Reference metadata describe statistical concepts and methodologies used for the collection and generation of data. They provide information on data quality and, since they are strongly content-oriented, assist users in interpreting the data. Reference metadata, unlike structural metadata, can be decoupled from the data.
Eurostat, the statistical office of the European Union
1.2. Contact organisation unit
E3: Transport
1.3. Contact name
Restricted from publication
1.4. Contact person function
Restricted from publication
1.5. Contact mail address
2920 Luxembourg LUXEMBOURG
1.6. Contact email address
Restricted from publication
1.7. Contact phone number
Restricted from publication
1.8. Contact fax number
Restricted from publication
2.1. Metadata last certified
2 May 2024
2.2. Metadata last posted
2 May 2024
2.3. Metadata last update
2 May 2024
3.1. Data description
Index of inland freight transport volume relative to GDP, 2015=100.
This indicator is defined as the ratio between tonne-kilometres (inland modes) and GDP (chain-linked volumes, at 2015 exchange rates). It is indexed on 2015.
Inland freight transport includes road, rail and inland waterways:
- Rail and inland waterways transport are based on movements on national territory ('territoriality principle'), regardless of the nationality of the vehicle or vessel.
- Road transport is collected based on all movements of vehicles registered in the reporting country. Thus road freight transport, and particularly the part of international transport, needs to be ‘territorialised’ by Eurostat as it is reported by the countries on the basis of the nationality of the haulier, not on the basis of where the transport was carried out. This redistribution involves modelling the likely journey itinerary and projecting it on the European road network and it is computed by Eurostat with the help of a distance matrix tool (TERCET).
The indicator is updated annually.
3.2. Classification system
Not applicable
3.3. Coverage - sector
Road, rail and inland waterways freight transport
3.4. Statistical concepts and definitions
These indicators are calculated by taking the ratio between freight transport performance (in tonne-kilometres) and Gross Domestic Product (GDP) (chain-linked volumes, at 2015 exchange rates), and indexing on a single reference year (2015).
Freight transport performance is an aggregate of inland transport modes: road, rail and inland waterways.
Transport performance (in tonne-kilometres) should be reported by the countries according to the "territoriality principle". This means that only transport performance that takes place on the territory of the country should be included.
However, road transport is collected based on all movements of vehicles registered in the reporting country and thus further methodological developments and computations were needed to be done by Eurostat for estimating road transport according to the 'territoriality principle'.
The current version of the indicator is based on inland transport only.
The indicators are indices with the base period of 2015.
The units used for measuring the transport performance are tonne-kilometre (tkm) for freight transport. Tonne-kilometre represents the movement of one tonne over a distance of one kilometre.
The indicators are indices. The index is calculated as a composite value combining transport data series (transport performance measured in tonne-kilometres) and GDP series.
Information on methodology for collecting transport data (road, rail and inland waterways) can be found online.
Information on methodology for compiling GDP series can be found on the website.
3.6. Statistical population
Transport data used for the calculation of the indicators are based on the ongoing specific data collections for the different transport modes.
For a detailed description of methodology applied in data collections per modes of transport, refer to the link specified above.
3.7. Reference area
Data are given for the EU Member States (except Malta); the two EFTA countries, which participate in EU road freight data collections: Norway and Switzerland; the United Kingdom (until 2019).
According to Regulation (EU) No 70/2012 on statistical returns in respect of the carriage of goods by road, Malta is granted derogation from reporting road freight data to Eurostat.
Iceland and Liechtenstein both are granted derogations for road freight transport as well.
EU aggregates are also available.
3.8. Coverage - Time
Data are available from 2005 onwards.
3.9. Base period
Indicators are annual indices (2015=100) of the ratio of transport performance and GDP (chain-linked volumes, at 2015 exchange rates).
The indicators are indices. The index is calculated by taking the ratio between freight transport performance (in tonne-kilometres) and Gross Domestic Product (GDP) (chain-linked volumes, at 2015 exchange rates), and indexing on a single reference year (2015).
Calendar year
6.1. Institutional Mandate - legal acts and other agreements
Data on goods transport performance are collected through the following legal acts:
Where data have been unobtainable from these sources, figures have been taken, where possible, from Eurostat/ITF/UNECE Common Questionnaire, or DG for Mobility and Transport.
GDP series are compiled in accordance with the European System of Accounts - ESA 2010 as defined in Annex B of the Council Regulation (EU) No 549/2013 of the European Parliament and of the Council of 21 May 2013.
6.2. Institutional Mandate - data sharing
There are no specific agreements related to data sharing and exchange between Eurostat and national or international institutions. All users have equal access to statistical releases at the same time.
7.1. Confidentiality - policy
Regulation (EC) No 223/2009 on European statistics (recital 24 and Article 20(4)) of 11 March 2009 (OJ L 87, p. 164), stipulates the need to establish common principles and guidelines ensuring the confidentiality of data used for the production of European statistics and the access to those confidential data with due account for technical developments and the requirements of users in a democratic society.
7.2. Confidentiality - data treatment
See 7.1
8.1. Release calendar
The delay between reference period and data dissemination is 12-15 months.
In line with the Community legal framework and the European Statistics Code of Practice Eurostat disseminates European statistics on Eurostat's website (see item 10 - 'Accessibility and clarity') respecting professional independence and in an objective, professional and transparent manner in which all users are treated equitably. The detailed arrangements are governed by the Eurostat protocol on impartial access to Eurostat data for users.
Documentation on methodology for collecting road, rail and inland waterways transport data can be found online ("Reference manual on rail transport statistics", "Reference manual on inland waterways" and "Road freight transport methodology").
Information on methodology for compiling GDP series can be found on the website.
10.7. Quality management - documentation
For further information, refer to the relevant metadata for road, rail and inland waterways transport. For further information on GDP, refer to related metadata.
11.1. Quality assurance
Data quality is ensured by the implementation of a common and well established methodology for the data collection and compilation at country level. Data is subsequently validated in Eurostat by applying different controls on the incoming data, before and after treatment.
11.2. Quality management - assessment
Data is collected from reliable sources applying high standards with regard to the methodology. However, the indicator is a composite value, combining GDP and different series of transport statistics.
Data quality is generally high, however, the indicator is under further development. Although statistics on air and sea transport are already well developed, there have been conceptual difficulties in dealing with these transport modes in a manner consistent with the inland modes and that is the reason for currently not being yet included in this indicator.
Restrictions to comparability over time were caused by methodological changes that have been implemented in several countries and thus estimates have been introduced by Eurostat in order to avoid break in series (for example, for road and inland waterways transport, see under section 15.2).
12.1. Relevance - User Needs
User needs can come from Commission departments, other governmental bodies, research institutes.
The statistics can be used for analysis on decoupling transport demand from the economic growth.
12.2. Relevance - User Satisfaction
Eurostat does not carry out a specific satisfaction survey due to the specific character of the indicators combining several data collections. Methodological issues on each mode of transport or other aspects of further development are a subject of discussion with the relevant national authorities, other services of the Commission or, in some cases, other institutions.
12.3. Completeness
Transport data for some periods for a few countries have to be estimated.
Data for some periods for a few countries have to be estimated. Rail series include estimates for Belgium (2012 onwards). Inland waterways series include estimates for Bulgaria and Romania (2005-2008), Croatia (2005-2007) and Slovakia (2005-2006). Road series include estimates for Bulgaria and Romania (2005), Croatia and Switzerland (2005-2007).
EU aggregates include estimates done for the countries, however road series do not include Malta and international transport of Cyprus that have quite marginal share.
13.1. Accuracy - overall
Overall accuracy can be considered as high.
However, the indicator is composite value combining data series for few modes of transport which come from different surveys:
- Road freight transport is a sample survey and countries may apply a threshold for data collection (for vehicles with a load capacity of less than 3.5 tonnes). To improve the accuracy, it is monitored by the Working Group on road freight transport statistics and a regulation on precision standards was adopted in 2004.
- Rail transport data collection can be considered as an exhaustive survey, since railway undertakings' information systems are the source of the data and the whole population (consignments and recently, undertakings) is covered. However, after the liberalisation of the rail markets, data on some small companies might be missing for the period after 2004.
- Inland waterways data collection is an exhaustive survey as well; all goods loaded/unloaded or passing transit through the territory of the reporting country. However, in the case of transit transport, some countries have reported the use of some sampling method for the estimation of this kind of data in their national territory.
13.2. Sampling error
Data is collected from reliable sources applying high standards with regard to the methodology. Rail and inland waterways are exhaustive surveys. For more information on sample survey on road freight transport, refer to Methodologies used in countries.
13.3. Non-sampling error
Refer to link in 13.2.
14.1. Timeliness
The delay between reference period and data dissemination is 12-15 months.
14.2. Punctuality
The indicators are composite values, combining data series on several inland transport modes. Most of the road micro-data, the transport mode that has the biggest share, are delivered to Eurostat on time.
15.1. Comparability - geographical
Concepts are fully harmonised for all modes through European legislation. For road freight transport data, Eurostat compiles aggregates on the basis of microdata received from the countries and it improves the comparability at the EU level.
15.2. Comparability - over time
Comparability over time is moderately restricted by a number of breaks that have occurred in the time series of transport modes. Some of them are a result of the effort to improve accuracy and comparability between countries or the implementation of a new legal act. Other breaks in series may appear due to methodological or other reasons; for example, in the calculation of road freight territorialised international transport, certain break in series appears in 2020 for the EU aggregate and the countries (particularly Ireland), as an effect of the UK stopping to report road freight survey data to Eurostat (refer also to metadata for Eurobase table road_tert).
Some countries implemented the European statistical legislation on road freight transport later than 2005 and data were estimated based on the first period data were available, i.e. Bulgaria, Croatia, Romania and Switzerland.
Few countries implemented new methodology for collecting data on inland waterways or improving transit traffic data collection: Bulgaria (2008 and 2009), Croatia (2008), Romania (2009). In order to avoid break in series several estimates have been introduced by Eurostat.
For information on the break in GDP series, please refer to the relevant metadata.
15.3. Coherence - cross domain
Detailed transport data, collected according to the legal acts or on voluntary basis are available online per modes of transport. Gross domestic product (GDP) is available online as well. Data are accompanied by methodological description.
15.4. Coherence - internal
Internal coherence is achieved by validation procedures applied. See also link of 15.3.
The indicators are composite values, combining existing data series on inland transport modes. Thus, there is no additional cost and burden for countries or for individual respondents associated with this indicator. Any costs are limited to the additional work carried out by Eurostat to develop, produce and disseminate the indicator.
17.1. Data revision - policy
These indicators are based on data already disseminated in Eurostat online database by the following domains:
rail_go,
road_tert
iww_go
GDP series
The revision policy is therefore effectively the revision policy of those domains.
17.2. Data revision - practice
The revision practice effectively corresponds to the revision practice of the domains listed under sub‑concept 17.1 (data revision – policy).
18.1. Source data
Data on goods transport performance are collected through legal acts (please see section: 6.1 Legal acts and other agreements). Transport data are compiled by the competent national authorities in each country according to the existing legal acts on transport statistics.
Where data have been unobtainable from these sources, data have been estimated by Eurostat. All the estimates are flagged.
For further information, refer to the relevant metadata for road, rail and inland waterways transport.
Micro-data for road are collected quarterly but for rail and inland waterways data are collected annually as well.
18.3. Data collection
Techniques of data collection might differ from one mode of transport to another depending on the methodology applied and organisation of the work in the countries. In some cases, such as road freight, statistics are obtained through electronic or mail questionnaires sent out by the countries; in other cases, such as rail, statistics are based on commercial data of the railway undertakings. Questionnaires or declarations are completed by the inland waterways undertakings in the countries.
18.4. Data validation
Transport series used for the calculation of these indicators are subject to treatment, monitoring and validation in Eurostat. Data validation process is organised according to the data management applied for the different modes of transport.
18.5. Data compilation
Road freight transport, and particularly the part of international (including cross-trade) transport, needed to be ‘territorialised’ as it is reported by the countries on the basis of the nationality of the haulier, not on the basis of where the transport was carried out. For more information, please refer to the metadata of Eurobase table road_tert.
Several estimates have been introduced by Eurostat to complete the time series and avoid break in series. Data on road freight transport for Bulgaria and Romania (2005), Croatia and Switzerland (2005-2007)) were estimated on the basis of the first year data have been reported by the countries. Esimates for rail transport for Belgium (2012 onwards) were done on the basis of the growth rate of the two neighboring countries (Netherlands and Luxembourg). Inland waterways series include estimates for Bulgaria and Romania (2005-2008), Croatia (2005-2007) and Slovakia (2005-2006); the missing transit transport has been estimated based on available data on international transport of other Danube countries. Missing data on rail or inland waterways transport for the last reference year, has been estimates on the basis of linear trend (i.e Finland (2017-2018); Switzerland for inland waterways).
European aggregates are calculated as the indices on the basis of the total transport performance at the necessary level of aggregation (sum-up of the inland transport performance of the countries being a part of this aggregate) and the GDP series.
Index of inland freight transport volume relative to GDP, 2015=100.
This indicator is defined as the ratio between tonne-kilometres (inland modes) and GDP (chain-linked volumes, at 2015 exchange rates). It is indexed on 2015.
Inland freight transport includes road, rail and inland waterways:
- Rail and inland waterways transport are based on movements on national territory ('territoriality principle'), regardless of the nationality of the vehicle or vessel.
- Road transport is collected based on all movements of vehicles registered in the reporting country. Thus road freight transport, and particularly the part of international transport, needs to be ‘territorialised’ by Eurostat as it is reported by the countries on the basis of the nationality of the haulier, not on the basis of where the transport was carried out. This redistribution involves modelling the likely journey itinerary and projecting it on the European road network and it is computed by Eurostat with the help of a distance matrix tool (TERCET).
The indicator is updated annually.
2 May 2024
These indicators are calculated by taking the ratio between freight transport performance (in tonne-kilometres) and Gross Domestic Product (GDP) (chain-linked volumes, at 2015 exchange rates), and indexing on a single reference year (2015).
Freight transport performance is an aggregate of inland transport modes: road, rail and inland waterways.
Transport performance (in tonne-kilometres) should be reported by the countries according to the "territoriality principle". This means that only transport performance that takes place on the territory of the country should be included.
However, road transport is collected based on all movements of vehicles registered in the reporting country and thus further methodological developments and computations were needed to be done by Eurostat for estimating road transport according to the 'territoriality principle'.
The current version of the indicator is based on inland transport only.
The indicators are indices with the base period of 2015.
The units used for measuring the transport performance are tonne-kilometre (tkm) for freight transport. Tonne-kilometre represents the movement of one tonne over a distance of one kilometre.
The indicators are indices. The index is calculated as a composite value combining transport data series (transport performance measured in tonne-kilometres) and GDP series.
Information on methodology for collecting transport data (road, rail and inland waterways) can be found online.
Information on methodology for compiling GDP series can be found on the website.
Transport data used for the calculation of the indicators are based on the ongoing specific data collections for the different transport modes.
For a detailed description of methodology applied in data collections per modes of transport, refer to the link specified above.
Data are given for the EU Member States (except Malta); the two EFTA countries, which participate in EU road freight data collections: Norway and Switzerland; the United Kingdom (until 2019).
According to Regulation (EU) No 70/2012 on statistical returns in respect of the carriage of goods by road, Malta is granted derogation from reporting road freight data to Eurostat.
Iceland and Liechtenstein both are granted derogations for road freight transport as well.
EU aggregates are also available.
Calendar year
Overall accuracy can be considered as high.
However, the indicator is composite value combining data series for few modes of transport which come from different surveys:
- Road freight transport is a sample survey and countries may apply a threshold for data collection (for vehicles with a load capacity of less than 3.5 tonnes). To improve the accuracy, it is monitored by the Working Group on road freight transport statistics and a regulation on precision standards was adopted in 2004.
- Rail transport data collection can be considered as an exhaustive survey, since railway undertakings' information systems are the source of the data and the whole population (consignments and recently, undertakings) is covered. However, after the liberalisation of the rail markets, data on some small companies might be missing for the period after 2004.
- Inland waterways data collection is an exhaustive survey as well; all goods loaded/unloaded or passing transit through the territory of the reporting country. However, in the case of transit transport, some countries have reported the use of some sampling method for the estimation of this kind of data in their national territory.
The indicators are indices. The index is calculated by taking the ratio between freight transport performance (in tonne-kilometres) and Gross Domestic Product (GDP) (chain-linked volumes, at 2015 exchange rates), and indexing on a single reference year (2015).
Road freight transport, and particularly the part of international (including cross-trade) transport, needed to be ‘territorialised’ as it is reported by the countries on the basis of the nationality of the haulier, not on the basis of where the transport was carried out. For more information, please refer to the metadata of Eurobase table road_tert.
Several estimates have been introduced by Eurostat to complete the time series and avoid break in series. Data on road freight transport for Bulgaria and Romania (2005), Croatia and Switzerland (2005-2007)) were estimated on the basis of the first year data have been reported by the countries. Esimates for rail transport for Belgium (2012 onwards) were done on the basis of the growth rate of the two neighboring countries (Netherlands and Luxembourg). Inland waterways series include estimates for Bulgaria and Romania (2005-2008), Croatia (2005-2007) and Slovakia (2005-2006); the missing transit transport has been estimated based on available data on international transport of other Danube countries. Missing data on rail or inland waterways transport for the last reference year, has been estimates on the basis of linear trend (i.e Finland (2017-2018); Switzerland for inland waterways).
European aggregates are calculated as the indices on the basis of the total transport performance at the necessary level of aggregation (sum-up of the inland transport performance of the countries being a part of this aggregate) and the GDP series.
Data on goods transport performance are collected through legal acts (please see section: 6.1 Legal acts and other agreements). Transport data are compiled by the competent national authorities in each country according to the existing legal acts on transport statistics.
Where data have been unobtainable from these sources, data have been estimated by Eurostat. All the estimates are flagged.
For further information, refer to the relevant metadata for road, rail and inland waterways transport.
The delay between reference period and data dissemination is 12-15 months.
Concepts are fully harmonised for all modes through European legislation. For road freight transport data, Eurostat compiles aggregates on the basis of microdata received from the countries and it improves the comparability at the EU level.
Comparability over time is moderately restricted by a number of breaks that have occurred in the time series of transport modes. Some of them are a result of the effort to improve accuracy and comparability between countries or the implementation of a new legal act. Other breaks in series may appear due to methodological or other reasons; for example, in the calculation of road freight territorialised international transport, certain break in series appears in 2020 for the EU aggregate and the countries (particularly Ireland), as an effect of the UK stopping to report road freight survey data to Eurostat (refer also to metadata for Eurobase table road_tert).
Some countries implemented the European statistical legislation on road freight transport later than 2005 and data were estimated based on the first period data were available, i.e. Bulgaria, Croatia, Romania and Switzerland.
Few countries implemented new methodology for collecting data on inland waterways or improving transit traffic data collection: Bulgaria (2008 and 2009), Croatia (2008), Romania (2009). In order to avoid break in series several estimates have been introduced by Eurostat.
For information on the break in GDP series, please refer to the relevant metadata.
