DOCSLIB.ORG

Narrative Report

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Narrative Report Narrative Report Midlands Connect – Work Package 5b International Gateways 16 November 2016 Mott MacDonald Mott MacDonald House 8-10 Sydenham Road Croydon CR0 2EE United Kingdom T +44 (0)20 8774 2000 F +44 (0)20 8681 5706 mottmac.com Midlands Connect c/o WMCA 16 Summer Lane Narrative Report Birmingham B19 3SD 371085 NR 1 UK Midlands MCConnect WP5b - Narrative – Report Work - rev12_AdK.docx Package 5b Mott MacDonald International Gateways 16 November 2016 Issue and Revision Record Revision Date Originator Checker Approver Description Issue 1 16112016 Various AdK JC Draft Narrative Report Issue 2 05122016 AdK AdK JC Draft Narrative Report Issue 3 15122016 WH, AdK AdK JC Draft Narrative Report Issue 4 20122016 WH,AdK KA JC Draft Narrative Report Information class: Standard This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose. We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an er ror or omission in data supplied to us by other parties. This document contains confidential inf ormation and proprietar y intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it. This report has been prepared solely for use by the party which commissioned it (the ‘Client’) in connection with the captioned project. It should not be used for any other purpose. No person other than the Client or any party who has expressly agreed terms of reliance with us (the ‘Recipient(s)’) may rely on the content, information or any views expressed in the report. We accept no duty of care, responsibility or liability to any other recipient of this document. This report is confidential and contains proprietary intellectual property. No representation, warranty or undertaking, express or implied, is made and no responsibility or liability is accepted by us to any party other than the Client or any Recipient(s), as to the accura cy or completeness of the information contained in this report. For the avoidance of doubt this report does not in any way purport to include any legal, insurance or financial advice or opinion. We disclaim all and any liability whether arising in tort or contract or otherwise which it might otherwise have to any party other than the Client or the Recipient(s), in respect of this report, or any information attributed to it. We accept no responsibility for any error or omission in the report which is due to an error or omission in data, information or statements supplied to us by other parties including the client (‘Data’). We have not independently verified such Data and have assumed it to be accurate, complete, reliable and current as of the date of such in formation. Forecasts presented in this document were prepared using Data and the report is dependent or based on Data. Inevitably, some of the assumptions used to develop the forecasts will not be realised and unanticipated events and circumstances may occur. Consequently Mott MacDonald does not guarantee or warrant the conclusions contained in the report as there are likely to be differences between the forecasts and the actual results and those differences may be material. While we consider that the information and opinions given in this report are sound all parties must rely on their own skill and judgement when making use of it. Under no circumstances may this report or any extract or summary thereof be used in connection with any public or private securities offering including any related memorandum or prospectus for any securities offering or stock exchange listing or announcement. Contents Executive summary 8 1 Introduction 12 1.1 Scope of report and report structure 12 1.2 Sources of data and information used in this report 12 1.3 Midlands airports profile 14 1.4 Global aviation market growth context 14 1.5 Drivers of long-term traffic growth 16 1.6 Long-term passenger forecast 19 1.7 Long-term cargo forecast 20 1.8 Midlands airports growth in the global context 21 1.9 Enablers for growth 25 1.9.1 UK Air Passenger Duty (APD) 25 1.9.2 Air Service Agreements 27 2 The air business passenger market 29 2.1 Airports – Connecting the Midlands businesses to the World 29 2.2 Size of the market 30 2.3 Analysis of the Midlands airport route network 35 2.4 Key destination analysis for the Midlands business air passengers 41 3 Airports surface access baseline analysis 48 3.1 Introduction 48 3.2 Key airports location and catchment area 48 3.3 Airport surface access trends 51 3.4 Airport choice and modal split 55 3.4.1 Business passengers and their choice of airports 56 3.4.2 Public transport availability at early morning and late evening airport peaks 56 3.4.3 Leisure passengers and their choice of airports 57 3.4.4 Business passengers and their modal split 58 3.5 Midlands airports public surface access characteristics 58 3.5.1 Birmingham Airport – Access via rail 58 3.5.2 Birmingham Airport – Access via bus 61 3.5.3 Birmingham Airport – Access via coach 61 3.5.4 East Midlands Airport – Access via bus / coach 65 4 High Speed Two and other surface access developments 70 4.1 Introduction 70 4.2 Impact of HS2 on airport access times 72 4.2.1 Regional level 72 4.2.2 City level 77 4.3 Impact of HS2 on Birmingham Airport 81 4.4 Further UK new rail infrastructure projects 83 5 Potential overflow from the Southeast airports 85 5.1 Introduction 85 5.2 Size of the market in the Southeast 86 5.3 Future overflow from the Southeast 89 6 Air freight 94 6.1 Overview of the air freight market within a global and UK context 94 6.2 Air freight baseline - size of the market 96 6.3 Air freight characteristics 97 6.4 Summary of cargo route network 98 6.5 Trade summary 100 6.6 Demand for air cargo in the Midlands 101 6.7 Access of air cargo services to the Midlands 102 6.8 Opportunities for air freight developments in the Midlands 104 7 From gaps to strategic interventions 105 7.1 Introduction 105 7.2 Strategic interventions 105 7.3 Next steps under WP5b – International Gateways 107 7.4 Recommended further work 108 Appendices 109 A. Major road infrastructure projects UK 110 B. Passengers volumes and characteristics maps 112 Executive summary The Midlands region has £210bn GVA produced and 10.3 million inhabitants, and is the second largest economy and the second largest conurbation of the UK after the London and Southeast region. The Midlands is also the ‘export powerhouse’ of the UK, with 17% of national exports originating in the region and a growth rate that is forecast to be above the national average. On 25 October 2016, the Government announced its support for a new runway at Heathrow to address the capacity constraints of the Southeast. This is a positive news for the UK aviation industry – now it i s the opportunity to put forward the Midlands aviation connectivity requirements. The Midlands market and the London market are complementary: there is no conflict between the Heathrow decision and supporting the growth of airports serving the Midlands region. The Midlands has thriving businesses developing their activities in the region, a growing regional economy and increasing high-value export volumes. Air connectivity and accessibility are key requirements for businesses, especially in a context of globalised markets and rapidly growing emerging economies, leading to worldwide aviation demand that is forecast to double in the next 20 years to 7.2 billion annual passengers. Aviation connectivity for the Midlands must be on the agenda of decision makers so that the powerful asset that is Midlands region can maximise its economic potential and deliver benefits for the country’s economy as a whole. The key air access gateways to the Midlands are Birmingham Airport and East Midlands Airport. These airports served 15 million passengers in 2015, while the East and West Midlands regions were the origin or destination for 20 million air travellers. This indicates that Birmingham and East Midlands airports generally cater well for the demands of air travellers in the region, but that there is scope for improvement. These two airports are central to this Narrative Report, which contains the findings of the work undertaken by Mott MacDonald as part of Midlands Connect Work Package 5b – International Gateways. It is an evidence-based study that covers four analysis themes that are of absolute importance to support Midlands businesses growth, as summarised below and elaborated in the report: 1. The air business passenger market in the Midlands Birmingham Airport is generally successful in serving the needs of businesses travellers in its catchment area (mainly the West Midlands) with a good range of destinations and short access time. Business passengers are time sensitive travellers and choose airports primarily based on availability of direct connections with convenient schedules, and access time to airports. Markets where accessibility can be improved are Eastern Europe (where a large share of travellers use London Luton Airport) and North America (where a majority of passengers choose London Heathrow airport). Businesses in the East Midlands region are less well-served. Where direct services are available (mainly on domestic routes), East Midlands Airport is chosen.
Load more

Recommended publications
  • Current Issues Note 17 Defining and Measuring Metropolitan Regions by Alan Freeman (GLA Economics) Copyright
    Current Issues Note 17 Defining and measuring metropolitan regions By Alan Freeman (GLA Economics) copyright Greater London Authority June 2007 Published by Greater London Authority City Hall The Queen’s Walk London SE1 2AA www.london.gov.uk enquiries 020 7983 4000 minicom 020 7983 4458 ISBN: 978 1 84781 041 0 Cover photograph © GLA Economics This publication is printed on recycled paper For more information about this publication, please contact: GLA Economics telephone 020 7983 4922 email [email protected] GLA Economics provides expert advice and analysis on London’s economy and the economic issues facing the capital. Data and analysis from GLA Economics form a basis for the policy and investment decisions facing the Mayor of London and the GLA group. The unit is funded by the Greater London Authority, Transport for London and the London Development Agency. GLA Economics uses a wide range of information and data sourced from third party suppliers within its analysis and reports. GLA Economics cannot be held responsible for the accuracy or timeliness of this information and data. GLA Economics, the GLA, LDA and TfL will not be liable for any losses suffered or liabilities incurred by a party as a result of that party relying in any way on the information contained in this report. Current Issues Note 17: Defining and measuring metropolitan regions Contents Why London needs a common standard..........................................................................2 Size of core building block ..............................................................................................3
    [Show full text]
  • Expert and Government Review Comments on the IPCC WGIII AR5 Second Order Draft – Chapter 12
    Expert and Government Review Comments on the IPCC WGIII AR5 Second Order Draft – Chapter 12 Comment Chapter From From To To Line Comment Response No Page Line Page 23631 12 In this and in many other tables including units (ie Average built-up area density is likely km2) and more Not relevant anymore for revised chapter descriptive captions would be very helpful 23634 12 Is this table necessary? Not relevant anymore for revised chapter 23635 12 It would be very helpful with this table to include the population distribution (% urban/% rural) for each area Not relevant anymore for revised chapter 23641 12 the impact of decentralized systems do not appear to be considered here Not relevant anymore for revised chapter 23638 12 D- I have no idea what D is, namely what a1-a4 refer to, in part A I don't understand what the legend means for A Not relevant anymore in the revised and B chapter 23640 12 This table may be skewed because as you discuss earlier in the chapter, higher density cities are generally less Not relevant anymore for revised chapter developed and likely have less access to electricity 34229 12 Figure 12.18: The title for this figure is misleading: “Impact of urban density and GDP (PPP) on network length...” Not relevant anymore for revised chapter The term “impact” is too strongly causal. The graphed relationships here likely reflect a correlation of high poverty and poor living conditions with dense cities. Density doesn’t cause these things, though GDP might partly explain them. 34226 12 Table 12.9: I would start section 12.4 with this table and organize the section around it.
    [Show full text]
  • TRO 2013 Amendment 2 – Location Summaries
    Sevenoaks Joint Transportation Board - 10 March 2015 Appendix B TRO 2013 Amendment 2 – Location Summaries Town Sevenoaks Reference Amend 2-01 Location Granville Road (near No.5) Ward Town & St John's Informal consultation plan ref. Sevenoaks - 5 Granville Road - 260713 Informal 22nd March 2014 Informal 18th April 2014 consultation start consultation end Issue The District Council has had a request to introduce new parking restrictions near to the access to No.5 Granville Road to prevent obstructive parking. Requested by Local resident Informal Consultation Summary Properties consulted 31 Responses 2 (6.5%) In favour of proposals 2 (100%) Officer Recommendation after informal consultation Given the lack of objection at the informal consultation stage, the proposals should proceed to formal consultation. Formal Consultation Formal Consultation was carried out on the proposals, from 13th November to 7th December 2014, with letters to frontagers, notices on-street and in the local newspaper and documents on deposit at the Council Offices. The proposals were also shown on the Council’s website. Formal consultation plan ref: Sevenoaks - 5 Granville Road - 260614 Formal Consultation Summary Properties consulted 31 Responses 2 (6%) In favour of proposals 2 (100%) As the responses were in favour of the proposed changes and no objections were received, it is recommended that the proposals should (subject to the agreement of the Portfolio Holder) be implemented. Sevenoaks Joint Transportation Board - 10 March 2015 Appendix B TRO 2013 Amendment 2 – Location Summaries Town Sevenoaks Reference Amend 2-03 Location Dartford Road (outside Sackville Place) Ward Town & St John's Informal consultation plan ref.
    [Show full text]
  • An Innovative Organizational Arrangement for Comprehensive Water Services; the Thames Water Authority As a Model for Complex '
    .3 An Innovative Organizational Arrangement for Comprehensive Water Services; The Thames Water Authority as a Model for Complex ',. Urban Areas of the Great Lakes JONATHAN W. BULKLEY THOMAS A. GROSS September 1975 Research Project Technical Completion Report OWRT Project No. A-083-MICH Grant No. 14-31-0001-5022 Program in Resource Policy and Management School of Natural Resources ~\\lV 0, ~~~ Department of Civil Engineering z ; : College of Engineering ::::a - -... ~~ ~O) './ 1811 ~ . I I \, ..J .-_. __. ... .:..,.~- ..L. J ...;J...; " ..L..J.. c.t',"" '...., _n~,l_.>...J TNTPRTOR__•• - _.J. - D AN INNOVATIVE ORGANIZATIONAL ARRANGEMENT FOR COMPREHENSIVE WATER SERVICES r. The ~Thames Water Authority as a Model for Complex Urban Areas of the Great Lakes by ,/ Jonathan W. Bulkley Principal Investigator and C Thomas A. Gross Research Project Technical Completion Report OWRT Project No. A-083-MICH Grant No. 14-31-0001-5022 Research Investigation Period: January - September 1975 Submi tted to the Office of Water Research and Technology U.S. Department of the Interior Washington, D. C. Program in Resource Policy and Management School of Natural Resources Department of Civil Engineering College of Engineering The University of Michigan Ann Arbor, Michigan September 1975 ABSTRACT A need exists for regional consideration and eval­ uation of comprehensive water services in complex urban areas. The Thames Water Authority (TWA) in England pro­ vides such comprehensive water services to the entire Thames River Basin including metropolitan London; an area of 5000 square miles with a population of 12 million. In recognition of the possible application of such a con­ cept to complex urban areas of the Great Lakes, the prin­ cipal investigator spent six months as a participant-observer with the Authority and provides a detailed description of its organization and operation.
    [Show full text]
  • Beyond the Compact City: a London Case Study – Spatial Impacts, Social Polarisation, Sustainable 1 Development and Social Justice
    University of Westminster Duncan Bowie January 2017 Reflections, Issue 19 BEYOND THE COMPACT CITY: A LONDON CASE STUDY – SPATIAL IMPACTS, SOCIAL POLARISATION, SUSTAINABLE 1 DEVELOPMENT AND SOCIAL JUSTICE Duncan Bowie Senior Lecturer, Department of Planning and Transport, University of Westminster [email protected] Abstract: Many urbanists argue that the compact city approach to development of megacities is preferable to urban growth based on spatial expansion at low densities, which is generally given the negative description of ‘urban sprawl’. The argument is often pursued on economic grounds, supported by theories of agglomeration economics, and on environmental grounds, based on assumptions as to efficient land use, countryside preservation and reductions in transport costs, congestion and emissions. Using London as a case study, this paper critiques the continuing focus on higher density and hyper-density residential development in the city, and argues that development options beyond its core should be given more consideration. It critiques the compact city assumptions incorporated in strategic planning in London from the first London Plan of 2004, and examines how the both the plan and its implementation have failed to deliver the housing needed by Londoners and has led to the displacement of lower income households and an increase in spatial social polarisation. It reviews the alternative development options and argues that the social implications of alternative forms of growth and the role of planning in delivering spatial social justice need to be given much fuller consideration, in both planning policy and the delivery of development, if growth is to be sustainable in social terms and further spatial polarisation is to be avoided.
    [Show full text]
  • The Prerogative and Environmental Control of London Building in the Early Seventeenth Century: the Lost Opportunity
    The Prerogative and Environmental Control of London Building in the Early Seventeenth Century: The Lost Opportunity Thomas G. Barnes* "What experience and history teach is this-that people and governments never have learned anything from history or or acted on principles deducted from it." Undaunted by Hegel's pessimism, Professor Barnes demonstrates that our current concern for the environment is not as new as we might suppose. The most considerable, continuous, and best docu- mented experiment in environmental control in the Common Law tradition was conducted before the middle of the seventeenth century. An almost accidental circumstance determined that this experiment would become a lost opportunity. Now if great Cities are naturally apt to remove their Seats, I ask which way? I say, in the case of London, it must be West- ward, because the Windes blowing near . [three-fourths] of the year from the West, the dwellings of the West end are so much the more free from the fumes, steams, and stinks of the whole Easterly Pyle; which where Seacoal is burnt is a great matter. Now if [it] follow from hence, that the Pallaces of the greatest men will remove Westward, it will also naturally fol- low, that the dwellings of others who depend upon them will creep after them. This we see in London, where the Noble- mens ancient houses are now become Halls for Companies, or turned into Tenements, and all the Pallaces are gotten West- ward; Insomuch, as I do not doubt but that five hundred years hence, the King's Pallace will be near Chelsey, and the old building of Whitehall converted to uses more answerable to their quality, .
    [Show full text]
  • Studies in a Local Labour Market with Special Reference to Pay and Wastage. Phd Thesis, Middlesex Polytechnic
    Middlesex University Research Repository An open access repository of Middlesex University research http://eprints.mdx.ac.uk Cowling, Alan George (1977) Studies in a local labour market with special reference to pay and wastage. PhD thesis, Middlesex Polytechnic. [Thesis] This version is available at: https://eprints.mdx.ac.uk/6536/ Copyright: Middlesex University Research Repository makes the University’s research available electronically. Copyright and moral rights to this work are retained by the author and/or other copyright owners unless otherwise stated. The work is supplied on the understanding that any use for commercial gain is strictly forbidden. A copy may be downloaded for personal, non-commercial, research or study without prior permission and without charge. Works, including theses and research projects, may not be reproduced in any format or medium, or extensive quotations taken from them, or their content changed in any way, without first obtaining permission in writing from the copyright holder(s). They may not be sold or exploited commercially in any format or medium without the prior written permission of the copyright holder(s). Full bibliographic details must be given when referring to, or quoting from full items including the author’s name, the title of the work, publication details where relevant (place, publisher, date), pag- ination, and for theses or dissertations the awarding institution, the degree type awarded, and the date of the award. If you believe that any material held in the repository infringes copyright law, please contact the Repository Team at Middlesex University via the following email address: [email protected] The item will be removed from the repository while any claim is being investigated.
    [Show full text]
  • Download the PDF
    DISPATCH FROM LONDON BY JOHN D. LANDIS A C C E S S 2 FIRST IMPRESSIONS Upon arriving in London (or any other major English city), the first thing an Amer- ican notices is how few SUVs, pickup trucks, and full-sized minivans are on the roads. This is partly because of gasoline’s high price, currently about $5.80 per US gallon, and partly because English roads and parking spaces are so narrow. However, things do seem to be changing. Sales of SUVs are rising, particularly among suburbanites with children, as are sales of seven-passenger multi-purpose vehicles, which are slightly smaller versions of American minivans. One also notices that all London Underground stations and many bus stops have real-time electronic signs informing riders of anticipated arrival times of the next few trains or buses. This technology is informative, not operational: it doesn’t help the trains or buses travel any faster. However, it does give riders confidence in the transit system’s reliability. Rather than wait for an indeterminate time until a train or bus arrives, riders know exactly how long they will have to stand around and fidget. It’s also notable that, whatever the law may say, pedestrians definitely don’t have the right-of-way when crossing an un-signalized intersection or street. This is particularly jarring for Californians, who, as pedestrians, are used to giving oncoming drivers the evil eye if they don’t stop. Given that the English refuse to make eye contact anywhere on any transportation system, greatly reducing certain social possibilities, my hometown right-of-way designation system simply doesn’t work in England.
    [Show full text]
  • Global City Theory in Question: the Case of London and the Logics of Capital
    GLOBAL CITY THEORY IN QUESTION: THE CASE OF LONDON AND THE LOGICS OF CAPITAL Dissertation Presented in Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy in the Graduate School of The Ohio State University By Delphine Ancien, M.A. * * * * * The Ohio State University 2008 Dissertation Committee: Approved by Professor Kevin R. Cox, Adviser Professor Nancy Ettlinger ________________________ Professor Edward J. Malecki Adviser Geography Graduate Program Professor Darla K. Munroe Copyright by Delphine Ancien 2008 ABSTRACT Since the 1980s the greater London area has been home to an increasingly large proportion of the British population, economic activities and profits; its population growth has been quite phenomenal. Many observers over the past few years have been warning that this growth threatens to be self-inhibiting. This has to do with London’s escalating housing costs. Housing shortages in turn tend to create labor shortages in low- skilled low-paying jobs as much as for middle-and-higher-income positions. This problem is quite common in large economically-booming cities, and even more so in what have been identified as ‘world’ or ‘global cities’, such New York City, Tokyo, and London. These cities are characterized, in particular, by their concentration of command and control functions of the world economy, and especially global financial functions. These have become a crucial aspect of capitalism in an era of increased globalization and financialization of capital. However, although the world city and global city literatures appear as a very important departure point for analyzing London’s housing crisis and, crucially from the standpoint of this dissertation, the ways different agents and coalitions of actors have been approaching this issue, I argue that it is necessary to go beyond the rather standard world/global city accounts that have ensued.
    [Show full text]
  • Cities and Public Policy: a Review Paper
    Cities and public policy: a review paper Future of cities: working paper Foresight, Government Office for Science Cities and public policy: a review paper Alan Harding and Brendan Nevin With Ken Gibb, Nicola Headlam, Paul Hepburn, Phillip Leather and Laura McAllister August 2015 This review has been commissioned as part of the UK government’s Foresight Future of Cities project. The views expressed do not represent policy of any government or organisation. Contents 1. Introduction ........................................................................................................................................4 2. Explicit urban policy ..........................................................................................................................8 Later area-based initiative policies ......................................................................................................12 3. Implicit urban policy .........................................................................................................................17 The regional distribution of identifiable public expenditure, 1998-99 to 2012-13 ................................. 18 The economic performance of UK cities: Domestic and international comparisons ............................. 25 4. Cities, sub-national governance and policy delivery .....................................................................27 The powers of cities ............................................................................................................................27
    [Show full text]
  • Migration Into London Is Spilling Into Towns Outside the Green Belt
    blo gs.lse.ac.uk http://blogs.lse.ac.uk/politicsandpolicy/archives/40695 Migration into London is spilling into towns outside the Green Belt Between the 2001 and 2011 censuses a new phenomenon emerged amongst migrants into the London region, which is that migrants are now spilling out into a number of towns outside the Green Belt. As Kerwin Datu describes, this creates new opportunities for a dynamic polycentric regional economy, but will also create new infrastructural and environmental stresses for which we must now be prepared. In the opening decades of the 21st century, one of the most distinct phenomena to have arisen regarding migration into the London region is the f act that many town centres outside the Green Belt now play host to growing numbers of migrants, f rom poorer and wealthier countries alike. Most migrants coming to London f rom poorer countries tend to settle in relatively inexpensive outer boroughs inside Greater London such as Brent, Hounslow and Newham, just as their predecessors have done f or several decades. And bef ore 2001, the only towns in the wider region to host migrants f rom poorer countries in similar proportions to these outer boroughs were Luton and Slough, and perhaps parts of Crawley and High Wycombe. We may also include Moor Park in Three Rivers just north of Hillingdon, though this is in f act home to rather well-to-do South Asians. Figure 1 – Settlement patterns of migrants from poorer countries prior to 2001 Source: Author. Since 2001 Mig rants fro m p o o re r co untrie s arriving b e fo re 2001 se ttle d in fe w to wns o utsid e Gre ate r Lo nd o n, the mo st p ro mine nt co nce ntratio ns b e ing in Luto n to the no rth and Slo ug h imme d iate ly to the we st.
    [Show full text]
  • Expanding Airport Capacity
    Expanding Airport Capacity: Competition and Connectivity The case of Gatwick and Heathrow Country-Specific Policy Analysis Expanding Airport Capacity: Competition and Connectivity The case of Gatwick and Heathrow Country-Specific Policy Analysis THE INTERNATIONAL TRANSPORT FORUM The International Transport Forum at the OECD is an intergovernmental organisation with 54 member countries. It acts as a strategic think tank with the objective of helping shape the transport policy agenda on a global level and ensuring that it contributes to economic growth, environmental protection, social inclusion and the preservation of human life and well-being. The International Transport Forum organises an Annual Summit of ministers along with leading representatives from industry, civil society and academia. The International Transport Forum was created under a Declaration issued by the Council of Ministers of the ECMT (European Conference of Ministers of Transport) at its Ministerial Session in May 2006 under the legal authority of the Protocol of the ECMT, signed in Brussels on 17 October 1953, and legal instruments of the OECD. The Members of the Forum are: Albania, Armenia, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, People’s Republic of China, Croatia, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Italy, Japan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, United Kingdom and United States. The International Transport Forum’s Research Centre gathers statistics and conducts co-operative research programmes addressing all modes of transport.
    [Show full text]