Aleksandr Pilyasov (p), Nadezhda Zamyatina

The Siberian-Far Eastern model of transport multimodality is extremely original and reflects the originality of remote low-density spaces: it is always a combination of locally specific, short-range, often seasonal and roadless, "small" mode of transport (all-terrain vehicles, snowmobiles, ferries, cars) with "long", "large" , the main - neutral to the peculiarities of the local space (railways, airplanes, icebreakers, large sea tankers and passenger cruise ships, etc.). It is the optimization of the combination of the use of different types of transport in different seasons that has a tremendous practical value here.
Visible effects from multimodality can be obtained only at the centro-peripheral rather than hierarchical scheme of spatial organization, with clearly expressed inter-district service centers-transport hubs (which are overgrown with new functions intercepted from the centers of municipal districts). A very interesting separate case of the Siberian-Far Eastern multimodality is the annual northern import of critically important cargoes of food, coal, oil products to the regions of Siberia and the Far East with limited delivery times. In recent decades, there has been a shift from the "linear", caravan scheme of delivery of goods to the center-peripheral, feeder, when the cargo first "rushes" in major ports-centers, and then from them "landing" further, through small surrounding villages. In this scheme, the "hubs", local and inter-district logistics centers, in which the accumulation of goods occur, are necessarily identified, with their subsequent distribution through the local network of settlements.
Practice shows that test development of Siberian and Far Eastern multimodality is best performed on demonstration projects, on experimental flights. They are so organic for the highly risky and uncertain economic and natural conditions of Siberia and the Far East that they should be recognized as simply an immanent part of the transport process, an indispensable feature and characteristic of the local transport system. Without experiments on piloting passengers and cargo on new routes, in a new period of time, with new types of inter-transport complexing, with oversized, non-standard goods, there can be no development of a local transport system in Siberia and the Far East.
The study has been carried out under the grant of RGS-RFFR 17-05-41168 RGO_a "Zonal multimodal transport system as the basis of a new scheme for locating and developing the productive forces of Siberia and the Far East"

Aisling Reynolds-Feighan (p)

This paper presents a framework for the analysis of air traffic flows at varying spatial and temporal scales and demonstrates the utility of the framework for comparative analysis of major global region air transport patterns in the last 10 years. The framework sets out spatial, temporal and industry structures for assessing air traffic flows. The spatial dimension describes the distribution of air traffic across a system of airports or air traffic communities at national or continental scales. The spatial distribution may be further disaggregated to analyse traffic at OD pair (market) level, or airport pairs (segment) level. The temporal dimension examines variations in air traffic over a 12-month period and can capture the extent of seasonality in air traffic flows when viewed at monthly scale, or connectivity when viewed at daily scale. The industry dimension captures the industry market structure and can be used to assess the performance of the industry at aggregate level, or the extent of competition at individual carrier level. Bringing these aspects together allows for analysis of carrier network dynamics and community air service variability and vulnerability.

Hiroaki Shirayanagi (p), Yukisada Kitamura

Public transportation for movement within municipalities in Japan includes community buses operated by local governments in addition to railroads and buses operated by private enterprises. This system is adopted not only in rural areas but also in urban areas.
One main characteristic of the community bus is that the line was previously managed by a private company, but was abolished due to lack of profit resulting from a declining population, a declining birthrate, and an increasing popularity of automobiles. The line’s route is designed to service areas where there is no traffic. Therefore, it plays an important role for local residents, but the profitability is generally low and the deficit caused by the cost of operation is supplemented by taxes. Moreover, ensuring transparency about the administration is required to appropriately provide services that consider the mobility needs of local residents and satisfy them to some extent.
Our study focused on the differences in local residents’ willingness to pay (WTP) for community buses based on the different service levels (high service, low service, and no service). The community bus "Town Kuru", which runs in Neyagawa City (Osaka Prefecture), was studied. We surveyed the traveling means, time, cost, and WTP to commute to the city center using a questionnaire completed by local residents.
As a result, limited to bus users, the average WTP for community buses was 932 yen (per household/year) in high-service areas, 759 yen in no-service areas, and 578 yen in low-service areas. The average WTP in low-service areas was considerably lower than that in no-service areas. Even with the overall average value, that trend did not change. Furthermore, limited to bus users in low-service areas, the percentage of people with a WTP of 500 yen or less exceeded 60%.
Our study shows that residents’ dissatisfaction with traffic policies in low-service areas is reflected in the average WTP value. Also, securing a certain level of community bus service is socially desirable because the fact that the WTP in low-service areas is lower than the WTP in no-service areas is not ideal - not only for bus users but also for society.

Taede Tillema (p), Jan Francke

The Dutch coalition agreement “Confidence in the Future” (October 2017) states that a nationwide distance-based road pricing system for heavy goods vehicles (‘Maut’) is to be implemented as soon as possible. It will use the same registration and payment system as neighbouring countries (i.e. Germany and Belgium), such that vehicles do not need to install additional hardware. In consultation with the sector, revenues from the charge are to be used to lower motor vehicle taxes on trucks and to increase ‘innovation and sustainability’ within the sector.

In this paper we aim to give greater insight into effects of a distance-based road pricing system for heavy goods vehicles. We do this by drawing up a conceptual model, which maps how a truck-kilometer charge on (parts of) the road network influences various components of the freight transport system. A distinction is made between markets/layers where supply and demand come together and we map first and second order effects. Based on characteristics (i.e. price and quality) of the product or service, market parties or actors, such as carriers, shippers and costumers make choices and agreements. The kilometre charge may lead to changes in traffic and transport behaviour and may (hypothetically) also have longer term spatial impacts (e.g. decisions regarding settlement locations, regional differences in growth). Within this paper we chart the strength of the various relationships (‘size of effects’) on the basis of insights from literature. In addition, both the conceptual model as well as the magnitude of effects were verified during a knowledge session with experts in the field of road pricing and goods transport.

Lars Westin (p), Jonas Westin

Within the Nordic countries, CBA has increasingly been developed and integrated as a standard tool in infrastructure assessment. Since the nighties, decisions regarding new measures and instruments became part of a formalised process to determine social benefits and costs of each investment. The national goal has been to obtain a socially efficient and sustainable provision of transport services for people and business throughout the country. While analysing the current methods and models used for this process, we are in this paper considering the impact of distance from a place to the national borders, for the possibility to obtain socially efficient decisions in this respect. We observe that in the nationally focused processes with the aim to offer the most efficient transport system, border regions may be undersupplied with transport services, if not the benefits of cross border traffic are explicit parts of the benefits. Previously, border regions have addressed this problem when they argue for cross-border investments. However, cross-border investments are not part of the ordinary decision process regarding measures directed toward the transport system within each country. In the Nordic case, there are no formal processes to handle cross-border measures and the details in the way CBA are calculated differ between the countries, the efficiency of the transport system near border may be reduced. Indications from studies at the European level also indicate that both the border regions, as well as the nations involved, may lose in growth due to this. In the paper, CBA for transport investments in cross-border regions is analysed and problematized. Suggestions for improvements are given.