D5 Annex report WP 3: ETIS Database methodology ... - ETIS plus

D5 Annex WP 3: DATABASE METHODOLOGY AND DATABASE USER MANUAL –
FREIGHT TRANSPORT DEMAND
Remarks
Concerning the regional detail it can be remarked that NUTS2 (or NUTS3) can only be
achieved where the data availability allows. In many cases estimation models can be applied
requiring more aggregate regional data and/or socio­economic data. In the remaining cases the
country level will be used.
Concerning the modes it can be remarked that if sufficient data becomes available active and
passive mode use can be applied. In case of transhipment several modes can be found in one
transport chain.
Transhipment in ports will be feasible (has been proven to work in NEAC and projects like
INFOSTAT, MESUDEMO, CONCERTO and ALPNET) but the number of ports is depending
on the availability of data in the ports.
The commodities will be kept as much as possible at the NSTR 2 digit level. However, some
data sources only have information on NSTR 1 digit level. Furthermore, existing estimation
procedures are only available on a NSTR 1 digit level since otherwise no reliable result can be
obtained.
Also cargo type can not be collected from all sources. Here estimation by using translation
tables will be needed.
In order to be able to translate volumes into vehicle movements additional information is
needed. Here information on vehicle/vessel type and empty vehicle movements will be used as
input. For the empty vehicles/vessels it will be attempted to construct a database which will be
separate from the transport chain database. Furthermore some general figures on loading factor
is needed. The question of translating commodity flows expressed in tonnes into vehicle flows
expressed in units follows on from the estimation of transport chains, as it depends upon the
mode of transport being known. Estimates of vehicle numbers, particularly within the road
mode provide an important input for calculations involving external effects.
From this transport chain structure where the commodity is followed from origin to destination
it can also become clear which flows are deep sea and which short sea. This is done by looking
at the location of origin or transhipment and destination or transhipment.
If the value is available in the database also the share of low and high valued goods can be
identified.
In an ideal situation where all required information is available the freight OD matrix as
described above in this section can be completely filled. It is expected that in practice not all
information will be available. Therefore the contents and the level of detail included in the final
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27 May 2004