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The article analyzes the Kazakhstan’s and Ukrainian legislation regarding the legal status of a business incubator in the field of entrepreneurship and start-ups support. The article provides for the definitions and main features of business incubators. It has been demonstrated that Kazakhstan’s legislation, unlike Ukrainian legislation, does not differentiate business incubators by type, and a startup company can be organized in any form of a commercial legal entity. The authors prove the necessity of contractual regulation of relations between a business incubator and a start-up. Contractual regulation is necessary due to number of variables of these relations. First, there is a vast variety of types of investments by business incubator at the stage of a prototype, or a business project, which may include money, property, services etc. Second, organizational and legal forms of start-ups may vary. Third, the investments may be done in several modes. One of possible investment modes is entering the charter fund of a legal entity-start-up in order to control and manage it, to participate in the distribution of profit and to obtain first-hand information about the start-up’s activities. Another mode of investing into a start-up is through the contract of loan with suspending condition of purchase of shares of the company. All these variables lead to the necessity of contractual regulation. Moreover, a business incubator, as a subject of these relationships, provides start-ups with premises for rent, provides various kinds of services. This also entails the need to conclude a lease contract and a service contract between the parties. The research demonstrated that, despite the similarity of the reasons for the emergence and development of these mechanisms, their practical application in Ukraine and Kazakhstan is somewhat different. Although the article shows that in both countries business incubators have potential of being an effective support to start-ups, there are still several issues which have to be addressed. Namely, there are concerns about protection of the rights of investors and start-up participants from violations of their intellectual property rights and property interests, such as profit distribution, business interference, the procedure for the election and exit of investors and startup participants and others. Due to these issues the investments to start-ups look risky and lose their attractiveness for investors. Therefore, in the countries in consideration business-incubators cannot exist without significant state support. REFERENCES Machuskyi V.V. Biznes-inkubator yak obiekt infrastruktury pidtrymky maloho i serednoho pidpryiemnytstva: pravovyi status i klasyfikatsiia. Yurydychnyi naukovyi elektronnyi zhurnal. 2018. No. 4. P. 49-52. 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Resumo Entre os inúmeros elos da cadeia produtiva do setor florestal, o transporte apresenta-se como um componente relevante na gestão econômica das empresas, podendo representar mais de 30 % dos custos da madeira posto fábrica. Mediante a expressividade econômica e as incertezas relacionadas à atividade, objetivou-se com este trabalho proceder uma análise econômica e de risco no segmento de transporte florestal terceirizado. As receitas foram oriundas do valor pago pelo frete à empresa terceirizada, para os três raios de transporte analisados (US$/m3), bem como pelo volume de madeira transportado pelo biminhão (50 m3). Foi determinado o custo operacional por hora efetiva de trabalho, considerando os custos fixos, variáveis e administrativos. A pesquisa foi conduzida em uma empresa situada no litoral norte da Bahia, responsável pelo transporte terceirizado de madeira, das margens das estradas até a bateria de fornos, com uso do biminhão. A empresa detentora dos fornos pertence ao segmento de siderurgia e utiliza como fonte de matéria-prima madeira de eucalipto oriundo do próprio plantio. Foram avaliados três raios de transporte, sendo estes: 10 km, 14 km e 20 km. Adotaram-se os critérios VPL, TIR, VAE, RB/C e CMP para análise econômica, sendo VPL empregado ainda na simulação de cenários de risco da atividade. Os resultados mostraram viabilidade para todos os critérios analisados: US$ 5.657,58 (VPL); 8,23% (TIR); US$ 824,23 (VAE); 1,004 (RB/C) e US$ 2,24 (CMP), para o raio de transporte de 10 km; US$ 72.563,96 (VPL); 18,34% (TIR); US$ 10.571,55 (VAE); 1,05 (RB/C) e US$ 2,38 (CMP), para o raio de transporte de 14 km; US$ 251.807,75 (VPL); 27,3 % (TIR); US$ 36.684,85 (VAE); 1,15 (RB/C) e US$ 2,62 (CMP), para o raio de transporte de 20 km. Na análise de risco foi observado 49,0%, 30,9% e 7,4% de probabilidades dos valores de VPL apresentarem negativos, para os raios de transporte de 10, 14 e 20 km, respectivamente, considerando a distribuição triangular uniforme com 10.000 iterações. O trabalho mostrou maior cenário de risco para o raio de transporte de 10 e 14 km, sendo a variável de maior influência, o valor de aquisição do veículo. O maior raio de distância de transporte condicionou cenários de menores riscos e maior atratividade para a empresa terceirizada de transporte florestal. Abstract Among the various activity involving in the forestry sector, the timber transport shows strategic importance in production costs. Through the economic expressiveness and the uncertainties related to the transport activity, the objective of this research was to carry out a financial analysis and risk simulation in the outsourced forest transport activity. Revenues were determined by the amount paid for freight to the outsourced company, considering three transport distances evaluated (US$/m3), as well as the volume of wood transported by cargo vehicle composition (50 m3). The cost was determined by calculating the operating cost per effective hour of work, through fixed, variable and administrative costs. The study was carried out in a forestry company located in the north coast of Bahia state, Brazil, that carries out the forest transportation through an outsourced service contract, to conduct the logs from the roadside to the furnace. The company belongs to the steel industry and uses, as raw material, eucalyptus wood from its own planting. Three transport distances were evaluated: 10 km, 14 km and 20 km. It was used the indicators NPV, IRR, VAE, RB/C and CMP for economic analysis and the indicator NPV for simulating risk scenarios in the forest transport activity. The results showed viability for all indicators: US$ 5.657,58 (NPV); 8,23% (IRR); US$ 824,23 (VAE); 1,05 (RB/C) and $ 2,24 (CMP), considering transport distance of 10 km; US$ 72.563,96 (NPV); 18,34% (IRR); $ 10.571,55 (VAE); 1.05 (RB / C) and $ 2.38 (CMP), considering the transport distance of 14 Km and $251.807,75 (NPV); 27,3% (IRR); $36.684,85 (VAE); 1.15 (RB/C) and $2.62 (CMP),considering the transport distance of 20 km. For the risk analysis, it was observed 49,0%, 30,9% and 7,4% of probability of negative NPVs for transport distances of 10, 14 and 20 km, respectively, being adopted triangular and uniform distribution and 10,000 iterations. The research showed greater risk scenario for the transport distance of 10 km being the most influential variable the vehicle acquisition value. The greater distances conditioned a scenario of lower risk and greater attractiveness for the outsourced forest transportation company.

The subject of the paper are the obligations of the contracting parties, i.e. the contractor and client, arising from the conclusion of a service contract. A service contract is one of the oldest forms of contractual obligations, but it is also a contract constantly being changed and adapted to emerging life situations. A service contract is a consensual, nominate, onerous and bilaterally binding contract. Therefore, it is a contract in which the obligations of the contracting parties are determined. The contractor has the obligation to complete the work, and hand it over to the client, while the client is obliged to pay remuneration for the contractor`s work. Also, one of the distinguishing facts of a service contract is that it is often concluded with regard to the contractor's personality, so the fulfillment of the obligation is related to the personality of the contractor due to whose attributes the contract was concluded.

The agreements that include the condition that the employee is prohibited from using information belonging to an employer, such as customer data or secrets regarding production which he has learnt during the employment contract, in a certain place, time and area of activity, in a way to create competition with the employer, are non-competition agreements. Noncompetition agreements protect the employer on the one hand and restrict the workers' freedom to work, which is protected by the Constitution, on the other. Therefore, non-competition agreements are subject to some formal requirements. However, some restrictions have been imposed on the noncompetition agreements in terms of place, time, and type of work. If these restrictions are not complied with, the judge has been given the authority to limit the excessive prohibition of competition. The non-competition agreements that do not contain any restrictions should be evaluated within the scope of the Turkish Civil Code article 23 and Turkish Code of Obligation article 27. In this study, non-competition agreements, the effects of restrictions in the non-competition agreements and excessive competition prohibition by the judge are examined., İşçinin, iş sözleşmesi sırasında vâkıf olduğu, işverene ait müşteri çevresi, üretim sırrı gibi bilgileri, iş sözleşmesinin sona ermesinden sonra, belirli bir yer, zaman ve faaliyet alanında, işverenle rekabet oluşturacak şekilde kullanmasının yasaklanması şartını içeren sözleşmeler rekabet yasağı sözleşmeleridir. Rekabet yasağı sözleşmeleri bir yandan işvereni korurken diğer yandan işçinin, Anayasa nezdinde de korunan çalışma özgürlüğünü sınırlamaktadır. Bu nedenle rekabet yasağı sözleşmeleri, TBK m. 444’te belirtilen şekil şartlarına tâbi tutulmuştur. Bununla beraber TBK m. 445 hükmü rekabet yasağı sözleşmelerine yer, zaman ve işin türü bakımından birtakım sınırlamalar getirmiştir. Bu sınırlamalara uyulmaması halinde ise hâkime, aşırı nitelikteki rekabet yasağını, tüm koşulları serbestçe değerlendirerek ve işverenin üstlenmiş olabileceği karşı edimi de dikkate alarak, kapsam veya süre bakımından sınırlama yetkisi tanınmıştır. Herhangi bir sınırlama içermeyen rekabet yasağı sözleşmeleri ise TMK m. 23 ve TBK m. 27 kapsamında değerlendirilmelidir. Bu çalışmada genel olarak rekabet yasağı sözleşmesi ve aşırı nitelikteki rekabet yasağının hâkim tarafından sınırlandırılmasının rekabet yasağına etkileri incelenmiştir.

The matter of canceling a service contract often hinders the work of personnel offices of government and local self-government. Due to the specifics of labor relations between state and municipal employees, it remains unresolved in the domestic labor law. There is a controversy between the subsidiary application of general labor legislation norms and special laws that control the activity of certain categories of workers. It comes from the vague border between the scope of general and special norms of labor legislation in relation to state and municipal employees. Another reason is the limited legal regulation of labor relations with these categories of workers with application of the general norms of the current labor legislation. The article features approaches to resolving the issue of the possibility and legality of canceling a service contract in personnel offices of government bodies. The research was based on a critical review of the two existing opinions on the place of the cancellation procedure in relations with state and municipal employees. The author describes the legal nature of the cancellation and termination of the employment contract based on scientific literature. The article contains some recommendations on how to avoid the situation in which the representative of the employer does not have adequate legal mechanism for responding to an employee's failure to appear at work on the first day of the contract.

The paper is devoted the problem of the procedure of termination of an employment contract, explains significant differences between the reason and procedure of termination of the employment contract in unilateral and consensual ways. It is suggested that these procedures should be separated terminologically in order to avoid confusion. The actual termination of the employment contract must be differentiated from the unilateral suspension of the contract’s performance. Considerable attention is paid to the study of the content of the term “termination of the employment contract,” identification of significant characteristics of the procedure and disputable issues in the formulation of a legislative norm. On the basis of key characteristics, the author explains meanings of the concept of termination of the employment contract, which the law-maker invests in the current legal norms of employment laws, the author puts forward a proposal on improvement of domestic employment legislation in order to apply this procedure to a number of cases in which today an employment contract is subject to termination due to circumstances beyond the control of the parties.

Often serving as the backbone for public transport, any serious metro incident will have a severe impact on passengers. In the aftermath of a disruption, establishing alternative transport means to carry the affected metro passengers, such as via substitute bus (SB) service, is critical. After a particular routing and scheduling plan of SB service is determined, the question is how to assemble the SB fleet, which has different options. Few studies have addressed the issue of designing the contract with a bus company for the provision of SB, including SB availability and service start time guarantee and pricing schemes under uncertain metro system recovery time. This paper attempts to fill this gap. We investigated both the bus company’s profit in providing the SB service and the metro company’s gain in passenger loss reduction after a metro disruption for setting up the SB service contract. Two payment schemes were considered: fixed payment and linear payment. The objective is to design the SB service contract, which defines the payment scheme and guaranteed SB service start time, from both the perspective of the metro company and that of the bus company to explore feasible solutions. In addition, the scenarios of collaborative decision between the bus and metro companies, nonlinear passenger demand drop, fleet size, arrivals of new passengers, and passengers waiting time are investigated.