Takaaki Okuda (p)

In this paper, we proposed a travel consumption model of foreign visitors in Japan, which consider their travel trips for tourism. The origin-destination table of foreign visitors has the same table format as input-output tables. If the expansion table of travel consumption in each region can be estimated, we can perform the calculation similar to the input-output analysis, by using the expansion table. If the number of foreign visitors in Japan from an international airport is increased, you can analyze which area travel consumption will increase.
And the Origin-Destination table of Chines is picked up and we built a travel consumption model of Chinese. In addition, we checked the accuracy of the model, by using the total number of foreign visitors in each prefecture which is listed in Japanese tourism and accommodation statistics. In Japan, the number of Chinese visitors to Japan who are arriving from Kansai Airport greatly increased from 2014 to 2016. If the estimated consumption in each prefecture is compared with its actual value, the correlation was a relatively high value of 0.994.
And using this model, the beneficiary area of a Chinese budget airline into international airports is identified in three metropolitan regions. As a result of this analysis, in the case that a Chinese budget airline is in service to Narita or Haneda airport, it is shown that the travel consumption of Chinese increases mainly in Tokyo metropolitan region. On the other hand, in the case that a Chinese budget airline is in service to Kansai or Chubu airport, it is cleared that the travel consumption of Chinese increases not only in Osaka and Nagoya metropolitan regions, but also in Tokyo metropolitan region.

Krister Sandberg (p), Backa Fredrik Brandt, Eva Lindborg, Mats Wiklund

In this study we link accessibility, at the public and individual level, to travel patterns. We find that a person’s travel pattern and travel options are affected by accessibility shaped by transport system configuration, land use, time restrictions, and individual circumstances. The findings confirm the perception that Sweden’s regions and various societal groups exhibit both similarities and major differences in accessibility that affect the existing opportunities in terms of linking residences, workplaces, leisure activities, etc. Differences in travel patterns are found in chosen transport modes, travel times, trip lengths, and trip purposes. For instance, high car and driving licence possession levels correlate with more trips by car, while a strong public transport offering correlates with more trips by public transport. Considering multiple factors simultaneously in a composite accessibility index, we still see a weak but positive link, i.e., better travel opportunities covary with more trips made.
However, the fact that some travel less than others does not necessarily mean that the conditions and assumptions concerning them are less favourable. Low mobility may be a matter of choice for a given group, and perhaps even sought for depending on attitudes. For other groups, low mobility may be less a matter of choice, and can impede their independence and participation in society. This is important to consider from the perspective of transport policy objectives, as it also affects the options available to various groups to adapt to changing circumstances. Consequently, degrees of mobility cannot be considered in isolation, whether the discussion concerns sustainability or fairness.
The study is based on a population classification in six ways. Three is based on individual data – age and gender, income, and functional impairment, and three based on geography – 1) Swedish Agency for Regional and Economic Growth’s municipality group classification 2) the Swedish National Council for Crime Prevention’s classification of socially disadvantaged urban areas, and 3) a geographical classification tied specifically to socioeconomic characteristics, where the areas are classified based on a composite metric of demography, finances, vehicle and population density, interests, and consumption. The last two classifications use information at a high level of resolution (10 000 areas). All together 37 groups are used.
Data from the Swedish National Travel Survey 2011–2016, complete public transport timetable data, official vehicle and drivers licence statistics at the household and individual level, and logsums calculated from SAMPERS (Swedish transport demand forecast model) are used in the analysis.

Seonggeun Kim (p)

A purpose of a management evaluation of the operating organization of an urban railway is to achieve the organization 's goal and improve the performance. Urban railways are operated to facilitate communication of urban traffic. An urban railway is operated by an entity which has obtained a license for the urban railway operation business based on relevant laws. The Urban Railway Corporation, established by the local government, operates an urban railway to promote local autonomy and improve residents' welfare.
Feasibility assessments are introduced and carried out at the planning stage of an urban railway project. At the operational stage, performance is evaluated through management evaluation. However, the management evaluation of the Urban Railway Corporation lacks the adequacy of the indicator system. Specifically, improvement of the indicator system in the public aspect is required.
The purpose of this study is to understand the management evaluation index of the Urban Railway Corporation and evaluate the appropriateness of it. The main contents of the study are introduction, theoretical review, and the adequacy analysis of evaluation index. The application of an improved management evaluation index system will have the effect of improving the passengers' convenience and increasing the utilization rate.