bluuebunny/crossref_metadata_2025_split huggingface dataset:
Iron Age Venetian Horse of Sopron-Krautacker (NW Hungary)
Authors: Bárány Annamária , Vörös István 
Published: March 2022

In 1982, a Late Iron Age horse burial was excavated in a large pit at the Iron Age settlement-complex of Sopron-Krautacker. A brief discussion about the horse and its ritual and cultural contexts was published in 1998 by Erzsébet Jerem. A more detailed description of the horse (pit 228) and the sacrificial ritual are the subject of this study. Based on the characteristics of the skull and the postcranial parts, the horse can be classified into a prehistoric type occurring in areas of the Central and Eastern Mediterranean. The nearest comparative horse type is found in the Northern Italian Veneto. Large stature (1.4–1.5 m) Iron Age horses are known at only a few sites in Hungary. According to our present knowledge, large Iron Age horses rarely occur in East-Central-Europe, and are imported from the Eastern-Balkan or the coastal regions of the Eastern Mediterranean.
Avar temető Tolna-Mözs határában
Authors: Kiss Csaba Kálmán 
Published: March 2022

Tolna-Mözs, Községi Csádés földek (TO-02) lelőhely feltárására az M6-os számú autópálya építése során, 2008–2009-ben került sor. A feltárás során réz-, bronzkori, kelta, avar és Árpád-kori jelenségek kerültek elő, a tanulmány az avar korszakra keltezhető (összesen 23) sírt mutatja be. A lelőhelyet ÉNY-ról és DK-ről egy-egy kisebb ér határolja. A szórt rendszerű csoportokba rendeződő avar sírok egy kis temetkezési helyet alkotnak. A temető újabb adatokkal járul hozzá a Kelet-Dunántúl, illetve a Mezőföld „közép avar kori” betelepülésének megismeréséhez.
„Ókályhákbúl rakatván…” – fűtés Csábrág várában a 18. században
Authors: Rakonczay Rita 
Published: March 2022

Csábrág (Čabraď, SK) vára a 13. századtól egészen 1812-ig fennállt, így az előkerült leletanyag jelentős része tehető a vár életének legutolsó időszakára is. Az ide sorolható csempék nagyrészt egyszerű, reliefes díszítést egyáltalán nem mutató kályhákhoz tartoztak, amelyeknél leginkább a mázakkal vagy az építészeti elemeket imitáló párkány-, illetve sarokelemekkel variáltak. E kései kályhacsempék kutatása igencsak elhanyagolt, pedig ebben a korszakban már sokkal több forrás áll a rendelkezésünkre, amelyek segítségével pontosabb képet kaphatunk a vár utolsó tüzelőberendezéseiről.
Halomsíros kocsimodell töredéke Mesterházáról (Nyugat-Magyarország, Vas megye)
Authors: Ilon Gábor 
Published: March 2022

Jelen tanulmányomban egy magántulajdonban lévő kocsimodell töredékét mutatom be. Ez egy, a Halomsíros kultúra kezdetére keltezhető (BB1), de erőteljes Věteřov kerámiaművességi hagyományokat mutató, a központi nyilvántartásban nem szereplő településről származik. Ugyanúgy szórvány, mint az ott felszedett bronz balta és tű. Mindezek a tárgyak tovább színesítik azt a kulturális (Gáta-Wieselburg, Věteřov, Litzen, Halomsíros) keveredést, amelyet az utóbbi két évtizedben egyre inkább rögzített a magyar kutatás is a Dunántúl nyugati részén.
Passengers with Reduced Mobility in the EU, Canada and the US
Authors: Ephraimson Hans , Konert Anna 
Published: March 2022

Over the last few years the protection of the rights of passengers with reduced mobility have attracted ever increasing attention of the international community.
Two years ago Constance O’Keefe has already discussed in two articles the ongoing proposed Rule Making process in the United States. This article will address now the European Community.
Regulation 1107/2006 as well as the recent decision of the Canadian Transportation Agency determining the rights and obligations of the handicapped public travelling by air as well as those of the carriers, airports and third–party providers.
Language Proficiency in Aeronautical Communications: Some Recent Developments
Authors: Abeyratne Ruwantissa 
Published: March 2022

Consequent upon the mid–air collision over India in 1996 which resulted in the death of 349 persons, and particularly since 1998, ICAO has made consistent efforts to standardize language proficiency for pilots and air traffic controllers. The issue has reached critical proportions in recent times due to the exponential growth in air traffic which involves longer flights operated by ultra long–range aircraft crossing several territorial boundaries within a given flight. Such conditions could cause fatigue among air crew, leading them to misunderstand instructions, particularly if they are unfamiliar with the language of communication with the tower.
Failures in communication bring to bear the compelling need for a standardized aviation language that all those who are involved in the technical operation of a flight could speak and understand. Recent measures by ICAO to strengthen and standardize global regulation in language proficiency include Resolution A 36–11, which, inter alia, recognizes the need for work in introducing language provisions to ensure that air traffic personnel and pilots are proficient in conducting and comprehending radiotelephony communications in the English language. It also acknowledges that the language provisions reinforce the requirement to use ICAO standardized phraseology in all situations for which it has been specified. Based on these observations the Resolution specifies several requirements that ICAO Member States should meet.
This article traces regulatory measures taken and inquires into the legalities of such measures and the obligation of States.
The NW 253 Flight and the Global Framework of Aviation Security
Authors: Abeyratne Ruwantissa 
Published: March 2022

The attempted bombing of Northwest Airlines flight 253 on Christmas day of 2009 has once again issued the ominous reminder that aviation is vulnerable and that there is a compelling need for a global security culture that recognizes and applies uniform global security standards. The first step toward achieving this objective is the realization by the aviation community of new and emerging threats to aviation and the need to share information. Since the event, several countries have imposed stringent security standards at airports and initiated inter-governmental meetings to discuss closer cooperation among States in the hope that such measures will effectively respond to the threat. Both International Civil Aviation Organization (ICAO) and International Air Transport Association (IATA) took immediate measures after the event in issuing statements and called for a closer look by States at their security measures and a re-assessment of available responses to threats posed to aviation.
It is now abundantly clear that collection and sharing of information, improvement of technology, and strengthening of security standards are critical in addressing the problem of unlawful interference with civil aviation. Other aspects such as curbing the financing of terrorism, taking a closer look at the responsibility of States, and increasing vigilance on a global scale are also significant considerations. This article takes a critical look at the issues at hand and makes some suggestions.
ICAO Assembly’s Resolution on Climate Change: A ‘Historic’ Agreement?
Authors: Adam Michel 
Published: March 2022

The 37th session of the Assembly of the International Civil Aviation Organization (ICAO) culminated with the adoption of a resolution on climate change. News releases depict the resolution as a historic agreement, stressing that no other industry sector has ‘a similar globally agreed framework for managing its response to climate change’. However, the achievement may not be as meritorious as news releases imply.
This note will review the resolution adopted at the 37th session of the Assembly and outline the main areas that require further work by ICAO and its Member States, paying particular attention to the dissensions between developed and developing countries.
EU Competition Law Developments in the Aviation Sector 15 April 2011 to 31 December 2011
Authors: Semper Kelly-Ann 
Published: March 2022

The latter part of the year 2011 has been notable for the progress finally made in resolving the Siberian overflight dispute between the European Commission (hereinafter 'Commission') and EU Member States in relation to their respective bilateral air service agreements (ASA) with Russia. On the mergers and investigations front, things have remained relatively quiet during this period, with most of the current Commission investigations still ongoing and very little in the way of Commission decisions under the European Merger Regulation (EUMR) in the aviation sector. This article first summarizes any judgments of the European Courts1 as well as any decisions and ongoing investigations by the Commission that occurred during the period under review. It then considers in further detail some of the more significant cases and important themes arising therefrom and, in particular, the resolution of the Siberian overflight dispute.
EU Competition Law Developments in the Aviation Sector: July to December 2014
Authors: Deasy Geoffrey 
Published: March 2022

The second half of 2014 has seen a dramatic increase in competition law activity in all areas, from mergers, to State aid as well as private enforcement. The European Commission ('Commission'), in particular, wrapped up no less than eighteen aviation related State aid investigations, perhaps reflecting the desire of the outgoing Commissioner's desire to clear the backlog of cases, but also probably relating to the Commission's adoption of the new Aviation Guidelines published in February this year and supplemented with new guidelines for rescue and restructuring aid to non-financial undertakings. Only four of the eighteen cases related solely to State aid granted to airlines and fourteen cases related to aid granted to airports with some cases also considering the potential State aid grated to one or more carriers operating at the airport. With an increase in the number of follow-on damages actions (taken by those affected by allegedly anti-competitive activity) there has also been an increase in the number of judgments handed down and still awaited clarifying specific points of law, particularly at the moment surrounding the complainant's access to the Commission's decision and documents on its file. The Commission's airfreight decision is notable insofar as there are now follow-on damages actions being taken in Germany, The Netherlands, Norway and the UK, as well as in the US. In the context of mergers, the Commission was notified of at least nine aviation related mergers, of which two related to airlines (Alitalia and CSA Czech Airways), two related to airports (in Croatia and the UK), four related to ancillary services (fuel, IT, pilot training and aircraft leasing) and final merger related to space launchers, satellite subsystems and missile propulsion.
Air Transport and the Agreement on the European Economic Area
Authors: Thorsteinsson Ástríður Scheving 
Published: March 2022

This article provides a brief overview of the Agreement on the European Economic Area (EEA) with regard to air transport in relation to the three EEA European Free Trade Association (EFTA) States; Iceland, Norway and Liechtenstein. Although regarded as a well-functioning and dynamic agreement, it has certain inherent limitations which are highlighted. The article explores the third-country dimension of the EEA Agreement as regards air services and examines the effects of the ‘open skies’ rulings with regard to the EEA EFTA States and some of the shortfalls of the otherwise level playing field for air carriers within the EEA. References are also made in this context to three other agreements; the European Free Trade Association Convention, the European Common Aviation Area Agreement and the Swiss-EU Air Transport Agreement.
If You Do Not Know Where You Are Going, You Will End Up Somewhere Else: Update on the Continuing Discussion on Technical Problems and Passenger Rights
Authors: Croon Jochem 
Published: March 2022

Within the framework of European Union (EU) Regulation 261/2004, one of the paramount issues remains whether or not a technical defect on an aircraft occurring beyond the control of the air carrier may amount to the concept of extraordinary circumstances for the purposes of Article 5(3) of the Regulation. Following its Wallentin-Hermann ruling of 2008, the European Court of Justice (CJEU) has to deal with another referral on this specific subject (‘van der Lans’). The preliminary ruling is to be expected before the end of this year. As regards the UK jurisdiction, the Court of Appeal (civil division) with its ruling (on 11 June 2014) in the Huzar v. Jet2 case, came up with an interpretation pursuant to which a technical problem on an aircraft will almost never fall under this concept of extraordinary circumstance. The application seeking permission to appeal by the air carrier concerned was refused by the UK Supreme Court. Also the subsequent requests in the UK by various air carriers to stay proceedings pending the expected decision of the CJEU in respect of new prejudicial questions were turned down This article intends to provide an update on the discussion on technical problems and passenger rights, merely by some substantive considerations as to why the interpretation by the Court of Appeal in Huzar v. Jet2 is wrong and the decision of the CJEU in the Van der Lans case should be awaited.
Title IV  Space Resource Exploration and Utilization of the US Commercial Space Launch Competitiveness Act: A Legal and Political Assessment
Authors: Tronchetti Fabio 
Published: March 2022

On November 25, 2015, the President of the United States (US) signed into law the US Commercial Space Launch Competitiveness Act. This event received extensive coverage, both in the press and legal literature, mostly due to the content of its Title IV dedicated to Space Resource Exploration and Utilization. Pursuant to Title IV, US citizens shall be entitled under US law to collect, own, transport and sell asteroid and space resources that they have obtained in the course of resource recovery operations. Considering that international space law does not clarify whether space resources can be appropriated and used for commercial purposes, the enactment of the US Commercial Space Launch Competitiveness Act has been deemed by some commentators to amount to a breach of the international obligations of the US. In light of this controversy, the purpose of the present paper is to assess the consistency of the Act with international space law and to discuss the legal and political implications related to its adoption and (future) implementation.
Pioneering for Rights of the Differently Abled: Scope under the Montreal Convention
Authors: Raju Nivedita , Sankaran Ramya 
Published: March 2022

The ruling of Stott v. Thomas Cook heralded the ‘exclusivity principle’ of the Montreal Convention for future claims for damages. However, the case simultaneously raised concerns regarding the rights of differently abled air passengers. Mr Stott, partially paralysed, was denied all his requests for assistance. This resulted in a series of traumatic events following which, Mr Stott suffered severe emotional harm. When Mr Stott claimed damages under the concerned EC Regulations, it was held that the Convention would be applicable exclusive to all other laws. This article examines a new line of reasoning in arguments for differently abled passengers, in light of the circumstances of Stott. The article identifies relevant international and national legislations on rights of differently abled passengers to substantiate a claim under the Convention, from a fresh perspective, without overturning the exclusivity principle. The authors argue that failure of an airline to abide by prevailing national and international laws on disability rights amounts to an ‘unexpected event’ and breach of duty of care, thereby falling within the purview of an ‘accident’ under the Convention. Applying abundant case law on the interpretation of Article 17, the authors aim to craft a successful claim for damages for differently abled air passengers, under selected circumstances unexplored by courts, within the confines of the Convention.
Accident Investigators Are the Guardians of Public Safety: The Importance of Safeguarding the Independence of Air Accident Investigations as Illustrated by Recent Accidents
Authors: Challinor Chloe A.S. 
Published: March 2022

The sole objective of an air accident investigation is the prevention of future accidents; its purpose is not to apportion blame or liability. This mantra of air accident investigators combined with requirements to ensure the independence of investigations – all contained in ICAO Annex 13 to the Chicago Convention – affords investigators the opportunity to review crucial evidence and reach conclusions on the cause of an accident without fear of recrimination or the presence of undue pressure. Ultimately, these provisions allow the proper and independent investigation of accidents and encourage aviation safety to be furthered.
Recent high profile accidents have laid bare the pressures faced by investigators from within the investigation itself and external sources including the media, victims’ representatives, manufacturers, operators, and the spectre of blame proceedings. This article will study these stress points in the context of recent accidents and seek to illustrate why it is of fundamental importance to the independence of future air accident investigations, and the quality of the resultant safety outcomes, that such pressures are recognized and addressed by the International Civil Aviation Organization (ICAO). It will also consider whether the recently issued 11th edition of Annex 13 incorporating Amendment 15 achieves these aims.
Air Passenger Rights in the Electronic Age
Authors: Haanappel Peter P.C. 
Published: March 2022

For many decades, the private law rights of passengers against their air carriers were covered by the 1929 Warsaw Convention and its various amendments, supplemented by the International Air Transport Association (IATA) Conditions of Contract and Carriage of the airlines. Air carriers and their (travel) agents administered this worldwide system through their distribution of the air travel product. Over the years, the distribution system has changed considerably: computerized reservation systems were introduced; more and more did passengers or third parties on their behalf begin to contract directly with the airline of their choice, bypassing the agent, and more and more did they do so online, electronically, from their home or office computers. Meanwhile, the Warsaw Convention was replaced by the 1999 Montreal Convention. Also, following deregulation and liberalization of the airline industry, and a concomitant decrease in the regulatory influence of IATA, consumerism entered the air travel world prompting governments and the European Union to adopt special legislation or regulation on matters such as denied boarding, flight cancellations and delays. This new form of air passenger protection has been backed up and broadened by the courts, particularly in Europe. It has been opposed by the airlines, particularly the low cost carriers. The situation today seems to have become wasteful with too much uncertainty, too many claims, and too high transaction costs for all parties involved. Lastly, electronic and digital techniques have deeply penetrated the domain of the conclusion of the contract of carriage by air. Electronically concluded contracts have now become the most common form of contracting for the non-professional traveller, that is the individual air transport user, the consumer, who contracts directly with his or her airline, using electronic and digital means to do so. These are three distinct, but interrelated issues: the contractual distribution of the air travel product; the impact of consumer law; and electronic contracting (e-commerce). Each issue will be addressed in a separate part of the article. It seems that the time has come to try to forge a new contractual deal between airlines and their passengers: global, transparent and cost efficient. This article attempts to make a contribution to this beginning debate.
European Union Competition Law Developments in the Aviation Sector: July to December 2017
Authors: Strom Martin 
Published: March 2022

The second half of 2017 has seen a number of competition law developments relevant to the aviation sector. This article summarizes the main developments over the past six months and provides the reader with greater detail of each of these developments. The European Parliament is considering a new proposal which would enable European Union (EU) airlines to challenge the behaviour of non-EU competitors before the European Commission (Commission). The new proposal would help address the sustained criticisms levied by EU airlines against suspected state subsidies being offered to certain non-EU airlines. Under the new proposal, EU carriers would need to show that the actions of a non-EU carrier have caused, or threaten to cause, injury to at least one EU carrier. In the wake of the UK’s referendum result to leave the EU (‘Brexit’), the UK Government has published a consultation document concerning a possible overhaul of the aviation competition and State Aid rules following Brexit. The consultation is focussing on the so-called ‘grandfather rights’ of slots and whether these rules contribute to the underutilization of airport capacity, as well as whether the rules on state support should be amended to better cater for projects which have wider economic or social benefits. In a similar development, a senior representative of the Civil Aviation Authority (CAA) has emphasized the benefits of the UK retaining the EU rules governing airline ownership and subsidies for airports as a means of ensuring continued access to the European aviation market following Brexit. In addition, the insolvency of Air Berlin has caused a number of developments. For example, Ryanair has lodged a complaint with the German competition authority and the Commission alleging, amongst other things, that Air Berlin’s insolvency has been manufactured in order to allow Lufthansa to acquire Air Berlin free of debts. The Commission has also approved easyJet’s acquisition of certain Air Berlin assets, as well as approved the acquisition by Lufthansa of certain Air Berlin assets (but not all assets it originally intended to acquire) subject to commitments from Lufthansa. During the investigation, the Commission granted derogations to Lufthansa from the obligation to suspend the completion of a merger until clearance, in order to ensure that the business could be acquired as a going concern.