GS1 - E-freight: optimization of intermodal transport
The data extracted in January 2016 latest Eurostat data For more information, main tables and database update section expected in September 2017.
This article presents information on freight transport in the EU European Union, which includes the modes of rail road following air, maritime and inland waterway The ability to move goods safely, quickly and cost-effectively market is important for international trade, domestic trade and economic development, the rapid increase in world trade at the beginning of the global financial and economic crisis and the increasing integration of an enlarged Union alongside a range of economic practices including the concentration of production in fewer sites to achieve economies of scale, relocation, and just in time deliveries, may explain the relatively fast growth of freight transport in the EU.
However, tensions on congestion of transport infrastructure and delays, coupled with constraints on technical standards, interoperability and governance problems can slow the progress in the EU's freight transport sector.
Figure 1 Distribution of Modal domestic freight, 2013 1 inside tkm Source Eurostat rail_go_typeall iww_go_atygo road_go_ta_tott and road_go_ca_c and Eurostat calculations.
Figure 2 Change in domestic transport index of goods relative to GDP, 2003 13 1 seeds tran_hv_frtra Eurostat.
3 national and international road transport of goods in 2014 1 based on tkm transportation charge Source Eurostat road_go_ta_tott.
4 of airfreight, 2014 1000 tons Source ttr00011 Eurostat.
5 Gross weight of seaborne goods handled in ports, 1 million tons in 2014 Source Eurostat mar_go_aa.
Total freight transport within the EU-28 was estimated at more than 2 200 billion tkm tonne-kilometers in 2013; about three quarters of the total freight was transported on roads see Figure 1 road freight data used for this analysis were adjusted to allow a comparison of the three modes in terms of transport actually done in each territory; this in contrast to road freight data shown in Table 1 which are based on where the vehicles are registered, rather than when the carriage is more detailed information on adjustments to road freight data are available in an article separate focused exclusively on the division modal transportation fear.
From the EU-28 domestic cargo that has been transported by road 74 9 was more than four times higher than the part transported by rail 18 2, while the remaining 6 9 cargo transported in the EU-28 in 2013 was conducted along waterways in relation to the modal split in 2008, the share of inland freight transported by road was lower in 2013 0 6 percentage points while the share carried by inland waterway increased the same amount, the share carried by rail has remained stable note that this analysis only concerns the transport of goods in and that considerable quantities of goods can be transported by sea freight services and certain groups of products by air transportation and pipeline Note also that all domestic cargo transport within Cyprus and Malta was by road because of the absence of rail or inland waterway infrastructure; this was also the case in Iceland.
Road transport accounted for more than 90 inland freight transport in Ireland, Greece and Spain in 2013. However, road transport accounted for just over a third of inland freight transported in Estonia and Lithuania 3 36 33 4 and a little less than a fifth Latvia 18 8; in three of the Baltic Member States it remains three to four fifths of the total was transported by rail between a third and two-fifths of inland freight transported in Sweden, Slovenia and Slovakia was carried out by railway 2013; this was also the case in Switzerland.
More than one tenth of the total inland freight in Germany, Luxembourg and Belgium was transported on inland waterways in 2013, this growing part in more than a quarter in Bulgaria and Romania, and a peak in the Netherlands 1 to 47, the same share recorded for cargo on the Dutch roads.
The relative growth of freight transport and the economy.
Inland freight transport has grown at a slower rate in the EU-27 the price constant GDP gross domestic product during the period 2003 13; this can be seen in the index of 2, the value of the index in 2013 was 2 9 Lower than in 2003.
The comparison with the situation in 2003, Bulgaria and Slovenia recorded the highest increases in the transport of domestic cargo in relation to GDP, with their respective indices over 70 higher in 2013 The rate of change in transport domestic cargo is at least 25 higher than the overall growth in economic activity during the period 2003 to 13 in Hungary, Poland, Portugal and Lithuania on the other hand, the report domestic freight transport to GDP fell to its rhythm the fastest between 2003 and 2013 in Cyprus, Ireland, Estonia, Austria and Belgium, in each case over 30.
Compared to the size of the population, road freight transport was the highest among member states in Luxembourg, where, on average, 17 thousand tons-three kilometers tkm of goods were transported by road to every inhabitant in 2014; This was almost double the next highest level of road freight per capita registered in Lithuania September 6 billion tkm In both cases, the vast majority over 90 goods transported by road was international movements by vehicles registered in these two Member States of the EU road freight Note that these statistics are based on movements in the world of vehicles registered in the reporting country of nationality principle.
The split between the national and international road transport varied widely in the EU Member States 3, the highest proportions of freight to the road in 2014 were recorded in Cyprus 8 97 and the UK 94 7 , while shares in Sweden and France were also above 90 on the other hand, in 2014, half the member States reported that foreign roads accounted for the majority of goods transported by vehicles registered in their member State, the share of international road freight of total road freight was particularly high in Latvia 80 0 83 8 Slovakia, Slovenia 87 3 88 2 Luxembourg and Lithuania 90 1.
About 14 4 million tonnes of air cargo in the national and international time was conducted at airports in the EU-28 in the amount of freight transported by air in the EU-28 was 27 1 Top in 2014 that it had been five years earlier in 2009, although it should be noted that the level in 2009 was particularly weak as the financial and economic crisis was at its strongest this year.
Airports in Germany processed 4 3 million tons of airfreight in 2014, far more than in any other EU Member State see Figure 4; the United Kingdom and France had the second and third highest amounts of air freight, 2 4 million and 2 3 million tonnes Some of the smaller Member States are relatively specialized in air cargo, including all countries of the Benelux, and in particular, Luxembourg is ranked as the seventh largest air cargo carrier between Member States.
Sea ports in the EU-28 treated Aug. 3 billion tonnes of goods transported by sea in 2014, including 2013 data for France, which marked a slight increase of 2 1 relative to 2013, but an increase of 9 5 compared to the level in mid-2009 crisis seaports in the Netherlands and the United Kingdom each handled more than 500 million tons of goods in 2014, while in Italy and Spain the level was above 400 million tons see Figure 5 These four Member States collectively handled over half 51 2 freight by sea in the EU-28.
The development of freight transport statistics is based on a series of framework laws and implementing legislation, generally organized according to the mode of transport in the statistical consideration of domestic freight transportation is available with a series of annual frequency and time usually start in early 1990.
Most domestic freight transport statistics are based on the movements of each reporting country, regardless of the nationality of the vehicle or vessel into question the principle of territoriality For this reason, the measure tkm tonne-kilometers, in other words, one ton of freight carried a distance of one kilometer is generally considered a more reliable measure than using tons leads to a higher risk of double counting, especially for international transport the methodology used in the EU Member States are not fully harmonized, for example, road freight statistics are usually based on all movements in the country of registration or abroad of vehicles registered in the reporting country the principle of nationality.
The modal share of inland freight transport is based on transport by road, rail and waterways, and therefore excludes air, maritime and pipeline It measures the share of each mode of transport in total inland freight transport and is expressed in tonne-kilometers note that the data on the modal split in this article are based on road transport data have been adjusted so that they are based on the principle of territoriality rather than the principle of nationality.
The level of ground freight tonne-kilometers can also be expressed in relation to GDP; in this article the indicator is presented based on GDP at constant prices for the base year 2000, the series turned into an index with base 2000 100 This indicator provides information about the relationship between transport demand goods and the size of the economy and enables the development of freight transport demand to watch over economic developments.
Goods loaded are goods placed on a road vehicle, a railway vehicle or of a merchant ship to ship by road, rail or sea The weight of goods transported by rail and inside is the gross weight -brut This includes the total weight of goods, packaging and the tare weight of the container, swap bodies and pallets containing goods; in the case of rail freight transport, it also includes freight from road vehicles that are transported by rail, however, the measured weight to transport sea and road freight is the gross weight in other words, excluding the tare weight.
Statistics of road freight are collected within the framework provided by the 1172 Regulation 98 on the statistics on the carriage of goods by road, amended several times, and recast for Settlement 70 2012 figures are based on surveys by survey carried out in the country reports and save the transport of goods by road, as undertaken by vehicles registered in each Member State, it is important to note that almost all Member States have a transport capacity of cut-off point under which vehicles are not investigated; this should not be above 3 5 tons of load capacity, or 6 tons in terms of gross vehicle weight; Some Member States also apply a limit on the age of the surveyed vehicles.
Rail freight data are collected within the framework provided by Regulation 91 2003 on rail transport statistics data are collected for a quarterly frequency generally limited to large companies and for a company covering the annual frequency of all statistics sizes for freight rail are not available for Malta and Cyprus or Iceland as they do not have a railway infrastructure railway statistics are collected every five years compared to a regional analysis of NUTS 2 level.
Apart from the mandatory collection of data based on legal acts, Eurostat also collects statistics of rail transport through a voluntary data collection exercise The questionnaire used for this exercise provides information relating to rail transport infrastructure, equipment , businesses, traffic and train traffic.
The legal framework for collecting statistics on maritime transport of goods is Directive 2009 42 EC on statistics on the carriage of goods and passengers by sea Overhaul of shipping data are available for most Member States from 2001, although some countries the data from 1997, ocean freight Statistics are not transmitted to Eurostat by the Czech Republic, Luxembourg, Hungary, Austria and Slovakia, they have no maritime ports .
The legal framework for collecting statistics on the carriage of goods by waterway is the regulation 1365 2006 on statistics of goods transported by waterway data on waterways are required for those Member States with an annual amount of goods transported that exceeds one million tonnes, namely Belgium, Bulgaria, Czech Republic, Germany, France, Croatia, Luxembourg, Hungary, the Netherlands, Austria, Poland, Romania , Slovakia and the UK data collection is based on a comprehensive survey of all the inland business for all goods are loaded or unloaded in the case of transit, some countries use sampling methods in order to estimate the amount of goods.
The legal framework for air transport statistics provided by Regulation 437 2003 on statistics concerning the transport of passengers, freight and mail by air statistics on air freight are collected for cargo and loaded mail and discharged from commercial flights the information is broken down to cover the transport of national and international goods.
Air transport statistics are collected at the airport by the Member States, Norway, Iceland, Switzerland and the candidate countries Annual data are available for most Member States for the period from 2003 while some countries have provided data 1993 Air freight statistics are also collected for a month and a quarterly basis and a regional analysis of NUTS 2 level.
Double counting treatment in air cargo statistics national aggregates and intra-EU-28 in total aggregates exclude double counting They include all departures reported in more than one part of the reported arrivals; The reported arrivals that are included are those for which the corresponding departures from the airport partner missing.
As part of its review of transport policy until 2010, the European Commission has made a number of suggestions for new political developments, which were then developed in a series of communications, including.
EU freight program enhance the efficiency, integration and sustainability of freight transport in Europe COM 2007 606 final.
A logistics action plan for freight transport COM 2007 607 final.
A movement towards a rail network giving priority COM 2007 608 final cargo.
Transportation package COM 2008 433 final greening.
A set of strategic goals and recommendations for the EU's maritime transport policy until 2018 COM 2009 final 8.
A European maritime transport space without barriers COM 2009 10 final.
This was followed in mid-2009 by a Communication entitled A sustainable future for transport towards an integrated, technology-led and user COM 2009 final 279 and in March 2011 by a White Paper Roadmap entitled to a single European transport area towards a competitive and efficient transport system resources COM 2011 144 final This comprehensive strategy includes a roadmap of 40 specific initiatives to build a competitive transport system over a period of 10 years which aims to increase mobility, remove major barriers in key areas and fuel growth and employment.
More details on the European Commission proposals for initiatives in transport policy are provided in an introductory article on the transport in the EU.
Regional transport statistics t_tran_r Maritime transport of goods, by NUTS 2 regions tgs00076 __gVirt_NP_NN_NNPS<__ transport aérien de fret, par régions NUTS 2 tgs00078 Transport, volume et répartition Volume t_tran_hv modale du transport de marchandises par rapport au PIB tsdtr230 répartition modale du transport de marchandises tsdtr220 transport ferroviaire t_rail Transport de marchandises par chemin de fer ttr00006 Transport routier t_road Transport de marchandises par route ttr00005 Transport fluvial t_iww Transport de marchandises par voies navigables ttr00007 Transport maritime t_mar Transport maritime de marchandises ttr00009 Transport aérien t_avia Transport aérien de marchandises ttr00011.
Transport Multimodal fendu tran, le volume et divisé rail de transport ferroviaire tran_hv modal route Transport routier Transport fluvial IWW conduite de transport par oléoducs Transport maritime mar Avia transport aérien.
Statistics of goods transport Statistics explained, freight, transport, statistics.