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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.

Коронавирусът промени много дейности и сектори, но едва ли другаде те са толкова ускорени, видими и преки, колкото в туристическата индустрия. Ограниченията за пътуване във връзка със здравната криза нанесоха тежки щети на туризма, който има важен принос за всяка икономика. Към април 2020 г. авиоиндустрията отчита 80% спад в полетите в сравнение със същия период през 2019 г. В зависимост от продължителността на кризата, разгледаните възможности показват, че потенциалният спад варира между 60-80% в международната туристическа икономика през 2021 г. Основната цел в настоящата разработка е да се проучи негативното въздействие на COVID-19 върху авиокомпаниите и международния туризъм. В научното изследване се прилагат редица общовалидни научни методи – наблюдение, анализ, синтез, аналогия, сравнение и други. Резултатите от научното изследване са изведените специфични мерки за развитието на туризма, свързани със здравни протоколи за безопасно пътуване, информационни приложения за посетители, кампании за насърчаване на вътрешния туризъм и план за възстановяване на туризма в дестинациите, чрез насърчаване на иновациите и инвестициите Abstract Coronavirus has changed many activities and sectors, but nowhere else are they as accelerated, visible and direct as in the tourism industry. Travel restrictions due to the health crisis have severely damaged tourism, which has made an important contribution to any economy. As of April 2020, the aviation industry reports an 80% decline in flights compared to the same period in 2019. Depending on the duration of the crisis, the considered possibilities show that the potential decline varies between 60-80% in the international tourism economy in 2021. The aim of this study is to examine the negative impact of COVID-19 on airlines and international tourism. A number of universally valid scientific methods are applied in scientific research – observation, analysis, synthesis, analogy, comparison and others. The result of the research is the specific measures for the development of tourism, related to health protocols for safe travel, information applications for visitors, campaigns to promote domestic tourism and a plan to restore tourism in destinations by promoting innovation and investment. JEL: L83

Air Traffic Management (ATM) is a set of services which every State must provide for the safe and efficient operation of air traffic. Today, it is almost entirely financed by user fees according to the “user pays” principle. Until today, the “user” has always been assumed to be the airspace user, normally an airline. This system comes under pressure today: current Single European Sky (SES) regulation is built on the assumption that air traffic in Europe continuously increases. Thus, the financing of ATM would be secured by increasing revenue due to higher traffic volumes. Technological progress and efficiency gains should lead to reduced cost and lower environmental footprint of aviation while increasing safety and capacity. Two crises – the financial and banking crisis of 2008 and more recently the COVID-19 pandemic – show that the assumptions of this regulatory framework are wrong. Additionally, there is the question of who the actual “users” are. Does ATM only serve paying airlines, or are there some services which are provided in the public interest? Turning the wheel back and promoting a full cost recovery financing model would be contrary to the logic of regulating monopolistic infrastructure providers. But it is a fact that recent events raise the question as to whether the current financing model, which is ultimately market based, is still adequate. With the pressure to increase the efficiency of the SES for environmental reasons, one may wonder whether some baseline public financing for the critical infrastructure portion of the ATM – which could be different from country to country – could not mean a step towards a better charging scheme and therefore a step towards the leading ideas behind the SES and the European Green Deal. In light of the above, the 19th Florence Air Forum brought together relevant stakeholders to discuss opportunities and challenges for ATM financing.

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.

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.

In this study, the situation of the Turkish aviation industry during COVID-19 was examined. Turkish aviation industry entered a rapid growth phase in the 21st century, great developments were achieved in aviation with the investments made, and the share received from the world aviation industry grew day by day. However, this growth has been hit hard by the emerging COVID-19 pandemic. There have been great losses in passenger and freight transport. It is considered that the compensation of these losses will take a long time. In addition, in this study, the steps taken by the aviation authority and aviation companies to prevent the pandemic and to reduce its effects for the COVID-19 pandemic were evaluated.

L' apparition du Covid-19 en tant qu'urgence sanitaire mondiale et la crise socio-économique qui en résulte mettent à l'épreuve les structures mondiales de coopération. Ces défis donnent naissance à de nouvelles formes et expressions de solidarité transnational.

_; 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.

The impact of the global crisis caused by the COVID-19 pandemic is pervasive and affects all countries and economic sectors. However, some businesses, that have been more resilient to its adverse effects than others, for which the negative effect has been catastrophic, can stand out. There are also differences in the size of the companies, as the small ones turned out to be more flexible and therefore suffered smaller losses. The article analyses the main financial indicators of global industries and their dynamics during the crisis, paying special attention to two of them – air transport and shipping. The main conclusion is that shipping, and in particular container transport, has proved to be more sustainable, while air transport has suffered huge losses. The explanation is that when people stop traveling to markets and goods, goods travel to people.

Dictamen elaborat en el context de desconfinament davant l'emergència provocada per la COVID-19. Ruling release prepared in the context of deconfinement to the emergency caused by COVID-19. Dictamen elaborado en el contexto de desconfinamiento ante la emergencia provodada por la COVID-19.