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Over the past two years (2018-2019) European aviation has been confronted with serious capacity challenges and high levels of delay. Subsequently, the Covid-19 pandemic has revealed that the European airspace system lacks resilience and the ability to absorb demand shocks, be these in the form of increases or drops in air traffic. The provision of Air Traffic Management (ATM) data services holds the potential to boost the system’s resilience while enabling the development of virtual centers. Virtual centers, in turn, can make it possible to shift capacities in times of crisis of the kind we are facing today, where, for instance, a significant reduction of the capacity in one center may be needed. Building upon the first workshop on Enabling ATM Data Services, this second workshop aimed to share the latest progress made on the European Commission’s study as well as to provide an opportunity for an open discussion with key stakeholders. This brief summarises the presented results and captures the main reactions received to the study.

Abstract copyright UK Data Service and data collection copyright owner.The International Passenger Survey (IPS) aims to collect data on both credits and debits for the travel account of the Balance of Payments, provide detailed visit information on overseas visitors to the United Kingdom (UK) for tourism policy, and collect data on international migration. International Passenger Survey and COVID-19The Office for National Statistics notes that International Passenger Survey (IPS) interviewing was suspended on 16 March 2020 because of the coronavirus (COVID-19). It is not certain when it will resume.Travel and tourism estimates for Quarter 1 (Jan to Mar) 2020 have been published to make the best possible use of the available data. The ONS expect that publishable estimates for March 2020 can be produced using the data collected up to 16 March 2020. The data available from UKDS covers Quarter 1 2020 with four subject areas, termed 'Airmiles', 'Alcohol', 'Qregtown' and 'Qcontact'. These files can be joined together using the variables YEAR, SERIAL, FLOW and QUARTER.No IPS data will be collected for the period when the survey is not operational, and the usual travel and tourism outputs from the IPS will not be published for this period. However, the IPS team will publish information to help users to understand trends in total international travel, based on the available administrative data from the Civil Aviation Authority (CAA) and the Department for Transport (DfT). This will provide figures on numbers of international journeys arriving into and departing from the UK, but there will be no information about the characteristics of these passengers. Further information can be found on the ONS Travel Trends webpage. Main Topics: Each of the four subject areas covers different topics:'Airmiles': quarter; flow; serial; UK port or route; direct leg overseas port; final overseas port; distance from UK port to first port; from first to second port; from UK port to second port'Alcohol': year; quarter; month; flow; serial; money spent on spirits; wine; beer; champagne; cigarettes; hand-rolled and other tobacco'Qreg': year; quarter; month; flow; serial; towns stayed in overnight; details of type of accommodation; number of nights spent in towns; expenditure in towns; regional stay weight; regional visit weight; regional expenditure weight; various validation checks'Qcontact': year; quarter; month; flow; serial; nationality; country of visit/residence; UK counties; date visit began; purpose of visit; intended length of stay; number of people; package tour and cost; expenditure pre-, post- and during visit; flight prefix and suffix; first carrier air or shipping line; direct leg overseas port; final overseas port; long- or short-haul; type of vehicle; number travelling in vehicle; fare type and cost; class of travel; business trip; type of flight; flight origin or destination; gender; age group; UK port or route; quality of response; date of interview; money transfer, net and total expenditure; type of transport; arrivals (number of adults); departures (type of travelling group, number of adults and children); weighting variables; various validation checks Multi-stage stratified random sample Face-to-face interview

Around 75% of European cargo transport operations in terms of ton-kilometers are performed by trucks, which, in turn, entail massive environmental and societal impacts. Prior to the COVID-19 pandemic, road freight was projected to increase by around 40% by 2030 and by little over 80% by 2050. To support the greening of cargo operations, the European Green Deal calls for a substantial part of the inland freight traffic to shift away from road towards cleaner modes such as rail, inland waterways and short-sea shipping. The subsequent Sustainable and Smart Mobility Strategy stipulates that rail freight traffic should increase by 50% by 2030 and double by 2050, whereas transport by inland waterways and short sea shipping should increase by 25% by 2030 and by 50% by 2050. In this context, the European Commission has pledged to substantially revamp the framework for multimodal transport by revising the Combined Transport Directive, among other instruments. The scarcity of transhipment infrastructure, and of inland multimodal terminals, in particular, would need to be addressed, and missing links in multimodal infrastructure closed. Moreover, work is underway to establish a common framework for the harmonised measurement of transport and logistics-related greenhouse gas emissions based on global standards. This stands to empower consumers and businesses to make more sustainable delivery and transport choices through the provision of adequate information on the climate footprint as well as on the available alternatives of their deliveries. Inspired by the discussions at the 8th Florence Intermodal Forum, this policy brief reflects on the various measures to green European cargo operations, with a focus on boosting the share of multimodal freight and creating a common carbon accounting framework.

_; This proposal adopts a holistic approach to strategic transport investment by discussing the wider economic impacts (WEIs) analysis method in terms of several dominant and emerging methods. The WEIs analysis goes beyond the effects captured in a standard cost-benefit analysis (CBA). A CBA addresses the market for transport services and infrastructure access but neglects the wider impacts on other markets. These wider impacts usually relate to agglomeration, market power, and the behavioral adaptions of firms and households. The high uncertainty in land use changes indicates that WEIs tend to occur in different forms on multiple spatial scales, varying by place and time. Additionally, some activities, such as education, have no direct market value, but may indirectly contribute to the overall economic output and human capital development in cities and regions. Given that the conventional elasticity methods are not goal oriented, it is important to ensure that the WEIs analysis accounts for the stakeholder-specific costs and benefits. Assuming that it is possible to consider all WEIs through theoretical models, major efforts should focus on establishing and maintaining appropriate methodologies and tools. The social and environmental data needed to address biodiversity issues should also be improved and promoted. Complementary to the WEIs, understanding how the behavior of agents changes in response to the new transport options will help clarify the long-term implications of transportation. This will suggest new strategies (territorial appropriation), approaches/ techniques to feasibility, and ?place-based? interrelations, that is, specific interrelations in places. This last aspect is especially important in the current context of the COVID-19 pandemic, which has affected and will likely change transportation behaviors and transport demand in the dynamic future.

This paper considers two current challenges in the governance of maritime transport, specifcally container shipping. The frst is the oligopolistic market structure of container shipping, the downsides of which became evident during the COVID-19 pandemic. The second challenge is climate change, both the need to reduce emissions to zero by 2050 and to adapt to efects that are already locked in. The paper reviews the academic and policy literature and unveils a link between these market and environmental challenges which result from a focus on efciency without considering negative efects such as diseconomies of scale and induced trafc, leading to a continued rise in total industry carbon emissions. The review likewise identifes links in how policy-makers react to the two challenges. Regulators could remove anti-trust exemptions from carriers, and policy-makers are being pushed to provide strict decarbonisation targets with a coherent timeline for ending the use of fossil fuels. Recent thinking on ecological economics, degrowth and steady-state economics is introduced as the paradigm shift that could link these two policy evolutions.

As a prime contender to revolutionise the global auto industry, automated vehicles deployment in cities and within the transport ecosystem requires further investigation. This has also become a prime concern because of the current Covid-19 situation. The introduction of automated minibuses could cause major modal shifts towards or away from public transport. Thus, it is crucial to predict potential deployments and determine their implications to avoid repeating an individual-centric mobility model. This paper suggests possible future scenarios of automated minibuses deployment and calculates the environmental impact through externalities caused by these modal shifts (from traditional transport to automated minibuses). Based on scenario planning and externalities calculations, a methodology is presented and applied to a case study of Geneva using data from a mobility census of Geneva in 2015 and insights from a European project, AVENUE. First, the analysis presents marginal external costs for the automated minibuses. Then, it describes 3 scenarios that highlight the integration of the automated minibuses in public transport and their effects on modal shares. The assessment shows that replacing all cars with automated minibuses produces the best savings of externalities. Replacing all buses with automated minibuses leads to higher externalities. The integration of the automated minibuses as part of mobility-as-a-service MaaS is the most feasible and scalable. The study emphasises the role of targeted policies to optimise the benefits of automated minibuses.