Freight transport demand
Over the past decade freight transport volume has grown rapidly and has generally been coupled with growth in GDP. This is particularly striking in recent years when there has been a surge in freight transport activity. Consequently the objective of decoupling GDP and freight transport growth has not been achieved. Closer inspection reveals large regional differences, with the EU-12 Member States showing much faster growth since 2000 in the freight transport sector, compared to the EU-15. This is mainly a result of these countries starting from a relatively low transport level and then experiencing a shift towards high value production and service industries, which has resulted in strong transport growth.
Is freight transport demand being decoupled from economic growth?
Freight transport volumes grow alongside GDP
Note: Freight transport volumes grow alongside GDP
EEA core set indicator 036, to be published based on Eurostat, 2009. Data downloaded from http://epp.eurostat.ec.europa.eu/portal/page/portal/eurostat/home [Accessed 12 April 2010].
Overall in the EEA-32, freight transport demand has grown significantly since the early 1990s, thereby making it increasingly difficult to limit transport's impact on the environment. Between 1997 and 2007 the most extensive growth was in road transport with an average annual growth rate of 4.2 % in the EEA member countries. Between 1997 and 2007, rail and inland waterways freight (tkm) increased by 11 % and 10 % respectively. Different member States however display different trends. For example, between 1997 and 2007 the highest growth in freight transport has been in Ireland and Lithuania. The only Member state to show a decline in transport demand over this period was Denmark.
Road freight has seen the highest increases with Lithuania and Latvia experiencing growth of almost a factor of four between 1997-2007. In contrast Belgium and Denmark have seen a decline in road freight tonne kilometres over this period.
Rail freight has seen a much smaller increase in the EEA-32 Member States over the 1997 to 2007 period. Whilst overall there is a growth in tonne kilometres, 10 countries have seen a decline in rail freight over this period. The largest declines are seen in Ireland, Luxembourg and Bulgaria.
Inland Waterways (IWW) make up a much smaller proportion of the overall freight movement, with many countries experiencing declines or very small increases. Romania saw the greatest increase with growth of approximately 90 % between 1997 and 2007. The largest declines in IWW freight transport have been seen in Poland (2007 values are 69% of 1997 levels) and the Czech Republic (2007 values are 63 % of 1997 levels).
For the EU-15 Member States, the main explanation for tonne kilometres growing faster than GDP is that the internal market is leading to some relocation of production processes, causing additional growth in transport demand over and above the steady growth in GDP. For the EU-12 Member States, there has been a large shift in production away from traditional relatively heavy low-value industry towards higher-value production and services. This has led to strong freight transport growth, which has surpassed the growth in GDP.
Development of the Trans-European Networks under the TEN-T programme may facilitate further growth in freight volume due to the focus on relieving bottlenecks and expanding the infrastructure capacity. The revised guidelines have some provisions for environmental issues, namely a call on Member States to perform a Strategic Environmental Assessment of national transport programmes and a requirement that funding for TEN-T projects be conditional on compliance with EU environmental legislation. However, environmental concerns are secondary for the selection of projects and the overall environmental impacts have not been assessed.
Is the share of goods transported by road being reduced relative to other transport modes?
In terms of mode share, road freight has the largest share at 78% in 2007, whereas rail and inland waterways (IWW) are 17 % and 5 % respectively, the same shares as in 2006. Since 1997, the share of both rail and inland waterways freight has declined gradually. As a result, the objective outlined in the Common Transport Policy (CTP) of stabilising the mode shares of rail, inland waterways, short-sea shipping and oil pipelines, and shifting the balance from 2010 onwards, will not be achieved unless there is a strong reversal of the current trend.
This development can be explained by looking at the type of goods transported. This plays an important role in choice of mode. Perishable and high-value goods require fast and reliable transportation - road transport is often the fastest and most reliable form available, providing much flexibility with pickup and delivery points. Agricultural products and manufactured goods are some of the most important goods transported throughout Europe. Their shares in tonne-kilometres are also rising.
Because the transport system allows it, modern production prefers 'just-in-time' delivery of goods. Transport speed and flexibility are therefore of great importance. Despite congestion, road transport is often faster and more flexible than rail or water transport. In addition, as a result of spatial planning and infrastructure development, many destinations can only be reached by road, and combined transport is so far used only to a limited extent. Furthermore, the road sector is liberalised to a great extent, while the inland waterway and rail sectors have only relatively recently been opened up to broad competition. The average tonne of goods carried by road travels about 110 kilometres, a distance over which rail or inland waterways are less efficient because road transport is needed to and from the points of loading. Moreover, in using multi-modal transport for such short distances, valuable time is lost due to lack of standardisation of loading units and convenient and fast connections between inland waterways and rail. For short-sea shipping, the average tonne of goods is carried more than 1,430 km. Here, time is less of an issue. The low price of shipping is probably of overriding importance.However, in terms of all freight transport volumes, sea shipping dominates when international sea transport is also included. Due to methodological and data reliability problems, sea transport is frequently omitted from transport statistics, but volumes should not be underestimated. Data is available for the EU-15 and it shows that the demand for intra-European short-sea transport is roughly equivalent to the level of road transport.
Indicator specification and metadata
Freight transport demand is defined as the amount of inland tonne-kilometres travelled every year in the EEA-33. According to the latest metadata, inland freight transport includes transport by road, rail, inland waterway, air and maritime. Transport via rail and inland waterway is based on movements within national territory ('territoriality principle'), regardless of the nationality of the vehicle or vessel; road transport is based on all movements of vehicles registered in the reporting country.
The ratio of annual growth of inland freight transport to GDP, measured in 2010 prices, determines the amount of coupling between GDP and transport. The decoupling indicator is defined as unity minus the coupling ratio, where the data index = 2000.
The modal split of freight transport is defined as the percentage share of modes (road and rail) in total inland transport. It includes transport by road, rail and inland waterway.
The unit used to express freight transport volume is the tonne-kilometre (tkm), which represents the movement of one tonne over a distance of one kilometre.
GDP is Gross Domestic Product expressed in constant euros, indexed to the year 2010.
Freight transport demand and GDP are shown as an index (2000=100).
The modal split for freight transport is shown as a percentage (%).
Policy context and targets
Minimising the negative impacts of transport is a central theme in EU transport policy:
- The objective of decoupling freight transport demand from GDP was first mentioned in the Transport and Environment integration strategy that was adopted by the Council of Ministers in Helsinki (European Council, 1999). Here, the expected growth in transport demand was named as an area where urgent action was needed. In the sustainable development strategy that was adopted by the European Council in Gothenburg, the objective of decoupling is set in order to reduce congestion and other negative side-effects of transport (European Commission, 2001): “A sustainable transport policy should tackle rising volumes of traffic and levels of congestion, noise and pollution. Action is needed to bring about a significant decoupling of transport growth and GDP growth, in particular by a shift from road to rail, water and public passenger transport”.
- Shifting freight from road to water and rail is an important strategic element in the EU transport policy. The objective was first formulated in the Sustainable Development Strategy in 2001 (European Commission, 2001).
- In the White Paper on the Common Transport Policy - "European Transport Policy for 2010: Time to Decide" (European Commission, 2001) - the Commission outlines concerns for curbing the demand for transport, which included the fact that economic growth will almost automatically generate greater needs for mobility, an increasing demand for goods and services, and more passengers. The objective of breaking the link between economic growth and transport growth was therefore considered as the basis for the White Paper for the next decade. Thus, a number of measures were proposed within the White Paper, aimed at achieving a modal shift and decoupling from GDP.
- The European Commission's White Paper on transport published in 2011 - "Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system" - acts as a framework to guide future policy developments in the transport sector over the next decade. The White Paper sets out 10 goals for a competitive and resource-efficient transport system. These goals serve as benchmarks for achieving the target of a 60 % reduction in greenhouse gas emissions from transport from 1990 levels, by 2050. One of these goals is that "30 % of road freight over 300 km should shift to other modes such as rail or waterborne transport by 2030, and more than 50 % by 2050, facilitated by efficient and green freight corridors"
- Decouple transport growth significantly from growth in GDP in order to reduce congestion and other negative side effects of transport;
- In the EU, a total of 30 % of road freight over 300 km should shift to other modes such as rail or waterborne transport by 2030, and more than 50 % should shift by 2050, facilitated by efficient and green freight corridors
Related policy documents
A sustainable future for transport
In 2001, the Commission issued a White Paper setting an agenda for the European transport policy throughout 2010. This programme was updated in the mid-term review of 2006. Approaching the end of the 10-year period, it is time to look further ahead and prepare the ground for later policy developments.
COM (2001) 264 final
A sustainable Europe for a better world: A European Union strategy for sustainable development. Communication from the Commission to the Council and the European Parliament. COM (2001) 264 final.
COM (2001) 370 final. European transport policy for 2010.
WHITE PAPER European transport policy for 2010: time to decideCOM (2001) 370 final
Keep Europe Moving: Sustainable Mobility for our Continent
European Commission, 2006. Keep Europe Moving: Sustainable Mobility for our Continent. Mid-term review of the EC’s 2001 Transport White Paper.
Sixth Environment Action Programme
DECISION No 1600/2002/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 22 July 2002 laying down the Sixth Community Environment Action Programme
Transport White paper 2011
Roadmap to a Single European Transport Area - Towards a competitive and resource efficient transport system
WHITE PAPER European transport policy for 2010: time to decide
The need for integration of transport in sustainable development
Methodology for indicator calculation
To measure the decoupling of freight transport demand from economic growth, the volume of freight transport relative to GDP (i.e. the intensity) is calculated. Separate trends for its two components are shown for the EEA-33. The annual tkm growth rate is therefore compared with the annual GDP growth rate. Relative decoupling occurs when freight transport demand grows at a rate below that of GDP. Absolute decoupling occurs when freight transport demand falls and GDP continues to rise or remains constant. If demand and GDP both fall, they remain coupled.
Freight transport demand and GDP are shown as an index (for freight transport demand: 2000=100; GDP at 2010 prices).
A detailed description of the concepts used and data collected in the transport database can be found in (http://ec.europa.eu/eurostat/ramon) .
Methodology for gap filling
No gap filling is required for this indicator.
Data sets uncertainty
Population statistics (Eurostat)
provided by Statistical Office of the European Union (Eurostat)
Transport statistics (Eurostat)
provided by Statistical Office of the European Union (Eurostat)
Transport (Primary topic)
Typology: Descriptive indicator (Type A - What is happening to the environment and to humans?)
- CSI 036
- TERM 013
Contacts and ownership
EEA Contact InfoDiana Vedlugaite
EEA Management Plan2009 2.10.2 (note: EEA internal system)
Frequency of updates
- 21 Apr 2009 - Freight transport demand
- 22 Dec 2008 - Freight transport demand
- 28 Jun 2006 - Freight transport demand by mode and group of goods
- 03 Oct 2005 - Freight transport demand
- 28 Apr 2005 - Freight transport demand by mode and group of goods
- 28 Mar 2004 - Freight transport demand by mode and group of goods
- 28 Oct 2003 - Freight transport demand by mode and group of goods
- 01 Jun 2001 - Freight transport demand
- 01 Jun 2001 - Freight transport
For references, please go to www.eea.europa.eu/soer or scan the QR code.
This briefing is part of the EEA's report The European Environment - State and Outlook 2015. The EEA is an official agency of the EU, tasked with providing information on Europe's environment.
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