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

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D5 Annex WP 3: DATABASE METHODOLOGY AND DATABASE USER MANUAL – FREIGHT TRANSPORT DEMAND The corridor element is harder to control without specific data about individual country pairs. Of particular relevance is the extent of containerisation. The fact that for any given corridor, the balance of container flows may be different to the balance of cargo flows, implies that rates of containerisation will vary by direction. Furthermore, the absolute size of the flow is also important. Small flows of conventional cargoes may well be containerised, but there will be thresholds beyond which dedicated bulk transport services will be used. The approach that has been tested involves using the disaggregated (CN8) COMEXT data and applying lookup tables developed by MDSTransmodal. Commodity Conversion Table Commodity Category Handling Mode of Stowage Containerisation CN8 NSTR SITC Description Haz Chill Appearance Per TEU 4,031,099 139 2231 Yoghurt 0 1 General Cargo 17 22 100 100 95 100 8,051,009 31 5711 Oranges 0 1 Semi Bulk 10 17 100 100 30 30 15,191,100 182 43131 Fatty Acids 0 0 Liquid Bulk 12 22 90 90 0 90 27,071,010 831 33522 Benzole 1 0 Dry Bulk 18 22 0 0 0 0 27,090,000 310 33300 Petroleum Oils 1 0 Crude Oil 18 22 0 0 0 0 44,103,200 976 63422 Particle Board 0 0 Semi Bulk 10 20 80 80 15 15 85,281,099 931 76110 Colour TVs 0 0 General Cargo 6 11 100 100 100 100 87,033,219 910 78120 Motor Vehicles 0 0 Vehicles 4 8 15 15 15 15 Per FEU Intra Exp Intra Imp Extra Exp Extra Imp The table shows the key data fields for a diverse range of commodities. The trade data is linked through the index field (CN8) containing the eight digit product code, the maximum degree of product detail possible within multicountry trade data. Conversions can be made to NSTR and SITC coding systems, and the description at the five digit SITC level is also shown. The handling factors for hazardous cargo (HAZ) and temperature controlled (CHILL) is a simple boolean variable. Then the stowage factors are shown, giving conversion ratios for tonnes into unit loads: per 20 foot unit (TEU) and per 40 foot unit (FEU). From these factors it is possible to convert to lorry loads. Note that 1 FEU does not necessarily equal 2 TEUs, since many commodities ‘weighout’ before they ‘cubeout’, i.e. that they reach the maximum permitted weight for road haulage before they are full. Finally, the rates of containerisation are given. These are based partially on trade data records, but they have been simplified. Different rates are apparent for the simplified corridors: intra and extra EU, and import and export. Intra EU imports and exports are not differentiated because it would lead to ambiguities, but extra and intra flows will be different, and extra imports will be different from extra exports. Applying these containerisation factors will lead to an indicator of trade which needs to be defined carefully. Note that they will not show the total number of TEUs or container units handled in Europe, as they do not take into account transshipment or empty returns. It will show the estimated volume of containerised trade expressed as tonnes or TEU for a given 62 Document2 27 May 2004
D5 Annex WP 3: DATABASE METHODOLOGY AND DATABASE USER MANUAL – FREIGHT TRANSPORT DEMAND European country. This is therefore an indirect measure of port traffic, but a direct measure of the underlying demand for transport services. The translation from trade data to the required quantities has been carried out within the ETIS pilot using a simple Microsoft Access SQL query. Access has also been used to aggregate across the NST commodity definition. Contrary to international trade, for domestic transport less detail is available concerning the commodity type (at most information is available on NSTR2 digit level instead of the CN 8 digit level). As a consequence the cargo characteristics and information about the number of vehicles have to be determined in a different way. Available information from Eurostat and national statistical offices is collected as much as possible. This data is used to estimate average figures that are used to estimate cargo characteristics and transport unit information for domestic transport. Method 6: Estimation of transport performance information Transport volume information, expressed in weight of the goods (tonnes) and expressed in value of the goods (euro), is included in the data right from the first step in the method. For transport performance information the variable number of TEUs is included from the first step of the method while information about the number of vehicles is included in the data in method 5. Transport performance information expressed in tonnekilometres, vehiclekilometres and TEUkilometres still has to be calculated. In order to be able to calculate these variables information is needed about the transport distance between regions (on NUTS2 level) by transport mode. Currently this data is available form transport networks available at NEA (from NEAC) that have also been used in the TENSTAC project. After completion of ETIS WP5 ‘European transport network data’ this data will be available from WP5. For this calculation it is not only necessary to have distance information by mode between the origin and destination region, but also between transhipment locations and between origin/destination regions and transhipment locations. A special procedure will be applied for the intraregional transport distances. For intraregional transport no distance can be determined based on a transport network since the origin and the destination are the same. A procedure will be applied in which the distance for intraregional transport will be determined by region based on a number of characteristics of the region (such as the area of a region and/or economic activity of a region). Once the transport distance data is available in the requested format, the transport performance information is calculated by multiplying the distance by the relevant variables. Validation and modification of results – use of CAFT and national sources Finally, when the final freight O/D matrix has been constructed, the results will be validated by comparing the results with CAFT data and with data from national sources (regional Document2 27 May 2004 63
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