Data Proceesing PTV Drive&Arrive

Total Page:16

File Type:pdf, Size:1020Kb

Data Proceesing PTV Drive&Arrive Data Processing Contract PTV Drive&Arrive PTV Planung Transport Verkehr AG, Hauptsitz / Headquarters: Karlsruhe, Vorstand / Executive Board: Christian U. Haas (CEO), Dr. Peter Overmann, Vorsitzender des Aufsichtsrates / Chairman of the Supervisory Board: Lutz Meschke, Handelsregister / Commercial Register (HRB-Nr): 109262, Ust-ID-Nr. / VAT ID No. DE 812 666 053, Amtsgericht / Local Court: Mannheim. Data Processing PTV Drive&Arrive Contents Contents 1 Definitions of Terms ..................................................................................... 4 2 Subject, duration and terms of reference for the order ............................. 4 3 Technical organisational protective measures put in place by the Contractor ..................................................................................................... 5 4 Authority of the Client to give instructions ................................................ 6 5 Quality assurance and other obligations of the Contractor ...................... 7 6 Use of subcontractors ................................................................................. 8 7 Control rights of the Client .......................................................................... 8 8 Notification in case of Contractor breaches ............................................... 9 9 Queries and rights of data subjects ............................................................ 9 10 Deletion and restoration of personal data ................................................ 10 11 Liability ....................................................................................................... 10 12 Final Provisions.......................................................................................... 10 Appendix 1 - General technical and organisational measures......................... 12 Appendix 2 - Persons authorised to give instructions ..................................... 15 Appendix 3 - Approved subcontractors ............................................................. 16 Shorttitle Data Processing PTV Drive&Arrive Version of contract template: 1.1.1 from 2021-08-24 PTV AG Page 2/16 Data Processing PTV Drive&Arrive Contents Contract between the Client (Controller): name - Hereinafter referred to as: address1_line1 Controller- address1_postalcode, address1_city, address1_country Contact person: Firstname lastname Tel.: telephone1 E-Mail: emailaddress1 and the Contractor (Processor): PTV Planung Transport Verkehr AG - Hereinafter: Processor - Haid-und-Neu-Straße 15 76131 Karlsruhe, Germany Contact person: Fristname Lastname Tel.: +49 721 9651- xxx Email: [email protected] PTV AG Page 3/16 This appendix provides more detail on the data protection obligations of the parties to the contract resulting from order processing as per Article 28 of the General Data Protection Regulation (GDPR). It applies to all activities connected to the contract and which involve employees of the Contractor or persons commissioned by the Contractor processing the Client's personal data ("data"). 1 Definitions of Terms (1) Under Article 4 (7) GDPR, the Controller is the role which, alone or jointly with other controllers, determines the purpose of processing personal data and the means used to do so. Under Article 4 (8) GDPR, the Processor is a natural or legal person, public authority, agency or other body which processes personal data on behalf of the Controller. (2) Under Article 4 (1) GDPR, personal data is any information relating to an identified or identifiable natural person (referred to hereinafter as the "Data Subject"); an identifiable natural person is one who can be identified directly or indirectly, in particular by reference to an identifier such as a name, an identification number, location data, an online identifier or to one or more factors specific to the physical, physiological, genetic, mental, economic, cultural or social identity of that natural person. (3) Personal data requiring particular protection is personal data under Article 9 GDPR, regarding the Data Subject's racial or ethnic origin, political opinions, religious or philosophical beliefs, or trade union membership; personal data under Article 10 GDPR regarding criminal convictions and offences or related security measures, and genetic data under Article 4 (13) GDPR, biometric data under Article 4 (14) GDPR, data concerning health under Article 4 (15) GDPR and data on the sex life or sexual orientation of a natural person. (4) Under Article 4 (2) GDPR, processing is any operation or set of operations which is performed on personal data or on sets of personal data, whether or not by automated means, such as collection, recording, organisation, structuring, storage, adaptation or alteration, retrieval, consultation, use, disclosure by transmission, dissemination or otherwise making available, alignment or combination, restriction, erasure or destruction. 2 Subject, duration and terms of reference for the order Subject of the order The subject of the data processing order is the performance of the following tasks by the Contractor: Use of the PTV Drive&Arrive service and associated tools (e.g. arrival board, trip optimiser) Duration of the order The duration of this order (term) corresponds to the term of the Service Level Agreement. © PTV AG Page 4/16 The data processing agreed through the contract shall be performed solely in a European Union member state or in another state which is party to the agreement on the European Economic Area. Any storage in a third-party country requires prior permission from the Client and may only occur if the particular requirements under Article 44 et seq. of the GDPR are met. Type of data The subject of the processing of personal data is the following types/categories of data (list/description of the data categories) ☒ Person master data ☒ Communications data (e.g. telephone, email) ☐ Agreement master data (contractual relationship, interest in a product and/or contract) ☐ Customer history ☐ Contractual billing and payment data ☒ Planning and control data ☐ Report data (e.g. from third parties such as credit agencies, or from public registers) ☐ ... Group of data subjects The group of data subjects whose personal data are being handled as part of this order includes (list/description of the categories of data subject): ☒ Customers ☐ Potential customers ☐ Subscribers ☒ Employees ☐ Suppliers ☐ Trade representatives ☒ Contact persons ☐ … 3 Technical organisational protective measures put in place by the Contractor Before starting processing, the Contractor must document the implementation of the requisite technical and organisational measures laid out before the order was issued, particularly with regard to specific performance of the order, and hand this over to the Client for review. When they are accepted by the Client, the documented measures form PTV AG Page 5/16 the basis of the order. If the Client's review/audit results in a need for amendments, these should be implemented by mutual agreement. The Contractor should provide security as per Article 28 (3) (c), 32 GDPR, particularly in connection with Article 5 (1) and (2) GDPR. Overall, the measures to be agreed should cover data security measures and measures to ensure a level of protection appropriate to the risk, with regard to confidentiality, integrity, availability and system robustness. In doing so, the state of the art, the costs of implementation and the nature, scope, context and purposes of processing as well as the risk of varying likelihood and severity for the rights and freedoms of natural persons, as per Article 32 (1) GDPR, should be taken into account [details in appendix 1]. The technical and organisational measures are subject to technical progress and development. To this extent, the Contractor is permitted to implement adequate alternative measures. These must not fall below the level of security provided by the specified measures. Significant changes must be documented. 4 Authority of the Client to give instructions The Contractor may only collect, process or use data within the framework of this underlying contract and in accordance with the Client's instructions; this applies particularly in relation to the transfer of personal data to a third-party country or to an international organisation. If the Contractor is obliged to conduct further processing under European Union law or the law of the member state in which it is based, it must notify the Client of these legal requirements prior to processing. The Client's instructions are initially specified in this contract and can be changed, extended or replaced by the Client afterwards with individual instructions in written or text form (individual instruction). The Client shall immediately confirm oral instructions in text form, as a minimum. The Client is permitted to issue instructions accordingly at any time. Appendix 2 details persons authorised to issue instructions. If the named person changes or cannot perform the role long-term, details of the successor or representative should be provided to the contract partner in text form without delay. The Contractor may not arbitrarily correct, delete or restrict processing of the data being processed in connection with the order, but may only do so upon receipt of documented instructions from the Client. If a data subject contacts the Contractor directly in respect of this, the Contractor shall forward this query to the Client without delay. Insofar as they are covered by the scope of the service, the Contractor should
Recommended publications
  • Environmental Impacts of HGV Tolling Schemes
    1 Environmental Impacts of HGV Tolling Schemes Werner Rothengatter Universität Karlsruhe (TH) Environmental Impacts of 2 HGV Tolling Schemes Directive 2006(38 Impacts of German TollCollect Scheme Plans to Extend Directive 2006/38 Implementation Problems and Caveats More Comprehensive Internalisation Schemes Conclusions 1 Directive 2006/38 3 Full Infrastructure Cost Recovery Differentiation According to - Time of Day/Congestion (100%) - Euro Emission Category (100%) Implementation in Austria and Germany Use of Revenues for Road (ASFINAG) or Road/Rail/IWW (VIFG) 2 Impacts of German TollCollect Scheme 4 Introduced: 2005 GPS/km-based Charging System (Electronic + Manual) Motorways + Some Federal Primaries Charges Based on Full Life Cycle Costs Differentiation According to Euro Categories (100% since 2009) 5 Payment Value added Traffic Control System services Center "Toll Collect" Road Operator GPS Pyment Information Positioning Payment/ VAS GSM/ Call Center Internet POS SMS Forwarder On Board Value added Unit services Automatic Payment Manual Payment Micro-Simulation of Toll Impacts 6 SimulationImpacts der Auswirkungen on Distance, Empty einer Running Maut and Consignments TotalGesamtdistanz Distance EmptyLeerfahrtendistanz Running Distance OhneWithout Maut MitWith Maut Maut Ohne WithoutMaut Mit Maut With Maut SimulationsperiodenSimulation Periods Simulationsperioden Simulation Periods AnzahlConsignments Transportflle perpro WocheWeek Rckkoppelungen auf Feedback with Routenwahl Losgr§en/Frequenzen• Route/Mode Choice Transporteffizienz
    [Show full text]
  • Tfl Traffic Modelling Guidelines Version 3
    Traffic Modelling Guidelines TfL Traffic Manager and Network Performance Best Practice Version 3.0 MAYOR OF LONDON Edited by Dr James Smith & Robert Blewitt © Transport for London, September 2010 All rights reserved. Reproduction permitted for research, private study and internal circulation within an organisation. Extracts may be reproduced provided the source is acknowledged. Disclaimer This publication is intended to provide accurate information. However, TfL and the authors accept no liability or responsibility for any errors or omissions or for any damage or loss arising from use of the information provided. Foreword 3 Foreword The capacity of London’s traffic network (both road and footway) is coming under increasing pressure and maintaining the smooth operation of this network is a challenging task. A primary goal of the TfL Traffic Manager is to deliver journey time reliability and it is essential that traffic schemes are developed to a high quality and their impacts on the network are well understood and mitigated with journey time reliability as the ultimate outcome. Traffic modelling plays an increasingly vital role in this objective and these guidelines provide invaluable support. They draw upon expertise from across the industry and form a comprehensive source of best practice. It is TfL’s remit to ensure that the effects of all planned interventions on the road network are thoroughly understood before they are implemented. These guidelines are fundamental in achieving this requirement. Alan Bristow TfL Streets Traffic Director
    [Show full text]
  • Infogenie-AR-2002 E-FP.Pdf
    Contents 1 Contents Statement from the CEO 3 Company profile 5 Sectoral trend 7 Telecommunications 7 The Call-Center Industry 7 Status Report 9 Business performance 9 Merger 9 Capital measures 9 Developments at InfoGenie Ltd. 9 Federal German Supreme Court (BGH) 10 decision on legal help lines Order portfolio 10 Revenues and earnings 11 Changes to company entities 12 Employees 12 Stock performance 13 Key changes after the end of the period 13 under review Material risks 14 Outlook 14 Corporate Governance Code 15 Directors’ Dealings 15 Annual financial statements 16 Balance sheet 16 Profit & loss statement 17 Capital flow account 18 Movements in equity 20 Appendix 22 Audit Certificate 34 Supervisory Board Report 35 Imprint 36 Company Calendar 10 Status Report Status Report 11 Federal German Supreme Court (BGH) decision on sourcing partner. Thanks to the highly competent advisory What was particularly encouraging in the company’s co- For the financial year as a whole, the Group’s earnings came legal help lines services, this leads to essential end-customer satisfaction operation with Lexware was the renewal of the contractual to minus 3,930 k euros. Compared with the previous year The decision handed down by the German Supreme Court and a corresponding level of customer loyalty. This is where scope for 2003. After collaboration with that firm had initially (minus 4,653 k euros), the shortfall narrowed by 17 per on September 27, 2002 concerning legal advisory services InfoGenie is paid by the businesses placing the orders. been limited to the sector of payroll software (which is subject cent.
    [Show full text]
  • PTV Traffic Platform (MPC-10-229E)
    PTV TRAFFIC PLATFORM Dr. Peter T. Martin Milan Zlatkovic Piyali Chaudhuri Ivana Tasic Civil and Environmental Engineering University of Utah Date of Research: December 2010 – June 2011 September 2011 Disclaimer The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented. This document is disseminated under the sponsorship of the Department of Transportation, University Transportation Centers Program, in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. North Dakota State University does not discriminate on the basis of age, color, disability, gender expression/identity, genetic information, marital status, national origin, public assistance status, sex, sexual orientation, status as a U.S. veteran, race or religion. Direct inquiries to the Vice President for Equity, Diversity and Global Outreach, 205 Old Main, (701)231-7708. TABLE OF CONTENTS _Toc297295536 1. INTRODUCTION ................................................................................................................................... 1 1.1 Background ...................................................................................................................................... 1 1.2 Major Features .................................................................................................................................. 1 1.3 Review of Past Research .................................................................................................................
    [Show full text]
  • Annual Report 20202020 Key Figures
    Annual Report 20202020 Key figures 2020 2019 2018 IFRS IFRS IFRS Porsche SE Group Total assets € million 36,250 35,592 33,708 Equity € million 35,946 35,284 33,416 Investments accounted for at equity € million 35,259 34,597 32,518 Result from investments accounted for at equity € million 2,641 4,406 3,641 Revenue € million 107 116 103 Personnel expenses € million 80 80 77 Financial result € million 54 24 – 3 Result before tax € million 2,646 4,416 3,514 Result after tax € million 2,624 4,408 3,491 Earnings per ordinary share 1 € 8.56 14.39 11.39 Earnings per preference share 1 € 8.57 14.39 11.40 Net liquidity € million 563 553 864 Employees on 31 December 916 951 935 2020 2019 2018 HGB HGB HGB Porsche SE Net profit € million 703 788 480 Net profit available for distribution € million 676 952 676 Dividend per ordinary share € 2.204 2 2.204 2.204 Dividend per preference share € 2.210 2 2.210 2.210 1 Basic and diluted 2 Proposal to the annual general meeting of the Porsche SE Investments of Porsche SE Core Investment Stake of ordinary shares: 53.3 % (Represents a stake of subscribed capital: 31.4 %) Further Investments Minority stakes Status 10 March 2021 2020 “The fiscal year 2020 was also challenging for Porsche SE. We recorded a positive group result after tax of around 2.6 billion euro, despite conditions remaining difficult overall.” Hans Dieter Pötsch 3 1To our shareholders 6 Letter to our shareholders 8 Company boards of Porsche Automobil Holding SE and their appointments 10 Report of the supervisory board 18 Porsche SE share 26 4
    [Show full text]
  • PTV AG Dokumentvorlage Ptvagsingle En.Dot
    Final report Intelligent Cargo Systems study (ICSS) Impact assessment study on the introduction of intelligent cargo systems in transport logistics industry PTV Planung Transport Verkehr AG and ECORYS Nederland B.V. Karlsruhe, October 2009 PTV AG SMART 2008/0056_ICSS_Final report Document information Document information Short title: SMART 2008/0056_ICSS_Final report Client: European Commission, DG INFSO Version: Final Report Authors: Marcel Huschebeck, Robert Piers, Dick Mans, Michael Schygulla, Dieter Wild Created on: 17.03.2009 Last saved: 28.10.2009 by Michael Schygulla Legal Notice: Neither the European Commission nor any person acting on its behalf is responsible for the use which might be made of the information contained in the present study. The European Commission is not responsible for the external websites referred to in the present study. The views expressed in this study are those of the authors and do not necessarily reflect the European Commission's official view on the subject. © European Communities, 2009 Reproduction is authorised provided the source is acknowledged PTV AG / ECORYS Oct-09 Page 2/207 SMART 2008/0056_ICSS_Final report Contents Contents 1 Introduction.................................................................................................... 9 1.1 Background........................................................................................ 9 1.2 Aims of the study ............................................................................... 9 1.3 Definitions and terminology.............................................................
    [Show full text]
  • Agent-Based Modeling of Traffic Behavior in Growing Metropolitan Areas
    Available online at www.sciencedirect.com ScienceDirect Transportation Research Procedia 10 ( 2015 ) 306 – 315 18th Euro Working Group on Transportation, EWGT 2015, 14-16 July 2015, Delft, The Netherlands Agent-based modeling of traffic behavior in growing metropolitan areas Karsten Hager a,*, Jürgen Rauh b, Wolfgang Rid a,c aInstitute of Urban Planning and Design, University of Stuttgart, Keplerstraße 11, 70174 Stuttgart bInstitute of Geography and Geology, University of Würzburg, Am Hubland, 97074 Würzburg cDepartment Urban and Spatial Planning, University of Applied Sciences Erfurt, Schlüterstraße 1, 99089 Erfurt Abstract The urban settlement development of the past centuries was characterized by the process of suburbanization. Cur- rently, the process of (re-) urbanization in metropolitan areas leads to population growth. This increase results in even more traffic participants in highly condensed areas and thus challenging the urban mobility system. Capacity and frequency of service of public transportation, a city’s layout and road capacities constrain urban traffic. Transi- tions in travel behavior in Germany (e.g. less young adults consider cars as status symbols, and thus car ownership decreases) as well as the introduction of new types of mobility, such as sharing systems and electric mobility exac- erbate the challenges for the future urban mobility. Both an expansion and modernization of the transportation sys- tem and an intelligent shift of traffic streams will help to overcome those challenges. Traffic simulation software is naturally used to derive results about public transportation in metropolitan areas. With the help of agent-based modeling, however, human behavior in a certain research area can be modeled according to pre-defined rules and variables.
    [Show full text]
  • A Microscopic Simulation Study on Sirat Expressway Emelie Fransson
    LiU-ITN-TEK-A--18/004--SE Driving behavior modeling and evaluation of merging control strategies - A microscopic simulation study on Sirat Expressway Emelie Fransson 2018-02-16 Department of Science and Technology Institutionen för teknik och naturvetenskap Linköping University Linköpings universitet nedewS ,gnipökrroN 47 106-ES 47 ,gnipökrroN nedewS 106 47 gnipökrroN LiU-ITN-TEK-A--18/004--SE Driving behavior modeling and evaluation of merging control strategies - A microscopic simulation study on Sirat Expressway Examensarbete utfört i Transportsystem vid Tekniska högskolan vid Linköpings universitet Emelie Fransson Handledare Ellen Grumert Examinator Johan Olstam Norrköping 2018-02-16 Upphovsrätt Detta dokument hålls tillgängligt på Internet – eller dess framtida ersättare – under en längre tid från publiceringsdatum under förutsättning att inga extra- ordinära omständigheter uppstår. Tillgång till dokumentet innebär tillstånd för var och en att läsa, ladda ner, skriva ut enstaka kopior för enskilt bruk och att använda det oförändrat för ickekommersiell forskning och för undervisning. Överföring av upphovsrätten vid en senare tidpunkt kan inte upphäva detta tillstånd. All annan användning av dokumentet kräver upphovsmannens medgivande. För att garantera äktheten, säkerheten och tillgängligheten finns det lösningar av teknisk och administrativ art. Upphovsmannens ideella rätt innefattar rätt att bli nämnd som upphovsman i den omfattning som god sed kräver vid användning av dokumentet på ovan beskrivna sätt samt skydd mot att dokumentet ändras eller presenteras i sådan form eller i sådant sammanhang som är kränkande för upphovsmannens litterära eller konstnärliga anseende eller egenart. För ytterligare information om Linköping University Electronic Press se förlagets hemsida http://www.ep.liu.se/ Copyright The publishers will keep this document online on the Internet - or its possible replacement - for a considerable time from the date of publication barring exceptional circumstances.
    [Show full text]
  • Development of a Simulation and Evaluation Environment for a Traffic Flow Analysis System
    University of Louisville ThinkIR: The University of Louisville's Institutional Repository Electronic Theses and Dissertations 12-2010 Development of a simulation and evaluation environment for a traffic flow analysis system. Peter Bernhardt 1973- University of Louisville Follow this and additional works at: https://ir.library.louisville.edu/etd Recommended Citation Bernhardt, Peter 1973-, "Development of a simulation and evaluation environment for a traffic flow analysis system." (2010). Electronic Theses and Dissertations. Paper 103. https://doi.org/10.18297/etd/103 This Master's Thesis is brought to you for free and open access by ThinkIR: The University of Louisville's Institutional Repository. It has been accepted for inclusion in Electronic Theses and Dissertations by an authorized administrator of ThinkIR: The University of Louisville's Institutional Repository. This title appears here courtesy of the author, who has retained all other copyrights. For more information, please contact [email protected]. DEVELOPMENT OF A SIMULATION AND EV ALUA nON ENVIRONMENT FOR A TRAFFIC FLOW ANALYSIS SYSTEM By Peter Bernhardt Diplom-Wirtschaftsinformatiker (FH), Wildau, 2000 A Thesis Submitted to the Faculty of the Speed School of the University of Louisville In Partial Fulfillment of the Requirements for the Degree of Master of Science Department of Industrial Engineering University of Louisville Louisville, Kentucky December 20 1a Copyright 2010 by Peter Bernhardt All rights reserved DEVELOPMENT OF A SIMULATION AND EVALUATION ENVIRONMENT FOR A TRAFFIC FLOW ANALYSIS SYSTEM By Peter Bernhardt A Thesis approved on July 14,2010 by the following Thesis Committee: Professor Dr. William E. Biles, Thesis Director Professor Dr. Gerald W. Evans Dr.' C.-fiffiOthY Hardin 11 DEDICATION This thesis is dedicated to my parents who always believed in me and gave me the freedom to pursue my dreams.
    [Show full text]
  • Vorlage Pressemitteilung Englisch
    PRESS RELEASE ITS World 2018: PTV Group honoured as ambassador for Mobility as a Service (MaaS) PTV presents sustainable mobility solutions for a liveable city at the World Congress for Intelligent Transport Systems (ITS) in Copenhagen Karlsruhe/Copenhagen, 18 September 2018. PTV Group has been awarded at the 25th ITS World Congress in Copenhagen for its commitment to Mobility as a Service. Ralf Frisch, Solution Director at PTV, was officially recognized for his role as an active ambassador for Mobility-as-a-Service by the MaaS Alliance, a public- private partnership. Vincent Kobesen, CEO of PTV Group, says: ‘The MaaS-Alliance award reinforces our activities to further strengthen our commitment to Mobility as a Service. We are developing advanced component technologies that enable MaaS offerings to be evaluated quickly and efficiently. Together with several cities and automobile manufacturers, we are evaluating the introduction of these services, KPIs and corresponding parameters as part of studies and what-if scenarios. They should enable MaaS and ultimately the fleets of autonomous vehicles to become part of the entire transport ecosystem’. At the 25th ITS World Congress until 21 September in Copenhagen, PTV Group presents its activities for future-oriented solutions for cities that want to optimally design mobility for people and goods for their urban space. The integrated consideration of all aspects of transport - such as air quality, e-mobility, Mobility as a Service (MaaS), transport logistics or autonomous driving - is the core competence of the enterprise. PTV technology supports the sustainable, efficient and safe implementation of mobility offers and services. Focus on quality of life - this year's trade fair motto How urban mobility will be shaped in the future will determine our quality of life to a large extent.
    [Show full text]
  • Public Transport Planning Perfect Services Along Line for Passengers and Partners
    PUBLIC TRANSPORT PLANNING PERFECT SERVICES ALONG LINE FOR PASSENGERS AND PARTNERS Sonal Ahuja www.ptvgroup.com Riyadh 10h November 2013 TRAFFIC SOFTWARE www.ptvgroup.com page 2 WHY DO WE NEED MODELS? TO ESTIMATE EFFECTS OF . new road infrastructure . Public Transport supply changes H . new New . demographical developments Commercial changes zone . mobility pricing (toll, parking) . Changes in Super 1 9 9 fuel costs , Maut Diesel 1 9 5 Peage , . regulative actions www.ptvgroup.com page 3 TRANSPORT MODELS – WHY DO WE NEED MODELS? Tools are necessary to support efficient investments into the transport systems to support achieving planning targets Knowledge of the current situation • counting volumes are restricted to separated points • models cover the whole network Forecast ability • Estimation techniques as e.g. trend extrapolation are not precise enough. They cannot respect realistic reaction on impacts caused by several factors ( demographic, price structure , land use, infrastructure...) Conclusions: decisions concerning traffic problems should be based on models good models must be carefully calibrated and validate with empirical data www.ptvgroup.com page 4 Use cases: public transport planning with PTV Visum PTV Visum supports users perfectly in many tasks: 1. Basic Analysis 2. Demand Matrix Analysis 3. Route, Network and Service Planning 4. Network and Service Analysis 5. Estimating the Number of Vehicles Required 6. Performance Indicators 7. Modeling of Fare Systems 8. Line Cost and Revenue Calculation 9. Joint Analysis of external
    [Show full text]
  • PTV GROUP Bericht
    TERMS OF USE §1 OBJECT OF THE AGREEMENT 1. PTV Planung Transport Verkehr AG, Haid-und-Neu-Str. 15, 76131 Karlsruhe (PTV) operates the route planning service (the "Service"). The fundamental technical features of the Service are described on the website as set out in Appendix 1. 2. The right to use the service is subject solely to these Terms of Use, in combination with PTV Planung Transport Verkehr AG's licence agreements for geographical and traffic data (LGT) and the licence terms and conditions for geodata and additional data (LGA) of PTV Planung Transport Verkehr AG. Their contents can be found at https://www.ptvgroup.com/en/terms-privacy/ Terms put forward by the User shall not form part of the agreement unless PTV recognises such terms in writing. 3. Use of the Service is only permitted for companies as defined in Section 14 BGB. PTV reserves the right to check the user's company status and to request supporting documentation. §2 REGISTRATION, CONCLUSION OF CONTRACT 1. Use of the Service is subject to registration. The registration is an offer by the user to PTV to conclude an agreement on use of the Service ("Licence Agreement") according to these terms of use. PTV reserves the right to accept or refuse this offer. 2. Registration may only be performed by persons who are entitled to legally represent the company for which the use of the Service is to apply. 3. The data requested by PTV when registering ("Registration Data") is to be entered accurately and in full. The user shall be obliged to amend any changes at a later date with regard to the Registration Data immediately.
    [Show full text]