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Humanity is on the threshold of a new age where people transform a significant part of reality into the virtual world. Direct face-to-face interaction is converting to communication via social networks. It has many advantages. For example, it is no more necessary to be in the workplace - we can work from home (home-office). Information and communication technologies such as the internet, information transmission, data processing, the rapid development of electronics have allowed us to create a new concept of our cities. These technologies have made the phenomenon of Smart City in recent years. One of the pillars of Smart Cities, without which the project would not work, is the economy of sharing. In our paper, we outline the economics of sharing in road transport as an essential part of smart mobility. This sharing is possible thanks to using digital platforms. We will focus mainly on applications used by taxi services. A significant item of the concept is human. Therefore our research aims to describe the role of people in the system. Without the active support of humans, Smarts Cities could not exist. Finally, we describe the regulatory environment of taxi services at the EU level and in the Slovak Republic.

The Convention on the Contract of Carriage in International Road Freight Transport regulates the rules in the international road transport of goods and thus also the promotion and development of international trade. The CMR Convention is of great importance for carriers, since it simplifies their work by uniformly modifying the accompanying documentation and establishing the liability of the carrier. Part of the CMR Convention is a consignment note, which is the most important document in transport. Neutralization of the consignment note has become a relatively common practice. Neutralization of the consignment note is not as contrary to legal standards as it may cause undesirable consequences for carriers. The purpose of this paper is to determine whether the neutralization of a transport document may cause problems for carriers in respect of liability insurance.

Market access in the EU is based on the free movement of goods and services, the free movement of persons and the free movement of finance under conditions that are the same across the EU. However, this principle does not apply to road transport. In recent times, the security of the functioning of the system has been disturbed by the attitude of some EU Member States introducing protection requirements for their own market. The aim of this paper is to highlight the risk of restricting EU market access in the road transport sector.

The article introduces a design of the shoulder joint of the anthropometric dummy intended for rear crash tests at low speed. The joint was used to build a mannequin representing a 50th percentile male. The construction ensures the strength of individual components of the joint without the need for frequent replacement of components and their calibration. The designed joint is connected to other elements of the dummy using overlay screw connections. The joint has variable characteristics of stiffness and elasticity, thanks to which it is possible to use this joint in dummies representing the remaining percentiles of the population. The range of movement of the joint was chosen to reflect the range of mobility of the adult’s man shoulder joint. The joint was compared to the shoulder joint used on the Hybrid III dummy representing a 50th percentile male.

The article deals with the research of the recovery of semi-trailers to the domicile of the carrier. The authors point out that, in the price for transport is not always considered the risk of finding a return for the vehicle. Some states in research have a problematic low probability of supply. The result and contribution of the article to the research itself is to compile a general mathematical formula for the state of Europe, where is the backloading to the carrier's domicile. Seasonality is also taken into account in this formula or the geographical organization of states within the continent of Europe.

The mission of the specialized requirements of social law in road transport is to ensure that the driver's work regime is in line with the specific requirements of the road transport transport process and also contributes to the improvement of road safety. Currently, the requirements of social legislation in the EU and the AETR contracting states are largely unclear from the driver's position. The aim of the contribution is to verify, on the basis of an analysis of social requirements for drivers in other countries, the hypothesis that regulatory requirements in EU and AETR contracting states are considerably more complicated than in selected other countries. The contribution analyses the impact of the limitations of social law in road transport on the work of drivers. It analyses requirements for freight transport drivers in the EU and compares them with requirements in chosen countries (USA, Canada, Australia, New Zealand) and with requirements imposed on AETR contracting parties. The article also points to the fact that some of the requirements of social legislation in road waste are causing a reduction in road safety.

The shipping cost is not the same for each freight transport unit, as a lot of factors influence the cost of transport. An important aspect, apart from cost inputs, which decides how high the cost of shipping is the destination where the shipment is made. The aim of this contribution is to point out the necessity of setting the cost of transport based on a dynamic cost calculation, because many carriers do not calculate the costs and the shipping price is determined by competition. The aim of the paper is also to verify the hypothesis that it is economically incorrect to use one unit price for all transports carried out by the carrier. In the analytical part, the contribution will present an economically correct procedure for compiling the transport price. In the next part the contribution verifies the established hypothesis on specific model transports.

The paper deals with the question of why it is important to establish the organizer of an integrated transport system as a mediating organization providing interconnection systems actors of public transport involved in the integration area of interest. The Organizer is necessary due to the fact that usually in the served area there are various administrative authorities in charge of transport serviceability. Usually urban transport serviceability is organized by city authorities, transport serviceability of the region providing regional authorities. The concept of an integrated organization still serves as a public authority that fully coordinated transport services and to the conservation of individual subjects as components companies that are actually responsible for supply of services. Disorganized transport serviceability leads to a significant reduce in of transport serviceability. The contribution describes the importance of the organizer, founded as an organization with legal personality, also proposing the most appropriate form and the structure of the organizer's establishment.