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
22 January 2025
2.2. Metadata last posted
22 January 2025
2.3. Metadata last update
22 January 2025
3.1. Data description
This indicator is defined as the percentage of each mode of transport in the total transport performance measured in tonne-kilometres (tkm) for freight or passenger-kilometres (pkm) for passenger transport.
Modal split is calculated for freight transport (tran_hv_ms_frmod) as well as for passengers transport (tran_hv_ms_psmod).
The modal split of freight transport is based on five modes of transport: air, maritime, road, rail and inland waterways. Whereas passenger transport includes road (passenger cars and ‘buses and coaches’, separately), rail (trains), air (aircraft) and maritime (seagoing vessels).
Additionally, both indicators are calculated exclusively based on the inland transport modes (tran_hv_frmod for freight and tran_hv_psmod for passengers). While inland freight transport covers road, rail and inland waterways, passenger inland transport includes road (passenger cars and ‘buses and coaches’, separately) and rail (trains).
Transport performance (in tonne-kilometres or passenger-kilometres) follows the ‘territoriality principle’. ‘Territoriality principle’ means that only freight and passenger transport performed within the territory of a country is considered.
Transport data on freight and passengers are mostly collected according to the legal acts adopted for each mode of transport. In some cases additional calculations done by Eurostat are necessary for the calculation of the modal split indicators:
Rail and inland waterways transport are reported by the countries, based on movements on national territory, regardless of the nationality of the vehicle or vessel.
Road freight transport is based on all movements of vehicles registered in the reporting country. Thus road freight transport, and particularly the part of international transport, was ‘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).
Air transport is reported by the countries based on passengers or freight/mail carried between a pair of airports. Eurostat calculated tkm and pkm for each airport pairs using a distance matrix. In terms of air transport, 'territorialisation' means that the transport performed in the air space is allocated to the countries overflown on each air transport route. This is done with the help of distance matrix, based on the ‘greater-circle’ distance, which is the shortest distance between two points on the surface of a sphere. The distance for each country is calculated based on its national airspace, which includes territorial waters of 12 nautical miles off its coast. Distances covered beyond the national airspace are not considered.
Maritime transport is reported by the countries based on passengers or freight carried between a pair of ports. First, Eurostat calculated tkm or pkm for each pair of ports using a distance matrix. Then, the calculated tkm/pkm are ‘territorialised’ by allocating them proportionally to the countries, according to the distance passed in the Exclusive Economic Zones (EEZ) of each country. Distances covered beyond the EEZ are not considered.
It must be highlighted that the methodology of the ‘territorialised’ air and maritime transport performance is a concept used mainly for comparing the transport modes' activity at countries' level. The resulting statistics are not comparable with statistics on energy consumption in transport or with GHG emissions as these are based on different methodologies.
Road passenger transport data are provided voluntary within the Eurostat/ITF/UNECE Common Questionnaire on Transport Statistics.
3.2. Classification system
Not applicable
3.3. Coverage - sector
Road (passenger cars and ‘buses and coaches’ for passenger transport), rail, inland waterways, air and maritime
3.4. Statistical concepts and definitions
Modal split measure the composition of transport performance, i.e. the importance of each mode of transport in the total freight or passenger transport, and the evolution over time in the share of each transport mode. This indicator is defined as the percentage of each mode of transport in total transport performance measured in tonne-kilometres for freight or passenger-kilometres for passenger transport.
Transport performance (in tonne-kilometres or passenger-kilometres) follows the ‘territoriality principle’. ‘Territoriality principle’ means that only freight and passenger transport performed within the territory of a country is considered. For more information on data collection per mode of transport please refer to the relevant metadata for a mode of transport (see ‘Related metadata’).
The unit used for measuring the transport performance is the tonne-kilometre (tkm) for freight transport. The unit used for measuring the passenger transport performance is the passenger-kilometre (pkm). For detailed information on transport definitions, please, refer to the Glossary for transport statistics (Fifth edition).
It should be kept in mind that the modal split and the associated shares of each transport mode are calculated with the total transport performance of the transport modes as denominator. This means that an increasing share of one mode does not necessarily express a higher transport performance for that mode. Instead, this may be a result of noticeable drops in other modes. For example, a development in a country, where a sharp drop in rail transport performance is reflected directly in a steep increase in the share of road transport, is a case in point.
3.5. Statistical unit
The indicator is a composite value combining different transport series. The indicator is expressed as percentage of a transport mode in the total transport performance, measured in passenger-kilometres for passenger transport and tonne-kilometres for freight transport.
The unit used for measuring the passenger transport performance is the passenger-kilometre (pkm). Passenger-kilometre represents one passenger travelling a distance of one kilometre.
The unit used for measuring the freight transport performance is the tonne-kilometre (tkm). One tonne-kilometre represents the movement of one tonne over a distance of one kilometre.
Information on methodology for collecting transport data can be found online on Eurostat website.
3.6. Statistical population
Transport data used for the calculation of the indicator 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 under item 3.5.
3.7. Reference area
Where possible, data are given for the EU Member States (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), EFTA countries (Iceland and Liechtenstein both are granted derogations for road freight transport), Candidate countries (Türkiye since 2008 and Montenegro since 2018) and the United Kingdom (until 2019).
EU aggregates are also available.
3.8. Coverage - Time
Modal split indicators for the five modes of transport are available from 2008 onwards.
In case of inland transport modes, data are available: from 2005 onwards for inland freight transport; and from 1990 onwards for inland passenger transport.
3.9. Base period
Not applicable
The indicator is the percentage of each mode of transport in the total transport for all these modes (measured in tonne-kilometres or passenger-kilometres).
Calendar year
6.1. Institutional Mandate - legal acts and other agreements
Data on transport are collected through the following legal acts:
Maritime transport: Directive 2009/42/EC of the European Parliament and of the Council of 6 May 2009 on statistical returns in respect of carriage of goods and passengers by sea (Recast) (Text with EEA relevance).
Data on road passenger transport are collected on a voluntary basis through the Eurostat/ITF/UNECE Common Questionnaire on Transport Statistics.
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
Data for the period of T-2 are normally released in March of year T for freight and in June of year T for passengers.
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.
Annual.
10.1. Dissemination format - News release
Normally not planned.
10.2. Dissemination format - Publications
Modal split on freight transport are presented in the article of Statistics Explained on ‘Freight Transport statistics – modal split’ and they are also published in the digital publication People on the move and and also in the indicator set of the Monitoring Report for the Sustainable Development Goals.
Documentation on methodology for collecting transport data can be found online in the relevant Reference Manuals for transport modes (Overview - Transport - Eurostat (europa.eu)) and also in the documents in annex to the metadata for road territorialised, air and maritime transport (see ‘Relevant metadata’).
10.7. Quality management - documentation
For further information, refer to the relevant metadata for the transport modes data collections (see ‘Relevant metadata’).
No information is available for voluntary data collection, apart from the definitions available in the Glossary for transport statistics (Fifth edition).
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 for each transport (for road passenger transport see below). Data on transport modes is subsequently validated in Eurostat by applying different controls on the incoming data, before and after treatment.
Concerning road passenger transport, common data definitions are provided in the Glossary for Transport Statistics, however due to the voluntary character of the road transport data collection, the methodology and concepts are not always harmonised at the EU level.
11.2. Quality management - assessment
Overall quality of the different modes is good as data are mainly collected from reliable sources applying high standards with regard to the methodology and quality.
Due to the prevailing voluntary character of the road passenger transport data collection, the methodology is not harmonised at the EU level and this should be taken into account when data are used. In addition, passenger cars, and buses and coaches in most cases do not take into account the transport performance of vehicles registered abroad. This will reflect on the calculated shares of modal split. Estimates were applied for certain countries for road passenger transport, particularly for passenger cars (see items 12.3 and 18.5).
12.1. Relevance - User Needs
The main users are the European Commission, international and governmental bodies. Directorate-General for Mobility and Transport (DG MOVE) is one of the main users which needs data for policy decisions.
The statistics are used for trend analysis on modal shift to environment-friendly transport modes.
The indicator is included among the indicators to follow the Sustainable Development Goals and their related 169 targets, which are at the heart of the UN's 2030 Agenda for Sustainable Development.
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
Where data have been unobtainable, figures have been taken where possible from Eurostat/ITF/UNECE Common Questionnaire, or DG for Mobility and Transport.
Data for some periods for a few countries have to be estimated. For more information, please refer to item 18.5.
EU aggregates include the estimates done for the countries. However, due to the unavailability of road freight transport for Malta and international road freight transport of Cyprus (both, with quite marginal share), they are not included in the calculation of the EU aggregates. The modal split indicators for freight transport are not available for Malta. Nevertheless the EU aggregates include maritime and air freight transport for Malta.
13.1. Accuracy - overall
Information on data accuracy can be found in the relevant metadata for each mode of transport (see ‘Related metadata’).
The indicator is a composite value combining data series for few modes of transport which come from different surveys. Data collection on transport of goods by different modes of transport is based on the respective legal acts.
The road passenger transport performance data are based on a voluntary data collection and variety of statistical sources, as well as some data gaps are filled with estimates. The restricted accuracy of the indicator for passenger transport is mainly due to lack of data on transport by passenger car although it is one of the prevailing modes. Car passenger data is usually obtained from national surveys on passenger mobility or travel surveys, however, the survey concept, periods covered and reference population taken into account may vary among the countries. Data are not always collected according to the "territoriality principle" (see 3.4.). Passenger cars, and buses and coaches in most cases do not take into account the transport performance of vehicles registered abroad. Another example is that some countries may report figures based on odometer readings of cars registered in their country. However, these data would then include transport which may have been performed abroad, and on the other hand would not cover transport performance of foreign vehicles on their territory and even though the two elements may partly compensate each other, the "territoriality principle" is not applied.
13.2. Sampling error
Data is collected mostly from reliable sources applying high standards with regard to the methodology. For more information on sample survey on road freight transport, refer to Methodologies used in countries.
13.3. Non-sampling error
See 13.1 and 13.2.
14.1. Timeliness
The delay between the end of the reference period and data dissemination is 15-18 months
14.2. Punctuality
The indicators are composite values, combining data series on several transport modes.
Most reporting countries respect the due-date for providing transport data to Eurostat according to the legal requirements. The collection on road passenger is a voluntary collection.
15.1. Comparability - geographical
Freight transport:
Comparability across countries is considered high, particularly for freight transport. Concepts are harmonised for each mode through European legislation.
Passenger transport:
Concerning passenger transport, comparability across countries is restricted because data collection methodologies for passenger transport by road are not harmonized at the EU level. Data are based on official but voluntary data collections, and the data coverage is not always identical. Some essential elements might be the following:
Transport performance of passenger cars may or may not include taxis and/or vans; when Travel Surveys are used as data source, the movement of foreign vehicles on national territory are excluded;
Transport performance of trains may or may not include small enterprises and commuter trains;
Transport performance of buses and coaches may or may not include urban transport or trolley buses.
15.2. Comparability - over time
Freight transport:
For freight transport, comparability over time is moderately restricted by a number of breaks that have occurred in the time series. 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 for which 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.
Passenger transport:
For passenger transport, comparability over time is restricted as sources for a country may vary during the covered period. In addition, some countries stated that for certain periods data are based on benchmark surveys, while for the rest of the covered period they are estimated. Breaks in series appearing for few countries:
Denmark: Rail transport: Break in series in 1993. In 1992, Banestyrelsen (ex DSB) only, excluding S-tog (commuter trains).
Germany: Passenger cars: Break in 1994, data have been revised and they are not comparable with the previous years. Rail: break in 1993 due to conceptual changes in the methodology.
United Kingdom: passenger cars, and buses and coaches, refer to Great Britain.
15.3. Coherence - cross domain
Detailed transport data, collected according to the legal acts or on a voluntary basis, are available online. Data are accompanied by methodological description.
15.4. Coherence - internal
Internal coherence is achieved by validation procedures applied for each mode of transport. See also link under 18.1
However, the indicator is a composite value, combining different series of transport statistics and thus the estimates of modal split may be biased by methodological differences in data collection between transport modes. For more information, please refer to item 3.1.
The indicators are composite values, combining existing data series on 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 - rail_pa, rail_go
inland waterways - iww_go
road - road_tert, road_pa_mov
air - avia_tp
maritime - mar_tp
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.
The source of data for tonne-kilometres can be found in Eurobase in the Transport domain tables under the following codes: RAIL_GO_TOTAL, IWW_GO_ATYGO, ROAD_TERT_GO, MAR_TP_GO and AVIA_TPGO
For further information, refer to the relevant metadata for road, rail, maritime, airand inland waterways transport.
Data on passenger transport performance are collected through the Eurostat/ITF/UNECE Common Questionnaire on Transport Statistics, and from 2003, rail transport data are also collected through the Regulation (EC) No 91/2003 on rail transport statistics and subsequant Regulation (EU) 2018/643 of the European Parliament and the Council on rail transport statistics (recast) . The Common Questionnaire is accompanied by a Glossary for transport statistics.
The source of data for passenger-kilometres can be found in Eurobase in the Transport domain tables under the following codes: RAIL_PA_TOTAL, AVIA_TPPA, MAR_TP_PA and ROAD_PA_MOVE (for passenger cars and busses/coaches)
Where data have been unobtainable from these sources, figures have been taken from national statistical institutes, ITF, UIC or estimated.
18.2. Frequency of data collection
Road and maritime data are collected quarterly; air transport data are collected monthly, and rail and inland waterways 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.
18.4. Data validation
Transport series used for the calculation of this indicator 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
Transport data on freight and passengers are mostly collected according to the legal acts adopted for each mode of transport, in some cases with additional calculations done by Eurostat (as described in item 3.1).
Freight transport:
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 aggregatesare calculated as the percentage from the total transport performance at the necessary level of aggregation (sum-up of the transport performance of the countries being a part of this aggregate).
In addition, a sub-aggregate of the sum of rail and inland waterways shares is calculated for inland transport. For certain countries for which inland waterways statistical legislation does not apply, this sub-aggregate contains only the share of rail transport.
Passenger transport:
Data on passenger cars and buses and coaches areestimatedfor several countries (passenger cars: BG, EE, IE, EL, CY, LU, MT, PT, RO, SI; Busses and coaches: IE, EL, CY, LU, MT, SI). Estimates are disseminated in the pocketbook ‘EU transport in figures, available on the website of the Directorate-General for Mobility and Transport of the European Commission.
In order to estimate data, first the vehicle use (passenger-km/vehicle stock) for year ‘n-1’ and ‘n’ is computed. Then, the average growth rate for the vehicle use for the countries with available data is calculated. Furthermore, in order to obtain the values (for vehicle use) for year ‘n’ for the countries with missing data (for all other countries except Ireland), this average growth rate is applied to the values for year ‘n-1’. Finally, in order to obtain the passenger-km, the estimated pkm/stock for year ‘n’ is multiplied with the values for vehicle stock for year ‘n’. The estimates for Ireland are based on the TRACCS project. Benchmarking of the estimates is done in cases when data became available for a country.
European aggregates are calculated from the total transport performance at the necessary level of aggregation (sum of the transport performance of the component countries).
In addition, a sub-aggregate of the sum of rail and motor coaches, buses and trolley buses shares was calculated. Rail transport statistical legislation does not apply to Cyprus and Malta and for these two countries, this sub-aggregate contains only the share of motor coaches, buses and trolley buses.
Aggregates are compiled for all years for which data for all the component countries are available.
This indicator is defined as the percentage of each mode of transport in the total transport performance measured in tonne-kilometres (tkm) for freight or passenger-kilometres (pkm) for passenger transport.
Modal split is calculated for freight transport (tran_hv_ms_frmod) as well as for passengers transport (tran_hv_ms_psmod).
The modal split of freight transport is based on five modes of transport: air, maritime, road, rail and inland waterways. Whereas passenger transport includes road (passenger cars and ‘buses and coaches’, separately), rail (trains), air (aircraft) and maritime (seagoing vessels).
Additionally, both indicators are calculated exclusively based on the inland transport modes (tran_hv_frmod for freight and tran_hv_psmod for passengers). While inland freight transport covers road, rail and inland waterways, passenger inland transport includes road (passenger cars and ‘buses and coaches’, separately) and rail (trains).
Transport performance (in tonne-kilometres or passenger-kilometres) follows the ‘territoriality principle’. ‘Territoriality principle’ means that only freight and passenger transport performed within the territory of a country is considered.
Transport data on freight and passengers are mostly collected according to the legal acts adopted for each mode of transport. In some cases additional calculations done by Eurostat are necessary for the calculation of the modal split indicators:
Rail and inland waterways transport are reported by the countries, based on movements on national territory, regardless of the nationality of the vehicle or vessel.
Road freight transport is based on all movements of vehicles registered in the reporting country. Thus road freight transport, and particularly the part of international transport, was ‘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).
Air transport is reported by the countries based on passengers or freight/mail carried between a pair of airports. Eurostat calculated tkm and pkm for each airport pairs using a distance matrix. In terms of air transport, 'territorialisation' means that the transport performed in the air space is allocated to the countries overflown on each air transport route. This is done with the help of distance matrix, based on the ‘greater-circle’ distance, which is the shortest distance between two points on the surface of a sphere. The distance for each country is calculated based on its national airspace, which includes territorial waters of 12 nautical miles off its coast. Distances covered beyond the national airspace are not considered.
Maritime transport is reported by the countries based on passengers or freight carried between a pair of ports. First, Eurostat calculated tkm or pkm for each pair of ports using a distance matrix. Then, the calculated tkm/pkm are ‘territorialised’ by allocating them proportionally to the countries, according to the distance passed in the Exclusive Economic Zones (EEZ) of each country. Distances covered beyond the EEZ are not considered.
It must be highlighted that the methodology of the ‘territorialised’ air and maritime transport performance is a concept used mainly for comparing the transport modes' activity at countries' level. The resulting statistics are not comparable with statistics on energy consumption in transport or with GHG emissions as these are based on different methodologies.
Road passenger transport data are provided voluntary within the Eurostat/ITF/UNECE Common Questionnaire on Transport Statistics.
22 January 2025
Modal split measure the composition of transport performance, i.e. the importance of each mode of transport in the total freight or passenger transport, and the evolution over time in the share of each transport mode. This indicator is defined as the percentage of each mode of transport in total transport performance measured in tonne-kilometres for freight or passenger-kilometres for passenger transport.
Transport performance (in tonne-kilometres or passenger-kilometres) follows the ‘territoriality principle’. ‘Territoriality principle’ means that only freight and passenger transport performed within the territory of a country is considered. For more information on data collection per mode of transport please refer to the relevant metadata for a mode of transport (see ‘Related metadata’).
The unit used for measuring the transport performance is the tonne-kilometre (tkm) for freight transport. The unit used for measuring the passenger transport performance is the passenger-kilometre (pkm). For detailed information on transport definitions, please, refer to the Glossary for transport statistics (Fifth edition).
It should be kept in mind that the modal split and the associated shares of each transport mode are calculated with the total transport performance of the transport modes as denominator. This means that an increasing share of one mode does not necessarily express a higher transport performance for that mode. Instead, this may be a result of noticeable drops in other modes. For example, a development in a country, where a sharp drop in rail transport performance is reflected directly in a steep increase in the share of road transport, is a case in point.
The indicator is a composite value combining different transport series. The indicator is expressed as percentage of a transport mode in the total transport performance, measured in passenger-kilometres for passenger transport and tonne-kilometres for freight transport.
The unit used for measuring the passenger transport performance is the passenger-kilometre (pkm). Passenger-kilometre represents one passenger travelling a distance of one kilometre.
The unit used for measuring the freight transport performance is the tonne-kilometre (tkm). One tonne-kilometre represents the movement of one tonne over a distance of one kilometre.
Information on methodology for collecting transport data can be found online on Eurostat website.
Transport data used for the calculation of the indicator 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 under item 3.5.
Where possible, data are given for the EU Member States (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), EFTA countries (Iceland and Liechtenstein both are granted derogations for road freight transport), Candidate countries (Türkiye since 2008 and Montenegro since 2018) and the United Kingdom (until 2019).
EU aggregates are also available.
Calendar year
Information on data accuracy can be found in the relevant metadata for each mode of transport (see ‘Related metadata’).
The indicator is a composite value combining data series for few modes of transport which come from different surveys. Data collection on transport of goods by different modes of transport is based on the respective legal acts.
The road passenger transport performance data are based on a voluntary data collection and variety of statistical sources, as well as some data gaps are filled with estimates. The restricted accuracy of the indicator for passenger transport is mainly due to lack of data on transport by passenger car although it is one of the prevailing modes. Car passenger data is usually obtained from national surveys on passenger mobility or travel surveys, however, the survey concept, periods covered and reference population taken into account may vary among the countries. Data are not always collected according to the "territoriality principle" (see 3.4.). Passenger cars, and buses and coaches in most cases do not take into account the transport performance of vehicles registered abroad. Another example is that some countries may report figures based on odometer readings of cars registered in their country. However, these data would then include transport which may have been performed abroad, and on the other hand would not cover transport performance of foreign vehicles on their territory and even though the two elements may partly compensate each other, the "territoriality principle" is not applied.
The indicator is the percentage of each mode of transport in the total transport for all these modes (measured in tonne-kilometres or passenger-kilometres).
Transport data on freight and passengers are mostly collected according to the legal acts adopted for each mode of transport, in some cases with additional calculations done by Eurostat (as described in item 3.1).
Freight transport:
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 aggregatesare calculated as the percentage from the total transport performance at the necessary level of aggregation (sum-up of the transport performance of the countries being a part of this aggregate).
In addition, a sub-aggregate of the sum of rail and inland waterways shares is calculated for inland transport. For certain countries for which inland waterways statistical legislation does not apply, this sub-aggregate contains only the share of rail transport.
Passenger transport:
Data on passenger cars and buses and coaches areestimatedfor several countries (passenger cars: BG, EE, IE, EL, CY, LU, MT, PT, RO, SI; Busses and coaches: IE, EL, CY, LU, MT, SI). Estimates are disseminated in the pocketbook ‘EU transport in figures, available on the website of the Directorate-General for Mobility and Transport of the European Commission.
In order to estimate data, first the vehicle use (passenger-km/vehicle stock) for year ‘n-1’ and ‘n’ is computed. Then, the average growth rate for the vehicle use for the countries with available data is calculated. Furthermore, in order to obtain the values (for vehicle use) for year ‘n’ for the countries with missing data (for all other countries except Ireland), this average growth rate is applied to the values for year ‘n-1’. Finally, in order to obtain the passenger-km, the estimated pkm/stock for year ‘n’ is multiplied with the values for vehicle stock for year ‘n’. The estimates for Ireland are based on the TRACCS project. Benchmarking of the estimates is done in cases when data became available for a country.
European aggregates are calculated from the total transport performance at the necessary level of aggregation (sum of the transport performance of the component countries).
In addition, a sub-aggregate of the sum of rail and motor coaches, buses and trolley buses shares was calculated. Rail transport statistical legislation does not apply to Cyprus and Malta and for these two countries, this sub-aggregate contains only the share of motor coaches, buses and trolley buses.
Aggregates are compiled for all years for which data for all the component countries are available.
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.
The source of data for tonne-kilometres can be found in Eurobase in the Transport domain tables under the following codes: RAIL_GO_TOTAL, IWW_GO_ATYGO, ROAD_TERT_GO, MAR_TP_GO and AVIA_TPGO
For further information, refer to the relevant metadata for road, rail, maritime, airand inland waterways transport.
Data on passenger transport performance are collected through the Eurostat/ITF/UNECE Common Questionnaire on Transport Statistics, and from 2003, rail transport data are also collected through the Regulation (EC) No 91/2003 on rail transport statistics and subsequant Regulation (EU) 2018/643 of the European Parliament and the Council on rail transport statistics (recast) . The Common Questionnaire is accompanied by a Glossary for transport statistics.
The source of data for passenger-kilometres can be found in Eurobase in the Transport domain tables under the following codes: RAIL_PA_TOTAL, AVIA_TPPA, MAR_TP_PA and ROAD_PA_MOVE (for passenger cars and busses/coaches)
Where data have been unobtainable from these sources, figures have been taken from national statistical institutes, ITF, UIC or estimated.
Annual.
The delay between the end of the reference period and data dissemination is 15-18 months
Freight transport:
Comparability across countries is considered high, particularly for freight transport. Concepts are harmonised for each mode through European legislation.
Passenger transport:
Concerning passenger transport, comparability across countries is restricted because data collection methodologies for passenger transport by road are not harmonized at the EU level. Data are based on official but voluntary data collections, and the data coverage is not always identical. Some essential elements might be the following:
Transport performance of passenger cars may or may not include taxis and/or vans; when Travel Surveys are used as data source, the movement of foreign vehicles on national territory are excluded;
Transport performance of trains may or may not include small enterprises and commuter trains;
Transport performance of buses and coaches may or may not include urban transport or trolley buses.
Freight transport:
For freight transport, comparability over time is moderately restricted by a number of breaks that have occurred in the time series. 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 for which 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.
Passenger transport:
For passenger transport, comparability over time is restricted as sources for a country may vary during the covered period. In addition, some countries stated that for certain periods data are based on benchmark surveys, while for the rest of the covered period they are estimated. Breaks in series appearing for few countries:
Denmark: Rail transport: Break in series in 1993. In 1992, Banestyrelsen (ex DSB) only, excluding S-tog (commuter trains).
Germany: Passenger cars: Break in 1994, data have been revised and they are not comparable with the previous years. Rail: break in 1993 due to conceptual changes in the methodology.
United Kingdom: passenger cars, and buses and coaches, refer to Great Britain.
