11 Transport Modal breakdown. Introduction

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2 Transport Transport plays a crucial role in an economy, transferring goods between the place of production and consumption, as well as transporting passengers for work or pleasure. However, key problems of congestion, quality of services (such as punctuality and connectivity), affordability and environmental impact put economic development at risk. Measures to address these concerns, among others, whilst maintaining the EU s competitiveness, are at the heart of the EU transport policy White paper titled European transport policy for 2010: time to decide (1), which was adopted in This policy document remains the bedrock of the current EU sustainable transport policy and was supplemented in June 2006 by a mid-term review communication (2) Keep Europe moving sustainable mobility for our continent. Some of the key conclusions of this communication were that each transport mode must be optimised to help ensure competitiveness and prosperity; all modes must become more environmentally friendly, safe and energy efficient; each mode should be used efficiently on its own and in combination to achieve an optimal and sustainable utilisation of resources. The communication proposed a wide range of implementing measures that were largely driven by evolving issues: environmental commitments such as those under the Kyoto Protocol, as well as air quality, noise pollution, and land use; a greater focus on technology this included the encouragement of further research and development into areas such as intelligent transport systems (such as Galileo, SESAR, ERTMS) involving communication, navigation and automation, engine technology that could improve fuel efficiency, and the promotion of alternative fuels. Other activities cited included the modernisation of air traffic systems, improvements in safety and security, urban mobility and the decongestion of transport corridors, as well as the efficient use of different modes on their own and in combination; (1) COM(2001) 370 final; (2) COM(2006) 314 final; EUROPE IN FIGURES Eurostat yearbook

3 11 Transport 11.1 Modal breakdown consolidation within the transport sector especially in aviation and maritime transport, but also with the creation of large logistics enterprises with worldwide operations; enlargement allowing the possibility to expand trans-european networks to corridors that are particularly suitable for rail and waterborne transport; changes in the international context such as the threat of terrorism, or globalisation that has affected trade flows and increased demand for international transport services. The European Commission has already started the launch of a range of action plans on key transport policy issues, such as a Green paper on urban transport, a road charging Directive (3), and a Logistics Action plan (4). Eurostat s transport statistics describe the most important features of transport, not only in terms of the quantities of freight and numbers of passengers that are moved each year, or the number of vehicles and infrastructure that are used, but also the contribution of transport services to the economy as a whole. Data collection is supported by several legal acts obliging the Member States to report statistical data, as well as voluntary agreements to supply additional data. Introduction The demand for increased mobility from individuals and increased flexibility and timeliness of delivery from enterprises has led to road transport becoming the dominant mode of transport in the EU. The growth in road transport has had a significant impact on road congestion, road safety, pollution and land use. One of the main challenges identified by the 2001 White paper was to address this imbalance in the development of the different modes of transport. Specific actions looking to boost rail and maritime connections were foreseen and then established (the Marco Polo programmes). The Commission s Intermodal Freight Transport policy was established to support the efficient door to door movement of goods, using two or more modes of transport, in an integrated transport chain. This policy recognises that each mode of transport has its own advantages either in terms of potential capacity, levels of safety, flexibility, energy consumption, or environmental impact and, as such intermodal transport allows each mode to play its role in building transport chains which overall are more efficient, cost effective and sustainable. The White paper also proposed the development of Motorways of the Sea as a real competitive alternative to land transport and a legal framework for funding this work was secured in (3) Directive 2006/38/EC; (4) COM(2007) 606; EUROPE IN FIGURES Eurostat yearbook 2009

4 Transport 11 Definitions and data availability Definitions of terms used within transport statistics are available in the Glossary for Transport statistics Third Edition. Key definitions include: a passenger-kilometre is the unit of measure representing the transport of one passenger by a given mode of transport over one kilometre; a tonne-kilometre is the unit of measure representing the transport of one tonne of goods by a given mode of transport over one kilometre; rail and inland waterways movements are recorded in each reporting country on national territory ( territoriality principle ), regardless of the nationality of the vehicle or vessel; road statistics are based on all movements, in the registration country or abroad, of the vehicles registered in the reporting country ( nationality principle ); inland passenger transport corresponds to road (buses and passenger cars) and rail (including inter-city and urban rail transport), thus excluding air and water transport; inland freight transport corresponds to road, rail, inland waterways and pipeline transport, thus excluding air and sea transport. The modal split (of transport) indicates the share of each mode of transport based on passenger-kilometres (p-km) for passenger transport and tonne-kilometres (t-km) for goods (freight) transport, based on movements on national territory, regardless of the nationality of the vehicle. It should be noted that the data collection methodology is not harmonised at the EU level. As statistics on road and other inland modes are based on different principles, the figures of the smallest reporting countries (for example, Luxembourg and Slovenia) may be misleading. Data on the relative shares of inland freight transport are annual and generally available for every year since the early 1990s. Modes of transport include train, sea, inland waterways and air (for goods and passengers), as well as passenger cars, powered two-wheelers, buses, coaches, trams and metros for passengers and pipelines for goods. In practice, an analysis of the modal split may exclude certain modes, for example, it may be limited to inland transport and therefore exclude sea transport. Passenger cars are road motor vehicles, other than motor cycles, intended for the carriage of passengers and designed to seat no more than nine persons (including the driver). The term passenger car therefore covers microcars (which need no permit to be driven), taxis, and hired passenger cars, provided that they have fewer than 10 seats; this category may also include pick-ups. Railways are lines of communication made up by rail exclusively for the use of railway vehicles. EUROPE IN FIGURES Eurostat yearbook

5 11 Transport Inland waterways (navigable) are stretches of water, not part of the sea, over which vessels of a carrying capacity of not less than 50 tonnes can navigate when normally loaded. This term covers both navigable rivers and lakes and navigable canals. The length of rivers and canals is measured in mid channel. The length of lakes and lagoons is measured along the shortest navigable route between the most distant points to and from which transport operations are performed. A waterway forming a common frontier between two countries is reported by both. Main findings A little over three quarters (76.7 %) of inland freight transport (excluding pipelines) in the EU-27 was accounted for by road transport in Less than one fifth (17.7 %) of inland freight transport was by rail, with the rest (5.6 %) accounted for by inland waterways. The dominance of freight transport by road was reflected in the data for the majority of Member States, the exceptions being Estonia and Latvia where more than three fifths of inland freight was transported by rail in Inland waterways transport accounted for one tenth of inland freight transport in Romania, Germany and Belgium, while in the Netherlands its share was closer to one third. The main measure of the volume of passenger transport is the number of passenger-kilometres travelled within the national territory, which can be analysed by mode of transport. Some caution must be applied in making comparisons because of the coverage of national data. Nonetheless, car transport accounted for a sizable majority of inland passenger transport (excluding motorbikes and other powered two-wheelers) among all the Member States for which data are available (5). The reliance on the car for inland passenger transport was particularly strong in Lithuania, the Netherlands and the United Kingdom, where it accounted for upwards of 87 % of all inland passengerkilometres. In Bulgaria around 30 % of inland passenger-kilometres were by bus, with shares over 20 % also recorded in Hungary, Estonia, Greece and Slovakia. Hungary, Romania and Austria reported the highest modal shares for railways (including also trams and underground railways/metros), all over 10 %. It should be noted that the above analysis refers only to inland transport: significant proportions of international freight and passenger travel are accounted for by maritime and air transport, and in some countries national (domestic) maritime and air transport may also be important. (5) Cyprus and Malta, not available. 398 EUROPE IN FIGURES Eurostat yearbook 2009

6 Transport 11 Table 11.1: Modal split of inland passenger and freight transport, 2006 (% of total inland passenger-km) (1) (% of total inland freight transport in tonne-km) (2) Passenger cars Buses Railways, trams and metros Railways Roads Inland waterways EU Belgium Bulgaria Czech Republic Denmark Germany Estonia Ireland Greece Spain France Italy Cyprus : : Latvia Lithuania Luxembourg Hungary Malta : : Netherlands Austria Poland Portugal Romania Slovenia Slovakia Finland Sweden United Kingdom Croatia FYR of Macedonia : : : Turkey Iceland Norway (1) Excluding powered two-wheelers; Bulgaria, Latvia and Romania, 2005; Turkey, (2) Excluding pipelines; Iceland, Source: Eurostat (tsdtr210 and tsdtr220) EUROPE IN FIGURES Eurostat yearbook

7 11 Transport 11.2 Passenger transport Introduction EU transport policies have been designed both for households and the business community, regardless of location, whether urban or rural. The recent midterm review of the 2001 White paper shed a spotlight on urban travel, reflecting the fact that eighty per cent of Europeans live in an urban environment. The review points to picking up on the best-practice initiatives used by a number of cities regarding transport infrastructure, norm-setting, congestion and traffic management, public transport services, infrastructure charging, urban planning, safety, security and cooperation with the surrounding region. The Commission published a Green paper (6) on a new culture for urban mobility in September 2007 that looks to stimulate the adoption of these best practices. Intra-urban transport is only one element of passenger transport policy. Enlargement of the EU has opened up further opportunities for inter-urban passenger travel by rail, road or airplane, which has been and continues to be strengthened by improvements to the infrastructure (such as extensions of the high-speed rail links or raising of airport capacity), by more competition and greater co-ordination (such as the single sky policy). The strengthening of passenger rights has also made passengers more secure to enjoy the freedom to travel and work throughout the EU. The recent mid-term review underlined the point that rail and sea passengers should benefit from similar rights, and this was achieved for rail passengers with the adoption of the third railway package in October 2007 (7). Definitions and data availability The volume of inland passenger transport is defined as the ratio between passenger-km (inland modes) and GDP (gross domestic product, chain-linked values, at 2000 exchange rates), and within this subchapter is indexed on It is based on transport movements by passenger cars, buses and coaches, and trains on national territory, regardless of the nationality of the vehicle. Rail transport statistics are reported on the basis of the territoriality principle. This means that each reporting country reports the loading / embarkation, unloading / disembarkation and move ments of goods and passengers that take place in their national territory. For this reason, indicators that use tonne-kilometres and passenger-kilometre as units are generally considered as the best measure for comparisons between transport modes and countries, because the use of tonnes or passengers entails a high risk of double counting, particularly in international transport. A rail passenger is any person, excluding members of the train crew, who makes a journey by rail. A rail passengerkilometre is a unit of measure representing the transport of one rail passenger by rail over a distance of one kilometre. Rail passenger data are not available for Malta and Cyprus as they do not have railways. Annual passenger transport statistics (international and national breakdown) cover railway undertakings subject to detailed reporting only, while total annual passenger statistics may include the undertakings under simplified reporting as well. Some countries apply detailed reporting to all railway undertakings and (6) COM(2007) 551 final; (7) EUROPE IN FIGURES Eurostat yearbook 2009

8 Transport 11 in the case of these countries the total passenger transport is equal to the sum of international and national passenger transport. Maritime transport data are available for most of the period from 2001 onwards, although some Member States have provided data for the period since Maritime transport data are not transmitted to Eurostat by the Czech Republic, Luxembourg, Hungary, Austria and Slovakia as they have no maritime traffic. A merchant ship is a ship designed for the carriage of goods, transport of passengers or specially fitted out for a specific commercial duty. A sea passenger is any person that makes a sea journey on a merchant ship. Service staff assigned to merchant ships are not regarded as passengers. Non-fare paying crew members travelling but not assigned and infants in arms are excluded. Air transport statistics concern national and international transport. Passenger transport is measured by the number of passengers on board, passengers carried and passenger commercial air flights, in all cases separating arrivals and departures. Statistics on individual routes provide information on seats available, again separating arrivals from departures. The data are presented with monthly, quarterly and annual frequencies. Annual data are available for the EU-27 Member States for most of the period from 2003 onwards. Air passengers carried relate to all passengers on a particular flight (with one flight number) counted once only and not repeatedly on each individual stage of that flight. This includes all revenue and non-revenue passengers whose journey begins or terminates at the reporting airport and transfer passengers joining or leaving the flight at the reporting airport; but excludes direct transit passengers. Fatalities caused by road accidents include drivers and passengers of motorised vehicles and pedal cycles as well as pedestrians, killed within 30 days from the day of the accident. For Member States not using this definition, corrective factors were applied. Main findings In the vast majority of Member States, GDP grew faster between 1996 and 2006 than the volume of inland passenger transport. The most notable exception was Lithuania which, relative to GDP, recorded considerable growth in inland passenger transport volumes in 2004 and 2005, and to a lesser extent in Slovakia and Hungary both recorded GDP growing considerably faster than the volume of inland passenger transport between 1996 and The average distance travelled on railways (national and international travel) per inhabitant, was higher in France, Denmark, Sweden and Austria than elsewhere in the EU-27 in 2006, averaging kilometres or more per year per person in each of these Member States. In terms of international travel, the average distance travelled on railways per inhabitant was highest in Luxembourg and Austria, reflecting, for example, the number of international borders, the importance of international commuters within the workforce, the relative proximity of capitals or other cities to international borders, the access to high-speed network rail links, or their position on major international transport corridors. EUROPE IN FIGURES Eurostat yearbook

9 11 Transport Almost 800 million passengers were carried by air in 2007 in the EU-27. The largest number of passengers carried was reported by the United Kingdom, over 217 million, equivalent to 3.6 passengers carried per inhabitant. Relative to the size of the population the largest numbers of air passengers carried were reported by the islands of Cyprus and Malta, closely followed by Ireland. In 2007, London s Heathrow airport remained the busiest in terms of passenger numbers (about 68 million), followed by Paris Charles de Gaulle airport, Frankfurt and Madrid s Barajas airport all with over 50 million passengers. Madrid s Barajas airport stands out from other leading airports in that national (domestic) flights accounted for a large proportion of the passengers carried, some 44 % in comparison to around 10 % for the others. Relatively large proportions of passengers were also on national flights to and from Barcelona, Roma s Fiumicino airport, and Paris Orly airport. Ports in the EU-27 handled 398 million (8) maritime passengers in 2006: a short time-series for the EU-25 shows that passenger numbers increased by 2.8 % in 2006 compared with the year before, partially recouping the 4.9 % fall in Greek and Italian ports handled more passengers than the ports in any other Member State, followed by Danish and Swedish ports. Relative to the size of population, the largest numbers of maritime passengers were recorded in Denmark and Greece, both over 8 passengers per inhabitant, followed by Estonia, Sweden, Finland and Italy. Road fatalities in the EU-27 fell sharply between 1996 and 2006, from deaths to deaths, a fall of over 25 %. In 2006 the road fatality rate, expressed as the number of deaths per million inhabitants averaged 87 in the EU-27. There were nevertheless stark differences between countries, with the highest rates in the Baltic Member States, all exceeding 150 deaths per million inhabitants, and Greece marginally below this level. In contrast, Sweden and the Netherlands recorded fewer than 50 deaths in road accidents per million inhabitants, with only Malta recording a lower rate (27). Around people were victims (seriously injured or killed) of railway accidents in the EU-27 in 2007, with slightly more persons killed than seriously injured. There was an increase of around 2 % in the number of victims between 2006 and 2007, following on from falls of 23 % the previous year, and 6 % the year before that; it should be noted that the number of victims in any particular year can be greatly influenced by a small number of major incidents. Of the total number of victims seriously injured or killed in railway accidents in the EU-27 in 2007, less than one fifth (18 %) were either train passengers or railway employees, and when restricted to victims that were killed, just 7 % were passengers or railway employees. Approximately two thirds (64 %) of the lives lost in rail accidents were from incidents involving rolling stock in motion, with just over a quarter (28 %) from incidents at levelcrossings. The highest numbers of rail fatalities within the EU-27 in 2007 occurred in Poland (350) and Germany (200). (8) The total number of maritime passengers includes passengers who have been double-counted, once when embarking and then when disembarking. The double counting arises when both ports of embarkation and disembarkation report data to Eurostat. This is quite common for the maritime transport of passengers, which is a short distance activity, compared with the seaborne transport of goods. Indeed, there is no significant difference between the number of passengers embarking and disembarking at an aggregated level, as most transport corresponds to main national and intra-eea ferry connections. 402 EUROPE IN FIGURES Eurostat yearbook 2009

10 Transport 11 Table 11.2: Volume of inland passenger transport (1) (index of inland passenger transport volume relative to GDP (2000=100)) EU-27 : : : : : 99.8 : : Belgium Bulgaria : : : : : Czech Republic Denmark Germany Estonia : : : : : : : : : : : Ireland Greece Spain France Italy Cyprus : : : : : : : : : : : Latvia : : : : : 99.8 : : : Lithuania : : : : : Luxembourg Hungary Malta : : : : : : : : : : : Netherlands Austria Poland Portugal Romania : : : : Slovenia Slovakia Finland Sweden United Kingdom Croatia : : : : FYR of Macedonia : : : : : : Turkey : : : : : Iceland Norway (1) Break in series: Hungary and the United Kingdom, 1996; Italy, 2000, the Netherlands, Source: Eurostat (tsien070) EUROPE IN FIGURES Eurostat yearbook

11 11 Transport Table 11.3: Rail passenger transport Rail passenger transport (million passenger-km) Rail passenger transport (passenger-km per inhabitant) Rail accidents (number of persons) Seriously National International National International Killed injured EU-27 : : : 733 : Euro area Belgium Bulgaria : : 45 : 307 : Czech Republic Denmark Germany Estonia Ireland Greece Spain France Italy Cyprus Latvia Lithuania Luxembourg Hungary Malta Netherlands Austria Poland Portugal Romania Slovenia Slovakia Finland Sweden United Kingdom Croatia Turkey Liechtenstein : : : : : : : : Norway Source: Eurostat (rail_pa_typepkm, tps00001 and rail_ac_catvict) 404 EUROPE IN FIGURES Eurostat yearbook 2009

12 Transport 11 Figure 11.1: Rail passenger transport, 2006 (1) (passenger-km per inhabitant) EU-27 Euro area Belgium Bulgaria Czech Republic Denmark Germany Estonia Ireland Greece Spain France Italy Latvia Lithuania Luxembourg Hungary Netherlands Austria Poland Portugal Romania Slovenia Slovakia Finland Sweden National, left-hand axis International, right-hand axis United Kingdom Croatia Turkey Norway 0 (1) Cyprus, Malta and Liechtenstein, not applicable. Source: Eurostat (rail_pa_typepkm and tps00001) Figure 11.2: Top 15 airports, passengers carried (embarked and disembarked), EU-27, 2007 (million passengers) London Heathrow (UK) Paris Charles-de-Gaulle (FR) Frankfurt (DE) Madrid Barajas (ES) Amsterdam Schiphol (NL) London Gatwick (UK) München F.J. Strauss (DE) Barcelona (ES) Roma Fiumicino (IT) Paris Orly (FR) London Stansted (UK) Milano Malpensa (IT) Dublin (IE) Palma de Mallorca (ES) Manchester (UK) Source: Eurostat (avia_paoa) International National EUROPE IN FIGURES Eurostat yearbook

13 11 Transport Table 11.4: Air and sea passenger transport (1) Air passengers, 2007 (2) Maritime passengers, 2006 (passengers per (passengers per (1 000) inhabitant) (1 000) inhabitant) EU-27 (2) Belgium Bulgaria Czech Republic Denmark Germany Estonia Ireland Greece Spain France Italy Cyprus Latvia Lithuania Luxembourg Hungary Malta Netherlands Austria Poland Portugal Romania : : Slovenia Slovakia Finland Sweden United Kingdom Croatia : : Iceland Norway Switzerland (1) For air: aggregates exclude the double-counting impact of passengers flying between countries belonging to the same aggregate. For maritime: figures refer to the number of passengers handled in ports (i.e. the sum of passengers embarked and then disembarked in ports); if both the port of embarkation and disembarkation report data to Eurostat, then these passengers are counted twice. (2) Total passengers carried (arrivals and departures for national and international); Iceland, Source: Eurostat (ttr00012 and mar_pa_aa) 406 EUROPE IN FIGURES Eurostat yearbook 2009

14 Transport 11 Figure 11.3: People killed in road accidents, 2006 (persons killed per million inhabitants) EU-27 Lithuania Latvia Estonia Greece Poland Bulgaria Slovenia Hungary Romania Cyprus Slovakia Czech Republic Belgium Italy Spain Portugal Austria Ireland Luxembourg France Finland Germany Denmark United Kingdom Sweden Netherlands Malta Source: Eurostat (tsdtr420), European Commission CARE database (Community Database on Road Accidents) Table 11.5: Rail accidents by type of victim and accident, EU-27, 2007 (1) (number of persons) Total Passengers Railway employees Others Seriously Seriously Seriously Seriously Killed injured Killed injured Killed injured Killed injured Total Collisions (excluding level-crossing accidents) Derailments Accidents involving level-crossings Accidents to persons caused by rolling stock in motion Fire in rolling stock Others (1) Slightly injured persons are not included in rail accident statistics; Cyprus and Malta, not applicable. Source: Eurostat (rail_ac_catvict) EUROPE IN FIGURES Eurostat yearbook

15 11 Transport 11.3 Freight transport Introduction The ability to move goods safely, quickly and cost-efficiently to market is important for international trade, national distributive trades, and economic development. Strains on infrastructure, demonstrated by congestion and delays, as well as the constraints of disparate standards, technical barriers, poor interoperability and governance all impact on economic development. The EU has already taken a number of steps to improve freight transport throughout the EU, but the mid-term review of the 2001 White paper specified further actions. The package of measures being proposed by the European Commission concern: a freight transport logistics action plan: this covers, among other ideas, e-freight and intelligent transport systems, the promotion of interoperability across modes, single transport documents and the removal of regulatory obstacles; a rail network giving priority to freight (9) : ideas being proposed include the creation of freight corridor structures to measure service quality, improvement of the infrastructure of existing freight corridors, the introduction of harmonised rules for the allocation of train paths, the development of priority rules in the case of traffic disturbance, and the improvement of terminal and marshalling yard capacities; a ports policy: ideas being proposed include several that might be grouped under modernisation, such as the simplification of procedures for shortsea shipping, an e-maritime approach to administration, and improved port equipment, as well as the expansion of capacity whilst respecting the environment; a maritime and short-sea shipping policy (10) : challenges faced include reducing bureaucracy, improving promotion and marketing, ensuring the availability of suitable vessels, providing adequate training, the availability of good quality hinterland connections, and establishing integrated information systems. Definitions and data availability Weight transported by rail and inland waterways is the gross-gross weight of goods. This includes the total weight of the goods, all packaging, and tare-weight of the container, swap-body and pallets containing goods. In the case of rail, it also includes road goods vehicles carried by rail. The tare-weight is the weight of a transport unit before any cargo is loaded; when the tare-weight is excluded, the weight is the gross weight. The weight measured for sea and road freight transport is the gross weight. (9) COM(2007) 608. (10) Commission Staff Working Document SEC(2007) EUROPE IN FIGURES Eurostat yearbook 2009

16 Transport 11 Goods loaded are those goods placed on a road vehicle/railway vehicle/merchant ship and dispatched by road/rail/sea. Unlike in road and inland waterway transport, transhipments from one railway vehicle directly to another and change of tractive vehicle are not regarded as unloading/loading; however, if the goods are unloaded from one railway vehicle to another railway vehicle, this is considered as a break of the journey. Goods unloaded are those goods taken off a road vehicle/railway vehicle/merchant ship. Road freight transport statistics are reported by Member States for vehicles registered in their country. On the basis of information on the reporting country, country of loading and country of unloading of a journey, five types of operations are derived: national transport; international transport goods loaded in the reporting country; international transport goods unloaded in the reporting country; international transport cross-trade (transport between two countries by a vehicle registered in a third country); international transport cabotage (transport inside one country by a vehicle registered in another country). Rail freight data are provided to Eurostat in line with Regulation 91/2003; this Regulation has been implemented from Whereas the quarterly data concern railway enterprises under detailed reporting (usually large ones (11) ), annual data cover all enterprises. Rail freight data are not available for Malta and Cyprus as they do not have railways. Switzerland will provide railway statistics starting from 2008 as a reference year, while Iceland has no railways. Maritime transport data are available for most of the period from 2001 onwards, although some Member States have provided data for the period since Maritime transport data are not transmitted to Eurostat by the Czech Republic, Luxembourg, Hungary, Austria and Slovakia as they have no maritime ports. Air freight and mail transport statistics are broken down by freight and mail on board (arrivals, departures and total), freight and mail loaded and unloaded and all-freight and mail commercial air flights (arrivals, departures and total). The data are presented with monthly, quarterly and annual frequencies. Annual data are available for most of the EU-27 Member States for the period from 2003, with a majority also providing data for 2001 and 2002, while some Member States have provided data back to The volume of inland freight transport is defined as the ratio between tonnekm (inland modes) and GDP (gross domestic product, chain-linked values, at 2000 exchange rates), and within this subchapter is indexed on Rail and inland waterways transport are based on movements on national territory, regardless of the nationality of the vehicle or vessel. Road transport is based on all movements of vehicles registered in the reporting country. (11) Countries may cover all railway undertakings operating on their national territory with detailed reporting only (irrespective of the undertaking s transport performance). In this case, quarterly data are comparable with annual ones. EUROPE IN FIGURES Eurostat yearbook

17 11 Transport Main findings The volume of inland freight transport in the EU-27 has changed roughly in line with the change in GDP since Relative to growth in GDP, Portugal recorded the most dramatic growth in the volume of inland freight transport during this period, followed by Spain, Bulgaria, Estonia and Ireland, while Romania recorded even stronger growth during the period from 1999 to In contrast, the change in GDP exceeded the change in the volume of inland freight transport by the greatest extent in Slovakia, followed by Cyprus and Denmark. Estonia and Latvia were the only Member States where a greater volume of freight was transported by rail than by road, while Belgium and the Netherlands were the only Member States where a greater volume of freight was transported by inland waterways than by rail. Relative to the size of the population, the greatest volume of road freight transport was reported by Luxembourg, over tonne-km per inhabitant, more than three times the next highest volume which was recorded by Slovenia. In both cases, the majority of road freight was performed outside the borders of these countries but by vehicles registered in them. Less than 5 % of air freight and mail transport is national, totalling tonnes in 2007 in the EU-27, with France accounting for the largest share. In total, including national and international transport, 3.4 million tonnes of air freight was carried through German airports in Some of the smaller Member States are relatively specialised in air freight, notably all of the Benelux Member States, particularly Luxembourg. In 2006, million tonnes of goods were handled in EU-27 maritime ports (3.2 % higher than in 2005). With 584 million tonnes, the United Kingdom had the highest share (15 %) of goods handled in EU-27 ports, followed by Italy (14 %). Among the smaller Member States, the weight of goods handled in maritime ports was particularly high in Estonia, the Netherlands, Latvia, Finland, Belgium and Sweden. 410 EUROPE IN FIGURES Eurostat yearbook 2009

18 Transport 11 Table 11.6: Volume of inland freight transport (1) (index of inland freight transport volume relative to GDP, 2000=100) EU Belgium Bulgaria Czech Republic Denmark Germany Estonia Ireland Greece : : : : : : : : : : : Spain France Italy Cyprus Latvia Lithuania Luxembourg Hungary Malta : : : : : : : : : : : Netherlands Austria Poland Portugal Romania : : : Slovenia Slovakia Finland Sweden United Kingdom FYR of Macedonia : : : : Turkey Iceland Norway (1) Break in series: Sweden, 1995; Estonia, 1997; Bulgaria, Hungary and Slovakia, 2000; Bulgaria, 2001; EU-27, Spain, Portugal and Romania, Source: Eurostat (tsien060) EUROPE IN FIGURES Eurostat yearbook

19 11 Transport Table 11.7: Inland freight transport, 2007 (million t-km) Road (1) Rail (2) Inland waterways (3) Road (1) Rail (2) (t-km per inhabitant) Inland waterways (3) National air freight and mail transport (tonnes) (4) EU Belgium Bulgaria Czech Republic Denmark Germany Estonia : : 0 Ireland Greece Spain France Italy : : Cyprus Latvia : : 0 Lithuania : : 0 Luxembourg Hungary Malta : - - : Netherlands Austria Poland Portugal Romania Slovenia : : 12 Slovakia Finland : : Sweden : United Kingdom : : Croatia : : : 805 : : Turkey : : : Iceland : - - : Liechtenstein : : : Norway Switzerland : : : : : : 5026 (1) All data refer to 2006; road transport is based on movements all over the world of vehicles registered in the reporting country; EU-25 instead of EU-27. (2) France, (3) EU-27, Belgium and the Netherlands, (4) Italy and Malta, 2006; Iceland, 2005; Denmark does not include data for Copenhagen/Kastrup airport; France underestimated as freight transport at Paris Charles-de-Gaulle and Paris Orly is incomplete. Source: Eurostat (road_go_ta_tott, rail_go_typeall, ttr00007, tps00001 and avia_gooc) and Directorate-General for Energy and Transport 412 EUROPE IN FIGURES Eurostat yearbook 2009

20 Transport 11 Figure 11.4: Air freight transport, 2007 (1) (1 000 tonnes) Germany United Kingdom Netherlands France (2) Belgium Italy Luxembourg Spain Austria Sweden Finland Ireland Portugal Greece Hungary Czech Republic Poland Cyprus Estonia Romania Bulgaria Malta Lithuania Slovenia Denmark (3) Latvia Slovakia Switzerland Iceland Norway (1) Italy and Iceland, 2006; Sweden, (2) Underestimated: freight transport at Paris Charles-de-Gaulle and Paris Orly is incomplete. (3) Excluding freight transport at Copenhagen/Kastrup airport. Source: Eurostat (ttr00011) and Directorate-General for Energy and Transport Figure 11.5: Gross weight of seaborne goods handled in ports, 2006 (1) (million tonnes) United Kingdom Italy Netherlands Spain France Germany Belgium Sweden Greece Finland Denmark Portugal Latvia Ireland Poland Estonia Romania Bulgaria Lithuania Slovenia Cyprus Malta Norway Croatia Iceland (1) The Czech Republic, Luxembourg, Hungary, Austria and Slovakia, not applicable. Source: Eurostat (mar_go_aa) EUROPE IN FIGURES Eurostat yearbook