In 1956, an important step was taken in international road freight transport. The CMR Convention, the main purpose of which was to unify the rules for the international transport of goods and thereby promote the development of international trade, was concluded. From a practical point of view, this is of great importance to both carriers and transporters. Similarly, this Convention also incorporates the most important document for the carriage of goods, i.e. the consignment note CMR. Since the adoption of the CMR Convention, the method of calculating the carrier liability has changed with the adoption of the Protocol to the CMR Convention. The Protocol changed the system for calculating liability from one based on the gold franc to a system based on special drawing rights. This protocol has not only changed the unit of constraint, but has also reduced the value of liability limitation for carriers. However, the protocol, which introduced a change in the carrier liability system, has not been accepted by all states. This disparity causes differences in liability and also in the competitiveness of carriers. The aim of this paper is to identify the impact of the adoption of the Protocol on the competitiveness of the carrier in each state which is party to the agreement.
The year 1956 is a significant milestone in international road freight transport. The CMR International Convention was adopted this year. The reason for its adoption was to unify the rules in international road freight transport in connection with the contract of carriage. This step was very important not only for carrier but also for the consignee and consignor. The convention also characterized one of the most important documents in road freight transport, which accompanies goods throughout transport. Its name is the CMR consignment note. In recent years in road transport, the original CMR consignment note has been replaced by another CMR consignment note. This practice is referred to as the neutralization of consignment note. In another consignment note, only some data are changed compared with the original, and the goods are not handled during transport. It is an interference with the system of functioning of transport documents, which aims to obscure the actual movement of the consignment during transport. The paper contains own research, which identifies the presumption of the existence of neutralization of transport documents in road transport. The authors also propose the use of new technologies, namely new smart tachographs, through which the sender can prevent the neutralization of documents.Neutralization of transport documents in road transport 89. Table 1 States Parties to the CMR Convention (Sources: processed according to UNTC) Member countries of the CMR Convention Member countries of the CMR Convention and the Protocol
Year 1956 was an important year for international road and freight transport. By this year Convention on the Contract for the International Carriage of Goods by Road (CMR) was made. The basic purpose of the Convention was to unify the rules in the international carriage of goods and thereby promote development of international trade. From the practical point of view, this was very important for both carriers and transporters. This Convention also describes the most important document in the international carriage of goods, which includes the consignment note of CMR as well. Recently this document is often associated with the term neutralization. Objective of this article was to clarify the meaning of this phrase in transport. In addition, the aim was to find out in what range carriers have real experience with neutralization of the consignment note of the CMR during the transport, for what types of goods and on what types of routes is the neutralization being used the most.
The regional public transport performs with around 11 billion passengers a part of approx-imately 16.3 % of all passenger transports in Germany. It is financed from tariff revenues (user financing) and, for the most part, through public subsidies. The costs for the regional public transport are only covered by 50 % by direct users. Further 50 % are covered by public funds. The demographic development in Germany and with it declining passenger numbers, legal changes at European and national level as well as the over-indebtedness of public authorities result in a significant change of the framework conditions for the regional public transport. The aim of the paper was to draw up reform proposals for public transport in Germany so that it could continue to meet the four main objectives set. The results of those proposals for reform are transferred to a defined project area enabling to measure specifically the monetary impact. By forecasting the results of the project across the country, we want to verify whether the four main public transport objectives can be achieved using possible additional financial instruments involving indirect users, even under changing conditions, provided the proposed reforms are applied.
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