D6 main report: ETISDatabase methodology application ... - ETIS plus

D6 main report: ETISDatabase methodology 

application by data set: socioeconomic, transport 

networks, freight transport service and costs, 

passenger transport services and costs. V3.0 

CONTRACT N° : GMA2/2000/32051SI2.335713 ETISBASE 

PROJECT N° : 2.1.1/9 

ACRONYM : ETISBASE 

TITLE : Core Database Development for the European Transport policy Information System (ETIS) 

PROJECT COORDINATOR : NEA Transport Research and Training BV 

PARTNERS : 

Nouveaux Espaces de Transport en Europe Application de Recherche 

Istituto di studi per l’integrazione dei sistemi 

Universität Karlsruhe (TH) 

MDS Transmodal Limited 

MKmetric Gesellschaft Fuer systemplannug MBH 

Technical Research Centre of Finland 

Eidgenoessische Technische Hochschule Zuerich 

PROJECT START DATE : 1122002 

DURATION : 33 Months 

Date of issue of this report : 18012005 

Project funded by the European Community under the 

‘Competitive and Sustainable Growth’ Programme 

(19982002)

D6 main report: ETISDATABASE METHODOLOGY APPLICATION BY DATA 

SET: socioeconomic, transport networks, freight transport service and costs, 

passenger transport services and costs 

CONTENTS 

1 INTRODUCTION ...............................................................................5 

2 ETIS OBJECTIVES AND STRATEGIS ASPECTS............................7 

3 CONTEXT OF D6 WITHIN THE ONGOING ETIS REFERENCE 

DATABASE DEVELOPMENT ...........................................................9 

4 THE PROCESS OF DATA COLLECTION.......................................11 

4.1 Suppliers ...................................................................................................11 

4.2 Statistical sources ......................................................................................12 

4.3 Overview of data availability.....................................................................13 

5 DATA GAPS AND SOLUTIONS ENVISAGED................................19 

5.1 Methodologies for data collection..............................................................19 

5.2 Methodologies for data combination..........................................................21 

5.2.1 Data combination as an analytical tool for understanding the spatial 

distribution of flows. ................................................................................21 

5.2.2 Data combination for filling the gaps at spatial level ..................................22 

5.2.3 Data combination for setting up cost models..............................................23 

5.2.4 Data combination for generating supporting data .......................................23 

5.3 Methodologies for filling the gaps .............................................................24 

6 METHODOLOGICAL OVERVIEW: HOW TO REPEAT THE 

METHODOLOGY ............................................................................29 

6.1 Description of the methodology.................................................................29 

6.2 Problems encountered................................................................................30 

7 VALIDATION PROCESS.................................................................31 

8 CONCLUSION.................................................................................33 

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ANNEX A 

SOCIO ECONOMIC RESULT..........................................................35 

ANNEX B FREIGHT SERVICES AND COSTS RESULTS ...............................51 

ANNEX C 

PASSENGER SERVICES AND COSTS RESULT...........................63 

LIST OF TABLES 

Table 4.1 Main data suppliers by ETIS data sets........................................................11 

Table 4.2 Statistical sources ......................................................................................12 

Table 4.3 Data availability........................................................................................14 

Table 5.1 Methods for filling data gaps .....................................................................25 

Table 6.1 Precondition for repeatability ...................................................................29 

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1 INTRODUCTION 

The present report represents the main report of the deliverable D6 concerning the analysis of 

the reference database development and application within the ETIS project 1 . The key data sets 

described in this report are the following (with corresponding responsible work package in 

ETISBASE): 

· Socio economic data (WP 2) 

· Network data (WP 5) 

· Freight transport services and costs (WP 6) 

· Passenger transport services and costs (WP 7) 

The report focuses on the following four topics: 

1. To illustrate the process of data collection, including the description of data suppliers, and 

main statistical sources involved in (Chapter 4) 

2. To describe the methodological framework for data combination and the methods 

whereby data gaps are filled (Chapter 5); 

3. To focus on the methodological steps required for repeating the methodology in case of 

new data and new scenarios (Chapter 6) 

4. To illustrate the way in which the data validation process has been carried out (Chapter 7) 

by the various data set 

A final chapter will draw lessons learned and problems encountered for the set up of the above 

data sets (Chapter 8), while in annexes it will be possible to look at the results in terms of the 

type of data delivered, which also represents a first anticipation of the statistical pocket books 

that will be delivered as accompanying information to the ETIS reference transport database. 

This report updates and refines the overall methodological developments illustrated in the D5 

report of the reference database development, with particular emphasis on the validation process 

and the contents of data sets in terms of data availability and forms of representation, e.g. years, 

geographical coverage, etc). Part of this information will also represent the background material 

for the preparation of statistical pocketbooks, which will be delivered by each ETIS data set as 

accompanying information to the user manuals. 

Detailed information about the different methodological aspects and results of the testing phase 

concerning each data set and responsible Work Package (WP) can be examined in the respective 

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D6 main report: ETISDATABASE METHODOLOGY APPLICATION BY DATA SET: 

socioeconomic, transport networks, freight transport service and costs, passenger transport 

services and costs 

annexe reports that form an integral part of the D6 deliverable. Furthermore D6 has been 

accompanied with files in which computations related to the freight services and costs are made. 

1 

Te full title of the reference database part of ETIS project is ETISBASE `Core Database Development for the European 

Transport policy Information System (ETIS)’ 

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2 ETIS OBJECTIVES AND STRATEGIS ASPECTS 

The work on the ETIS reference database responds to key action 2, ‘Sustainable Mobility and 

Intermodality’, objective 2.1 ‘Socioeconomic scenarios for mobility of people and goods’, 

task 2.1.1/9, ‘Development of a European Transport policy Information System (ETIS) as a 

basis for transport planning and policy formulation’. The task is separated into three subtasks. 

The ETIS reference database addresses subtask 2, ‘the development of a reference database for 

the modelling element’. 

The objectives of ETIS reference database are: 

1. To contribute to the building of a consensus view of the reference pan European transport 

modelling data set. 

2. To develop an open methodology to generate a version of such a set from existing 

international and national sources. 

3. To produce a first compilation of the data set by applying the methodology mentioned 

above, as online database. 

During the kickoff of the project it has been decided by the European Commission that within 

this project the work should focus on: 

1. the development of an ETIS for TENT policies, 

2. the procedures and data should face especially a monitoring of the TENT corridors, 

3. the geographic scope has to be adjusted to the forthcoming 10 new members, 

4. the PAN European scope has to be defined along the geographic hemispheres, 

5. the degree of detail in general can be reduced including a concentration upon a few 

indicators mentioned in the white paper, 

6. the results have to be available for further use within the GETIS system, 

7. the work tasks and responsibilities have to be adjusted in respect of the new focus and the 

limited budget. 

The reference database of ETIS will serve a various series of TENT policy issues: the level of 

detail and the variables will be appropriate for this purpose. It will allow obtaining in an 

accurate way the performance and the impacts (environmental, economic) of transport, as well 

as the traffic at specific nodes or links of the networks. But the internal structure of the database 

will allow proceeding easily to any aggregation in order to get a compact view of transport 

performance (vehiclekms etc) and effects (emissions level, energy consumption by mode etc). 

The work organisation of ETIS reference database is established in close cooperation with the 

external promotion 2 and contacts of ETIS. As part of this external promotion, support to the 

development of the ETIS reference database is an essential element. 

2 

Promotion work is covered by the ETISLINK project 

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There are several aspects on which synchronisation of the two projects take place: 

· 4 workshops specifically related to the development of the ETIS reference database 

· Open Conferences in which dissemination of results takes place 

· Participation to the ETIS Steering group 

· Testing of the system with pilot users, i.e. also testing of results of the development of the 

ETIS reference database 

· Dealing with specific issues like legal and organisational aspects. 

In addition the ETIS reference database will be incorporated in the ETIS software tools 3 . The 

two most important outputs of the reference database development that serve as input to the 

system tools being developed are: 

1. The metadata concerning indicators and data sources serve. 

2. The final reference ETIS database 

Furthermore in order to make it possible for the software tool developers to continue their work 

while the reference database is being developed working material is being delivered which has 

also been used in the TENSTAC project. Intermediate results from the reference database 

development will be delivered as soon as it comes available. ETIS reference database 

construction will, where possible, use the results of GETIS (GIS data) and TENSTAC 

(indicator definitions and use of a selection of the input data) and find cooperation where 

possible. 

3 

ETIS software tools are covered by the ETISAGENT project 

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3 CONTEXT OF D6 WITHIN THE ONGOING ETIS REFERENCE 

DATABASE DEVELOPMENT 

The development of the ETIS reference database has started on 1 December 2002 and has a 

duration of 33 months with as official ending date 31 August 2005. 

The work plan of ETIS follows a fourphase approach: 

· Phase 0: Stateoftheart; here all available material from previous projects is collected 

and classified. 

· Phase 1: Development of a reusable methodology to generate the data sets from known 

and available sources. 

· Phase 2: Testing phase of ETIS on selected corridors 

· Phase 3: Pilot version of ETIS 

In Phase 0 which has been finalised in July 2003 and which has been reported in deliverable D2 

the following main results have been listed: 

· TENpolicies 29 

· Performance indicators 

· Supporting indicators needed for calculation of the performance indicators 

· Models and their required input 

This result is the basis for the identification of the data needs of ETIS on which the following 

activities focus. 

Within the Phase 1 of which D3 is the describing report (internal working document) the 

following elements have been added: 

· Templates describing the calculation of the supporting indicators. 

· List of variables to be considered 

· Identification of the major data gaps 

· Draft methodology to develop the data sets 

· First list of required data sources 

In Phase 2, of which the D5 illustrates the results, running from November 2003 until May 

2004, the following actions have been taken: 

· Final Collection of the data 

· Provide input to the ETIS Workshops on variables, methods and data 

· Testing phase (selection of methods and/or geographical area) 

· List of variables to be included (update of the variables to be considered of phase 1) 

· List of indicators that can be calculated within ETIS 

· Second draft methodology (update of Phase 1) 

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The D6 synthesis report allows the Phase 2 (Testing phase of ETIS) to be completed through the 

final data validation and the updated methodological framework for the following ETIS data 

sets a) socio economic data b) network data c) freight transport services and costs and d) 

passenger transport services and costs. The same steps will be undertaken through the 

Deliverable D7 for the remaining ETIS data sets: freight and passenger transport demand, 

transport network assignments and external effects. 

Both the Deliverables will pave the way for the completion of the ETIS Phase 3 (Pilot version 

of ETIS) through the provision of a validated ETIS reference database (metadata and reference 

data), which is a basic requirement for the test of the Pilot version of ETIS. The reference data 

will be provided on a CD as a separate deliverable at the end of the project. The reference data 

sets also will serve as input to the ETIS software tool. 

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4 THE PROCESS OF DATA COLLECTION 

In this chapter the process of data collection is briefly described. It firstly includes a section 

informing about the most important data suppliers, described by type and accessibility, e.g. 

public, restricted, etc. It follows the list of most important statistical sources and an overview of 

data availability by distinguishing topics, e.g. year, geographical coverage, etc. 

4.1 Suppliers 

The following table summarises the most important data suppliers by data sets according to the 

type of supplier. In particular, it has been stressed the public or private nature of the supplier, 

leading in general respectively to a free access or to a feebased access to data and information. 

The table below only indicates the most important or prevalent data suppliers. 

Table 4.1 

Main data suppliers by ETIS data sets 

Type of supplier 

Socio economic data 

(WP 2) 

Network data 

(WP 5) 

Freight transport 


(WP 6) 

Passenger 

transport services 

and costs (WP 7) 

Institutional 

· EUROSTAT 

· MEDSTAT 

programme 

· GETIS 

· EUROSTAT 

(GISCO) 

· EUROSTAT 

(including GISCO) 

· Internet sites 

· Internet sites 

· ICAO 

· WORLD BANK 

· EU Projects 

Private 

· Eurogeographics/ 

· Freight industry 

· EuroGlobalMap 

In general, it can be observed that the four data sets to a great extent need to use data coming 

from institutional bodies, e.g. EUROSTAT. 

This implies that in general accessibility to information should be facilitated in the case of 

socioeconomic data and freight and passengers costs services, even if for some specific 

information, e.g. costs and tariffs of freight services, the need to use data coming from private 

sources would be required. In particular the freight industry sources in WP 6, a primary data 

source that need to be regularly updated and maintained. 

It should be mentioned, though; that the accessibility to information also depends on the spatial 

dimensions we are dealing with. For example, even for socio economic data, where in general 

data accessibility is easier, the local level (NUTS IV or NUTS V) data could require pricebased 

information. 

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Internet sites have been in general considered as an institutional, freeaccess, type of supplier, 

although, in some cases, e.g. “OAG MAX website for calculating air impedances in the 

passenger transport services and costs (WP 7), data are available only on commercial basis. 

4.2 Statistical sources 

The overview of the statistical sources by data sets is the following: 

Table 4.2 

Socio economic data 

(WP 2) 

Statistical sources 

· EUROSTAT (NEW CRONOS, 

REGIO, COMEXT, GISCO ) 

· EUROGEOGRAPHICS 

(SABE) 

Network data 

(WP 5) 

Freight transport 

services and costs (WP 

6) 

Passenger transport 

services and costs (WP 

7) 

· EUROSTAT (GISCO · EUROSTAT (GISCO) · Timetable for 

passenger ferry 

services 

· EUROGEOGRAPHICS 

(SABE) 

· Transport companies, · SABE database 

· Corine land cover · UNECE · Ports and Terminals, · UIC network 

· World Bank Data & Statistics · UIC · Business directories. · EUROCONTROL 

· IMF STATISTICS DOTS 

Direction of Trade Statistics. 

· Internet websites of 

national governments 

· WTO World Trade Organisation · Official Airline Guide 

(OAG) 

· OECD Main Economic 

Indicators 

· Worldfact Book (CIA database) · Tariff database of a 

consolidator (air tariffs) 

· Project results including 

SCENES 

· Project results 

including 

RECORDIT, SPIN 

and GBFM Freight 

Modelling Project 

(UK) 

· ICAO 

· HAFAS 

· Eurocontrol · Official Airline 

Guide (OAG) 

· Tariff database of a 

consolidator for air 

tariffs, MkMetrik 

· Flight booking systems · International rail 

timetable 

· ICAOdatabase · Internet websites of 

rail and ferry 

companies 

· EU project results like 

GETIS and TENSTAC 

The table showing the statistical sources confirms the considerations about the characteristics of 

data suppliers, with particular reference to data accessibility. 

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· The socio economic data set basically relies on statistical sources coming from public 

domains, e.g. EUROSTAT, OECD and World Bank data series, with the exception of 

SABE for network data 

· The network input data basically needs of network data, provided by private as well as 

public domains, in addition to internetbased web sited 

· The freight transport services and costs data set, other than EUROSTAT network data, is 

also based on business directories and transport companied databases 

· The passenger transport services and costs data set is strongly based on statistical sources 

coming from public domains, e.g. internet web sites of ICAO (International Civil 

Aviation Organization). 

4.3 Overview of data availability 

The last step for describing the process of data collection is to provide an overview of data 

availability. The table below summarises the situation concerning data availability by focusing 

on the following topics: 

1. Geographical coverage: it should be stressed that the proper assessment of the TENT 

projects requires an analysis of the transport flows at least in 27 countries (EU 25, 

Norway and Switzerland) in order to have an overall picture of transport flows on the 

scale of the enlarged European area 

2. Geographical level, indicating the prevailing level at which data are represented. It can be 

observed that, a part the network data and freight services and costs, at O/D and link 

level, the other information will be delivered according to the various NUTS territorial 

units 

3. Time reference, because the indication of the time scale of the collected data and 

information represents an important information to the extent that it allows the user to 

identify in which specific time the transport situation is presented 

Moreover, it should be stressed the need to specify the spatial dimension at national, network 

level and at narrow spatial scale. In fact, the assessment of the TENT projects and policies 

requires the estimation of the overall potential impacts (at economic as well as environmental 

level) at a regional scale and with reference to significant segment at the network level (links 

and nodes). 

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Table 4.3 

Data availability 

SOCIO 

ECONOMIC 

NETWORK 

DATA 

FREIGHT 

SERVICES 

AND COSTS 

PASSENGER 

SERVICES 

AND COSTS 

Geographical 

scope 

Core countries (*), 

Pan European scope 

(**) and rest of the 

world, depending on 

the variables to be 

analysed 

Core countries 

(*), 

Pan European 

scope (**) 

Core countries 

(*) and 

connection with 

Pan European 

Countries 

(approximately 

Core 

(*) 

countries 

30 countries) 

Geographical 

level 

Country level 

NUTS 2 level 

Link level 

O/D path 

Link level 

O/D path 

NUTS 2 level 

NUTS 3 level 

NUTS IVV level 

Time reference 

Year as close as 

possible 2000 or time 

Year as close 

as possible to 

2002/2003 for 

GIS data and 

Year as close as 

possible 2000 

series depending on 

the variable under 

examination 

2000 or time 

series 

depending on 

the variable 

under 

examination 

freight services, 

19982004 for 

rail –road freight 

costs 

(for some 

variables only 

current 2003/4 

values are 

possible) 

(*)Core countries: EU 25, Norway, Switzerland 

(**)PanEuropean scope: Rumania, Bulgaria, Turkey, Bosnia & Herzegovina, Croatia, Serbia & Montenegro, Albania, FYRO 

Macedonia 

More specifically, the socio economic database is articulated in the following three basic levels: 

· national level 

· regional level 

· local level. 

The demographic section includes at national level the total population per country, the 

population by sex and age group, estimates of emigration and immigration as well as their 

distribution per country of origin or destination and pupils and students by level of education 

and sex. At regional level the population is available at NUTS II and NUTS III level. Data 

availability also includes important macroeconomic aggregates, e.g. GDP (real, constant euros 

base 95), Import/exports (real or as % of GDP) with distinction between EU and non EU 

14 

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countries (with eventually further distinction for non EU countries) and Industrial production 

indexes. 

The network data availability relies, on the one hand, on The United Nations Economic 

Commission (UNECE) for Europe that publishes every five years the “Census of motor traffic 

on the main international traffic arteries”, including the network of all ERoads in Europe and 

other information about technical characteristics of the roads. Data are missing for some 

countries, e.g. the share of heavy vehicles is not available for France, Italy, Portugal, Sweden, 

Finland and only partly for the Netherlands. On the other hand the UIC network data, census 

data about the number of trains (by freight type) and technical characteristics of the rail links are 

available. 

The situation for freight transport services and costs shows a prevailing data availability at 

2003/2004, in particular for GIS data and rail and sea freight services. Rail and road costs range 

between 1998 and 2004, depending on the type of cost category. Seaferry and seacontainers 

range from 2003 and 2004. 

Data availability for the levelofservice of data for passenger services includes a substantial 

number of Internet web sites and external databases as follows: 

· Timetable for passenger ferry services: “Fähren in Europa” 2003 

· Hafas server, which allows electronic access to European rail timetables provided by 

Hacon 

· Tariff database of a consolidator for air tariffs, provided by MkMetrik 

· Data from the International Civil Aviation Organization (ICAO), with information on 

airport taxes 

· International rail timetable (print version), provided by Deutsche Bahn AG 

· SABE database, which contains boundaries of administrative regions at a low regional 

level (NUTS 5) 

· Internet websites of rail companies for data on tariffs 

http://www.oebb.at/Angebot_Reisen/Startseite_Angebot_Reisen/Startseite_Preise/Stand 

ardpreise_OEBB/index.html 

http://www.brail.be/internat/E/trains/index.html 

http://www.sbb.ch/pv/index_d.htm 

http://www.cd.cz/ 

http://reiseauskunft.bahn.de/ 

http://www.kaiborgolte.de/ptabelle.htm 

http://www.dsb.dk/journey_planner/ 

http://horarios.renfe.es/hir/ingles.html 

http://www.vr.fi/heo/eng/index.html 

http://www.sncf.com/ 

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http://de.geocities.com/mitsara2/Fahrplan/pricessek.jpg 

http://www.mav.hu/eng/szemelyszallitas/2003dijszabas/ 

http://www.irishrail.ie/your_ticket/leisure.asp 

http://www.trenitalia.it/home/de/index.html 

http://www.cfl.lu/f/rail/index.htm 

http://www.ldz.lv/en/biletesi.htm 

http://www.ns.nl/domestic/index.cgi 

http://www.nsb.no/internet/en/index.jhtml 

http://www.rozklad.pkp.pl/cgibin/new/query.exe/en 

http://www.cfr.ro/calatori/ro/tarife.htm 

http://www.sj.se/ 

http://www.zsr.sk/english/pcestpo.html 

http://www.centraltrains.co.uk/_your_journey/guide_to_tickets_fares.htm 

http://www.nationalrail.co.uk/planmyjourney/ 

· Internet websites of ferry companies for data on tariffs and levelofservice: 

http://www.worldtravellers.net/seatravel/ferries.html 

http://www.ferrytravel.de/N__Europe/n__europe.html 

http://www.calmac.co.uk/summertimetables.html 

http://www.ukstudentlife.com/Travel/Transport/Ferry.htm 

http://www.vikingline.fi/timetables/timetables/timetables/mar_kapalf.asp 

http://www.travelchoice.org/ferry.asp 

http://www.hoverspeed.co.uk/schedules/faresschedules.pdf 

http://www.worldtravellers.net/seatravel/esferries.html 

http://www.corsicaferries.com/corsicahtml/en/ANG_2003.pdf 

http://www.departuresarrivals.com/ferry.htm 

http://www.excite.co.uk/directory/Business/Transportation_and_Logistics/Maritime/Shi 

p_Owners_and_Management/Ferries/Europe 

http://balearia.net/eng/indexbalearia.htm 

http://europeforvisitors.com/europe/planner/blp_ferries_south_countries.htm 

http://directory.google.com/Top/Business/Transportation_and_Logistics/Maritime/Ship 

_Owners_and_Management/Ferries/Europe/ 

http://www.minoan.gr/en/main.asp 

http://www.grieksegids.nl/minoan/ 

https://www.forthcrs.gr/paleologos/english/pgres.exe?PM=CR 

http://www.gtp.gr/RoutesForm.asp 

http://www.greekislands.gr/index.html 

· Internet websites with data concerning fuel consumption and fuel prices: 

http://www.tremove.org/downloadv21/downloadv21.htm 

http://www.rec.org/REC/Publications/LeadOut/chapter32.html 

http://www.zietlow.com/docs/FuelPrices2003.pdf 

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· Internet websites consulted for linkspecific road charges: 

http://www.arboe.or.at/reise/mautgebuehren/maut_aut.html 

http://www.arboe.or.at/reise/mautgebuehren/maut_ch.html 

http://www.arboe.or.at/reise/mautgebuehren/maut_cz_slo.html 

http://www.arboe.or.at/reise/mautgebuehren/maut_dk_s.html 

http://www.arboe.or.at/reise/mautgebuehren/maut_e_p.html 

http://www.autoroutes.fr/index.phphttp://www.asf.fr/control/index.aspx?pageid=Anglai 

s.146http://www.sanef.com/siteSanef/fr/fr_euro.htm 

http://www.arboe.or.at/reise/mautgebuehren/maut_gr_mk_yu_h.html 

http://www.arboe.or.at/reise/mautgebuehren/maut_h.html 

http://www.arboe.or.at/reise/mautgebuehren/maut_i.html 

http://www.arboe.or.at/reise/mautgebuehren/maut_e_p.html 

http://www.arboe.or.at/reise/mautgebuehren/maut_dk_s.html 


http://www.arboe.or.at/reise/mautgebuehren/maut_cz_slo.html 




· Internet websites with data concerning the vehicle fleet structure; 

http://www.rec.org/REC/Publications/LeadOut/chapter32.html 

http://www.tremove.org/downloadv21/downloadv21.htm 

· Internet websites with data concerning European speed limits for passenger cars: 

http://www.avd.de/hilfe/dat_tempolimit.htm 

http://www.oeamtc.at/netautor/pages/laender/export/laender.php?...%5D=008 

http://de.wikipedia.org/wiki/Tempolimit 

http://www.ferienhausameer.de/content/frankreichautobahn.htm 

http://www.aberhallo.de/lexikon/index.php/Autobahn_%28Schweiz%29 

· Internet websites with data concerning flight schedules, tariffs and taxes: 

http://www.oag.com 

http://www.flugplan.de 

https://www.iataonline.com/Store 

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5 DATA GAPS AND SOLUTIONS ENVISAGED 

This chapter deals with the methods envisaged for filling data gaps. This is a very sensitive 

issue for ETIS, due to the fact that the complexity of specific data sets, e.g. network data, or the 

difficulty in obtaining information make inevitable to face with the problem of data gaps and 

missing data. For these cases, ETIS has been designed to provide a set of different approaches 

for filling the gaps, depending on the type of data sets under examination. It should be stressed, 

indeed, that the methods envisaged for filling the gaps strictly depend on the type of data sets, 

and no homogeneous a priori approach can be designed. In order to clarify this issue, before 

illustrating in the section 5.3 the main data gaps and the proposed solutions, the sections 5.1 and 

5.2 describe respectively the methodology of data collection and data combination. In such a 

way it will be possible an assessment of the different ETIS data sets characteristics, in order to 

clearly distinguish the differences. 

5.1 Methodologies for data collection 

The methodologies for data collection strictly depend on the specific data set characteristics. 

As far as socio economic data is concerned, the database structured in three different 

geographical levels: national, regional and local, requires the following methodologies: 

· Use of national socioeconomic aggregates which are well defined and well harmonised 

through the EUROSTAT surveys, integrated with specific programmes, e.g. MEDSTAT 

for Mediterranean countries 

· Use of NUTS II level data as far as the regional level is concerned. In such a case, 

however, it should be considered that what is called regional level, which is basically an 

“administrative” concept, not always can be represented through the NUTS II aggregation 

level, in particular for non EU countries 

· Use of NUTS IV or NUTS V, representing is the “local” level, which consequently need 

of a lower level of detail 

With reference to the network data, the methodology for data collection involves the following 

steps: 

· To verify the necessary requirements for network data analysis, e.g. 

a) to identify the source for indicator calculation (Example Network length by link 

type), 

b) to present indicators with spatial information (Mapping). 

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In this context, the use of transportation models for filling the gaps is necessary, in 

particular with reference to traffic demand estimations at link level and the shortest paths 

between zones. 

· To allow for the shortest path calculation, e.g. 

a) defining the correct structure of graph to represent routings usable for citycity car 

navigation 

b) to assess capacity, traveltime, incremental assignment 

From the point of view of the database categories needed for the analysis, the following can be 

mentioned: 

· Network data (GISCO), which comprise models (graphs), which represent transportation 

networks (Structure and attributes). 

· Census data at network level. 

· Network models with potential to be used in transport models (part of methodology to fill 

gaps). 

Concerning the freight transport services and costs there are three categories of data to be 

collected: 

a. GIS data – relating to transport infrastructure. 

b. Transport services data – relating to rail and water based services. 

c. Cost data – generic transport costs. 

The GIS data are required for the three main freight modes, road, rail and water, for the location 

of mode interchanges (ports) and for the definition of administrative units (NUTS regions). 

From the methodological point of view the GIS data are provided by the WP5 (network data) 

for road, by NESTEAR (WP2) for rail infrastructure database, and the database sourced from 

EUROSTATGISCO for NUTS 2 and NUTS 3 boundaries. 

Transport services data, information about scheduled freight services, have been stored using 

existing databases developed by MDST and NESTEAR, integrated with additional information 

has been sourced from the freight industry. 

Cost data, generally more elusive than the other categories, have been developed through a 

review of freight costs model developed in the context of several projects and reports, e.g. 

RECORDIT, SOFTICE, then harmonized and treated as data within WP6. The study has 

concentrated on Spain, France, Italy, the UK, the Netherlands, Germany, and Poland. Countrybased 

models have been built for road and rail freight, and international models (assumed to be 

equally relevant across Europe) for maritime transport and waterways. 

20 

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Data collection in WP7, passenger services and costs, deals with several models and 

databases: 

· Passenger travel time road, and Direct user costs passenger road, through the road 

network model at European, i.e. the TENSTAC network model, further developed by the 

integration of generic and linkspecific tolls 

· Passenger travel time rail, through a rail line network model 

· Direct user costs passenger rail, through several Internet sites, as shown in the section 4.3 

· Passenger travel time, direct user costs and frequencies air transport, involving external 

models e.g. connectionbuilder based on a flight schedule, ticket consolidator and other 

variables, like travel distance, carriers used within a specific connection and internet sites, 

etc, and price models for air transport 

· Passenger travel time and direct user costs shortsea shipping, through timetable for 

passenger ferry services and other Internet web sites 

The methodologies adopted range from road network calculations (for passenger travel times) to 

the “outofpocket costs” i.e. costs for fuel consumption and road charges, taken from countrybased 

sources for the generation of direct user costs for passenger road transport. 

5.2 Methodologies for data combination 

The methodologies for data combination respond to different aims, according to the different 

data sets characteristics and scope. In the following sections an overview of the methodologies 

used and at the same time examples of how these methodologies have been designed by each 

ETIS data sets are provided. 

5.2.1 Data combination as an analytical tool for understanding the spatial distribution 

of flows. 

This is the case of socioeconomic data (WP2), which are organised at different level of 

aggregation, e.g. geographical (national, regional and local), scale (EU scope, neighbour 

countries and rest of the world) and sections (demographic, economic aggregates, sector 

information and other socio economic information). Each section is organised in specific subsections, 

e.g. the section economic aggregates has the follows 

· Added value per sector 

· Employment per sector 

· Import/export per sector: value and tons 

· Specific information for energy sector and fuel price. 

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Since within each spatial level the same structure of information will be used, including what 

will be called “sections” or “subsections”, there is the possibility to “bridge” information 

between different sections such as employment and Gross Value Added figures. In particular, 

through the use of proxy variables, e.g. population, the local spatial distribution of activity can 

be made in correlation with local spatial distribution of population or employment 

In such a way, the combination of information among the different socio economic database 

levels will allow analysis of correlation between structural change in the economy and the 

evolution of specific sectors influencing both volume of traffic and transport demand. 

5.2.2 Data combination for filling the gaps at spatial level 

Data combination for filling the gaps is an issue addressed by the WP5 (network data input), In 

fact, the geographic energy & transport information system (GETIS), a database for spatial 

analysis and mapping combining different data sources (GISCO, UNECE etc.) with 

Eurogeographics EuroglobalMAP data provides for most countries a very detailed 

transportation network (exception e.g. Italy) for presentation and spatial analysis purposes and 

not for the calculation of assignment results. Furthermore, the most severe data gaps can be 

outlined: 

· UNECE census data: For road transport the for the year 2000 cover not the complete 

TENNetwork, due to gaps in the database. 

a. Only total traffic in France, Portugal, Italy, Finland, Sweden (No information about 

the share of heavy vehicles available), 

b. No data at all for Greece, 

c. No data close to agglomerations in GISData and 

d. Classified data only for French motorways. 

· It is not possible to calculate information on distance classes or user segments on a link, 

which is needed for several network related supporting indicators 

· No recent database with link related demand data for rail is available (At the European 

level). 

· There is no central data source for all needed maintenance and development costs. The 

needed information must be collects by single data sources for all countries. 

· In Germany speedflow and costflow functions are described as ‘EWS’functions. It is 

not clarified weather this can be applied for Europe or for each country individually 

(cp. the digression given in chapter. 

· There is no central data source for statistical information (e.g. port statistics). Data must 

be collected individually from national and local statistics. 

This implies the need of integration among the different network data set, GISCO, UIC; TEN 

STAC, GETIS (database) etc. The completion of the integration task is currently under way, in 

22 

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particular as far as the integration between GISCO and GETIS is concerned. Sample data, 

which allows the linkage between the transportation network which is part of the GETIS 

database and the used calculation networks for the different modes are available and are already 

delivered to ETISAGENT for testing purposes. At present the linkage of the GETIS 

transportation data and the calculation network is done with the included data on the trans 

European networks (TEN) because the detailed GETIS transportation network is not available 

for all needed countries (e.g. Italy is missing). Therefore the TEN layer was chosen. 

5.2.3 Data combination for setting up cost models 

Costs data on road and rail freight services (WP6) have been collected and combined for setting 

up cost models. This has been achieved by building all of the data integration and most of the 

modelling steps into a single software module. In general, the main findings of the above 

analysis are the following: 

The cost items of road freight transport may be ranked into two categories: 

· items which are country specific, for example the toll cost, the labour cost and the energy 

costs 

· items which depend upon other factors than the country itself, the main factor of variation 

being the size of the enterprise. For example: the truck price, the annual mileage, etc… 

As far as the necessary information are concerned, the available information (usually more 

recent than 2000) about transport cost can be considered as dispersed. Furthermore, there is no 

reliable information allowing the comparison of costs and competitiveness of road carriers in all 

member States at the same time. The representativeness of such data, when existing in a given 

country, must be considered with care. 

The comparison of “average cost structures” between several countries appears as a difficult 

exercise, even for a given profile of vehicle. Indeed, it is likely that cost dispersion within a 

given country is higher than cost dispersion between the “average levels” observed in the 

various member States. 

5.2.4 Data combination for generating supporting data 

Data combination in the context of passenger transport services and costs (WP7) is twofold: 

· Use of road network models, e.g. GISCO road network, for the passenger travel times 

road calculation among European NUTS 2 regions in an unloaded road network. The 

underlying road network has been updated for the purposes of TENSTAC and ETIS. For 

the calculation of the travel times countryspecific maximum speed limits were taken into 

account. 

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· Use of the “outofpocket costs”, i.e. costs for fuel consumption and road charges for the 

generation of direct user costs for passenger road transport. The estimation of fuel costs 

countryspecific data on average fuel consumption of the passenger car fleet and countryspecific 

shares of diesel engines were also taken into account, as far as data was available. 

5.3 Methodologies for filling the gaps 

Given the different methodologies and ETIS data sets characteristics outlined in the 5.1 and 5.2 

sections, the following different types of gaps can be distinguished: 

· Gaps arising from data not collected before or on a structural basis (on a European Scale) 

· Data available on a European scale but not harmonized 

· Data simply not available (at least not for the overall countries) 

With reference to the socioeconomic, network data, freight and passenger services and costs 

data sets, the following different methodology approaches can be distinguished: 

· Methodologies based on the geographical characteristics of statistical units (NUTS) and 

on the use of raster techniques (as in the case of socioeconomic data set) 

· Methodologies for combining different network model data (as in the case of network 

data) 

· Methodologies for filling missing data through the creation of new data base, using as 

input external data bases, models and information drawn out from reports, statistics, 

projects, etc (as in the freight services and costs data set) 

· Methodologies based on statistical analysis (regression functions) in order to estimate 

data and updating of existing network models in order to cover the TENT geographical 

space 

The Table 5.1 below shows the combinations of the methodologies above mentioned in detail, 

describing the type of data gaps observed and an outline of the methods envisaged for filling the 

gaps. 

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costs, passenger transport services and costs 

Table 5.1 

Methods for filling data gaps 

Data gaps 

observed 

Socio 

Economic data set 

Network 

Data set 

· In particular cases, with · Data gaps in network 

reference to specific indicators, 

the NUTS level can be different 

for a same country or between 

CEE countries and candidates. 

· Relevance of NUTS regions, the 

area of nuts regions is very 

different for each country 

used) 

· Dispersed data availability 

· The years available are 

heterogeneous 

Methods · Data harmonisation among 

NUTS levels and use of 

techniques for data estimation 

at spatial level 

databases (e.g. UNECE 

traffic count data) 

· No calculation network 

(networks, which are 

included in GETIS cannot be 

· Establishing connections 

between GETIS and 

networks which will be used 

for assignments Set up 

network modelling and 

finding input from other 

areas, i.e. port statistics 

· Set up network modelling 

· Use models which are 

available in consortium 

(model used in TENSTAC) 

Freight services and costs 

data set 

· A European 

Costs/price freight 

transport database does 

not exist 

· Data relating to the 

reliability of intermodal 

transport on specific links 

and routes 

·A Transport Network 

Data Model (TNDM) 

·a Generic Cost Model 

(GCM) developed for 

road, rail, waterways, 

short sea shipping 

Passenger 

services and cost data set 

·Direct users travel costs for 

road and rail 

·Passenger travel times road 

· Modelling, statistical 

analysis (regression 

analysis); 

· Updating of rail and road 

network model in order to 

fill the gaps 

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In particular, as far as socioeconomic data are concerned, it should be considered that information at 

NUTS II level are subdivision of details provided at NUTS III level and this property of “embedded” 

definition of information can be useful where some data are missing, because NUTS II estimations can 

always be extended to NUTS III level as a first approximation. Furthermore, when facing the 

difficulty of obtaining data combining different information with different area, the techniques of 

“raster” cells can be used so that an estimation of local spatial distribution of activity can be made in 

correlation with local spatial distribution of population or employment. 

Concerning the network data, the methodology envisaged involves the integration of several platforms 

and network models. In order to fill the gap of a network model, which has to be used by 

transportation models, the TENSTAC network model has been used for the calculation of shortest 

path, which may be necessary for the service and cost estimation for WP 6 – freight transport service 

and cost data sets and 7 – passenger transport levelofservice (LOS) data sets. An assignment of the 

demand datasets provided by WP 3 – freight demand database development and WP4 – passenger 

flow matrix building will be necessary for the calibration of the estimation models and to fill the gaps 

related to link related demand, which can not be calculated directly from census data. Furthermore, the 

integration into the GETIS databases is foreseen. 

In the context of freight services and costs, new data have been integrated in a GIS platform for 

terminals, so that all the services could be represented as nodes in the rail and water networks, and 

water, as a “virtual” network was constructed in order to calculate distances by sea. New data has been 

added to provide better coverage for ICF services and intermodal services in Eastern Europe for rail 

and for ferry services. Concerning costs, new data has been collected from several European models 

and research projects. 

The approach adopted in the case of passenger services and costs is based on regression analysis. 

For the countryspecific analysis of rail tariffs a regression analysis was applied, in order to generate a 

functional relationship between distance travelled and tariffs. Due to the heterogeneity of rail tariffs 

among different countries, and the heterogeneity of tariffs among different service segments even 

within the same country, regression functions for rail tariffs were generated for each country and each 

supply segment individually. Following supply segments were differentiated: 

· Highspeed rail services on highspeed rail infrastructure, e.g. ICE service Frankfurt – Cologne, 

TGV service Paris – Lyon – Marseille, AVE service Madrid – Sevilla 

· Highspeed rail on conventional infrastructure, e.g. ICE service Stuttgart – Zurich, TGV service 

Toulouse – Bordeaux, ES service Torino – La Spezia 

· Qualified longdistance trains, e.g. trains with EuroCity/ InterCity standard 

· Other longdistance trains, e.g. direct trains/ interregional trains 

· Regional/ local trains 

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Based on tariff data of national railway companies’ websites for selected sample relations and 

distances from a European timetable, regression functions for each country and each demand and 

supply segment were estimated. Countryspecific differences in rail tariffs for the demand segment 

business and the supply segments “highspeed trains on highspeed infrastructure”, “highspeed trains 

on conventional infrastructure” and “qualified longdistance trains” are illustrated by the graphs 

below. 

The regression functions attained were applied to information on distances covered, per country and 

supply segment on the quickest route between an O/D pair. The distances were generated by a rail line 

network model. 

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27




6 METHODOLOGICAL OVERVIEW: HOW TO REPEAT THE METHODOLOGY 

The repeatability of the methodology for set up and updating the ETIS data sets can be considered one 

among the most important requirements of the project. Addressing effectively the issue of repeatability 

implies in fact the capability to ensure that the ETIS database can be updated and improved in the 

future. This explains why one of the main database design criteria has been the need to make the 

methodology repeatable. 

However, the way in which the repeatability of the methodology can be ensured strictly depends on 

the characteristics of the specific ETIS data sets. In the next two sections a brief description of the 

methodology envisaged ensuring the repeatability and the main problems encountered will follow. 

6.1 Description of the methodology 

The table below describes the approaches followed by each data sets ensuring the repeatability of the 

methodology. 

Table 6.1 

Precondition for repeatability 

SOCIO 

ECONOMIC 

NETWORK 

DATA 

FREIGHT 

SERVICES AND 

COSTS 

PASSENGER 

SERVICES AND 

COSTS 

The methodological approach is 

The methodology to 

This has been 

Generally, 

data 

repeatable as long as the same 

structure of database is used with 

the same “embedded” 

integrate the ETIS 

reference database 

indicators into the GIS 

achieved by building 

all of the data 

integration and most 

sources needed for 

the application of the 

methodology are 

mechanism of selection of 

variables. 

(GETISGISCO) based 

database is currently under 

of the modelling steps 

into a single software 

available permanently 

on a commercial base. 

way 

module. 

It can be observed that, taking a part the network data set, for which the methodology for setting up 

the database has still to be completed, two main approaches can be identified: 

1. An approach based on the need to adopt a predefined data base structure in order to facilitate 

the updating of information 

2. An approach based on the definition of the methodological framework, for the application of 

which it will be necessary to collect the required data 

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To the former approach belong the socio economic and the freight services and costs data sets. 

Concerning the socio economic data set it should be stressed in fact that though the socio economic 

data provision might also face problems of harmonisation and problems of data gaps, the database has 

been structured in such a way that substitute could be obtained directly, either using information 

available at a more aggregate level or using a proxy variable (population for distribution of added 

value for example). It can be concluded that as far as the sources are available, the problem of 

repeatability of the methodology is conditioned by the adoption of the same data base structure. 

The same can be said with reference to the freight services and costs data sets. Having defined a 

software module for data management, maintaining the system simply means maintaining the data 

upon which the software has been constructed. 

Diversely in the case of passenger services and costs data set, in which the general methodology for 

generating for instance the cost matrix for rail passenger transport has been designed and split into the 

following separate and well defined activities: 

1. Generation of regression functions per crosssegment and for each country 

2. Application of the regression functions by exploiting outputs of a rail line network model 

This implies that, once the methodology has been defined and tested, the repeatability relies on data 

availability for running the procedure. 

6.2 Problems encountered 

Taking into account the characteristics of the methodologies envisaged for ensuring repeatability, the 

problems encountered for the implementation of the procedure can be easily defined. 

It can be distinguished a problem of data availability, differentiated according to the specific data sets. 

For instance, as far as socio economic data are concerned, the problems encountered to update the 

database are indeed very limited. Furthermore, one can reasonably expect that in the coming years 

socio economic information will be: 

· more quickly available 

· more largely diffused 

· will benefit from free access. 

Partially different the situation is for freight and passenger services and costs data set, for which the 

required data could be less available, at least free of charge, due to the commercial basis at which they 

are currently sold. 

Another class of problems are facing the methodologies for updating network data. In such a case the 

complexity of the task makes necessary the recourse to specialists and in general a more difficult 

procedure can be expected. 

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7 VALIDATION PROCESS 

The validation process can be considered as a refinement step of the testing phase of the application of 

the methodologies. It basically involves the procedures whereby the results are discussed by a panel of 

expert or by internal checks in order to be validated. 

In the case of network data the validation process assumes a slight different nature: it should be 

considered in fact that most of the methods and material to be applied have already been used in TEN 

STAC and therefore can be considered to be already tested. On the other hand, a full validation of the 

methodology for integrating different network models can be carried out only when the procedure will 

be completed. 

Concerning the other data sets, the following table shows the methods adopted for the validation 

processes: 

SOCIO 

ECONOMIC 

In general, the validation process of the 

socio economic database did not raise 

major problems. 

Remarks made concerned mainly the 

possibility to obtain more detailed socio 

economic information, which can always 

be useful for transport modelling. 

FREIGHT 

SERVICES AND COSTS 

In August 2004, the first version of 

the reference database was offered to 

a panel of experts in order that the 

results might be validated. The 

validation has been carried out by 

the National Transport Ministries 

from Austria, Great Britain, and the 

Netherlands. This has led towards 

substantive changes in the data set 

PASSENGER 

SERVICES AND 

COSTS 

The validation of the data 

sets for direct costs for 

passenger road transport has 

been done by internal 

checks and the provision of 

a validation matrix to 

external experts (see freight 

services and costs). 

In general it can be said that in the course of the validation process the structure and information 

collected have been accepted. Concerning the socio economic data set, variables have been selected 

according to the needs expressed by transport modellers and finding an equilibrium in terms of 

availability of data for different countries or regions, in terms of specificities of models, which have to 

be applicable at European scale and in terms of scope of socio economic variables in order to reflect 

determinants of transport system. 

With reference to the freight services and costs, due to the raising of specific issues, e.g. the use of 

NUTS2 zoning system as standard for national models, it should not be concluded that every figure in 

a 120,000 line database has been validated, although a general agreement has been reached. 

In the case of passenger services and costs the significant differences identified by the external experts 

have led to changes in the methodologies for deriving costs. 

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D6 main report: ETISDATABASE METHODOLOGY APPLICATION BY DATA SET: socioeconomic, 

transport networks, freight transport service and costs, passenger transport services 

and costs 

8 CONCLUSION 

In general it can be observed that the methodological application by data sets has shown the feasibility 

of the overall approach. The partial exception concerns the network data (WP5), for which the specific 

methodology for combining network models and validated the results is still under way. 

With reference to the other data sets, the following remarks can be stressed: 

· The process of data collection has been defined, the type of suppliers identified and the 

procedures for data acquisition tested 

· To a great extent the statistical sources are available with a good degree of accessibility, e.g. 

delivered through institutional bodies or through the Internet 

· The geographical coverage has been defined, together with the specification of the statistical 

units for the zoning system of data representation. Regional detail will be included at the NUTS 

2 level and in some data sets where appropriate NUTS 3. 

· Methods for combining data in order to fill the gaps have been designed. They range from the 

set up of models to the use of statistical analysis. The creation of new databases encompassing 

data and information from reports, statistics, projects, has also been conceived 

· A general capability to ensure the repeatability of the methodology has been reached. The 

preconditions range from data availability to the design of database structured along the 

guidelines specified in the socio economic and in the freight services and costs data sets 

· The validation process has been conducted with positive results. In some cases the remarks from 

external experts have led to the modification of the methodologies, in other cases it has not been 

possible to comply with the suggestions, even if the final results can be considered satisfactory. 

The tables in the annexes of the report show examples of results arising from the application of the 

methodologies in terms of expected results. They also provide first indications about the contents of 

the forthcoming issues of the statistical pocketbook. 

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ANNEX A 

SOCIO ECONOMIC RESULT




The socio economic dataset within ETIS has been built in order to provide indicators for 

transport modellers which are used in the ETIS base for estimations, and in particular for 

estimations of traffic flows for passengers and freight between regions (NUTS II) or eventually 

between more detailed zones (NUTS III). 

In other words the socio economic data of WP2 do not aim at the production of an exhaustive 

dataset but focus more on the input parameters of transport models used. 

For the final transport user or “policy maker” WP2 will be only a “reminder” of the transport 

socio economic context referring to major determinants of transport system operations. 

In doing so WP2 tries to avoid duplication of existing database and is presented in a way which 

remains “neutral” as regards the interpretation of the socio economic data : the data reported are 

not the outputs of economic models for which underlying hypothesis might or might not be 

compatible with hypothesis adapted in transport models. 

The consequences of this choice are the following : 

· WP2 has concentrated on the organisation of the database, putting forward different 

spatial levels, European, national, regional, local as well as geographic “scope”, EU 15, 

EU 25, Balkans countries, CIS countries, Mediterranean countries (the new neighbours) 

and the rest of the world ; demographic data and structure of production per sectors are 

presented for this different spatial levels and groups of countries 

· WP2 does not provide estimations for statistical gaps (this will suppose methodological 

option) but only indicate a way to fill gaps by using “proxies” : proxy of a more 

aggregate geographic zone (for example national average for missing regional 

information), or proxy of demographic information for more detailed distribution of 

economic activity. 

Once these preliminary statements are made on this specific approach and priorities of WP2 in 

the ETIS process the main results can be illustrated as follows : 

· The importance of demographic factor for passenger and freight transport 

· The GDP and sectorial structure of the economic for freight generation 

· The revenue per capita and other societal characteristics for mobility of passenger 

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Economy 

Démography 

1995, UE15 = 

100 

PIB per capita SPA 

2000, UE15 = 

100 

19981999 

2000, UE15 = 

100 

2000, UE25 = 

100 

Employment ( % 

of total), 2001 

Agriculture 

Industry 

Services 

1000 inhabitants, 

2000 

Density of population 

(inh/km²), 2000 




· The importance of demographic factor for passenger and freight transport 

This importance is not only illustrated by population level of different countries of Europe or 

neighbour countries but also by the evolution of the demography which is very much contrasted per 

country and is reflected by a rapid change of the demographic pyramid of the countries. 

Migration data also points on this importance of demographic changes. 

At regional level changes of demographic growth and pyramid of ages are also very significant with 

population tending to more towards southern regions and in particular older populations when 25 

European countries are compared with neighbouring countries the demographic rate of growth 

differences are particularly stricking with quick growing population of Mediterranean and central 

Asian countries : even though the fertility rate of these countries is decreasing because of evolution of 

way of life and urbanisation, the effect of this general decrease of fertility rate will not affect 

significantly population growth and employment demand before 10 to 20 years. 

Population growth rate between 1995 and 2001 

5 

4 

3 

2 

1 

0 

1 

2 

eu25 European Union 

eu15 European Union 

nms10 New Member States 

Belgium 

Czech Republic 

Denmark 

Germany 

Estonia 

Greece 

Spain 

France 

Ireland 

Italy 

Cyprus 

Latvia 

Lithuania 

Luxembourg (GrandDuché) 

Hungary 

Malta 

Netherlands 

Austria 

Poland 

Portugal 

Slovenia 

Slovak Republic 

Finland 

Sweden 

United Kingdom 

Algeria 

Egypt 

Israel 

Jordan (Hashemite Kingdom of) 

Lebanon 

Morocco 

Palestinian Authority 

Syrian Arab Republic 

Tunisia 

Turkey 

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Population in 2001 

90,00 

80,00 

70,00 

60,00 

50,00 

40,00 

30,00 

20,00 

10,00 

0,00 

Germany 

Turkey 

Egypt 

France 


Italy 

Spain 

Poland 

Algeria 

Morocco 


Netherlands 

Greece 

Portugal 

Belgium 


Hungary 

Tunisia 

Sweden 

Austria 

Israel 


Denmark 

Finland 


Lebanon 

Ireland 

Lithuania 


Latvia 

Slovenia 

Estonia 

Cyprus 


Malta 

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· The GDP and sectorial structure of the economic for freight generation 

GDP differences are particularly important amount EU 25 countries and even between regions 

of the same country. Such differences impact transport generation of freight and passenger and 

must be reported so that proper modelling of traffic assignment on network can be made : 

transport needs must be registered at NUTS II and NUTS III level and eventually at local level 

so that proper appraisal of capacity requirements can be made at a later stage of transport data 

estimations. 

However further distinction is necessary to estimate transport emissions: GDP includes services 

which do not directly generate transport flows and industrial share of GDP is often preferred in 

order to obtain a better correlation with transport flows of freight. In the socio economic 

database the NUTS III sectoral analysis for EU 25 countries does not go beyond the distinction 

between agricultural, industrial and other service activity. At the NUTS II level more details are 

available and more information about type of industries are integrated in the socio economic 

database so that O/D traffic can be estimated for different types of products (10 NST chapters in 

the first objectives fixed for ETIS). 

The general imports and exports information of freight per country or region have not be 

considered in the socio economic part of ETIS database : such information is needed closely 

related to traffic flows appraisal and this information has been in the WP dealing with traffic 

flows expressed in tons or values of products. 

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GDP annual growth rate between 1995 and 2001 

20 

18 

16 

14 

12 

10 

8 

6 

4 

2 

0 

Lithuania 

Latvia 

Estonia 

Ireland 



Poland 




Hungary 


GDP per country (millions €) 

Slova k Repub lic 

Cyprus 

Portugal 

Spain 

Greece 

Italy 

Slove nia 

Morocco 

Malta 

Egypt 

Finland 

Netherlands 

Tunisia 

Sweden 

Denmark 

Israel 

France 

Belgium 

Austria 

Germany 

Algeria 

2 500 000 

2 000 000 

1 500 000 

1 000 000 

500 000 

0 

Germany 


France 

Italy 

Spain 

Netherlands 

nms10 New Member States 

Belgium 

Sweden 

Austria 

Poland 

Denmark 

Finland 

Greece 

Portugal 

Israel 

Ireland 

Egypt 


Hungary 



Slovenia 


Morocco 

Tunisia 

Lithuania 

Cyprus 

Algeria 


Latvia 

Estonia 

Malta 

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Share of agriculture compared to total added value 

18,00% 

16,00% 

14,00% 

12,00% 

10,00% 

8,00% 

6,00% 

4,00% 

2,00% 

0,00% 

Egypt 

Morocco 

Algeria 

Tunisia 

Lithuania 

Latvia 


Estonia 

Hungary 

Finland 

Spain 

Cyprus 

Denmark 

France 

Slovenia 

Netherlands 

Sweden 

Norway 

Austria 

Israel 

Belgium 

Germany 

Italy 

Share of industry compared to total added value 

60,00% 

50,00% 

40,00% 

30,00% 

20,00% 

10,00% 

0,00% 

Algeria 

Slovenia 

Lithuania 

Slovak Repub lic 

Hungary 

Sweden 

Finland 

Morocco 

Tunisia 

Estonia 

Egypt 

Norway 

Spain 

Austria 

Latvia 

Italy 

Belgium 

Germany 

France 

Netherlands 

Denmark 

Israel 

Cyprus 

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· The revenue per capita and other societal characteristics for mobility of passenger 

Concerning passenger traffic analysis the revenue per capita or the GDP per capita as proxies is 

often used as indicator for mobility rate and in particular for interregional mobility: such 

indicators are estimated with data source mentioned earlier at different spatial levels, taking into 

account that distinction between age groups is also useful. However other “societal” 

characteristics of the population might also be considered and traffic passenger models have 

also inputs concerning household size, and motorisation rate. 

The motorisation rate has been considered here as a societal phenomenon and not a transport 

output: the motorisation rates reported in ETIS are obtained from statistical observation of the 

vehicles stock and population (number of cars for 1000 inhabitants). The tables on the size of 

households and rate of motorisation show how important are national differences and 

differences between regions. 

It is clear that differences in motorisation rate reflect differences on revenue, demographic 

pyramid of ages and partly households structure which have already been mentioned ; rate of 

urbanisation, urban sprawl might have also an incidence making it difficult to construct 

motorisation models without much detailed information about the population. This justifies why 

motorisation rate is considered as a socio economic input of ETIS. 

GDP per capita (euros) 

60 000 

50 000 

40 000 

30 000 

20 000 

10 000 

0 


Denmark 

Ireland 

Swed en 


Netherlands 

Austria 

Finland 

Germ any 

Belgium 

France 

Italy 

Israel 

Spain 

Cyprus 

Greece 

Portugal 

Malta 

Slovenia 



Hungary 

Poland 

Estonia 

Slova k Republic 

Lithuania 

Latvia 

Morocco 


Egypt 

Tunisia 

Algeria 

R20050014 

18 January 2005 45




The accessibility of the database is described in the tables for demographic, economic and other 

societal information pointing out the importance given by the spatial level and geographic 

scope, in particular for demographic data. 

These tables also describe how access to the information is possible by just clicking the proper 

cell of the socio economic database : the interface which has been tested is user friendly and 

does not present particular difficulty because the structure of the database is made clear. 

46 

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An example is detailed for demographic data : 

Population database for European member 

EU 15 

Country regio Local 

Population at 1st January by sex and age group X X 

Population density X X 

Births and deaths X X 

Deaths by sex and age group X X 

Crude birth rate 

Crude death rate 

Immigration by sex and age group X X 

Emigration by sex and age group X X 

Distribution of emigrants 

X 

Population database for European member 

New Members 







X 


X 




X 

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18 January 2005 47




Population database for New Member 

Candidate Countries 







X 


X 




X 

Population database for Candidate Country 

Western Balkan 

Countries 

Neighbouring 

Norway & 

Switerland 

Country 

World 

CIS Med Country 

Population at 1st January by sex and age group X X X X 

Population density 

X 

Births and deaths 


Crude birth rate X X X 

Crude death rate X X X 

Immigration by sex and age group 

Emigration by sex and age group 

Distribution of emigrants X X 

The validation tests made with national representative did not raise any specific questions 

except that more details are sometimes available for a particular country but the general outputs 

of ETIS must adapt to a global framework where EU 25 countries are treated on a similar basis 

with mainly reference to EUROSTAT. 

48 

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For non EU countries harmonisation of data is more difficult when we wish to obtain 

information at regional level : often it is even difficult to define what can be called the regional 

level and the “zoning” of the socio economic database must be indeed consistent with the level 

of detail provided for the network description. 

Demographic data are in general the most accessible information for non EU countries, so that 

population per zone will be privileged for distribution of traffic within a non EU country. 

R20050014 

18 January 2005 49

ANNEX B 

FREIGHT SERVICES AND 

COSTS RESULTS




The outcome of this workpackage has been a database covering all Nuts 2 region pairs. The 

results are summarised here by considering twelve regions that happen to contain the five ports 

that have the highest degree of unitised connectivity in Europe (in order, Rotterdam, Hamburg, 

Le Havre, Antwerp and Felixstowe) and a selection of other major ports chosen for their 

location. Many of these are also rail terminals. In general, specialist transhipment ports e.g. 

Algeciras, Gioia Tauro and Marsaxlokk have been excluded in favour of ports such as Valencia 

and Genoa which have stronger inland connections. Budapest has been added to represent an 

inland zone. 

Selection of Regions 

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53




Road Distances (Kms) 

BE21 DE6 ES52 FI16 FR23 GR3 HU01 IT13 NL33 PL0B PT13 SE0A UKH1 

O/D ANT HMB VAL HSK LHV PIR BUD GEN ROT GDY LIS GOT FXT 

BE21 44 537 1721 2592 435 2758 1386 1120 121 1140 2059 1373 

DE6 537 2136 2149 968 2618 1161 1311 498 680 2592 849 

ES52 1723 2137 191 4177 1421 3374 2276 1203 1835 2683 906 2973 

FI16 2592 2148 4174 89 3014 3533 2152 3136 2571 1501 4632 2224 

FR23 436 968 1421 3015 101 2993 1688 1046 536 1563 1734 1804 

GR3 2759 2617 3375 3534 2993 143 1465 2175 2840 2408 4110 3451 

HU01 1386 1160 2275 2152 1687 1465 12 1075 1383 944 3010 1994 

IT13 1119 1312 1203 3138 1049 2175 1076 115 1245 1672 1938 2160 

NL33 121 497 1833 2571 535 2841 1384 1246 41 1119 2159 1333 

PL0B 1140 679 2681 1501 1563 2407 944 1672 1119 76 3180 1446 

PT13 2068 2600 906 4641 1743 4118 3020 1946 2168 3189 133 3436 

SE0A 1373 849 2972 2224 1804 3452 1995 2159 1333 1446 3428 132 

UKH1 97 

Road Journey Times (Minutes) 



BE21 40 456 2830 6045 392 4879 2034 1723 100 1876 3574 1998 

DE6 457 3382 4942 1556 4811 1797 1865 422 1243 4773 1289 

ES52 2840 3387 197 8951 2224 6586 3674 1793 3104 4717 1844 4928 

FI16 6045 4935 8938 83 6434 8854 5102 7423 5949 3478 9798 5255 

FR23 393 1556 2228 6438 88 5276 2997 1694 469 2757 3389 3114 

GR3 4879 4819 6586 8855 5268 154 2648 4250 5075 5013 8399 6381 

HU01 2042 1805 3610 5102 3006 2647 14 1818 2072 1993 5721 3367 

IT13 1731 1867 1790 7427 1703 4249 1820 89 1812 3125 3424 3431 

NL33 100 421 3069 5949 467 5068 2065 1804 38 1852 3819 1957 

PL0B 1876 1242 4705 3478 2753 5013 1993 3125 1852 91 6171 2979 

PT13 3577 4773 1844 9827 3393 8412 5830 3433 3845 6176 123 6304 

SE0A 1998 1289 4918 5255 3108 6373 3359 3429 1957 2979 6302 155 

UKH1 114 

54 

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Road Costs (Euros) 



BE21 190 701 2883 5079 610 4789 2047 1894 263 1879 3498 2218 

DE6 745 3652 4323 1801 4810 1907 2204 699 1318 4846 1559 

ES52 2689 3253 347 6989 2186 5598 3320 1788 2900 4220 1609 4646 

FI16 5370 4317 8087 284 5835 7530 4289 6407 5278 3004 9001 5185 

FR23 639 1747 2374 5649 280 5253 2966 1900 731 2770 3303 3296 

GR3 4782 4575 6076 7078 5147 362 2661 3940 4839 4418 7623 6091 

HU01 1699 1471 2878 3116 2290 2157 123 1434 1728 1301 4200 2706 

IT13 1926 2127 1924 6027 1886 3940 1796 303 2028 3031 3340 3649 

NL33 263 656 3102 4993 701 4844 2076 1996 188 1847 3717 2168 

PL0B 1543 1002 3644 2197 2175 3494 1301 2401 1513 180 4563 2283 

PT13 3263 4262 1609 7833 3005 7027 4950 3104 3472 5305 280 5650 

SE0A 2325 1559 5228 5185 3390 6406 3503 3807 2274 3030 6416 360 

UKH1 247 

Road Speeds (Km/Hr) 

Average Road Freight Speeds 

90 

80 

70 

60 

Km/Hr 

50 

40 

30 

20 

10 

0 

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 

Distance (Km) 

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55




Road Costs per Km 

Average Road Freight Cost per HGV 

6 

5 

4 

Euro/Km 

3 

2 

1 

0 

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 

Distance (Km) 

Rail Distances (Kms) 



BE21 36 575 1840 3090 412 3176 1613 1240 135 1296 2405 1410 565 

DE6 575 2241 2661 975 2803 1240 1489 522 867 2974 835 1127 

ES52 1840 2241 181 4602 1630 4272 2710 1284 1956 2808 1197 3076 2090 

FI16 3090 2661 4602 127 3498 4253 2690 3565 3045 1828 5497 2584 3650 

FR23 412 975 1629 3498 78 3428 1866 1119 518 1704 2191 1810 619 

GR3 3176 2803 4272 4253 3428 1565 2852 3189 2648 5124 3638 3729 

HU01 1614 1240 2709 2690 1866 1565 3 1290 1626 1085 3561 2075 2166 

IT13 1241 1491 1284 3566 1120 2854 1291 122 1363 2005 2136 2326 1580 

NL33 135 522 1956 3045 518 3189 1626 1362 38 1251 2517 1357 670 

PL0B 1296 867 2808 1828 1704 2648 1085 2003 1251 34 3703 1702 1856 

PT13 2405 2974 1197 5497 2191 5124 3561 2136 2517 3703 98 3809 2651 

SE0A 1412 837 3078 2583 1812 3640 2077 2326 1359 1704 3811 113 1964 

UKH1 565 1127 2089 3650 619 3729 2166 1579 670 1856 2651 1962 98 

56 

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Rail Journey Times (Minutes) 

(1) Based on Infrastructure 



BE21 148 464 1043 2303 347 2318 1157 770 210 1005 1343 1017 453 

DE6 464 1246 2066 676 2138 976 900 431 768 1675 680 783 

ES52 1043 1246 223 3063 927 2775 1613 766 1107 1765 833 1800 1168 

FI16 2303 2066 3063 206 2521 3239 2077 2467 2276 1453 3520 1922 2627 

FR23 347 676 927 2521 173 2333 1171 632 415 1223 1233 1230 470 

GR3 2319 2138 2775 3239 2333 1289 1996 2344 2107 3227 2692 2635 

HU01 1157 976 1613 2077 1171 1289 128 834 1182 945 2065 1530 1473 

IT13 766 892 765 2462 628 1990 828 180 846 1378 1218 1446 869 

NL33 210 431 1107 2276 415 2344 1182 850 153 978 1413 985 521 

PL0B 1005 768 1765 1453 1223 2107 945 1384 978 155 2222 1322 1329 

PT13 1343 1675 833 3520 1233 3227 2065 1218 1413 2222 187 2229 1475 

SE0A 1018 681 1801 1921 1231 2693 1531 1454 986 1323 2230 194 1338 

UKH1 453 783 1168 2627 470 2634 1472 873 521 1329 1475 1337 188 

(2) Based on Schedules 



BE21 540 3720 3930 

DE6 540 2280 1800 

ES52 3720 3780 

FI16 

FR23 

GR3 

HU01 3930 2280 8115 

IT13 

NL33 1800 3780 

PL0B 

PT13 

SE0A 8115 

UKH1 

Rail Costs (Euros per 40’ Unit, terminal to terminal) 



BE21 166 411 1110 1591 357 1853 874 799 211 761 1444 832 624 

DE6 411 1276 1405 610 1695 716 870 386 576 1700 571 878 

ES52 1117 1283 265 2425 1026 2506 1527 872 1169 1595 918 1704 1441 

FI16 1590 1405 2418 212 1793 2363 1384 1897 1569 997 2883 1493 2061 

FR23 364 617 1026 1800 204 2016 1037 746 412 971 1359 1038 673 

GR3 1866 1708 2512 2376 2022 1143 1847 1872 1644 2997 2129 2333 

HU01 875 716 1520 1384 1030 1130 152 855 880 652 2006 1137 1342 

IT13 809 878 877 1906 749 1842 863 239 860 1170 1363 1298 1164 

NL33 211 386 1163 1570 405 1859 880 851 169 740 1495 807 673 

PL0B 761 576 1589 997 964 1631 652 1162 740 168 2054 997 1232 

PT13 1451 1707 918 2890 1359 2991 2012 1357 1502 2061 221 2128 1774 

SE0A 832 572 1697 1493 1031 2117 1138 1292 807 998 2122 203 1299 

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57




UKH1 625 879 1435 2062 666 2321 1342 1155 674 1233 1768 1299 201 

Rail Speeds (Km/Hr) 

Average Rail Freight Speeds 

120 

100 

80 

Km/Hr 

60 

Km/Hr Infrastructure 

Km/Hr Schedules 

40 

20 

0 

0 1000 2000 3000 4000 5000 6000 

Distance (Kms) 

Rail Costs per Km 

Average Rail Freight Cost per 40' Unit 

1.80 

1.60 

1.40 

1.20 

Euros/Km 

1.00 

0.80 

Euro/Km 

0.60 

0.40 

0.20 

0.00 

0 1000 2000 3000 4000 5000 6000 

Distance (Kms) 

58 

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18 January 2005




Sea Distances 



BE21 1457 3342 2559 399 5307 4540 10 1781 2107 1144 274 

DE6 1457 4772 1314 1828 6736 5969 1457 536 3536 400 1492 

ES52 3342 4772 205 5873 2954 2213 1243 3342 5095 1273 4458 3350 

FI16 2559 1314 5873 2930 7838 7071 2559 802 4638 1425 2593 

FR23 399 1828 2954 2930 10 4918 4151 399 2152 1718 1514 406 

GR3 5307 6736 2213 7838 4918 105 1991 5307 7060 3237 6423 5314 

HU01 

IT13 4540 5969 1243 7071 4151 1991 61 4540 6293 2470 5656 4547 

NL33 10 1457 3342 2559 399 5307 4540 10 1781 2107 1144 274 

PL0B 1781 536 5095 802 2152 7060 6293 1781 3860 647 1815 

PT13 2107 3536 1273 4638 1718 3237 2470 2107 3860 199 3222 2114 

SE0A 1144 400 4458 1425 1514 6423 5656 1144 647 3222 119 1178 

UKH1 274 1492 3350 2593 406 5314 4547 274 1815 2114 1178 52 

Sea Journey Times (Hours) 

(1) Based on Infrastructure 



BE21 0 41 95 73 11 151 0 129 0 51 60 32 8 

DE6 41 0 136 37 52 192 0 170 41 15 101 11 42 

ES52 95 136 6 168 84 63 0 35 95 145 36 127 95 

FI16 73 37 168 0 83 224 0 202 73 23 132 40 74 

FR23 11 52 84 83 0 140 0 118 11 61 49 43 11 

GR3 151 192 63 224 140 3 0 57 151 201 92 183 152 

HU01 0 0 0 0 0 0 0 0 0 0 0 0 0 

IT13 129 170 35 202 118 57 0 1 129 180 70 161 130 

NL33 0 41 95 73 11 151 0 129 0 51 60 32 8 

PL0B 51 15 145 23 61 201 0 180 51 0 110 18 52 

PT13 60 101 36 132 49 92 0 70 60 110 5 92 60 

SE0A 32 11 127 40 43 183 0 161 32 18 92 3 33 

UKH1 8 42 95 74 11 152 0 130 8 52 60 33 1 

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59




(2) Based on known Ship Speed 



BE21 0 33 100 102 9 124 0 133 0 55 61 35 7 

DE6 33 0 151 46 42 157 0 164 33 17 102 13 35 

ES52 100 151 4 0 82 72 0 36 120 0 36 101 93 

FI16 102 46 0 0 0 0 0 0 73 21 0 0 74 

FR23 9 42 82 0 0 115 0 120 9 0 48 53 10 

GR3 124 157 72 0 115 3 0 64 124 0 98 248 125 

HU01 0 0 0 0 0 0 0 0 0 0 0 0 0 

IT13 133 164 36 0 120 64 0 3 125 193 69 161 129 

NL33 0 33 120 73 9 124 0 125 0 55 80 40 8 

PL0B 55 17 0 21 0 0 0 193 55 0 0 0 66 

PT13 61 102 36 0 48 98 0 69 80 0 0 101 58 

SE0A 35 13 101 0 53 248 0 161 40 0 101 6 27 

UKH1 7 35 93 74 10 125 0 129 8 66 58 27 0 

Sea Costs 



BE21 439 816 660 228 1209 1056 150 504 569 377 203 

DE6 439 1102 411 514 1495 1342 439 255 855 228 446 

ES52 816 1102 189 1323 739 591 397 816 1167 403 1040 818 

FI16 660 411 1323 734 1716 1562 660 308 1076 433 667 

FR23 228 514 739 734 150 1132 978 228 578 492 451 229 

GR3 1209 1495 591 1716 1132 169 546 1209 1560 795 1433 1211 

HU01 

IT13 1056 1342 397 1562 978 546 160 1056 1407 642 1279 1057 

NL33 150 439 816 660 228 1209 1056 150 504 569 377 203 

PL0B 504 255 1167 308 578 1560 1407 504 920 277 511 

PT13 569 855 403 1076 492 795 642 569 920 188 792 571 

SE0A 377 228 1040 433 451 1433 1279 377 277 792 172 384 

UKH1 203 446 818 667 229 1211 1057 203 511 571 384 158 

60 

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Rail Terminals: Services 

Rail Terminals: Services 

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61




The ports have been classified according to the total container ship capacity (TEU) arriving per 

annum. This takes into account the number of connections, the size of ship calling and the 

frequency of the calls. 

62 

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18 January 2005

ANNEX C 

PASSENGER SERVICES AND 

COSTS RESULT




WP 7’s contribution to the ETIS pocket book comprises following data sets, which were 

calculated from the NUTS 2 impedance matrices generated within the workpackage: 

· weighted average speed of domestic passenger trips by road, per country (excluding trips 

with ferry connections) 

· average “out of pocket costs” per passenger car kilometre of domestic NUTS 2/ NUTS 2 

relations, per country 

· average direct user costs rail for a train journey of 100 kilometres in the service segment 

“qualified longdistance trains”, per country 

· impedances for trips with main purpose air (average doortodoor time, minimum doortodoor 

time, frequency, average costs business, average costs nonbusiness) for the 40 

NUTS2 O/D relations with the highest demand 

The weighted average speed of domestic passenger trips were calculated by summing up 

distances and travel times between domestic NUTS 2 O/D relations, by weighting the sums by 

transport volumes. The resulting average speed represents the average speed in an unloaded 

network. 

Code 

Country 

Average speed on 

domestic relations in 

an unloaded network 

(km/h) 

Average “Out of 

pocket” costs per 

vehiclekm (cent/km) 

AT Austria 105,1 6,2 

BE Belgium 106,8 5,3 

CH Switzerland 110,0 7,1 

CZ Czech Republic 109,5 5,8 

DE Germany 115,9 7,7 

DK Denmark 109,8 7,2 

EE Estonia 90,0 4,3 

ES Spain 98,9 6,6 

FI Finland 90,6 6,6 

FR France 116,8 10,4 

GR Greece 94,1 6,1 

HU Hungary 106,4 6,8 

IE Ireland 95,8 5,5 

IT Italy 116,8 10,0 

LT Lithuania 94,8 4,2 

LV Latvia 90,0 5,3 

NL Netherlands 110,7 7,3 

NO Norway 79,2 8,1 

PL Poland 83,7 6,1 

PT Portugal 105,2 9,3 

SE Sweden 87,2 7,6 

SI Slovenia 97,0 7,1 

SK Slovakia 97,1 6,0 

UK United Kingdom 105,0 7,8 

R20050014 

18 January 2005 65




Code 

Country 

User cost for a rail User cost for a rail 

journey of 100km journey of 100km 

distance in the service distance in the service 

segment “Qualified segment “Qualified 

longdistance trains”, longdistance trains”, 

trip purpose business trip purpose non 

(EUR) 

business (EUR) 

AT Austria 25,3 14,5 

BE Belgium 17,0 11,0 

CH Switzerland 35,8 21,6 

CZ Czech Republic 7,7 5,8 

DE Germany 27,9 18,6 

DK Denmark 23,2 15,3 

EE Estonia *) 1,8 1,8 

ES Spain 16,0 12,1 

FI Finland 22,0 14,7 

FR France 18,9 12,5 

GR Greece 11,9 8,4 

HU Hungary 6,6 5,0 

IE Ireland **) 17,9 17,9 

IT Italy 10,9 8,1 

LU Luxembourg 6,9 4,6 

LT Lithuania *) 1,8 1,8 

LV Latvia **) 1,8 1,8 

NL Netherlands 20,6 12,9 

NO Norway 30,7 21,3 

PL Poland 16,2 10,1 

PT Portugal 9,6 7,2 

SE Sweden 32,8 16,9 

SI Slovenia 15,5 9,4 

SK Slovakia 7,3 4,9 

UK United Kingdom 43,2 27,8 

*) 

Due to nonavailability of tariff information proxy values of Lativia 

**) 

Only tariffs for 2 nd class applicable 

66 

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18 January 2005




Orig. 

NUTS2 Name 

BE24 

BE24 

CH01 

Prov. Vlaams 

ES3 

Brabant 

Dest. 

NUTS2 Name 

Comunidad 

Madrid 

de 

Average 

time 

doortodoor 

Minimum 

time 

doortodoor 

[minutes] [minutes] 

Frequency 

[flights/ 

week] 

Average 

cost 

business 

travel 

[€ per 

direction] 

Average 

cost 

leisure 

travel 

[€ per 

direction] 

Rank by 

demand 

2000 

265 243 73 460 152 36 

Prov. Vlaams 

UKI2 Outer London 219 199 65 217 101 20 

Brabant 

Région 

lémanique 


CH04 Zürich UKI2 Outer London 243 219 55 381 109 22 

DE21 Oberbayern UKI2 Outer London 294 266 62 281 110 28 

DE71 Darmstadt ES3 

Comunidad 

Madrid 

de 

273 241 59 559 140 40 

DE71 Darmstadt FR1 Île de France 197 177 99 301 122 17 

DE71 Darmstadt UKI2 Outer London 241 217 81 375 95 7 

DEA1 Düsseldorf ES53 Illes Balears 228 207 51 392 133 29 

DK Danmark SE01 Stockholm 189 170 83 330 128 12 

DK Danmark UKI2 Outer London 255 233 51 455 137 24 

ES3 

ES3 

ES3 

ES3 

ES3 

Comunidad 

Madrid 

Comunidad 

Madrid 

Comunidad 

Madrid 

Comunidad 

Madrid 

Comunidad 

Madrid 

de 

FR1 Île de France 236 213 72 502 160 3 

de 

IT2 Lombardia 242 208 34 542 167 39 

de 

IT6 Lazio 283 258 59 598 175 32 

de 

PT13 Lisboa 174 162 86 328 128 31 

de 


ES51 Cataluña FR1 Île de France 271 253 54 441 150 21 

ES51 Cataluña NL32 NoordHolland 291 260 90 297 124 30 

ES51 Cataluña UKI2 Outer London 336 299 44 371 126 33 

ES52 

ES52 

Comunidad 

Valenciana 

Comunidad 

Valenciana 

UKD3 

UKJ2 

ES53 Illes Balears UKD3 

ES53 Illes Balears UKJ2 

ES61 Andalucía UKD3 

Greater 

Manchester 

Surrey, 

and 

Sussex 

Greater 

Manchester 

Surrey, 

and 

Sussex 

Greater 

Manchester 

East 

West 

East 

West 

418 354 22 603 161 35 

328 298 12 592 175 38 

279 245 36 542 164 6 

311 281 45 490 158 8 

419 354 19 678 172 34 

R20050014 

18 January 2005 67




Orig. 

NUTS2 Name 

ES61 Andalucía UKJ2 

ES7 Canarias UKD3 

ES7 Canarias UKJ2 

Dest. 

NUTS2 Name 

Surrey, 

and 

Sussex 

Greater 

Manchester 

Surrey, 

and 

Sussex 

East 

West 

East 

West 

Average 

time 

doortodoor 

Minimum 

time 

doortodoor 

[minutes] [minutes] 

Frequency 

[flights/ 

week] 

Average 

cost 

business 

travel 

[€ per 

direction] 

Average 

cost 

leisure 

travel 

[€ per 

direction] 

Rank by 

demand 

2000 

327 308 8 678 185 19 

378 346 9 1088 246 4 

412 393 14 991 233 5 

FI16 Uusima SE01 Stockholm 185 168 91 293 120 25 

FR1 Île de France IT2 Lombardia 208 179 55 359 131 15 

FR1 Île de France IT6 Lazio 264 224 93 512 158 10 

FR1 Île de France NL32 NoordHolland 194 173 95 289 119 18 

FR1 Île de France PT13 Lisboa 238 215 39 493 159 27 

FR1 Île de France UKI2 Outer London 227 186 148 267 112 16 

IE02 

IE02 

IE02 

Southern 

Eastern 

Southern 

Eastern 

Southern 

Eastern 

and 

UKH3 Essex 202 163 73 242 91 9 

and 


Surrey, East 

and 

UKJ2 and West 223 198 76 259 102 23 

Sussex 

IT2 Lombardia UKI2 Outer London 264 233 46 394 117 11 

IT6 Lazio UKI2 Outer London 307 274 55 517 147 13 

NL32 NoordHolland UKI2 Outer London 206 184 94 201 93 2 

SE01 Stockholm UKI2 Outer London 320 295 68 620 163 26 

68 

R20050014 

18 January 2005

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