bluuebunny/crossref_metadata_2025_split huggingface dataset:
Földbeásott építmények a Felső-Tisza-vidék középső újkőkori telepein
Authors: Oravecz Hargita 
Published: March 2022

A szerző a Felső-Tisza-vidék középső neolitikus településeink földbeásott, korábban „gödörházként”, vagy „putriként” emlegetett építményeit vizsgálja. Első lépésként áttekinti a gödrök alaprajzát, méretét, s kiválasztja azokat a sajátosságokat és szerkezetre utaló nyomokat, amelyek jelentőséggel bírhatnak a különböző típusú építmények elkülönítése és szerkezeti rekonstrukciója során. Bemutatja Nagykálló-Harangod esztári település építményeit, amelyek a korábbiaktól eltérően nagyobb ásatási felületen, más telepjelenségekkel együtt kerültek elő. A település szerkezeti elemzése során arra a következtetésre jut, hogy ezek a felszín alá mélyülő építmények a „soros” települési struktúrában, a házaktól nem nagy távolságra, a tárolók által elfoglalt gazdasági zónában helyezkedtek el. A kemencék környezetében, a padlón lelt kerámia edényekből, állatcsont töredékekből, valamint a különféle szerszámokból, háztartáshoz és háziiparhoz kapcsolódó tevékenységeketállapít meg.
Romanization then and now. A brief survey of the evolution of interpretations of cultural change in the Roman Empire
Authors: Sánta Béla 
Published: March 2022

Romanization is a model that helps understand and explain the cultural changes that were brought about on a newly conquered territory by the Roman Empire. It refers to the process by which the conquered people integrated into the Roman Empire and became ‘Roman’. Although Romanization is more than a hundred-year-old interpretative concept, it is only in the past few decades that its validity as a framework of interpretation has been seriously questioned. While there is an intense discussion about Romanization in Western scholarship, Hungarian research remains mostly unaffected and scholars do not seem willing to engage in the debate.
The topography of high medieval Nitra. New data concerning the topography of medieval towns in Slovakia
Authors: König Tomáš 
Published: March 2022

Nitra was one of the most important castle towns in the Kingdom of Hungary during the High Middle Ages between the 11th and 13th centuries. The results of existing research have not produced a uniform image of the town’s topography. Opinions among scholars differ especially concerning the location and extension of the extramural settlement. Archaeological excavations at the Tržnica and Mlyny locations raise the possibility that the extension of the extramural settlement was larger than the area later enclosed by the town walls. The reason behind such reduction could have been the decline of the town as a result of the devastating consequences of the Tatar invasion of Hungary in 1241.
A gerényi körtemplom
Authors: Mojzhes Volodimir 
Published: March 2022

Az Ungvár városához tartozó Gerény (Horyani) határában lévő rotunda már hosszú ideje a viták kereszttüzében áll. A régebben végzett feltárások eredményei vagy nem hoztak megnyugtató eredményt, vagy közöletlenek maradtak. A 2007 óta, hét szezonon keresztül folyó kutatások végre megállapíthatták, hogy a rotunda legkorábban a 13–14. század fordulóján épülhetett. Valamivel később kőkerítéssel vették körbe, amelybe egy kőépületet is belefoglaltak.
Középkori kések, olló és sarló a pesti Duna-partról
Authors: Horváth Viktória P. 
Published: March 2022

2017 első felében a Budapesti Történeti Múzeum munkatársainak vezetésével módunk nyílt a pesti belvárosi Molnár utca két telkének régészeti feltárására, ami a területen tervezett mélygarázsos szálloda építése miatt vált szükségessé. A középkori pesti városmagban elhelyezkedő terület a feltárt rétegviszonyok alapján egykor a közvetlen vízpartot jelentette, s a nedves, iszapos környezetnek köszönhetően az előkerült szerves anyagok, fémtárgyak szinte eredeti állapotukban őrződtek meg. Szerencsére a 19–20. századi építkezések az évszázadok során felhalmozódott hatalmas feltöltés miatt a középkori rétegeket már nem bolygatták, így egészen az Árpád-korig tudtuk nyomon követni a terület régészeti érintettségét.
“Armour fragment” from the Szentes-Lapistó early Avar period burial – Data for saddle types of the Early Avar Age Transtisza region
Authors: Gulyás Bence 
Published: March 2022

In the 6th–7th century, elites of Eastern Europe and the Carpathian Basin used similar objects to represent their power – mainly the swords with P-shaped suspension loops and horse harnesses. Of the latter, this paper concerns saddles, to the pommel of which a rectangular piece of chainmail was installed, often further ornamented with bronze and silver fittings. The artefact from Szentes-Lapistó, originally described by Dezső Csallány as a “neck-covering net” can be identified as one of these ornaments.
EC Aviation Scene: Major Developments November 2006 - February 2007
Authors: Goeteyn Geert 
Published: March 2022

This article gives an overview of important developments on the EU aviation scene between 1 November 2006 and 31 March 2007. In addition to the general overview (section 1), the following major developments will be covered in detail in sections 2 to 4:
? The EU/US Air Transport Agreement concluded by European and US negotiators on 2 March 2007 and adopted by the Council of EU Transport Ministers on 22 March 2007 (section 2);
? The airport package proposed by the European Commission (the Commission), including the proposed Directive on airport charges, the assessment of the impact of ground-handling liberalization and the Commission?s Communication on an action plan for airport capacity, efficiency and safety in Europe (section 3). In the discussion relating to the Communication, section 3 will also summarize the main findings of the November 2006 study by Mott MacDonald on the impact of secondary slot trading; and
? The Commission’s Consultation Paper on the possible revision of the CRS Code of Conduct (section 4).
Persons with Disabilities and Their Right to Fly
Authors: Luongo Norberto E. 
Published: March 2022

At the beginning of 2008, a landmark ruling was issued by the Canadian Transportation Agency (CTA); the decision ordered some carriers to adopt a ‘one-person-one fare’ policy for persons with severe disabilities who travel within Canada by air. The rule provided the airlines a one-year period for the implementation of the new policy. This decision was unsuccessfully challenged before a Canadian Federal Court and the Supreme Court of Canada. Hence, the rule became effective as of 10 January 2009.
This article analyzes this decision and the legislation in force in the European Union and the United States addressing the rights of air passengers with disabilities. It also includes a brief commentary on the pertaining rules contained in Annex 9 of the Chicago Convention, and the most relevant and recent jurisprudential developments in this matter are summarized. In addition, the possibility of adoption of a similar regulation in other countries and some nuances derived from the construction and implementation of the Canadian regulation are presented.
The ICAO Conventions on Liability for Third-Party Damage Caused by Aircraft
Authors: Abeyratne Ruwantissa 
Published: March 2022

The adoption of two international treaties by International Civil Aviation Organization (ICAO) Member States in the first quarter of 2009 on the subject of liability for third-party damage caused by aircraft certainly filled a visible gap in the legislative structure pertaining to liability in air law. However, it remains to be seen whether these instruments will come into effect, given the numerous issues that were brought to bear by key stakeholders and interested parties, both before and during the diplomatic conference which resulted in the treaties. Academic and professional views from the members of the legal profession highlighted several perceived inadequacies and inequities of the treaties. The views expressed by certain States and regional blocks highlighted the redundancy of the instruments in the face of regional and national legislation that cover liability for third-party damage caused by aircraft.
This article discusses in depth the features of the two treaties and analyses the issues that have been raised by interested parties.
EU-Russia Aviation Relations and the Issue of Siberian Overflights
Authors: Baur Johannes 
Published: March 2022

Since Soviet times, EU carriers have to pay royalties for getting the right to overfly Russian territory on flights from Europe to Asia, in particular Japan, China and South Korea. These payments are not only detrimental to the further development of air services between Europe and Asia, there are also an important trade irritant between the EU and the Russian Federation until today and are considered by the EU as being non-compliant with international standards.
This article describes the system of overflight royalties and the history and development of the discussions between the EU and the Russian Federation since the early nineties until the agreement on the ‘Agreed Principles’ from 2006.
EU Competition Law Developments in the Aviation Sector
Authors: English Mark 
Published: March 2022

In the twelve-month period of August 2009 to July 2010, the General Court and European Commission have adopted a number of EU competition law (antitrust and merger control) judgments and decisions in the aviation sector. In the summer of 2010, the General Court gave judgment in the appeals stemming from the prohibited Ryanair/Aer Lingus merger, in which it fully endorsed the Commission’s approach. Against this backdrop of continued judicial approval, the Commission has cleared a number of aviation mergers and alliances, making some conditional upon remedies with slot divestitures as their central feature. Important procedural steps have also been taken and final decisions are awaited in a number of ongoing competition law investigations in the aviation sector within the Commission; these include merger, alliance and cartel cases.
The General Court’s judgment is an important judicial endorsement of the Commission’s decisional practice in the aviation sector. The Commission decisions of the past year confirm important refinements to the Commission’s policy with regard to market definition, competition assessment and remedies which the Commission had started to develop in earlier decisions. In this article, we first summarize these judgments and decisions then review in more detail the importance of these from a policy point of view. In so doing we seek to identify and analyse the principal trends and developments in EU competition law (antitrust and merger control) as applied to the aviation sector. This article’s concluding remarks also consider some likely developments for the year to come.
Metal Neutrality and the Nation-Bound Airline Industry
Authors: Mifsud Paul V. 
Published: March 2022

The system of trade in international aviation services is a product of post-World War II economic nationalism. It has resulted in an international airline industry in which international airlines are effectively 'nation-bound', because their operations all must begin and end in their home countries. The growth of branded global alliances and the evolution of US and European aviation policies are accelerating rapidly. As part of its deregulation policy, the US has used the possibility for antitrust immunity (ATI) for cooperative marketing arrangements with national carriers that accept Open Skies liberalization. Recent developments in US policy now require airlines seeking such immunity to commit to operate joint ventures that are 'metal neutral'. A metal neutral joint venture is structured so that partners in the venture are indifferent as to which operates the 'metal' (aircraft) when they jointly market services. The metal neutral requirement is a work in progress but holds the potential to diminish economic nationalism and alter the nation-bound nature of aviation operations.
The Beijing Convention of 2010: An Important Milestone in the Annals of Aviation Security
Authors: Abeyratne Ruwantissa 
Published: March 2022

Aviation is an important global business and a significant driver of the global economy. It is vital therefore that stringent measures are taken to counter acts of unlawful interference with civil aviation. Following a diplomatic conference, held in Beijing from 30 August to 10 September 2010 under the auspices of the International Civil Aviation Organization (ICAO), representatives from more than eighty States adopted two international air law instruments for the suppression of unlawful acts relating to civil aviation. The two instruments are the Convention on the Suppression of Unlawful Acts Relating to International Civil Aviation (hereinafter 'Beijing Convention' or 'Beijing Treaty') and the Protocol Supplementary to the Convention for the Suppression of Unlawful Seizure of Aircraft. The Beijing Convention serves international civil aviation well by requiring parties to criminalize a number of new and emerging threats to the safety of civil aviation, including using aircraft as a weapon and organizing, directing, and financing acts of terrorism. These new treaties reflect the international community's shared effort to prevent acts of terrorism against civil aviation and to prosecute and punish those who would commit them. The treaties promote cooperation between States while emphasizing the human rights and fair treatment of terrorist suspects. The Beijing Convention also obligates States to criminalize the transport of biological, chemical, and nuclear (BCN) weapons and related material. Many provisions of the Beijing Convention, which is a newcomer to aviation security in the context of some new provisions it introduces, may need reflection, particularly in interpreting the intent of its founding fathers. This article discusses some aspects of the Beijing Treaty, which may need that reflection
Regulatory Framework for a Performance-Based Approach to Air Safety Management in the European Union
Authors: Ratajczyk Mikolaj 
Published: March 2022

Traditionally, State safety functions in civil aviation have been predominantly based on ensuring compliance with prescriptive rules and regulations based on past experiences and accident investigation. This has served aviation well and allowed it to achieve very good safety levels. However, as aviation is becoming more complex, this traditional approach is no longer sufficient and needs to be supplemented with a more proactive method based on safety performance monitoring and realistic improvement target setting. Work on the implementation of such a system has started both at the international level and in the European Union (EU). This article considers the challenges associated with this process and presents recommendations on how the regulatory framework for this new approach could be best shaped, especially in the complex institutional and legal context of the EU. It argues that a performance-based approach should enable Europe to continue driving its overall air safety performance in the longer term and to ensure a truly uniform level of air safety for all European passengers. It would also be a unique development in the world, combining the new proactive 'philosophy' to air safety management with its consistent application in a regional context.
Ensuring Global Runway Safety: A Look at the Future
Authors: Abeyratne Ruwantissa 
Published: March 2022

From 24 to 26 May 2011, the International Civil Aviation Organization (ICAO) hosted a Symposium on Global Runway Safety. The objectives of the Symposium were to highlight the evolution towards a more integrated safety management approach in ICAO's runway safety programme, coordinate a global effort for improving runway safety by identifying what a State can do to improve runway safety outcomes, identify a common framework for the enhancement of runway safety, promote and gain commitment from partners to deliver regional runway safety workshops across the globe, and identify content and format for subsequent runway safety workshops. The Symposium was held against the backdrop of ICAO Assembly Resolution A37-15 (Consolidated statement of continuing ICAO policies and associated practices related specifically to air navigation), which was adopted at the 37th Session of the Assembly held in Montreal from 28 September to 8 October 2010. Appendix P to the Resolution calls upon ICAO to keep under review the technical requirements for aerodromes and requests States to ensure that safety management systems are introduced at their aerodromes. States are also called upon to place greater emphasis on the management of aerodrome operations, with runway safety given a high priority. This article posits the basic fact that issues of runway safety require the standardization and harmonization of rules, which cannot all be ensured through regulation. It examines what has already been accomplished through ICAO and discusses certain proactive measures for runway safety in the future, using the outcome of the ICAO symposium as a backdrop to the discussions.
Transnational Airlines in Latin America Facing the Fear of Nationality
Authors: García Arboleda José Ignacio 
Published: March 2022

Latin America has been the recent scenery of cross-border mergers and acquisitions of airlines in countries in which their domestic law allows important foreign investment in air carriers. However, the still present architecture of bilateral exchange of traffic rights between countries, encouraged by the 1944 Chicago Convention, is a serious threat for the development of these transnational airlines, operating through a complex network of corporations incorporated in different countries. Typically, this bilateral architecture includes 'ownership and effective control' clauses that require an airline designated by a country party to a bilateral air services agreement (ASA) to be majority owned and effectively controlled by its nationals. Such nationality clauses were founded, back in the 1930s for security (including military) and economic reasons. Recently, some Latin American countries are liberalizing nationality requirements for designated airlines under bilateral ASAs in conformity with their locally relaxed posture pertaining to foreign investment in air carriers. Regional initiatives have also been taking place, slowly waiving the traditional restrictive attitude towards the previously mentioned nationality requirements. Hence, it is argued that airline's designation under a bilateral ASA in Latin America should be focused on criteria that are linked with the corporative structure rather than on the nationality of the final ownership of the airline. This position will be coherent with today's reality in regard to the airline industry of the region.
Ray of Hope for Airline Alliances: Consideration of Out of Market Efficiencies by the European Commission
Authors: Mohan Manu 
Published: March 2022

The article will analyze the application of 'out of market efficiencies' to airline alliance agreements by the European Commission. The Commission in May 2013 issued a decision in relation to the revenue-sharing joint venture on certain routes offered by Air Canada, United Airlines, and Lufthansa (who are all members of Star Alliance). This decision is the first instance where the Commission accepted the argument of out of market efficiencies. Generally, the assessment of efficiencies by the Commission is confined to 'in market efficiencies' i.e., the markets where concerns were identified by the Commission. Out of market efficiencies are efficiencies which are generated on the market other than the markets where concerns were identified by the Commission. According to the standard test set out by the Commission in its Guidelines, efficiencies on other markets can be accepted where: (i) two markets are related; and (ii) group of consumers affected and benefitting are substantially the same. The Parties contended that the cooperation created efficiencies on the Frankfurt-New York route (market on which Commission raised concerns) and on other related behind and beyond routes (e.g., Prague-Frankfurt-New York or Frankfurt-New York-Seattle). In its decision the Commission broadened the standard test in that it did not require the Parties to demonstrate that the groups of consumers travelling on the Frankfurt-New York route and the related routes are 'substantially the same'. It was sufficient for the parties to demonstrate 'considerable commonality' between passengers travelling on the route of concern and the related behind and beyond route. This article also considers whether the Commission is justified in restricting the application of out of market efficiencies only to those markets which are related to the relevant market.
The Single European Sky: What about the Liability Aspect?
Authors: Defossez Delphine 
Published: March 2022

Following the liberation of European air transport in the 1990s, the Union has tried to implement dramatic changes by enacting the Single European Sky (SES) Regulations. The cornerstone idea of the SES Regulations is to create so-called Functional Airspace Blocks or FABs. These FABs will normally satisfy the growing capacity requirements of all airspace users and minimize delays by managing air traffic more dynamically. This will have as immediate consequences an increase in efficiency. This article will examine each of the Treaties establishing the FABs in detail with regard to the liability aspect only and, while acknowledging their advantages, it will point out the differences in the protection they offer and the consequences the author sees happening. This article will also suggest several improvements. The primary focus of the article is the liability aspect in the FAB Treaties, but references to agreements between air navigation service providers (ANSPs) will also be included. Through showing the advantages of the proposal, this article highlights the hypothesis that the SES will not bring any changes to the current liability framework; to the contrary, it will further blur the general picture by adding a layer of fragmentation.
Steef Mennens v. Emirates Direktion für Deutschland
Authors: Brecke Katja Helen 
Published: March 2022

In a recently published judgement the European Court of Justice (CJEU) has clarified the rules applying to downgrades according to Article 10 Regulation (EC) No 261/2004. By confirming the carrier's reasoning, the Court held that where a passenger is downgraded on a flight, the price to be taken into account in determining the reimbursement for the passenger affected is the price of the flight on which he was downgraded unless that price is not indicated on the ticket entitling him to transport on that flight, in which case it must be based on the part of the price of the ticket corresponding to the quotient resulting form the distance of that flight and the total distance which the passenger is entitled to travel. Furthermore, the Court found that for the reimbursement solely the price of the flight itself, to the exclusion of taxes and charges indicated on that ticket, can be taken into account, as long as neither the requirement to pay those taxes and charges nor their amount depends on the class for which that ticket has been purchased.