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Presupposition for realizing the demand for bus transport is the existence of its potential, which represents the population of that city, region, or state. Public passenger transport is considered to be an instrument of state social policy. The legislation defines it as transport performed to satisfaction the transport needs of persons, especially vulnerable groups, pupils, students, and pensioners. A significant problem in Slovakia and also in abroad is an aging population. The retired population has different transport habits like other groups of passengers (children, pupils and students, economically active persons), which is related to the change of transport requirements, as well as an adaptation the public transport offer. In recent years, the number of license holders of individual disabled persons has been increasing in Slovakia, or possibly individual person with severe disability with a guide. In this article, we focus on examining the issue of the rising trend of issued valid licenses of disabled persons and persons with reduced mobility, and related new measures, to which transport undertakings are confronted and transport service subscribers. The aim is also to identify the motivation to own a disability person license or persons with reduced mobility with the ability to use it for the demand for public passenger transport.

The paper deals with the issue of supporting public passenger transport and integration in order to ensure the sustainable mobility of population. It highlights the importance of public passenger transport and the reasons why the population prefers cars. The objective of the paper is to analyse public passenger transport without mutual integration of individual transport systems resulting in the fact that it is not sufficiently able to compete with individual automobile transport. It is suggested the process of public passenger transport integration as well as the design of key elements in order to increase road safety. In addition, the paper confirms the hypothesis that by supporting of public passenger transport and increasing the number of individuals transported by public passenger transport, road safety increase can be achieved., Ovaj rad se bavi problematikom potpore javnog prijevoza kao i njegovom integracijom da bi se osigurala održiva mobilnost populacije. Ističe se značaj javnog prijevoza te se navode razlozi zašto generalna populacija preferira automobilski prijevoz. Cilj rada je analizirati javni putnički prijevoz izuzevši individualne načine prijevoza te se zaključuje da se javni ne može mjeriti sa individualnim automobilskim transportom (po broju putnika). U radu se predlaže način integracije javnog putničkog prijevoza i ističe ključne elemente za povećanje sigurnosti na cestama. Dodatno, ovo istraživanje potvrđuje hipotezu da se poboljšanjem javnog prijevoza kao i povećanim brojem korisnika istog povećava sigurnost na cestama.

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 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.

On the price of road freight transport significantly impacts demand to the provided transport services. With insufficient transport offer the carrier is forced to realized a ride with vehicle without a shipment or leave the vehicle in downtime until the moment gaining transportation. Both options increase carrier costs related to the transported operations. The purpose of this article is to verify scientific hypothesis, whether it changes and optionally to what extent, offer of transport on defined territory during a specific time period. To test the seted hypothesis will be based from two specific periods within the calendar year. It will be identified return shipping offer. The goal of the article is also pointing to risks, which arise during transport, when the carrier fails to find for their vehicles transport to address of their company.

The article deals with the tax on motor vehicles in relation to the different principles of taxation of trucks in selected EU countries. There is a system of taxation in each EU country and the level of taxes and fees itself vary. As carriers carrying out road freight not only on closed national markets, but they are engaged in road transport on a common international market, it is important for the competitiveness to analyze the level of the use of transport by tax in foreign countries. The goal of article is to compare tax rates, regarding the particular semi-trailer and also point to significant differences concerning the principles of taxation but also the level of the tax rate itself in selected EU countries.

In freight road transport, the price per unit of transport is not the same for each shipment for reason, that many factors influence the cost of shipping. An important aspect, in addition to cost inputs, which decides, how high will the shipping cost it is the destination where the transportation takes place. The purpose of this article is to identify the impact of the change of destination on carrier costs. Authors will not deal with specific costs related to the change of destination, which include, for example, charges for the use of the road network or travel compensation to the driver, but will only deal with the probability of vehicle back-up. If the carrier is unable to backhaul of the vehicle, the initial shipping costs increase significantly.

Enterprise in the EU is currently a single market business, but on which the conditions are not completely unified. In the case of mineral oil excise duty a minimum level of taxation is set by EU rules, but individual states do not strictly prescribe a specific rate of tax. It is a fact for international road transport, that there are states on the route of transport, where it is preferable to pump fuel. Because the mineral oil tax is an income of state budget in concrete state, is good for the state, if the carrier pumps fuel on the territory of that state. For carriers who only drive within the country the higher tax rate is more advantageous in terms of choice. For this reason, some EU countries apply for the selected group of entrepreneurs, the refund of excise duty due to the use of carriers in their territory and to achieve higher tax deduction in cumulative terms. The purpose of this contribution is to identify the possibilities for refunding excise duty in the Slovak Republic and to propose a procedure for assessing the effects of the refund of excise duty on mineral oils.

In general, transport companies have an unimportant role in the business market, in order to achieve the required sales and the related profit. Competition in road transport is great and enforcement from a large number of carriers is considerable. It is the price for the transport of goods that plays the most important role how to get the carrier and the customer who wants the lowest transport price. On the contrary, the carrier would like to get the highest amount for the shipment. A compromise between these two requirements should form the required shipping price. Pricing involves a factor other than costs, the attractiveness of the transport destination, in terms of the possibility of return utilization the vehicle. The aim of the paper is to verify the hypothesis, that the cost of transport is affected not only by the carrier’s costs, but also the target destination of the ordered shipment.

The price for the transport is determined by the carriers based on the costs incurred when the carriers transporting. Carriers are currently able to identify variable costs, the height of which changes with the change in the realized output and also fixed costs, which are dependent on the operating time of the means of transport. Carriers have the differences in the cost of the shipment for each destination they judge through the differences in charges for the use of the road network. It is also necessary to consider the possibility to backhaul transportation the vehicle for concrete transportation. The aim of this article is to verify the hypothesis, whether the change of the transport route is affected at the carrier's expense and in case, that is to quantify the impact of the transport route to the price for the transport carried out. We assume the effect of changing the shipping route also changes over time, therefore, the goal of the contribution is to identify changes the impact of the shipping route on the price within one week and to identify whether changes are developing in individual countries in the same process. Research is conducted on the basis of a situation survey in 19 European countries over a period of more than 3 months.

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 costs of each company on the market are an essential component of financial decision making, not only on the price of the goods and services provided, but also about the business efficiency. In business, services have a significant impact on pricing, but also for deciding on the realization of performances. Costs structure is composed of fixed and variable costs. Changing the costs structure creates assumptions for other decisions, as well as the pricing of the entrepreneur. The goal of this article was to identify, whether there is a change in time of the costs structure.