Structural and Logical Model of Transport Maritime Functioning Based on Modeling Information Technology

The article presents the sectoral structure of cruise (maritime) tourism and identifies the factors influencing the level of demand and supply of cruise tourism products. The sources of the influence of the cruise industry on the economic growth of the state and the welfare of its citizens are also considered. On the basis of specific features of cruise tourism functioning and the peculiarities of creating a cruise tourism product, a model of the functioning of a cruise (maritime) tourism complex has been built. Representation of the relationship of tourist needs according to the hierarchy of needs and a species classification of cruise tourism and the industries involved in its development is also given. The model of indicators and the structural components described are built in an environment of geoinformation modeling.

LE TRANSPORT MARITIME EN COTE DIVOIRE: QUELQUES ELEMENTS EXPLICATIFS DE VITALITE (1960-1980)

This article deals with the foundations of the development of maritime transport from 1960 to 1980. Indeed, during this period, maritime transport uses modern port infrastructures, notably the autonomous port of Abidjan and that of San-Pedro and national shipping companies for its development. Maritime transport is also developing thanks to the remarkable results of the national shipping companies and the autonomous ports of Abidjan and San-Pedro.

Comparative study of civil aviation de-licensing regimes in New Zealand, Australia and Canada

<p>This paper looks at the civil aviation law for New Zealand, Australia, the USA and Canada in regards to the ‘de-licensing’ of participants in the aviation system. The comparative analysis is on each country’s ability to take administrative action against an aviation participant on an ‘on notice’ basis and, in cases where there is an imminent threat to aviation safety, on a ‘without notice’ basis. Issues looked at include: (a) The process the regulator must adhere to in bringing administrative action. (b) The appeal or review rights available to the aviation participant. (c) The availability of a stay to the aviation participant while he or she waits a full hearing. (d) The availability of a specialist tribunal with aviation expertise to hear an appeal. The issues are examined in order to determine what, if any, improvements could be made to the New Zealand system. The paper concludes that the New Zealand system could be improved by providing for a more streamlined appeal or review process; a unified transport tribunal dealing with land transport, maritime and civil cases and an ability, in limited circumstances, for the Director's decision to be stayed pending a full hearing.</p>

Comparative study of civil aviation de-licensing regimes in New Zealand, Australia and Canada

<p>This paper looks at the civil aviation law for New Zealand, Australia, the USA and Canada in regards to the ‘de-licensing’ of participants in the aviation system. The comparative analysis is on each country’s ability to take administrative action against an aviation participant on an ‘on notice’ basis and, in cases where there is an imminent threat to aviation safety, on a ‘without notice’ basis. Issues looked at include: (a) The process the regulator must adhere to in bringing administrative action. (b) The appeal or review rights available to the aviation participant. (c) The availability of a stay to the aviation participant while he or she waits a full hearing. (d) The availability of a specialist tribunal with aviation expertise to hear an appeal. The issues are examined in order to determine what, if any, improvements could be made to the New Zealand system. The paper concludes that the New Zealand system could be improved by providing for a more streamlined appeal or review process; a unified transport tribunal dealing with land transport, maritime and civil cases and an ability, in limited circumstances, for the Director's decision to be stayed pending a full hearing.</p>

Maritime Certainty and International Cooperation in the Klondike and Alaska Gold Rushes, 1896-1903

At the end of the nineteenth century the Arctic was a region of potential conflict. A primary cause of conflict is uncertainty. In the Arctic and near Arctic during the Klondike and Nome rushes, a degree of certainty came from two key sources: predictable US shipping and widely-respected Canadian law enforcement. A common culture among many newcomers to the region played an important role but, drawing on Abraham Maslow’s well-known “hierarchy of needs” theory, this paper argues that generally reliable shipping and generally respected law enforcement laid the foundation for a culture of cooperation described in numerous gold rush memoirs. À la fin du 19e siècle, l’Arctique était une région de conflits potentiels. L’incertitude constitue l’une des principales causes des conflits. Dans l’Arctique et les régions voisines de l’Arctique pendant les ruées vers le Klondike et Nome, un certain degré de certitude provenait de deux sources clés : la prévisibilité du transport maritime américain et le grand respect accordé à l’application de la loi au Canada. Bien que la culture commune à bon nombre des nouveaux arrivants dans la région ait joué un grand rôle, l’auteur s’appuie sur la théorie bien connue de la « hiérarchie des besoins » d’Abraham Maslow pour soutenir qu’un transport généralement fiable et une application de la loi généralement respectée ont jeté les bases d’une culture de collaboration décrite dans plusieurs mémoires de la ruée vers l’or.

Identifying Factors for Selecting Land over Maritime in Inter-Regional Cross-Border Transport

Several cross-border land corridor projects have been implemented worldwide, because land transport is a vital alternative to international maritime transport in inter-regional transport. Maritime transport generally costs less than land transport, but it is much slower. Nonetheless, land transport can be more appropriate than maritime under certain situations. This study aims to identify factors that can help select between these two modes in long-distance inter-regional cross-border transport; to this end, a Tobit model is employed to estimate the dependent variable, i.e., the land ratio of origin–destination pairs between countries and/or areas. Eight variables are identified as significant: distance, export of manufacturing commodity, landlocked country/area, neighboring country/area, country risk, infrastructure level, port-access time, and maritime transport frequency. We also find that geographical conditions, country relationship, and regulations are barriers for selecting land transport. However, cross-border land corridors contribute to the increase of land ratio.