D5 Annex report WP 3: ETIS Database methodology ... - ETIS plus
D5 Annex report WP 3: ETIS Database methodology ... - ETIS plus D5 Annex report WP 3: ETIS Database methodology ... - ETIS plus
D5 Annex WP 3: DATABASE METHODOLOGY AND DATABASE USER MANUAL – FREIGHT TRANSPORT DEMAND Table D.4: Examples for the use of the chain record structure Variable name 1) Direct road 2) RoRo, Truck on ferry · origin · active mode 1 · passive mode 1 · loading unit 1 · transhipment point1 · active mode 2 · passive mode 2 · loading unit 2 · transhipment point2 . . . . . . . . . . . . · active mode n · passive mode n · loading unit n · transhipment point n · destination · commodity · number of loading units · net weight · value n.r.=not relevant Cataluna Road Bayern Agriculture n.r. n.r. n.r. Bremen Road Hoek van Holland Sea Road Harwich Road West Midlands Manufactured prod. n.r. n.r. n.r. 3) Sea–railroad, container USA Sea Container Rotterdam Rail Container Milano Road Lombardia Manufactured goods n.r. n.r. n.r. In table D.4 some examples are shown on how this structure can be used. In the first example one can see how direct road transport can be included. In this example Agricultural products are transported to Bayern by truck without any transhipment or use of loading unit. In the second example one can see how RoRo can be included. In this example manufactured products are transported from the region Bremen (D) to West Midlands (UK). The part between Hoek van Holland and Harwich is by ferry; the truck drives on the ship in Hoek van Holland and off again in Harwich and can be considered a passive mode on this link while it is active on the other links. In the final example we see transport from the USA to Lombardia (It) of manufactured products. The first part of the trip goes by ship to Rotterdam. The commodities are transported in a container, which goes from the ship on the train in Rotterdam. This train drives to Milano 162 Document2 27 May 2004
D5 Annex WP 3: DATABASE METHODOLOGY AND DATABASE USER MANUAL – FREIGHT TRANSPORT DEMAND where the container is unloaded and stripped. Eventually the commodities are loaded on the truck to be brought to the final destination in Lombardia not far from the terminal. Conclusions Introducing the transport chain principle for data collection on a European scale can solve part of the existing information problems. Not all problems are easy to solve due to the complexity of the possible solutions and the fact that a lot of effort is needed to perform data handling. Experience with transport chain databases show that it is not easy to use transport chain information to its full extent and to make the right interpretations. Even if only one transhipment location is included new insights can be obtained resulting in a better understanding but also resulting in spending more effort to find the right meaning of the data. Expert database users or sophisticated data extraction software can help overcoming this difficulty. Despite all these difficulties transport chains must be seen as a powerful tool with which much more information will be available than now is the case. The fact that besides the economic relation also (a part of) the transport relation is preserved, makes it possible to obtain better understanding of the economic mechanisms behind transport. This in its turn will lead to better understanding of the implications of policy decisions. Document2 27 May 2004 163
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<strong>D5</strong> <strong>Annex</strong> <strong>WP</strong> 3: DATABASE METHODOLOGY AND DATABASE USER MANUAL –<br />
FREIGHT TRANSPORT DEMAND<br />
Table D.4:<br />
Examples for the use of the chain record structure<br />
Variable name 1) Direct road 2) RoRo, Truck on<br />
ferry<br />
· origin<br />
· active mode 1<br />
· passive mode 1<br />
· loading unit 1<br />
· transhipment point1<br />
· active mode 2<br />
· passive mode 2<br />
· loading unit 2<br />
· transhipment point2<br />
. . .<br />
. . .<br />
. . .<br />
. . .<br />
· active mode n<br />
· passive mode n<br />
· loading unit n<br />
· transhipment point n<br />
· destination<br />
· commodity<br />
· number of loading units<br />
· net weight<br />
· value<br />
n.r.=not relevant<br />
Cataluna<br />
Road<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
Bayern<br />
Agriculture<br />
n.r.<br />
n.r.<br />
n.r.<br />
Bremen<br />
Road<br />
<br />
<br />
Hoek van Holland<br />
Sea<br />
Road<br />
<br />
Harwich<br />
Road<br />
<br />
<br />
<br />
West Midlands<br />
Manufactured prod.<br />
n.r.<br />
n.r.<br />
n.r.<br />
3) Sea–railroad,<br />
container<br />
USA<br />
Sea<br />
<br />
Container<br />
Rotterdam<br />
Rail<br />
<br />
Container<br />
Milano<br />
Road<br />
<br />
<br />
<br />
Lombardia<br />
Manufactured goods<br />
n.r.<br />
n.r.<br />
n.r.<br />
In table D.4 some examples are shown on how this structure can be used. In the first example<br />
one can see how direct road transport can be included. In this example Agricultural products are<br />
transported to Bayern by truck without any transhipment or use of loading unit.<br />
In the second example one can see how RoRo can be included. In this example manufactured<br />
products are transported from the region Bremen (D) to West Midlands (UK). The part between<br />
Hoek van Holland and Harwich is by ferry; the truck drives on the ship in Hoek van Holland<br />
and off again in Harwich and can be considered a passive mode on this link while it is active on<br />
the other links.<br />
In the final example we see transport from the USA to Lombardia (It) of manufactured<br />
products. The first part of the trip goes by ship to Rotterdam. The commodities are transported<br />
in a container, which goes from the ship on the train in Rotterdam. This train drives to Milano<br />
162<br />
Document2<br />
27 May 2004
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