр тља га, да кле пре во за ко ји су из у зет но бит ни у кон тек сту ме ђу на род ног тр жи шта ро бе и услу га. Све то ре гу ли са но је број ним кон вен ци ја и про то ко ли ма. По ста вља се пи-та ње оправ да но сти уво ђе ња ин сти ту та огра ни че ња од го вор но сти. Он сво је ис хо ди ште на ла зи у ствар ном жи во ту, ко ји је од дав ни на не за ми слив без ме ђу на род не тр го ви не. Пре воз, осо би то по мор ски, са став ни је део ме ђу на-род не тр го ви не. Са зна ња "уна пред" о при ро ди, оби му и ви си ни те по тен ци-јал не од го вор но сти омо гу ћу ју пред у зет ни ци ма да до не су ини ци јал ну али и кључ ну од лу ку о сту па њу у пло вид бе ни по ду хват. При то ме ни ка ко не тре ба смет ну ти с ума из у зет но ва жну чи ње ни цу да сви "му дри ји" б...
Developed passenger transport includes new issues related to liability issues as well as issues of passenger rights protection. The protection of passengers rights is carried out in accordance with the provisions of international treaties, European and national legislation. Carriers are liable for passengers (in case of death, injury) and their luggage (loss, damage) and in some cases for delay so passengers may be entitled to compensation. The protection of passengers rights is imperative in the creation of transport law regulations as set out by the Commission in the 2001 White Paper-'European transport policy for 2010: time to decide'. The European Union has recognized the need for wider protection of passengers rights and has adopted a series of regulations and directives aimed at protecting the interests of passengers and strengthening their rights in all modes of transport (road, rail, air, maritime and inland waterways). Application of EU passenger rights legislation should be uniformed. In order to increase the number and frequency of passenger transport, appropriate regulations are needed. European rules pay special attention to better organization, accessibility and transportation for disabled persons and persons with reduced mobility. The rights of passengers in multimodal transport should be also appropriately regulated. Despite the great efforts and the existence of these rules, there are still some open questions, legal gaps, problems in implementation and application of rules as well as problems regarding exercising passenger rights. In this paper, we will look at existing problems, obstacles to more efficient application of the Regulations and make recommendations for further action and amending legislation in order to increase the protection of the passengers rights.
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