annual repiirt 1989
TRANSCRIPT
EUROPEAN COMMUNITIES
IIBSERVATII}I{ (lF TRAI{SP(IRT MARKETS
ANNUAL REPIIRT
1989
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Published by the Directorate-General for TransportCommission of the European Communities - 200, rue de la Loi, 1049 Brussels
Supplement to the Documentation Bulletin - D/TRANS/EN
Document
ANNUAL REPORT
1989
Manuscript finished in June 1991
A bibliographical slip can be found at the end of this volume
Luxembourg: Office for Official Publications of the European Cornmunities, 1992
tsBN 92-826-0468-3
Reproduction authorized, in whole or in part, provided the source is acknowledged.
Printed in Belgium
PRESENTATION OF TEE 1989 ENNUAI REPORT
The "EUROPA Transport" publications present a substantial part ofthe statistical information on the international intra-Communitytransport of goods collected under the "MarkeL Observation System".
Three reports are published:Analysis and ForecastsAnnual Report
- Market. Developments
The contents of the following "Annual Report 1989" are as follows :
CHAPTER 1 GENERAL }IARKET ASSESSMENT - ALL 3 MODES
1.1. Economic Background1,.2. Total Community Transport Activity, 1986-1989, in tkml-.3. National Transport Activity, 1986-1989, in tkm1.4. International Intra-Community Transport, l-985-L989, in tkm1.5. International Intra-Community Transport, 1986-l-989, in tonnesl-.6. preliminary Assessment of International Transport in L990
CHAPTER 2 ROAD TRANSPORT
2.L. Political Developments Affecting the Market' l-989-1-9902.2. Infrastructure : MotorwaYs2.3. Transport Activity, 1986-1989
2.3.1". Introduction2.3.2. Total intra-EuR 12 Transport by Community Vehicles (tkm)2.3.3. Total intra-EUR 12 Transport by Nationality of Vehicle2.3.4. Structure of total intra-EUR 12 tkm (out/inlcross-trade)2.3.5. Structure of total intra-EUR 12 tkm (H & R/own account)2.3.6. Structure of intra-EUR 12 H & R tkm (Comm. Quota/other)2.3.7. Intra-EUR l-2 Matrix by Community Vehicles (tkm) ,
2.3.8. Intra-EUR L2 Matrices by Nationality of Vehicle (tkm)2.3.9. Intra-EUR 12 Transport by Member State of Loading (tkm)2.3.L0. Intra-EUR 12 Transport by M. S. of Unloading (tkm)2.3.LL. National Transport, L9B6-1989, in tkm2.3.L2. Total intra-EUR 12 Transport by Community Hauliers, tkm2.3.L3. Relative Importance of International in total Transport2.3.L4. International intra-EUR 12 Matrix, in tonnes2.3.15. fnternational extra-EuR 1-2 Matrix, in tonnes2.3.16. Transport through Switzerland and Austria
2.4. Transport Supply and Utilisation2.4.L. Introduction2 .4 .2. Evolution of Stock 1- 98 6- l- 98 92.4.3. Evolution of Carrying Capacity, 1986-19892.4.4. Distribution of Size of Vehicles ,1"988
2.5. Market Situation2.5.L. Cost Indices2.5.2. Price Indices2.5.3. Business OPinion SurveY
CHAPTER 3 INLAND WATERWAYS
:3.1. Introduction3.1.1. Sector DescriPtion3.L.2. Sources3.1.3. Contents3.1.4. Summary of the ChaPter
'.3.2. Infrastructure3.2.L. General3.2.2. Water Levels Rhine
.3.3. Transport ActivitY3.3.1-. Total Activity : Demand Volumes Nationeil/International.3.3.2. Transport bY Market
.3 .4 . Transport Supply3.4 .l-. ComPany Structure3.4.2. Employment3.4.3. EUR Fleet DeveloPments3.4.4. Rhine and Danube Fleets Developments3.4.5. Overcapacity ;rnd EC Rehabilitation ProgJramme
3.5. Market Situation3.5. L. waiting DaYs3.5.2. Cost and Price Indices3.5.3. ProfitabilitY3.5.4. Transport InquirY SurveY
3.6. Outlook
CHAPTER 4 RAIL
4.1. Introduction4. L.1. Railway Policy in t.he Community4.L.2. Sources
4.2. Rail Transport Activity in Tonnes4.2.L. International intra-EUR L2 Rail Transport Activity4.2.2. National Transport Activity4.2.3. RaiI Transport Activity with Third Countries
4.3. Use of Community Rail Network in Mio tkm4.4. Carrying Capacity of Rolling Stock4.5. Railway Tarif f Evolul-ion
CHAPTER 5 COI{BINED TRANSPORT
5.1. Sources5.2. Rail Container Transport5.3. Road/Rail Piggyback Transport5.4. Other Relevant Studies
ggSPrEL _t
GEmru tmrcr essns$agNT - AtL 3
1.1. Economic Background
After several years of steady economic growth with gdp growing atabout 2.5+ per annum, community gdp accel-erated to 4.0t in i-988 isubsequently the growth rate eased slightty, 3.3t in 1989 and 2.7*in L990. The forecast growth for L99L is sharply down at I.4+ with arecovery in 1.992 to 2.3t.correspondingly there has been a similar pattern of growth ofindustrial- production with growth of just over 2* in 1986 and l-987followed by 4 , 3t in l- 98 8 and 3 .72 in 198 9 . For l- 990, growth inindustrial production was only L.7*, a much sharper decline than forgdp.
1=.2. DeweloPment of Total Community Transport Activity, 1986-1989 intkn
Table 1.1 shows the development of total transport activity in t.heCommunity, i.e. international intra-Community + national transportaclivity in Milliards of tkm for the years L986-L989. (1 Miltiard =10 v)
TABLE ]-. ]- TOTAL TRANSPORT ACTTVTTY IN THE COMMUNITYIN tkm (Milliards)
Road RaiI InLandWaterways
Total3 modes
198 61 987198 81_989
653699759797
141B
1,471,461501,49
61I
7
9289949s
1270
893934
1004]-042
4125
Annual Growth Rates
L986-r-9871_987-l_988r_988-1989
+7.0t+8 .5t+5.l-*
-1.0t+2 .9*-0.5t
-3+6+0
1t2Z3*
+4.6*+7.4*+3.8t
Modal Split
r.98 6198 7L988198 9
73.274.875 .676.5
1_6.515.615. 014 .4
10.39.69.49.1
r-00100r_00L00
llhe increase of 7.4* in tkm for the total of all 3 modes in l-9BB,rasquite exceptional and was Iinked to the high growth of gdp iandi-ndustrial production for that year. This increase dropped to 3.8tfor 1989, despite the fact that indust.rial production glrew almost asf ast as in 1988. The increase for road haulage in 1989 (5.1t) r/'rassmaller than the previous year, but since rail (down 0.5t) iandi.nland waterways (up 0.6t) showed very small changes, the shift inthe modal split for road went up one percent compar:ed to l-988.
1.3. Development of Nat 6-1989 in tknllable L.2 shows the sunmary figures for national transport activ:ityi.n the Community in Milliards of tkm.
The figures show that despite the growth of international transpor:t,national transport still accounts for some 75t of total Communj.tytransport. As is the case with the international intra-Communj-tytransport activity, road transport dominates even nnore in the moclalsplit of national transport. The impressive increase of 7.9* for theroad transport in l-988 was followed by a further increase of 4.2*for 1989. Inland waterways account for only 3.3t in the modal spJ.itof national transport showing a decreasing trend for the years 1986-1989.
TABLE L.2 NATIONAL TRANSPORT ACTIVITY IN tKm (MiIIiaTds)
Road Rail InIandWaterways
Totalmodes3
r_986L987r_988198 9
53756961564L
5921_
1r_ 0r_091_ 11r_08
I344
26252625
5756
674704753775
I9I
1
Annual Growth Rates
r.986-19871987-1988r.98 8- i.98 9
+6.0t+7 .9*+4.2+
-1+1-2
4*9t7*
-3.0*+3.1t-3.4t
+4 .5t+6. 8t+2 .9*
Modal Split
r_9861 9871988L989
79.780.981.782.7
L6.415.5t4.814.0
3.93.63.53.3
1001001001_00
1.{. Developnent of International Intra-Comnunity TransPortActivity, 1986-1989 in tkm
Table 1.3 gives the summary figures for international intra-Community transport activity in Milliards of tkm. It should be notedthat the figures for road relate only to Community registeredvehicles (which account for a very high proportion of intra-Community journeys) and that the figures given are the sum of thebilateral journeys (as reported in Directive 7B/546) and the cross-trade journeys under Community Quota authorisations (as reported inRegulation 3l-64/761 .
The results show that the impressive increase of 9.3t in 1988dropped t.o 6.5* in L989. Road haulage showedincrease and therefore the modal split movedfavour of road. With increases of about 6t inyears, rail produced its best performance fordecline of its modal share was almost halted.
again t.he highestin 1989 further inboth the last twosome time and the
rABLE 1'3 i|T?HtT'?il"1*i*Tffi;tYl,l3,'*'PoRr
Road RaiI Inl-andWaterways
Totalmodes3
198 61_9871_ 988198 9
l_to]-29143156
z597
36.836.839.04L.3
6563AR
69
6524
21,822925L267
B
14
Annual Growth Rates
1_ 98 6- 198 71987-198Br- 98 8- 198 9
+L1_.4t+11.1t
+8. 9t
+0.0t+6.0*+5. 98
-3.2++7.4*+1.8*
+5.1t+9.3t+6.5t
Modal Split
1_986r.987L988198 9
5356575B
243
161,61515
B
0q
4
30272726
0620
r_00r_00r.0 0r-00
EweA TNsPoRr ANxuAL Rsronr 19I 9 Cruren 1 Arr 3 xrogs
1 Developmenl of intra-Community transport
1.5, _ Devglgp=ng+9 _ _of International Intra-Comrnjunity TranspoFllS:tif bs
Table I .4 gives the sunrmary figures for inte::national intra-Community transport activit.y in .mi1l-ions of tonnes,, The figures forroad, as in Table 1-.3 on tkm, only cover Community vehicles.
T'ABLE I.4 INTERNATIONAL INTRA-EUR 12 TONNAGES(MILLIONS)
Road RaiI fnlandWaterways
TotaI3 modes
19861 98719881989
AnnuaI
241226253211
Rates
7605
65646B70
3f,
4-7
191186L99206
90R
I
464476521,548
912Y
Growth
r_986-1987r_987-1988198B-1989
M,odal SpIit
+9.1*+11.?t+7.3t
-1. B*+6.7*+3.4t
-3+1+<
1t4*5t
+2+9+5
5t3*3*
r_9861987198B198 9
44414B49
1q
6
L41313T2
05I9
41393B5t
3036
100100100100
The pattern of annual increases for tonnes is generally simil-ar tothat of tkm, but t.he increases for road and rail are slightly lowerfor tonnes implying an increase in averagfe distance; a table ofaverage distances is shown in Table 1.5.
Table 1.5 shows that the average distance in international- intra-Community transport for road and rail are remaikEbly ETmflar andboth have increased by about 20 km between 1986 and 1989, due mainlyto the Iarger than average increase in transporL with Spain andPortugal following their adhesion to the Community in L986. Forinland waterways, which is Iimited to Germany, France, Netherlands,Belgium and Luxembourg, average distances are 40t lower and havedropped marqinally over the period.
1.6. Preliminary assessment of International Transport Activity in1996--WhiIe only partial information is yetindications are that the strong growthvirtually disappeared at the beginningtransport.
available for L990, theobserved in L98B and 1989of 1990 except for road
For road haulage, traffic across the German border increased by 8.5%in the first nine months of 1990 while powered vehicl-es across theChannel increased by 10t in t.he first six months of 1990.Information from statj-stics relating to intra-Community trade forthe first half of 1990 indicates an increase of 6.9+ in roadtonnaqes.
In the first nine months of 1,990 | UIC reports that internationaltransport on the Community rail net.work (intra + extra) rose by 0.5tin tkm (0.7t in tonnes) whiJ,e the total transport on the Communityrail- network (intra + extra + national) fell l-. Bt in tkm (fe1l 1.5tin tonnes).
For inland waterways, the Central Rhine Commission reported anincrease of 2.3* in tkm for traditional Rhine shipping in the first6 months of 1990 (-0.2t in tonnes).
TABLE ]-.5 INTERNATIONAL AVERAGE DISTANCES
Road Rail InlandWaterways
Total3 modes
470482482488
L9861 987198 B
198 9
55957rs69s77
564574570584
34234L341-337
CITAPTER 2
ROAD TRAIISPORT
Contents
The contents of Chapter 2 can be summarized as follows:
2.1 Introduction, Political developments affecting the market, 1989-1 9902.2 Infrastructure : motorways2.3 Transport activity2.4 Transport supply and utilisation2.5 Market situation
2.L. Introduction, Political De
The progrressive liberalisation of the market due to the rapidincrease in the number of the Community quota authorisations,(average number of authorisations 15282 in 1988, 24021 in 1989,30430 in 1990) t.ook the share of tkm performed under suchauthorisations from 2]-2 in 1-9BB to 28* in 1989 (expected to rise to34* in L990) i hauliers from a number of Member States, Luxembourg,Denmark and Ireland are no Ionqer, effectively, subject to quotarestrictions for international journeys between the Member States.
a limited experiment in cabotage, domestic movements by non-residenthauliers, started in mid 1-990. In the l-989 Analysis and ForecastsReport, it was estimated that cabotage might rise to about 0.68under this limited Scheme, but very preliminary results suggest amuch Iower level.
Obtigatory road t.ariffs for international journeys between theMember States were finally abolished on 1 January L990 althoughenforcement had not recently been very strict in most Member Stateswhere t.hey were applied; the new system permits the free fixing ofrates between the haulier and his client.
Difficulties with the transit countries, Austria, Switzerl-and andYugoslavia continued. Italy had difficulty in getting sufficientpeimits to transit Austria, while Greece had similar difficulties inLransiting Yugoslavia; Switzerland with its 28 tonne Iimit,deflected most of the transit traffic to other routes.
Towards the end of L990, 5 Liinder of the former German DemocraticRepublic adhered to the Federal Republic of Germany and theCommunity. The Community responded quickly by allocating extraComrnunity Quota and Cabotage authorisations to allow for thisincrease in the internal market.
Developments in Central and Eastern Europe are expected to presentCommunity hauliers with new opportunities, this wilI be carefullymonitored.
ll
2.2. Infrastructure : Moto:rways
The classification of roads in different Memberr States followsnational criteria (except for motorways) so thal: presentation ofuseful tables at Community level is virtu,ally impossibJ-e;additionally the evolution of the length of "ordinit.ry" roads is veryslow and does not provide ia very helpful market ind..icator.
It has thus been decided to restrict the analysis in this Report tomotorways. Even here there are definitional prroblems such asinclusion of access ramps and examination of the published figur:esin dif ferent international publications (EUROSTAT', ECMT, UN, IFrF)often indicates a slippage of one year - data on J-ength of roads isusually t.aken as at 31st December but there is a sr:rspicion that dartamay be established as at l-st January and than reported sometimes as31st December of t.he previous year and sometimes as 3Lst December ofthe current year. The choice of source used in this Report has berenbased on the availability of 1989 results. For: t.his reason UN(Geneva) has been chosen supplemented principally by IRF, ttris hasenabled apparent declines in reported lengths of motorway to beavoided.
The lengths of motorways in the community, EFTA and the rest ofEurope in 1980 and (annually) since l-986 are prese.nted in fable ',2:..L
which also gives the "density of motorways" both per 1000kmz and prgamillion population.
The results of Table 2.1 show thelt :
53t of European motorways are in D, F or I (although these 3countries only have 32* of the population.)
-, The greatest density of motorways (in terrBs of km F,erl-000kmz) occur in B an l\IL where the density isr 3t / Z times theCommunity average and 7 tirrnes the European average.
- The greatest densit.y of motorways (in terms of km per n.iopcpulation) occur in cH, l, and A where the density is 2 times theC,cmmunity average and 3 times the European average.
Growth of length of motorways has been about 2* in theC,cmmunity since L980 and has slowed to 2 to 3t in EFTA and the restof Europe.
t2
TABLE 2. ]. LENGTH OF MOTORWAYS
Country At the end of Ratio per10Q0kmz
permiopop.
1980 r.986 r_987 1988 r-989 86/BO 89/86 1989 r9B9
DFINLBLUKIRLDKGREP
'7292 8350 8437 8618 B72r5080 626s 6440 6570 69505900 s997 6091 6091_ 6r.061749 2040 2054 2060 20141203 r-549 1,567 1_613 1_631
44 58 64 75 782561, 2843 2980 2981 2993
BBBB516 593 s99 s99 60r.86 86 86 90 90
2008 2154 2223 2344 2424721 r- B 3 238 247 256
1.15 1.04\.23 1.1_1L.02 r.02L.L7 r.02r.29 1.05r.32 L "341.11 1.05
1nr.v1.15 1_.011.0 1.051_.07 1.13L.44 1.40
3513zv505330t<
0.1T4
n1
5J
1"4rr23fuo140L6721,0
542
TIl9
62z3
EUR 12 26566 30126 30787 3L296 3L932 1.13 1.06 L4.2 9B
ND
SFCHA
266 336 336 3ss 363B3s 994 999 ]-032 1,032204 204 244 2r4 2r5
1171_ 1409 145r_ L4B6 r_495926 1335 r_373 1405 L407
r.26 1.081-. r-9 1.041.0 1.0sr.20 1.06I.44 1.05
I
30.6
36L7
B6r21,
43223184
EFTA 3402 4278 4363 4492 45l.2 . da . n -L.ZO l_.UJ 3.8 1,4r
YUTRSUDDRPLCSHRBG
4L'7 7 20 B 05 B2B 90 883 95 1,25 r_38 r.3B
L687 1855 1855 r-855 1855139 21-3 2L3 220 243373 489 489 518 527209 311 311 311 33396 r_ 13 r_ 13 r. r.3 1 13
108 228 242 258 266
r.73 r.26t.L4 1.45
1.10 1.01 .53 1.741.3r- 1_.08r.49 1 .071.18 1.02.Lt r.t7
40.2
L70.8440.52
393
1116
343L
30
Rest ofEuropeexcl SU 3LL2 4024 4r.53 4241 4383 1.29 1.09 2.2 23
Europeexcl SU 33080 38428 39303 40029 40827 1.16 r_.06 7.5 75
Sources : ABTS Table Lt, IRF, SOEC.
l3
21.3. Transport Activity21.3.1. Introduction
Lnformation on transport activity is based largely on that provi<ledunder the Road Statistical Directive (7I / 546, the modif :leddirective (89/4621 providing information from ca-Lendar year 1990.Elecause of gaps in the data provided under the Dtirectiver notalrlyf:or f and L, it has been necessary to use other sources principa-Llyf:oreign trade dat.a.
Lt has been possible to use the foreiqn trade data on a moreqonsistent basis due to the availability of foreiq,n trade stat.ist:Lcsbrroken down by mode of transport for the first ltime at Commun:Ltylevel, following the introduction of the SingJ-e Administrat:LveDtocument on 1.1.1-988. This has provided data for 1988 and 1989 (and,a.Iready, most of 1990) which has been used to est.i:mate the growth ofroad transport in l-989 for the hauliers of certain Member States, itrray also be used in the future to est.imate road transport betweenMember States by non-Community haul j-ers. The use of this fore:Lgntrade data presents some difficulties, for example the la::geF,roportion of unknown nationality for some report.ing Member States(especially NL, but also D and B/Ll . A fu1ler investigation of thetrade data will be made in the 1990 Analysis and Forecasts Report.
It must be emphasized that this method of estimating transportrnovements via trade datur is only expected to be a short-termp,alliative for intra-Community movements due t.o the decision,recently formally confirmed by the Council, to abandon the SinqleAdministrative Document for intra-Community trade as from 1-.1-.1993.Vithile monitoring of intra.-Community trade is expected to continuebased on V.A. T. returns, it seems unlikely that this source wj:11Frovide adequate information for transport purposes. It is thus mostinportant that the Road Directive be strengthened in sample siz:e,timeliness and methodology. The extension of the Directive to co\rerhauliers from the EFTA countries from 1993 in thre context of LheEuropean Economic Area agreement should also be borne in mind.
2.3.2. Total fnternational intra-EUR 12 TranEport by Cornmunj=la
The development of total international intra-EUR L2 transport byCommunity road haul-iers has continued to be very strong throughoulthe whole of the period l- 98 6 to 198 9 . Successive j-ncreases of 1- L . 4 tin l-987 and 11.1t in 1988 have been followed by 8.9t in 1989 (sieeTable 2.21. The changes for I9B7 and 198B are slightly differentfrom those quoted in the 1988 Annual Report (1 0. i-t and rz.3*respectively) due to revisions to the series for some Member Staters,particularly I and D (for details see next sect.ion) .
t4
Total international intra-EUR 12 road transport is defined as thesum of "bilateral" transport as reported in the StatisticalDirective (78/546) and "cross-trade" transport as (partially)reported in the Community Quota Statistics (Regulation 3L64/76).Complete information on cross-trades is covered in the modifiedDirective (89/462) as from l-990; data for the first 2 quarters of1990 is novt availabl-e from some Member States but, as y€t, there isinsufficient information available to check the quality of the dataon cross-trade transport.
TABLE 2.2 INTERNATIONAL INTRA-EUR 12 TKm lmio)
Nation.of
vehicle
TOTAL
1986 1987 t_988 1989
t change
87 /86 BB/87 89/BB
EUR 12
D.E
INLBLUKIRLDKGREP
1,9996 207 28 2168 9 2263418249 20530 254L4 27 41.216r-10 17309 r-9884 1994820158 22937 2slBB 28073l_ 3352 1_ 55 05 11L25 L97 L9
1- 023 72t4 L647 23294522 | 6862 7426 8416836 BB9 966 1,259
4454 4702 | 4360 4896t973 2009 2592 2651
13208 14709 14802 L52761751 2rr3 | 2194 4023
Lr6232 12950"7 143887 t56102
+3.7 +4.6 +4.4+L2.5 +23.8 +7 .9
+-t .4 +14.9 +0.3+10 .5 +I2.4 +8. 9+16.1 +1C1.4 +15.1+18.7 +35.7 +4\.4+51.7 +8.2 +14.1+6.3 +B.7 +30.3+5. 6 -7 .3 +I2.3+1. B +29.0 +2.5
+11.4 +0.6 +3.2+24."7 +3. B +83.4
+11.4 +i1.1 +8.9
Nationalityof vehicle
nFINLBLUKIRLDKGREP
L] .215.713.911 .9l_l_.50.93.90.73.81.7
11.4t_ .5
100.0t
r_6.015. 9r.3.4r7 .712 .0no
0.73.6r.o
TT.41.6
r-00.0t
15. 1r1 .1,I?
R
11 q
11.91.15.2A1?n1.8
10.3
100.0t
14 .417.51_2.111 q
72 .61.5
0.83.11, .7a72.6
100.0t
Share of1986
EUR 12 total1 987
(t)198 B 198 9
l5
t-km (mio)
NatlonatJ-tyof vehlcle
10 026 9 864 10610 359 :L0 270 8910 703 L0 851 L2511 032 tl {{{
19 99620 7282t 689
18 24920 s3025 4L427 4L2
1. 151. 111.14
9 423 8 210 61610 373 9 357 800L2 939 :LL 322 1 15313 883 11 975 1 55'l9 005 7 056 409 907 7 368 3s
11 754 8 083 48? 596 5{
15 11117 30919 885
20 75822 93725 788
11 033 8 551 1 15411 985 9 365 1 58713 394 :r0 475 1 919
13 35215 505r7 t25
7 080 5 395 8777 875 5 750 1 8809 189 6 62L 1 3159906 730s 2s0
1.501 .501.50
33.,0r39,.9*46,.9r
1 023I 2L4I 6472 329
411 274 338438 292 484525 349 773683 {53 1 193
4 5226 8627 426
2 Lto 2 324 883 255 3 514 933 582 3 709 135
377 406 53393 391 99420 424 L22563 s40 1
6, 3tL1, L812.6*12, 4$
2 359 2 00s 902 44t 2 L27 1342 Lgt L 974 1952 489 2 090 3L71 154 819 0r L52 855 21411 LL77 4
7470 5?13 28789 s882 3I 4t7 5 330
841 906 41 006 | 092 1s1 065 1 098 31
6L 289 51 543 3 40167 983 s6 269 s 2s75 590 62 423 s 8?
67 187 8 7L7
115 233]-29 507143 888155 703
l6
2.3.3. Total International intra-EUR t2 Transport by Nation
While, as in the earlier years, there remain many caveats on thedata for individual Member States for some years, it has beendecided this year to incorporate the caveats into the performancetrends relating to vehicles from each Member State. Comments aregiven in the "standard" order of the Member States for the periodl-986-1989, with emphasis on 1988-1-989.
D: Slow growth, much bel-ow EUR 1,2 average; consequently D share(of EUR 12 transport) has fallen from 18.2t to L4.4* over the 3years. The restrictive D policy, especially for nationaltransport, taken together with observed trends suggests that Dhauliers will not be well prepared for L993.The 1988 data supplied by D under the Directive is acknowledgedby the D authorities to be too high due to methodologicalchanges following the abolition of the Ziihlkarte. In theabsence of any specific correction from the D authorities, theD figure (s) for 19BB has thus been revised downwards so as tobe the average of L987 and 1,989, the 1-989 figure is actuallyslightly lower than the L988 figure published in the 1988Annual Report.
Outstanding grrowth, alt.hough slightly below EUR L2 average in1-989; consequent.ly F share has increased from l-5 . 7t to l-7 . 5tover the 3 years - roughly the reverse of D. The decision bythe F authorities to abolish the national pricing regulationhas encouraged F hauliers to develop their services especiallywith E.It may also be noted that the F authorities consider that thepresent survey may underestimate the real activity by Fhauliers.
Due to the variable quality of the data, no reliableinformation is available on the trend for I hauliers, theoverall level of transport by I hauliers has been revisedsharply upwards (13.8* for 19BB as opposed to 1-0.9t in the 19BBAnnual Report) due to fairly consistent figures being receivedfor L9BB and 1989.The I data is based on I foreign trade data because no data hasbeen received under the Directive since 1987 and that for 1-986vras not published by EUROSTAT due to incompleteness. The Itrade data shows unacceptable variation in the proportioncarried by I hauliers although the total for al1 haul-iers isreasonably stable. Consequently the data now presentedcorresponds to the I trade data for 1989 with estimates for1986-1988 based on the trend(s) for all hauliers. One effect ofthese changes is to subst.antially increase the ratio of out/intransport for I hauliers.
Growth almost exactly on the EUR L2 average for each year,consequently NL share is vi-rtualIy stable at L7.9*, just thehighest of the Member States.
F:
NL:
t7
El : A high growth, up 4l3t in 3 years, has increased B share f:roml-L.5* to L2.6*. This may however be a slight overstatement rJueto some inconsistencies in the cross-trades (::eported under LheCommunity Quota Regulation), namely 871 , 1818i0, 1315 and 2lt0Bmio tkm for 1-986 to 1989 respectively.
l, : A very high growth isi shown for L, up l2BZ in 3 years, but tlrisis a "gtuess-estimate" and could be sub ject to a fai-r1y vl.Ldemargin of error. The reason for the J.arge grovrth is that, ow:ingtto the rather generous policy adopted by' the Council inallocating Community Quota authorisations to L, hauliers fromother Member States have been encouraged to set up a "firm" inLuxembourg where a.uthori.sations could f arirly easi"ly beobtained.The reason for the "qfuess-esLimate" is that l- has not suppl.Ledany data under the Directive since 1986. It has not b,€€rtpossible to use trad,e statistics because L j.s combined witlr B
in trade statistics. The estimate is based c)n an appraisal ofCommunity Quota Statistics and D statistics.
tlK : Growth has only been just above the EUR L2 average since theapparent large increase for 1986 to L9B7 is; mainly due tr3r achange in methodoloqy. ft should be emphasized that the UKf igures do not include u:naccompanied semi-t.rai1ers, i-n l-.inewith the rules set out i:n Directive 89/ 462; their inclus.ionwould approximately double the tkm.
IRL: The very strong qrowth in 198 9, up o'1r'er 30t, is rluepart.icularly to the large increase in transport with I (theincrease in tonnage is less than 20*) .
DK : Growth is close to EUR 12 average if one allic)ws for the changein methodology betwee,n 198jl and 1988. Given tlre fairly gener()usallocation of Community Quota authorisations j-n recenL years/' astronger performance by DK haulj-ers might herve been expectr:d;an off-setting factor: could wel-I have been tlire relatively vl'r:akperformance of DK economy. DK hauliers had the Iargest relat.i-rreincrease in cross-trades <luring the period ; cross-trades donot, of course, depend on the DK economy. The change j-nmet.hodology in 198B only affected the relation with UK t DKanticipated the formaLl excl..usion of unaccompanied semi-trailrrrsprescribed in Directive B9/462.
C;R : Growth is close to ErUR 12 average, but growthL for intra-EUR 12transport depends lar:gely on GR possibilities; for obtaining YUand A transit permits since GR haul-iers do \/ery little croris-trading. Recent agreement with YLr to increas;e transit perm.:Ltsby 5* per year wiII help to relieve GR ciifficr,rLties.
E: : After expanding in line with the EUR L2 average in L9l3',t,subsequent performance by Il hauliers has been disappoint:Lngalthough by 1989 there was a better raLio ol- out/in transpor:tfor E hauliers. The highJ.y f ragment.ed natur:e of the E roadhaulage indrrstry - many owr:'rer drivers - has rrot, perhaps, beencondusive to them making the most of their opportunities;;conseguent.Iy the E author:ities have taken a rather cautior"rsview towards the abolition of quotas in 1993.It should however be noteci bhat there are siome weaknesses i-nthe E stat.istics and the f igures presented for l- 98 9 areestimates based on E trade statistics.
l8
L2.4.3
P : Growth by P hauliers has been outstanding although the figuresfor individual years have to be treated wit.h some caution.The methodology was changed from 1987 to l-988 so that thefigures for these two years are not comparable. The very largeincrease shown for 1989 is based on data received just beforethj-s Annual Report was drafted an earlier estimate based ontrade data showed a 4CZ increase. Further checks on the P datawill continue to be made.
Readers of the more detailed analysis of the data as given belowshould bear in rnind the caveats given above which cannot always berepeated.
Structure of total international intra-EUR tkncrosS-Er National ty of Vehicle,
Table 2.3 shows the total international intra-EUR 1,2 tkm subdividedby out ("exports"), in ("imports") and cross*trades by nationalityof vehicfe for 1986-1989. Data for "out" and nin'are derived fromthe Directive 7B/546, data for "cross-trades" from Regulation3164/16 on Community Quota Statistics. As from 1990 data on cross-trades wil-I also be avail-able under the modified Directive 89/462.Information on cross-trades from the Community Quota Statistics wiIIdisappear wit.h the abolition of the quotas themselves in l-993.
The overall rrosl/inrt ratio is very stable (1,.20) but somewhat higherthan that reported in the 198B Annual Report; this is due,essentially, to the revision of the I hauliers data which now showsa much higher ratio, L.48 in 1-9BB (and even higher in 1989) asopposed to 1.19 in the 19BB Annuat Report. For most other MemberStates the out/in ratio is fairly stable, except for E which hasshown a reduction frorn I.49 (in 1-987) to 1.08 (in l-989) . It is alsointeresting t.o note, from the detail-ed matrices described 1ater,that there has been an "explosion" in traffic from I to E (up l-50tfrom 1986 to 1989), especiatly by I hauliers.
The proportion of cross-trades has almost doubled (from 2.9+ in 1986to 5.6* in 1989) reflecting the growth in the number of CommunityQuota authorisations which give hauliers "free" access to cross-trades. Detailed interpretat.ion of the figures is however confusedby the oscillations of the B data on cross-trades (as mentionedearlier) .
2 .3 .5 . Structure of total internat,ional intra-ElR L2 tlcn__Inffg__gnd
Table 2.4 shows the tkm by hire and reward hauliers for eachnationality of vehicle, from L986 to 1989; the layout is the same asfor all (Community) hauliers (hire and reward + own account) givenin Table 2.2.
A similar table could be prepared for own account, it can beextracted by difference from Tables 2.2 and 2.4; hire and reward waschosen for publication since it is the base used elsewhere forexamining share of hire and reward haulage accounted for byCommunity Quota authorisations.
l9
Since hire and reward accounts globally for about 90t of the totalmarket, percentage changes for hire and reward are very similar tothe changes for the total market given in Table 2.2 and deserve nospecial comment. It should however be noted that there is no"observed" data for hire and reward for I or L (si:rrce 1,987) or for E(1989 only) and that the figures in Table 2.4 are based on t-he(known) Cross-trade figures (derived from the Communit.y QuotaSitatistics) combined with estimates for bilateral [ransport where ithas been assumed that the percent.age held by hire and reward is thesiame as the last known value.
[tetails of the shares he].d by hire and reward ar:e given in Talrle2i.5. At the EUR L2 level there is lit.tl-e evidence of change in Lheprercentage held by hire ar:rd reward, and such changes as are obser''redsieem to be "random" or due to changes in methodo.Iogy in some M.S.(UK, DK and P) .
The most interesting resul-t for individual M. S. in Table 2.5 is 1--he!'ery low share of hire and reward j-n B, around 70t, although this isi.ncreasing. At the other extreme, GR estimates that own account hasonly 0.5t of the market but does not attempt to measure it while:[orEl own account share is 1t. Sharp discontinuities in the series :[orCIK and P are due t.o chanqes in survey methodoJ.ogy as ment.ionederbove.
TABLE 2.4 INTERNATIONAL INTRA-EUR ]-2 TRANSPORT :tKM ACHIEVED BY HIRE & REWARD HAULIE]RS (MiO)
nation.of
vehicle r.98 6 L987 1981 L 98 9
I change
e7 /86 B8/87 89/88
D.E
INLBLUKIRLDKGREP
EUR 12
L7802 18468 L9262 200461 60 60 r_ 82 8 3 22607 24393L5757 L6928 19448 19510L8962 2L299 2378L 260039078 r.0988 12080 L45s2
8 8 4 1_ 0 64 L469 20984051 | 6708 7r6s 8L02778 809 871, 1r-91
4071, 4274 i 3986 44961973 2009 2592 2667
L31,24 t46L4 L4647 1511- 61751 2tL1 | 2068 39r_0
t0429L 1r,7555 1,29975 L42084
+3.78 +4.3t +4.1t+l-3. Bt +23.7* +7 .9%
NNN+t_2.3t +11.7t +9.3t+2L.0* +9.9* +20.5t
NNN+65. 68 +6.8* +13.1t
+4 . 0* +7 .7* +36.7*+5.08 -6.7* +L2.8*+1.8t +29.0* +2.9*
+11 .4t +0 .2* N+20.6* -2.0t +89.1-t
+1"2.7* +10.6t +9.3te:
20
TABLE 2.5 INTERNATIONALIITARKET SHARE
INTRA_EUR 12 TRANSPORT :BY HIRE & REWARD HAULIERS
nationalitlof vehicle 198 6 1 987 l_988 r.98 9
D
FINLBLUKIRLDKGRE
EUR L2
89.0t88.0t97.8t9r..3t68 .0t86.4*89.6t93. r.t9L .4*
100.0899 .4*
100.0t
B9.r.t89.r_t
N92.9*
(70.9r)N
97.8*9r..0t90. 9r
100.0t99 .4299.9*
(88.8r)89.0t
N92.2*70 .5t
N96. s*90.2*9L.4*
l_00.0*99.0t94.3t
88.6889.0*
N92 .6+
(73.8*)N
95. 6t94 .6*91.8t
100.0tN
97 .2*
89 7* 90 8* 90 3* 90 7*
2.3.6. Stnrcture of international intra-EtlR L2 Eire and reward tkn
Reference has already been made earlier to the statistics on the useof Community Quota authorisations which is the only (general) sourceof information on cross-trades up to l-989. In earlier Annual Reports(up to L987) and in recent Analysis & Forecasts Reports considerableanalysis of the (tota1) use of Community Quota authorisations (ie.bilateral + cross-trade transport) has been carried outi this hasbeen with a view to showing the effect of the rapid increase in thenumber of authorisations as method of freeing the internationalintra-EUR L2 market from quantitative restrictions. In this sectiona few tables are presented which brings the analysis up to L989.
Between 1986 and 1989 the number of community Ouota authorisationsincreased from 7437 to 24021 (up 223*1. Despite a reduction in theaverage tkm per authorisation (from 2089 thousand to L676 thousand),there was sti1l an impressive increase in t.he total use of CommunityQuota authorisations from 15538 mio (1986) to 40269 mio (1989) r dnincrease of l-59t. This latter result is given in Table 2.6 whichalso gives the data for individual M. S.
2l
TABLE 2.6 INTERNATIO]NALINTRA-EUR 1.2 TRANSPORT :TKM ACHIEV:ED UNDER COMMUNITY QUOTA JAUTHORISATIONS
Nationalityof
vehicleL986 r_987 198 8 198 9
tchange87/86
tchange88/87
tchangrr:89/ 88
nFINLBLUKIRLDKGREP
EUR 12
27221" 8531,9021 908L47 4
445L032
280L77 6
2L7r_54 9
380
15538
310 4
2850258?275.32309
610L22,4
3932053
22'.221,L6
64,4
2086.s
387637243281.34942486
95715 9s
5712577
43729r3L0'7 4
2698s
58405157429947775035r-50 92185
94837 84
85239671,9!6
40269
r-4.053. B
36.044.3s6.637. r_
1_8.640 .4r_5.62.3
36.669 .5
34 .3
24.930.726.826.97.7
56.930.345.325.596. B
37 .766. B
29.3
50.738.531.036.'t
102.557 .737.066.046.89s.036.27B .4
49.2
The method of allocation of Community Quota authorisations in thepast has favoured the "smaller" M. S. with the res;ult t.hat there areconsiderable differences .bet.ween M.S. in the share of market helct byCommunity Quot.as. The results are set out in Tab.Ie 2.7 which strowsthat 3 M. S. (L, IRL and DK) have had consistently higher shares Lhanthe Community average and that by 1989, over 702 of the tkmperformed by vehicles :Erom these 3 M. S. were performed underCommunity Quota. This compares, in 1989, with 2E* for EIJR 12 as awhole. Necessarily, there are some M.S. below the EUR L2 averarge,especially NL, F and I with 1,8-22* performed under Community Quota.It should also be noted t.hat the apparent drop tc' 49* for P in 1.989occurred despite a 78t increase in the use of Community Quotaauthorisations, this is due tr: the even larger increase (83*) intotal tkm by P hauliers although this exceptional increaser isstill being checked (see rsection 2.3.3) .
As the Council has alreacly dec:Lded on 40t (cumul;rtive) increases inthe number of authorisations in L990,199L and 1,992, the proport.ionof tkm performed under the Community Quota is e:xpected to rise to34* in l-990 and almost 50!b by L992.
Finally in Tab1e 2.8 is rshown the tkm performed ]:y hire and reqrardhaulj-ers not under the Cr:mmunity Quota. As predicted in Table 4.L2of the 19E3-analysis and Forecasts Report (Decemb,er L989) the tr:,talEUR L2 tkm not under Community Quota declined for the first time in1989. The series for the di:fferent M. S. help to explain thepressures exercised by or on the M. S. to increirse the number ofbilateral quotas an analysis by relation would r:ea1Iy be necessarybut that woul-d be too extensive here however it can clearly' beseen that tkm by F and NL vehicles continues to increase whereas forD and E vehicles, tkm are declining. This helps to explain lvl. S.attitudes towards quotas
"
22
TABLE 2.7 INTERNATIONNAL INTRA-EUR L2 TRANSPORT :MARKET SHARE OF COMMUNITY QUOTA AUTHORISATIONSIN HIRE AND REWARD HAULIERS
Nationalitlof
vehicle198 6 198 7 1988 198 9
DFTI
NLBLUKIRLDKGREP
EUR 12
r.5.3r_1.51-2.L10.116.2s0.325.536.043 .6II.. U
r-1.82L.7
r4 .9
r_6.8r_5.615.3]-2.921,.057.31"8.248 .648.011.114.530.5
r7 .7
20.rr_6.51_6 .914.720 .6
zz.565. 6
| 64.71-6.91,9 .9
I q1 0I JL. J
20.8
29.r2L.r22.018.434.67L.927 .079.684.23r..926.249 .0
28.3
TABLE 2.8 INTERNATIONAL INTRA-EUR 12 TRANSPORT :
TKM ACHIEVED BY HIRE AND R.EWARD HAULTERSNOT UNDER COMMUNITY QUOTA AUTHORISATIONS (MiO)
Nationalit.yof
vehicler_986 t987 r9BB 198 9
*changeB7 /86
%
change88 / B'7
*change89/BB
D
-[
T
NLBLUKIRLDKGRrrP
EUR 12
15080L42071" 3 855r-7054
7 604439
3 019498
22951756
1 15?51371
88753
L536415433r434718546
867 9454
| 54844].6
222rL7 B'7
t2498L467
96690
1538 618883L6L6720287
959451.2
557 0300
| 1409
1,r734| 994
102991
r4206L9236L52]-121226
95L7589
591.72437L2
1B 1511149r994
i0r_8r.5 v+B
+1 .9+8.6+3.5+B .7
+14.1+3.4
+81.6-16.5-3.2+1. B
+8.0
5+6
+0.1+22.4iLz. t
+9 .4+10.5+I2.6
-27.9*36.6+20 .6-6.1-
-32.2
-1
a1
-5. 9+4 .6-0. B
+15.0+6.2
-1_9.0-49.5-15. B
-5.0+100.6
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24
2.3.7. International intra-EUR L2 natr-1e8
In this section the international intra-EuR 12 data is presented inTable 2.9 by relation in the form of a matrix, ie. from "MemberState of loading" to "Member State of unloading", and not accordingto "nationality of vehicle" or "hire and reward/own account" as inthe earlier sub-sect.ions.
The high (or low) growth of transport by hauliers from a specificMember State may be at least partially due to a high (or low) growthof transport by all (Community) hauliers from the specific MemberState concerned, i.e. have little to do with a change in the shareheld by hauliers from the Member State concerned, (this ignorescross-trades, but these are still a fairly modest share, 5t, of aIItkm) .
This analysis is pursued in Table 2.L0 which compares the tkmindices for L989 (1986=l-00) for the transport "loaded and unloaded"in the Member State concerned with the transport performed byhauliers from the Member State concerned. A neqative value impliesthat transport to and from the Member State has gfrown faster thantransport performed by hauliers from that Member State (E, D, I, GR)while a positive value implies that transport performed by hauliersfrom the Member State has grown faster than transport to and fromthat Member State (L, IUK], IRL, P' F' B, NL); the tDKl figure isclose to 0 (Figures in t I are affected by discontinuities in timeseries).
TABLE 2.I0 TKM INDEX NUMBER FOR 1989 (1986:100)
MemberState loaded unloaded
loadedunloadedaverage
performedby national
hauliersdifference
fINLBLUK*]RLDK*GREP
EUR 12
1,23 .4r.35 . 7L44.5r-30.3135.8t44 .61.61,.4r34 .4111.5r22.2131.9232.8
L34
L28.8136.5126 .4128.0131_.7L57 .7144.0L24.7r_07. B
1_63.5L63.31-93.9
134
L26.L136. r_
135.4]-29.2133.81,5r.2L52.'71,29 .6r.09.6L42 .8L47 .62L3 .4
r-34
LL3.2r50.2L23.8L35.2]-47 .7227 .7t87.4r_50 " 6109.9r34.7r_r_5.7229.8
1,34
-1,2 .9+14.1-11.6
+6. 0+13. 9+76.5+34.'l+2I.0
+0 .3-a 1
-31.9+16.4
* ' Indices affected by discontinuities in time series
25
2 .3 .8 . International intra-EIIR L2 Matrices b:fv
Nationality of
I.n this sub-section the tkm matr:ix for all Community vehicles (girreni.n Table 2 .91 is subd-Lvided into 3 parts i:Lccording 'L.o Lhenationality of t.he vehicle, i.e.
Table 2.LL : "outward transport"(vehicles from Member State of loading)
Table 2.L2 : "inward transport"(vehicles from Member State of unloading)
Table 2.L3 : "cross-trade transport"(vehicles from other Member States)
I' further table, Table 2.1,4 givers the share of cros;s-trades i.n totaltkm.
T'he quantity of informat.ion in these four matrices, Tables 2.LlL2.I4, is quite extensive and no i.nterpretation at this level ofiletail wilI be presentecl herei readers with an interest in aF,articular relation can extract the detailed i-nforrmation for furthera.nalysis. The analysis prresented in this Report vrill- be restrictedto the marqins of the Ta.bles 2l .1,I - 2.1,4, this 'ui11 be discuss;edbrelow.
2.3.9. International intra-EUR L2 Transport by_Member State_ofI h-ttrnAn alternative way of assessing the rel-ative performance is toexamine, for each Member: State of loading, tlre share held byv'ehicles registered in thert M.S", the partner M.S. or by other M,,S.(cross-trades). The analys;is can, equally, be done for each MemberState of unloading, this is done in the next sub-serction.
The results extracted from the right-hand columnsl of, the relevzrntniatrices given earlier, are shown in Table 2.1-5. The main resul:t.scan be summarised as follo'ws.
Share of cross-trarlesLowE, NL, GR, P
HighD, Tt E
This indicates that haulie:rs fronn D, I and E are un<Jer pressure
Share held by vehicles registered in M.S. cf loadingIncreasing Decreasi:ngF, L rRL, GR D, r, E
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The analysis resembles that of the previous sectjLon'Member states of unloading rather than Member sta'Lesresults are shown in Table 2.16 and can be summari.sed
Mernber State oln
but relates toof Ioading; t.heas follows :
Share held kry vehicles registered in M.S- of unloadingIncreasing Decreas;ingF D, I, C;R, E
Share of cross-tradesLow HighF, NL, IRL, GR D' I' B
This indicates that hauliiers from- note that GR is under PressureweII in transport from GR (see 2.3
D, I, GR and E are under Pressurefor transport to GR but is dr:ing9).
2.3.11. National Transport, 1986-1989, in tkm
While the development in nationaf transport in tkrn from 1986 to:f989has not been quite as dramatic as internati.onal- intra-EUF. 12transport., there have been substantial increases, +6.0t j-n I9B7 ,+8.0t in 1988, (bot.h fig'ures slightly revised fr:om the 1988 An:nuafReport) and an esLimated 4.2* in 1-989 giving an estimated growtlr of19t over the 3 years ; this compares with a 35t growth forinternational intra-EUR 12 transport.
National transport has recorded particularly lar',9@ increases in UK(31*) and E (estimated 29+l over the 3 yearsr s€€ Table 2i.L7;national transport in IRL, DK and GR has shown no decided trend overthe same period.
TABLE 2.1,7 tkm ACHIEVED IN NATIONAL TRANSPORT (mio tkm)
nati-on.ofvehicle r.986 L98? 1988 1989
t change
87/136 BB/87 89/t3B
nFINLBLUKIRLDKGREE
EUR 12
r-03089 r-04880 110847 1,t5r238261,0 882591 97570 L00377
1,11271 11 6426et 12LL54e L235:.7 e1898L 19935 21.856 21"757L0834 1095E L2375 L25L3
239 250e 270e 284eL02582 109899 L26682 134292
4200 3986 3948 40448825 880€t 9057 92L4
!2539 13064 L2354 L384474L44 84751,. 89661 95998e8225e 8636 9462 L0:.27
537539 569852 6L5236 641090e
+1. ?t +5.7t +3. 19t+6.8t +10.5* +2.'9,*NNN
+5.{lt +9.6* -0.15*+1.l.* +L2.9* +L..ttNNN
+7. Lt +15. 3t +6. 13*
-5 . 1t -1 . 0t +2 .'4*-0.:2* +2.8* +),.'7++4.12* -5.4t +1,2.:L*
+14..3tt +5. Bt N+5.r18 +9.6* +7.rit
+6. Cr* +8 . 0* +4.'.2:*e
Table 2.L8 gives the market share of national- transport in eachMember State held by hire and reward vehicles, this variesenormor:sly from 1-4* in L (L986) to 82* in E. The share of hire andreward is increasing j-n F, B and, particularly, in rRL. The share ofhire and reward in GR has returned in L989 to its earlier level ofL986/L987 suggesting that the 1988 results were erroneous (see 1988Annual Report).
TABLE 2.L8 NATIONAL TRANSPORT : MARKET SHARE BYHIRE & REWARD HAULIERS
nationalitlof vehicle 198 6 1,987 r_988 r_989
INLBLUKrRLDKGR.
EP
EUR 12
56.7tsB.8t80.6t66.6r46.9*]-4.2*67 .5*38.487 4.J,*69.7*82.7*28.5*e
5760
N5't4B
N?n
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084*
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9t
5662
N5549
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986*
7*9*
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B*
5664
N5552
N72s07369
N31
69
7*9t
3t8t
0t0t9t6t
0t
9te67 8t 6B 6B
TABLE 2.L9 NATIONAL TRANSPORT : tkm ACHIEVED BYHIRE & REWARD HAULIERS (mio)
Nation.ofvehicle 1986 L987 1988 1_989
E change
87 /86 88/87 89/88
DFINLBLUKIRLDKGREP
EUR ]-2
58432 s977 9 63096 6531648603 53345 61"077 651_5789727 93884e 97696e 99602e1,2650 r" 34 0 4 14 3 65 1,4215s07B 5286 6L69 6604
34 36e 38e 40e69246 77665 88573 96652
l_ 61_3 161_0 1665 202I6535 6540 670L 680587 40 8624 '6913 9631
6L295 69825 7 400L 7 9231"e2345e 2462 2790 3137
364298 392460 423L84 4484LLe
+2.32 +5.58 +3.5t+9. Bt +14.5t +6.7*NNN
+6. 0t +7 .22 -1 .0t+4.1t +16.7* +7.1tNNN
+L2.22 +L4.2* +9.0t-0 .2* +3.4t +2L.4*+0.1* +2.5* +1.6t-l-.3t -19. B* +39.3t
+13.9* +6.0t N+5.0t +13.38 +1,2.4*
+7 ,1\ +7. 8t +6. Ote
33
The actual tkm performed by hire and reward ve}licles in natir:na1transport is given in Table-2.L9; these figures are given for th.eirown interest as well as a base against which to assess the use ofcabotaqe operations (approved as from 1.?.90). Partial results forbhe cabotage operations -i:n
Q3 and Q4 suggest that cabotage accountedfor about O.f*-of national transport, much lower than the 0.6t wh.ichluas estimated in 1989 Ana.Iysis and Forecasts Repont as the l.evel- towhich cabotage might rise. Fr:rther details on cabotage wiII bepublished when data is av:rilabl:.
2.3.L2. Total intra-E[R 12 Transport by Communii$y ttauliers, 19186-
-Combining the resufts fr:om Tabl-e 2.2 for international Lransprort(bilateril + cross-trades) with Table 2.L7 for national transprortgives total intra-EuR 12 transport by Community hauliers, this isqiven in Table 2.20.
The increase in L989, estimated at 5.1*, is somewhat lower than theprevious years (+?.0t and +B.5* figures marginally revised llromthe 1988 Annual Report) giving a 22* increase over the 3 years.Although there has been a considerable variat.ion between M" S.,hauliers from aII Member States have shown an increase in total tkmover the 3 years, and, e:<cept for some minor devjLations, in eactr ofthe 3 years. The largest increases have been observed for haulj-ersfrom F (up 27+l ' UK (up 33*) ' E (up 27*,1 and P (up 42*l , Lhe \rerylarge increase for L (up L07+) is an estimate by the Commisr;ionservices.
TABLE 2.20 tkm ACHIEVIID IN 'IOTAL INTRA-COMMUNIIIY TRANSPORT(national '+ bila'teral intra-EUR 12 -t cross-trades)FOR EACH N.;\TIONALITY OF VEHICLE (mio tkm)
nation.ofvehicle 1986 1987 1988 1989
t chanqe
87 /86 B8/81 89/BB
vFINLBLUKIRLDKGREP
EUR ]-2
123085 L25608 1-32536 ]37757L00859 l-08789 t22984 r2'7789L27382 133735e 141-039e L43466e39739 42872 47 644 4 983024L86 26463 29500 32232L262 L464e 1917e 26L3e
1-07104 LL67 6L 13410 B L427 685036 4875 49]-4 5303
1,327 9 135 L 0 1,3417 141 101,45L2 15073 14946 16501-87352 99460 L04463 1LL274e9976e 10749 l-1656 14150
653772 699359 159124 797793e
+2.1tt +5.5* +3.9r1+7.9r8 +13.0t +3.grt+5.ort +5.5t +1" .7rt+7 . 8rts +11- . l-t +4 . 6rt+9.4rt +11.58 +9.313
+16.0rt +30. 9t +36.3rt+9.Ort +14 . 9t +6.5r&-3.2:t +0.8* +7. 9:&
+1 .7ts -0.7t +5.2rt+3.9:t -0. Bt +L0.4rt
+13. 9t +5. 0t +6.5rt+7 .7\ +8 . 5t +2L .4,:t
+7 . 0:t +B . 5t +5 . l.:t
34
The very substantial increases in tkm are putting a considerablestrain on the Communityts road network, the 22* increase in tkm inthe last 3 years having to be accommodated on a network where thelength of motorway has only increased by 6t over the same period(see Table 2.I). It may also be noted that those M.S. which hadparticularly large increases in tkm (see above) had the followingincreases in motorway km: E, 1L*; UK, 5t; E, 1-3t; P' 40*; L' 34*-
2.3.L3. Relative Importance of International Transport in Totaln tfn
As shown in Table 2.2L, the relative importance of internationaltransport (as opposed to national transport), continues to risesteadily on a Communit.y-wide basis from J.7.7* in L986 to L9.6* in1989. Growth in the relative importance of international transporthas been particularly strong for F (up from 18.LS to 21.5t),Benelux, IRL and P hauliers - for details see Table 2.2L but care isneeded in interpreting this table. It is noticeable that the shareof international transport in D has remained almost constant whil-ethat in E has fallen.
2.3.L4. fnternational intra-EIIR L2 Uatrix by Cornnunity Vehic1es,
Analysis on a tonnage basis is limited sincer 3s in the last Annualnepoit, the detailed analysis is carried out on tkm. This year,however, the analysis on tonnage has been extended from justbilateral transport to include the partial cross-trades underCommunity quota (as is the case for tkm), this facilitates anyoverall comparisons between t.onnes and tkm that readers may wish tomake.
TABLE 2.21. IMPORTANCE OF ]NTERNATIONAL INTRA-COMMUNITYTRANSPORT IN TOTAL TRANSPORT FOR EACHNATIONALITY OF VEHICLE (tkm)
nationalitlof vehicl-e r-986 r 987 198I 198 9
DFINLBLUKIRLDKGREE
EUR ].2
16.2*1-8. r_tL2.6*52.2*s5.2*81. r.t4.2*
16.6t33.5*i-3.6*r_5.1*L7.62
r.6 . 5t18.9t
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82 .9*e5.9t
18.3t34. B*13.3t14.8*t9 .62
(r.6.3t)20.7*
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85. 9te5.5t
1,9.7+32.5+r.7.3t]-4.2*18. Bt
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23.7*34.7*16.r.t
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Table 2 .22 shows that. the increase in tonnages wi!.s 9. 18 in L9El7 ,11.7t in 1988 and 7.4* in 1989 (this compares with 7L.4+, 11.1* and8 ,, 9* f or tkm - see Table 2 .2) bringing the tot ai interna.tionalintra-EUR 12 tonnage to 27 L.6 mil.lion tonnes in 1981ir.
Note these figures are slightl.y different from the last AnnualReport due not only to minror rerrisions in the data but also to t.heinclusion of the (partial ) cross-trades which adcl over 3t 1Eo thetonnage in 1989.
Table 2.22 (which has the same layout as Table 2.9 for tkm) gi-vestire tcnnages transported by al-L Community vehiclr:s, the tc,nnagest::ansported by vehicles fr:om the Member States of loading, MemberStates of unloading and other Member St.ates (cross-l[rades) are shownseparaL.ely in Tables 2.23, 2.24 and 2.25 respective.Ly.
2 ,3 .15 . International ext:ra-EUR. 12 Matrix by Cotrrmunity Yeliclqs,-@IL should be noted in this sect.ion thatthe Road Stacistics Direct.ive (18/546)p::esented.
only dataL collected underor equivalent data is
Tirus there is no informat j-on on cross'-trades (onI'y' avail-abl-e uncle.i:the modified Directive (89/4621 from 1990) by CommuniLy vehicles or:Ie:<tra-EtlR 12 transport nor, more impcrtant-Iy, by vehicles from nc)n'-Mclmber States. Contrary to ther 19BB AnnuaI Reprrrt, data for Ivehicles has been estimate<J from trade data (for 1988 and 1989) etndd;rta for E vehicles has been estimated in the inwa::d direction (forl-989) from trade data, duer to the surprising aEre€'ment between t.hel-98B trade and transport data:Ln thj-s direction only. Because o.ftitis incompleteness, however, I irnd E (and L) have been omitted f::omthe totals.
Wirile there have been some "improvements" in the da,la - particu'la::IlzwjLth a finer split cf Eas;tern Europe cornpared to the last AnnualReport - readers should note that it has been nec:essary to omit Efrom ihe totals this year. It hiLs a.Iso been decided to pr:blish t.hefrtll breakdown of part.ner countries as specifieei.in the Directilneif rom chis it can be seen that the I and DK f iqures f or "othr,ercountries" are particularl.y hi-gh (the I and DK figures are h:othbased on trade dat-a and tLrus gir,re parlner country in a trade serlseand not necessarily the non-Community destinat-ion (origin) of t.heroad vehicle journey. Iiimilarly the B f igur:es show litt ledi-saggregation - they are still based on the 7 B / 5,4 6 Directive Ii. stof partner counLries while other: Member St.ates harre girren a full,enli-st. prior to the f,ormal modifj.ca.tion in the 89/462 Directive.
The results qiven in Tablers 2.26 and 2.27 show a 1:i to 16t increa'sein both the outwai:d and j-nward directions in L989, about twice t.:neincrease for intra*EUR L2 transport,, However, a large part of theincrease is due to transrport beLween F and CH which has ber3rlpatrticularly variable in recent years; this one r,elation accountr=dfcrr almost 202 of all extra-EuR 12 tonnage in 1989.
40
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42
2.3.16. Transport througb the Transit Countries, Switzerland andAustria
Figures up to 1987 published in the 1988 Annual Report have beenbased on Swiss and Austrian st.atistics as republished by BDF inGermany. As no data lat.er than 1987 has been published from thesesources, it was necessary to l-ook for an alternative source. Thefigures quoted below are taken from "Transalpiner Giiterverkehr L989"published by the Swiss "Dienst fijr Gesamtverkehrsfraqen desEidgendssischen Verkehrs- und Enerqiewirtschaftsdepartementes Bern" .
The figrures are in a simpler form than that published earlier buthave the advantage of including the Mont Blanc and Mont Cenis/Fr6justunnefs in France (which are an alternative route to Swiss transitin some cases) as weII as giving late data up to 1989.
TABLE 2.28 Goods transport through the AIps (F, CH, A)(mio tonnes per year)
Crossing periodpoint
Rail Road TotalPiggy-back
Annualgrowthrate
CH
r.97 079/80198r.1,984r.9B 9
197 079/80
l_ 981198 4r_989
197079/801981198 4198 9
197 079/801981r_ 984r.9B 9
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Total
4.70B. s07 .868. ?B8.s3
14.2016.06r_5.19L4.66L8.17
3.204 .464.1,1,4.L94. 98
22.L029.0227 .L627.6332.28
2.209. 909. 93
]-2.9220.84
0.80L.26L .142.393. 98
3. r_01L.0911_ . 6013 .4915.78
o.J.u22.2523.2728.8040.60
6. 9018.401,7.7921, .7 029.31
15.00L7 .3215.9317.0522.75
6.3015.551_5.71_L7.682A.76
28.245!.2750.4356.4372.88
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F : total goods transPortCH : total goods transport
and San BernardinoA : total goods transPort
via Mt Cenis/Fr6jus andvia Gr. St. Bernhard,
via Brenner
Mt BlancSimplon, Gotthard
43
2 . { . Transport Sl$)pU and. tttilisatiglr_2.4.L. Introduction
Tire 19BB Annual Report presented information on suprply for the firstt.ime; in this Report the evolution of supply from 1986 to 1,989 ise:xamined together with a cross--sectional anal-ysis on the size ofvr:hicles, to increase the number of Member States for which data isa'railable analysis is done for 1988. As last year data from the UNpr-rblication has been large-Ly use<l, this is more conL;plete, more up tod;rte and the only international organisation to girre details of Lhecarrying capacity of the verhicles.
Br:cause of the incompleteness r:f the data it haLs sometimes beennecessary to give more than one EUR total so that. 'valid comparisonscan be made; data for 1-989 is, additionally, Iess complete so thatEIJR indices for 1989 ar€), provisionally, based on those MemberSlates with data for both 1.988 arrd 1989.
2.4.2. Evolution of Stock 1,986-1989
Data on the evolution of Ehe number of vehicles j-s given in Table2.29 which gives, lorries, tractors, semi-trailr:rrs and trailersseparately. The data is based on uN data except that, due Loincompleteness of the published data for 1986 it. hils been necessaryto use EUROSTAT data for: F, tt B, NL (except lorries) and E(tractors only). EUROSTAT data has afso been used to separat.et::ailers and semi-trailers for .E in 198? . Iri-sh d"ata f or trailerrsand semi-trailers is inclurded w:Lth lorries througrl:.out and trailerrsand semi-trailers for P arer combi.ned throughout.
Tire number of tractors (EUIR j-L loasj-s) has gtrown m,c)re rapidly (1gBgindex 1.26.21 1986 = 100) t.han lorries (index 118. Ct, also on EUR l_Lbasis) . However the high jlncrease in tractors is Cue to the raprirlincrease in D index 132.0) which accounts for almost half the EUR L1tractors by L989; given the relatively small number of semj--trailersin D, it seems probable that D figures folt.ractors inclurleagricultural tractors.According to Table 2.29 the growth of semi-trailers (index LL6.',2)and trailers (index 117.111 is somewhat lower than eit.her lorrir:s(j-ndex 1L8.0) or tractors tiindex 1,26.2 or 122"0 if D excluded); th.isi,i surprising since (as will be shown below) the carrying capacityof semi-trailers has been rising faster than th;rt of lorrfes ,ritr:ailers.Considerinq the results by Member States, the foll.owing cautiona:ryrermarks should be made
(i) Large number of F lorries is due to inclusj_onleLrge number of small lorries (camionettes)
of verl'(ii) Large number:s of DK trailers is due to inclusion ofvery large number of small trailers.
Given the inconsistencies; of definitions and some surprisingev'olutions for particular Member States (eg. the 1-8.6t increase :LnUf: lorries from L9B8 to 1989 a1one) it does not seem possible toca.rry out any realistic detailed analysis on the nuimber of vehiclesbroken down into the four classes, Hc,wever it is evident that thestock of goods vehicles has increasect by about 20* between L9B6 anclL9,89"
44
2.1.3. E_golut,ion of Carrying Capacity, 1985-1989
To overcome some of the difficulties of the previous section(especially (i) and (ii1 mentioned in that section) and moreparticularly to monitor the increasing permitted capacity of thelargest lorries, it is useful to examine the carrying capacity j-n
each of the 3 classes (lorries, trailers and semi-trailers) and thetotal of all 3 classes - this is shown is Table 2.30"
Unfortunately, information on carrying capacity is available forIess Member States Lhan the number of vehicles (7 M,S" for lorries,5 M.S. for trailers and semi-Lrailers - the Portuguese figures shownin Table 2.30 are too'nunstable" to be taken into the EUR indices")
Table 2.3A gives two sets of total-s (and indices) for lorries,based on 7 M.S. and 5 M.S. respecLively so as to show Lhe evolutionof (a) as many M. S. as possible and (b) the same M. S. as fortrailers and semi-traiiers. The results show that carrying capacityof lorries has increased (inclex 1'L3.2) for the 7 M.S. but that thisis reduced (index L09.0) if the index is restricted to the 5 M-S.for which data is also available for semi-trailers and trailers.Carrying capacity of semi-trailers (index I24.0) and trailers (indexl-13.6) has grown far more rapidly than lorries. The index for totalcapacity (for the 5 M.S.) stands at l-1-4.3 in 1989 (1986 = 100).
As the data in Table 2.30 relate$ to less M.S. than Table 2.29' faircomparison between the growth of number of vehicles and carryingcapacity shoul-d be on the basis of the sma.ller number of M" S. givenin Table 2 "30; for this reason Table 2 "29 also inclucies total-s (andindices) for this smaller number of M.S.
Fair comparisons between Tables 2.29 and 2.30 thus indicate
(i) number of lorries (index l-15.6, EUR 7 basis; indexL1,0.2, EUR 5 basis) has grown slightly faster than carryinq capacity(index 113.2 EUR 7 basis ; index 109.0 EUR 5 basis)
(ii) carrying capacity of semi-trail-ers (index L24.0) hasgrown faster than number of semi-trailers (index 1-18.9)
(iii) number of trailers (index l-17.0) has girown fasterthan carrying capacity of trailers (index 1L3.6)
An alternative way of expressing these results is to examine theaverage carryinq capacity (here it is necessary to descend to EUR 3level: D, F & B) ; these results show (Table 2.3L) that the averagecarrying capacity of semi-trailers has increased from 22.7 to 23.7tonnes wnereas the average carrying capacity of lorries and trail-ershas remained unchanged at l-.8 tonnes and 7 tonnes respectively.
45
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47
TABLE 2.3L AVERAGE CARRYING CAPACITY (D, F and. B only)
!orrl-es 198 6 1 987 1988 1_989
Number of vehicles (l-000)Carrying Capacity (1000t)Average Carrying Capacit'y (t)
4628E-8405e
L.82
47 6787021_.83
49L489061.81
50759L241.80
Semi-trailers
Number of vehicles (1000)Carrying Capacity (l-000t)Average Carrying Capacit'y (t)
229F,5204e
22 "7
238s53 B
23.3
2s2s93623 .6
273646623.7
Trailers
Number of Vehicles (1000)Carrying Capacity (1000t)Average Carrying Capacit'y (t)
33582344e
7.0
34524397.r
36025427.r
37926587.0
2.4.4. Distribution of Si:ze of Vehicles 1988
As has clearly been sh,own in Table 2.31,, the average carrf ingcapacity of lorries, l-.8 tonnes, is quite lowi this is due to thevery large number of vehicles of small carrying capacity (especieLllyin F). In assessinq long distance and, more particularly,international transport, interest concentrates mainly on leLrgevehicles for example the Commission's recent proposal on taxharmonisation applies to lorries with qross vehicle weight over: 1,2tonnes (roughly equivalenll to a carrying capacity of 7 tonnes).
Several of the internatjLonal publications give breakdowns of thestock of goods vehicles by carrying capacity classes - frequerrtlywith different class boundaries although discussions are in progressbetween EUROSTAT, ECMT and UN to standardise such breakdowns so asto reduce the burden on countries supplying the data. However onlythe UN gives the carryilng capacity of the velricles in a gi.vencarrying capacity class so that the analysis cont inues here with UNdata.
L988 has been chosen for this cross-sectional analysis as this isthe most recent year for which data is fairly complete. Table 2.32gives the breakdown of the number of lorries, semi-trailers andtrailers according to the capacity classes publ"ished by the UN,Table 2.33 gives the carrying capacity of the correspond.ingvehicles.
48
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49
'Ihe totals show , for insLance, that 7* of the l-or:ries (EUR 7 basis)lhave a carrying capacity of 7 tonnes or more, but that these lorriesiaccount for 45* of the carrying capacity of all lorries. One can;also see, for example, Ehat exclusion of vehic-Les of up to 1-.5'Eonnes carrying capacity in a survey would el-irninate 75t of thevehicles but on1-y 24* of the carrying capacity (anrd even l-ess of thet.km performed as smalI vehicles have, on average, Iower annualJcilometres) .
Similarly, as could be expected from the results of Table 2.3Lt 84*rf,f semi-trailers have a carrying capacity of 20 tonnes or more (91-trcf the carrying capacity is in such large semi-trailers) and 33t of1[railers have a carrying capacity of 5 tonnes or more (89* of ther:arrying capacity is in such trailers) .
2.5. Market Situation
2.5.1. Cost Indices
As part of the Market Obsrarvati,on System, cost indices were produced{3very six months during the period 1,982-1,989, disilggregated by costr:ategory and by geographic relat.ion, Six Member St ates were included:in the system. NEA carriecl out the survey during this period.
llrom January 1989, The Directorate General for Transport decided. toenlarge the information systern by introducing a.II Member States,examining dif ferent typr:s of transport and trllowing for ther:alculation of absolute cost values, not only ind:Lces, CSST (It.aly)lras undertaken the cost survey for the periods starting 1.1.1,989(period 1), l-.7.1-989 (per:iod 21 , 1-.1-.1990 (period 3) and L.?.1-990(period 41. The computer proEram CROAD has been developed on a PC:Eor computing cost values and indices and perfr:rrming sensitivityirnalysis. The methodology defined is based on a "standard journey"between two Member States. The standard journey is assumed to bemade throughout the year back and forth. A percentinge of empty tr:ips:Ls assumed. The cost values are dissagregated h,y cost categorieswhich are later aggregat.ed into the main cost items ! wdgr3g,capital, fuel and others,, The results are given in ECU and lo,calcurrencies.
lthe consultants faced greeit difficulti-es in collecting the data f.romthe Member States in the;rppropriate form. Most of the data provirled::efer to general transport only,, Some Member States provided data asjlndices only and not as absolute values as we1l. After almost twoyears of operation of Lhe new system t.he results are neitl:ercomplete nor homogeneous. Therefore a thorough comparative analysisof cost values between all. countries is not feasible at this ftorn€1lt.llhe current situation of cost data by country is as follows :
T,.RAIICE
Ilor periods I, 2 and 3 clata forr:elation. For period 4 rJata byl\lcsolute cost values and indices.
gieneral transpo::t. by geograplrictype of transprcrrt and relation.
50
ITAI,Y
Cost data by type of transport and by geographic relation' Absolutevalues plus indices.
NETEERIA}IDS
Cost data have been supplied as indices and not computed by theprogram CROAD. These incluOe cost indices by type of transport, cosLitnictrrte by type of transport and cost indices (ECU) by iten'
BELGIT'M - LUXEMBOT'RG
Data exist aS indices and not disaggregated by type of transport andby geographical relation.
TINITED KINGDOM
Data were provided for period l-. For periods 21 3 and 4 the datacome from the specialized review "Motorway Transport". Generaltransport only. Absolute values plus indices'
GERIIAIIY
cost indices have been estimated for general transport (not bygeographic relation) for the 4 periods. The cost structure has to be
modified.
IREI.AIID
Data are not available. A cost structure should be built'
DENMARK
Data are not available by type of transport and by geographicalrelation. The cost structure is available for general transport'cost indices are available for general transport.
GREECE
Data for periods 3 and 4 only. General transport only. Absolute costvalues plus indices.
SPAIN
Data are available for the beginning of the 2nd and 4th period' Databy type of transport and by {eogtapttical relation. Absolute figuresplus indices.
5l
PORTUGAI
Data for periods 3 and 4 c,nfy. General transport onl1r. Absolute costvalues plus indices.
The followinE set of graphs allows for an analysis o:fi cost vales andindices for general transl>ort for the countries whi,ch provided themost complete dat.a, i.e. E, I, UK, GR, E and P. The graphs show thecomparative evolution of cost values in ECU/tkm for total, variableand fixed cost as well as the cost indices in ECU and localcurrency. I and E show thLe highest cost in ECU/tkm followed by F,UK, GR and P. When compa.ring the figures per country in ECU withthose based on the local currencies some important differences maybe observed due to the changing exchange rates dur:ing the periodconsidered.
Caerrsv.Rod-GsrrdTrgnst Cdsurgv. Rca+ CrgrrslTrmEostF1g Z.'l edqn{sil-racd Fig 2.4 Cdtndbes TcidCd(ECU)
^ ^ CodlldrEy. RacFGarsalTrarnportl1g Z.Z Eo/t{cn - Ft(8dc6t
+F|!p -{-br +Ut(-€r-Oro. .)e 8p-r rth{.1
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--
1/1/90vt/a.,
=-:7;-1;=
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oorr r^'ps rrilee ---vrE-_-=-]ffi
52
2.5.2. euarterly Price Evolution in International Road TransPort
Up to e2/Iggg the indices on prices observed in international roadtiansport, that were published as part of the Market ObservationSystem, were based upon the results of a sophisticated multi-r6gression model. The model (and the survey system for collectingth6 basic price data) was mainly oriented towards the subdivision ofthe marke€ into tariff classes (i.e. into types of commoditiestransported) " However, since the abolition of the compulsory (T9Iater reference) tariffs the old tariff classes cannot be regardedas real "submarkets" anymore. Now that prices are free ininternational road transpoit, it is felt that prices will mainly bebased on the distance of the journey and the weight of theconsignment, whereby differences will occur depending on the "typeof fransport" (such as transport with tanker vehicles orrefrigerafed vehicles). Furthermore, the disappearance of thetarifis and the liberalisation of the market might also graduallylead to a certain degree of "merging" of the many submarkets for thedifferent relations in international transport.
The data published further (for the period Q3l1989 - Q2/L990) wereatl collected and calculated within the framework of a new
simplified observation system, whereby the indices are based onpri-ces per tkm within a specific distance band (al1 relationslombinedl, for a specific set of "types of transport" '
*Di-stance bands considered:L)2l l-50 - 499 km3) 500 - 1".499 km4) )= l_.500 km
*Types of transPort considered:1) General transport (including groupage)2l Bulk transport (including tanker transport)3) Container transport (includinq swap bodies)4l Traction (of unaccompanied semi-trailers)5) Special transport (including refrigerated)
The basic dat.a have continued to be collected by specialisedinstitutes, through sampJ-e Surveys in the different countries.
Every system for observing prices in transport wiII be confrontedwith- th6 problem of a large heterogeneity of submarkets. This posesproblems ior the observatibn of the price development, as it is veryimportant that the averaqe prices compared refer (as much aspoisible) to the same "transpoft product" (in our system: comparableiombinations of distance bands and types of transport).
The considerable difference in the tkm distribution per distanceband for the different nationafities of hauliers is illustrated bythe foLlowing table:
53
TABLE 2.34 BREAKDOWN OF TOTAL TKM PERPER NATIONALITY OF HAULIER,AND Q4 /1989 COI{BINED, rN t
DISTANCE BANiD,FOR Q3 / L9'89
Country 1 2Distance bands
3 4 Total
DFINLB/LGRE
r.. 60.70.01_.13.30.00.0
23,,51 4.,5
3.,0L7,,231., r_
0.,00,,2
62.87L.96r_ .344.749.71.9
20.s
L2.'1,1,2.935.737.0L5. 998. L79.3
r.00.0tr.00.0tr_00.0t1_00.0*100.0t100.0t100.0t
In the same wdy, atransport will also
brealkdownbe dis;tinct
of the tkmfrom country
into different types ofto country:
TABLE 2.35 BREAKDOWN OF TOTAL TKM PER TYPEPER NATIONALITY OF HAULTER,AND 0411989 COI4BTNED, rN t
OF TRANSPORT,FOR Q3/1989
CountryTypes of transport
L2345Total
DrINLB/LGRE
56. s53.255. 656. 975.685.356.2
30.3138.91r_8.?10.48.01.39.4
1-.0t_.1_2.r4.26.20.00.2
0.00.01n0.40.90.1
'.12.2
6.8zz.o28.1,9.3
13.3:J4.2
100.0t100.0t100.0tr_00.0*100.0*r_00.0t100.0t0.0
l\s transport type 1 (gener:al transport) is the main cateqory for allnationalities of hauliers,, and the available space aoeJ not pennitto deal with all price da.ta that has, until now, been col-l-ecied bythe new system, only the results for transport type L are presentedj.n this document. In other: documents of the Europa transporl Series,€t more complete set of data will be presented, whereby furtherr:efinements and improvements in the calculation ancl weighting systemmight be introduced at a later stage. Therefore, the aita piUfisneOtrelow only have a provisionar and indicative character.llables 2 .35 and 2 .37 an<l f ig .2 .6 indicate the evolution of theaverage price/tkm during 1[he period e3/f999 e2/Lgg}. euite a -Lotof strong fluctuations are observed. It is not inrpossible that thej.ndices represent the actual price development, but on the otlrerhrand the strong fluctuations might indicate that ilire contents of thedistance/type -cells observed ire still too heterogeneous and canehange consideruPfy from quarter to quarter. By ca]"culating a mov1ngarverage over a longer period than the four quarters obseived her:e,the intensity of the fluct.uations might be reduced.
54
Note that a fixed set of weights is applied to obtain data for totaltransport (first row for each country); these data refer to aII type1 journeys in the samples, including some for distance band 1- for D,F, NL and B/L hauliers. For GR and E hauliers no (or almost no)price data were available for distance band 2. Price data forQ3/1989 for E were not available and were considered identical withprice data obtained for Q4/1989.
When combining the data for the four quarters into a series of twoindices (comparing the first half year of l-990 with the last halfyear of L9B9) r the following general picture emerges (as mentionedbefore: only for transport type L, i.e. general transport): D and GRhauliers only indicate a general price increase; the increase ismoderate for D hauliers, but very strong for GR hauliers; all othernationalities of hauliers indicate a status quo or a price reductionfor total transport and/or for transport within certain distancebands.
TABLE 2.36 EVOLUTION OFCURRENCIES BYTRANSPORT AND
AVERAGE PRICE/tkmNATIONALITY OF
DISTANCE BANDS 2,
LEVELS IN NATIONALHAULIERS, FOR TOTAL3,4, Q3/89-Q2/90
Q3/89 Q4/89 QL/90 Q2/e0 Q3+Q4/89 Qr+Qz/90
D TOT..B .2.B.3.B.4
DiStDiStDist
TOT.Dist . B. 2Dist . B. 3Dist . B. 4
DistDistDist
TOT..8.2.8.3. B.4
NL TOT.Dist . B. 2Dist . B. 3Dist . B. 4
B/L TOT.Dist.B.2Dist . B. 3Dist . B. 4
GR TOT..8.2.B.3.8. 4
TOT..B .2.B.3.B.4
DistDistDiSt
DistDistDist
1-00r.0 0r_001_00
L00L00100r_00
r_00100100100
1001001_00100
t_00100100100
100
r_00100
100
r_00100
101r02L02
92
YI1n 1IUI
9699
r.0 r_
96L00104
10397
104106
105106101_L2L
106
r02106
100
100100
76A
9
70v2
1,02103r_03
94
92BBB7
r.3 0
99B996
108
10194
702r-04
10393
1L0110
IL4
1,34113
88
B
255
95l_
0
0742
3231
104.8103.5L04. (r_03.4
95B990
727
1009097
1LL
1
r
aI
05
3501l
100.694.1
101.0105. B
93.296. s88.s94.'1
L31.1
151_ . ?130.4
I
050
9832
9-L
47
97 .L84 .6
92
L008B
z
U
f
1_00100100r-00
100100100100
100r_00100r_00
100100100r_00
100100100100
r_00
100r.0 0
100
r.0 0100
L02L02r021,02
958B90
]-29
999196
107
Y
076
1
633
2B
6B
99.395.499.7
101.8
96929B92
119
1411r. B
13
7
05
90. s
99. 086.3
55
TABLE 2.37 EVOLUTION 0,FFOR DIFFERE:NTTRANSPORT A]ND
THE AVERAGE PRICE/TKM LEVELS (iN ECT.})
NATIONALITIES OF HAUILIERS FOR TOTIIDrsrANcE BANDS 2, 3, 4 Q3/89-Q2/90
Q3/L989 Q4 /1989 QL/1990 Q2/L990 Q3+t)4 / 89 QL+Q2 / 90
TOT.DIST. B. 2DIST.B.3DIST.B.4
TOT.DIST. B. 2DIST. B. 3DIST. B. 4
TOT.DIST.B.2DIST.B.3DIST.B.4
NL TOT.DIST.8.2DIST. B. 3DIST . B. 4
B/L TOT.DIST. B. 2DIST. B. 3DIST.B.4
GR TOT.DIST. B. 2DIST. B. 3DIST.B.4
TOT.DIST.8.2DIST. B. 3DIST. B. 4
1_00100100100
1_00r_00L00100
r_00100l_00100
1-001-00r_001-00
r.0 0l_00100r_00
r_00
r-001_00
100
100r.0 0
r.03 . 1104.0104.1
94.L
98.7101.7
97. I99.7
100.49s.399.7
103. L
r_049B
L051_07
1_061- 07L02t22
1,02
99103
1_00
100r_00
94 .489.888.4
13L.6
97 .9BB.695.2
106.8
L03.295. B
104.2r_05. B
r.06.095. 6
1,1,2 .6L1,2.4
1_06.5
1,25.2L06.1_
88.0
96.584. r_
969l-92
L29
99B996
111_
10 r-
9sr02r-07
95999097
'J,1_7
1_ 35]-76
93
L02B9
104. s 1-06105.1_ r"04L05.3 1_05
96.2 104
1
€
(
63J
2062
90
00
:10 0:10 0It00It00
r00r00r00r00
r001_00r00r_00
r.0 0r.0 0r-00r00
100r00IUUr00
r00
r00r-00
r00
100r00
L03.7L02.I103. sr.03.5
96.289.',l91 .3
130.7
98.791 .396.0
L07 .2
100.396.2
100.6L02.7
97 .894 .0
100.494 .4
LLO.2
130.4r-09. 6
91 .0
99.787.0
Other interesting comparisons r:an be made, afte.r: compressing thedata for the four quarters into one set of (overal1- average) indicesf'or the period Q3/I989 up to Q2/I990.
In table 2.38 and fig. 2.7 a comparison is made bertween the averageprrice/tkm (in ECU) in .indices per distance band (in nationalcurrencies) . The indices clearly indicate t.he <iegression of theprrice per tkm in function of the distance.
56
TABLE 2.38 COMPARISON OF THE AVERAGE PRICE/IKM LEVELS(IN NATIONAL CURRENCIES) FOR DIFFERENTNATIONALITIES OF HAULIERS, DISTANCE BANDS 2, 3, 4
B/LDFINLGRE
Drsr.B.2 L00.0 100.0 100.0 100.0 1-00.0Drsr.B.3 85.5 77.0 77.8 87.1- 78.2Drsr.B.4 77.6 63.6 69.6 77.6 68.2
Drsr.B.3 100.0 100.0 100.0 100.0 l-00.0 l-00.0 100.0Drsr.B.4 90.8 82.6 89.4 89.1 87.2 59.3 73.3
Finally, in table 2.39 and fig. 2.8 a comparison of absolute averagieminimum and maximum price/tkm levels in ECU is made, for allnat.ional-ities of hauliers combined. An important price/tkmdispersion is observed, which seems to increase with the distancebands. The price differences could (partially) be explained by thefact that in the samples of some countries, quit.e a high proportionof journeys are "regular" journeys (e.g. series of identicaljourneys made by contract within a certain period), for which aIower price/t.km will apply in comparison with t.he price/tkm for"irregular" journeys.
TABLE 2.39 COMPARISON OFLEVELS (IN ECU)colarNED, FoRBANDS 2, 3, 4
MINIMUM AND MAXIMUM PRICE/IKM, ALL NATIONALITIES OF HAULIERS
TOTAL TRANSPORT AND FOR DISTANCE
TOTAL
DIST . B. 2
DIST . B. 3
DIST. B.4
MIN.MAX.
MIN.}IAX.
MTN.MAX.
MIN.MAX.
ecu/tkrn
0.03910.0666
0.05990 .a77 6
0.04680.068s
0 .03s40.0602
ind.
r.00.0170.3
100.0r29.5
100.0L46.4
100.0l_70. L
57
F:ig. 2 . 6NVOI,TNTOII OF THE AVERAGE PRTCE/TKM LEVELS (IN ECIJ), FOR DTFFERENTNATIONALITIES OF HAULIERS, FOR TOTAL TRANSPORT AND DISTANCE BANDS 2,3 AND 4, DURTNG THE PERTOD Q3l1989 - Q2/1990 (ONLY TRANSPORT TYPE 1.)
Il\I INDICES: 100 = AVG. PRICE/TKM IN Q3l1989
r40
130
r20
110
100
90
1{0
130
120
110
100
80
Q3/89
1(0
130
r20
i10
I00
90 +.
80
Q3 /E9
80 r'------ .-.
I rotAl
D orsr. s. z
A nrsr. a. IO orsr. s.q
58
Eig. 2.7COMPARTSON OF THE AVERAGE PRICE/TKM LEVELS (IN NATIONAL CURRENCIES),FOR DIFFERENT NATIONALITIES OF HAULTERS, FOR DISTANCE BANDS NRS. 2,3 AND 4 (ONLY TRANSPORT TYPE ].)
IN INDICES: lOO = AVG. PRICE/TKM FOR DIST. BAI{D 2; ALL DATA AREOVERALL AVERAGES BASED ON QUARTERLY DATA FOR THE PERIOD Q3/I989Q2/]-990
r_00
90
80
70
50
50
40
30
20
10
0
E orsr.s.z
n orsr.e.:ffi orsr.n.a
Fig. 2. B
COMPARISON OF THE MINIMUM AND MAXIMUM PRICE/TKM LEVELS (IN ECU), FORALL NATIONALITIES OF HAULIERS COIIBINED, FOR TOTAL TRANSPORT AND FORDISTANCE BANDS NRS. 2, 3 AND 4 (ONLY TRANSPORT TYPE 1)
IN ABSOLUTE ECU/TKM VALUES AND IN INDICES; ALL DATA ARE OVERALLAVERAGES BASED ON QUARTERLY DATA FOR THE PERIOD Q3/L989 _ Q2/T990
0.080.07
e 0.06
u 0.05/ 0.04+' 0.03km 0.02
0.010.00
DIST. B . 2 DIST. B. 3 DIST.B.4
59
2 .5 .3 . Businesg Opinion Su:rvey
The Business Opinon Survey contracts were put to tr:rnder during 19t)9;the occasion was taken to :modify the questionnaire.The new contracts to (some) new consultants were aurarded by JuIy 89.(Spain was included as from Q4/89). This meant thert new time serj-esli'ere started from Q3/89 onwards. Both time series, old and new, aretherefore not always comp,arable. The questionnaire was modified asfollows :
OLD
1". Activity
*How did the tonnage youcarried in internationaltransport during quarter Xcompare with same quarterr ofp'revious vear?UP / NO CHANGE / OOMI
*How do you expect your tonnagecarried in internationaltransport during next quarterto compare with same quarter ofp,revious year?U'P / T'TO CHANGE
2 " . Capacity
*Please indicate whether theloaded journeys made by yourcompany in quarter X ascompared with previous quarterrdere
/ oowx
OUTWARDS+=
recruit anyint.ernational
INWAT{DSf=
drivers fortranspor:t ?
*How would you describe theutilisation of your rollingstock for internationaltransport during quarter X?G|OOD/nOnUar,/poon
3". Employment
*Indicate whr::ther you expectthem in the next quarter to be
*In your 6r'pinion was theutilisation o:f capacity of yourcompanyrs vehicles oninternational journeys durj-ngquarter XVERY GOOD/GOOD/SATTSFACTORY/T}AD
*During quarLer X did yourcompany recruit or seek to
*How didd.riverstransportx,?INCREASE
your total number offor internat.ionalvary during quarter
/ NO CHANGE / DECREASE YES (DIFFICULT/NORI,IAL/EASY) / NO
*How would you describe thep,resent situation forrecruiting competent driversfor international transport?GiOOD/nOnUer,/POOR
60
4". Cash-Flow
*How would you describe yourliquidity position duringquarter x?GOOD / nOnUar, / POOR YES
5". Investments
*Have you made an investment inrolling stock during quarter x?
YES ( REPLACEMENT /EXPANS I ON /BOTH )
/NO
*Do you foresee an investmentin rolling stock during thenext quarter?
YE S (REPLACEMENT /EXPANS I ON / BOTH )
/No
*During the quarter X did yourcompany make any j-nvestments in
renewals and replacements torolling stock
idem to other assets- new rolling stock
other new assets
*Is your company Planning tomake any investments during thenext quarter?
renewals and rePlacements torolling stock
idem to other assets- new rolling stock
other new assets
*Did your companyunusual cash-f1owduring quarter X?
experiencedifficulties
NO
The fact that all data were handled via personal computer made itpossible to publish the results within certain time limits (resultsshould be aviitable within the following quarter to the one in whichthe survey is nade).
In general one can say that questj-on I, where comparison withprevlous year was made instead of with previous quarter' seems tohave smoothened out the curve. (In Figure 2.9, all results availableare shown i.e. up to Q4/90). The balance of opinions of hauliers hasbeen well above 0 for the whole period for the average of hauliers.Nevertheless if individual M.S. are considered the balance ofopinions is low or negative most of the time for I hauliers andrelatively low for B and E hauliers (see fig. 2-L5) -
It is too soon to assess through the new series whether hauliers'opinions can predict real activity.NLvertheless for the time being the opinion on actual activity iswell within the path predicted in the forecast (see fig.2.L0).
The questions related to capacity were simplified. The results arerepreiented in figure 2.1,1. For the time series up to July l-989 tfteanswers VERY GOOD and GOOD have been taken as positive (+). Theaverage balance of opinions throughout the period is in line withbalance of activity.
6l
L
50
rlo
30
a
t0
0
.t0
.20
2.11 Ulilization of rolling stock
.2.13 Evolution ol liquldity
%
'o
at0
0
6or
gl
'O
3(,
m
ro
0
2.10 Aclivily : opinions vs
Fi$.2.12 Evolution ot number ol drivers
or 89 or 90 ol 9r
frma taportlng an l6cro& In th! nuhblr of drlval
2.14 Evolulion of
I
I,I
I
I
I
I_l!
ig. 2.9 Opinions on transport
01 t8 or 89 or 90 or 9l
@ =.tolfirmrrcportlng I =aotffrmrr.portlng *: =b.lsnc.of optnton.,rn Incrox (.) . de?crs (,) In !a ot tirro (.) - (-)
[ :brlenco(+].(.)ol l- =b.t.nc.olopinidr - :c.rri..t{onneges:lor@al! ol .clivily on rcllvlty (+) - (, obserygd % ch.ngo
El rlof frrmrrcporting ! :rlotffrm.,.Doi0ng u! .b.t.rc.oloptntonr,. good ltlli4lion (+) . poor urilirrtlotr (-) in ia ot ti ro (.) . C)
q,00
70
E'50
$30
20
t00
I of firmr rcpodne r g@d or mrml llquldltyI s t ot f,m h|vlng hvst.d I : * ol llm plrndng Invrrtm.ntr
62
2.15 Bahnce of opinions on achlf for haulierc from eacfi M€mber Stab (A3Ag - OlAl)
D F I NL B L UK lRL DK GR E P EUR
Vo
100
80
60
N
n
0
-n
{0
, 2.16 Balance of opiniors of all EUR-hauliers on the inbrnational transport markot wih each M.
D F I NL B L UK IRL DK GR E P 3TdC.T.
63
The questions related trc employment were chanqed to assess thechange in the employment of drivers and not. on recruitment (wh.ichcould be offset by the sirnultaneous dismissals). (Iiigure 2.1-2) .
fhe total period reflects that there are more firms increasing theirnumber of drivers than not changing or diminishing it.
The difficulties to recruit drivers are established through. aseparate question not represented in a graph.
For the cash-fl-ow situation the questj-on was aime<l at assessing theday to day development and not to extraordinary €rvents. The resultsin figure 2.13 show a ver)/ stab.Le situation.
The questions related to investments have been oriented towardsrolling stock exclusive.ly. Figure 2 .14 represents the overal-1results where the tendenrcy seems to show a trend towards higherrates of investments at the beginning and end of e\rery year.
The tables cont.aining information on opinions of hauliers onactivity and forecasts lby relation are shown as 2.40 and 2.4Irespectively. The result given in table 2.40 for lLot.al EUR, that ist.he balance of opinions of Community hauliers in their relation r,i'itheach particular Member Sitate, t.hird countries or cross-trade, isrepresented in f igure 2.LLi.
ff figures 2.L5 and 2.16are put together, a picture can be drawn ofthe different appreciations on. the market which applies to ev'eryMember State. On one side thr: view from the hauliers from €,dchMember State (figure 2.L5) and on the other the vj-ew of al-I the restof Community hauliers (figure 2.L6).
64
ERNp-r r oNAL TRANsP-oiifETm-l| ( tonnaqe carried, compared to the same period of the previous year ) |
I c-:arte= lr z s al:. z : elr z s alr z g el
TOTAL + 23 25 20 2852 55 54 5725 r.9 26 15-2 6 -6 r_3
24 25 35 4Ls4 58 47 4322 t7 L8 1628r725
38 36 34 41,
46 48 47 4316 1_6 19 1622 20 15 25
+:
-;S:
* of firms reportj-ng an increase* of firms reporting no changeI of firms reporting a decreasebalance of opinions, in t of fi T
| ( tonnage carried, compared to the same period of the pre_vious vear ) |
I quarter 11 2 3 4ll 2 3 411 2 3 411 2 3 4l
DEUTSCHLANDFRANCEITALIANEDERLANDBELGIQUE-BELGIELUXEI,lBOURGUNITED KINGDOI4IRELANDDANMARKHELLASESPANAPORTUGAL
ss5e
e
e
Jq
4 5-1-5 24-r.05
-3015-6-10 32 -3r 38-1 2Q -B t'7-2 50 31 54
35 L8 1,7
-3989-89-115
-1"8 22 -L4 -1
08-6392 4 1,25
-r2 13 8 0
-4 34 -43 485 13 -10 24
15 45 24 5422 25 L7 3028722t_185144 0-36 22
37 4L 35 40392571707-91L
20 30 31 387220r_3
39 70 46 57ZL JY Zz Jzr7 35 2e 358 18 424
1s30036t-9 -4 -L7 I
359
.IU
35l_0
28-4-1I7
6T7
24 30 35 3125 r.9 13 r.
t4 -7 -831442952629620s2 69 8r- 7333922339 -2 -2 243 16 9 4
ZL I/ -II
-4 -13 -5 t3
DEUTSCHLANDFRANCEITALIANEDERLANDBELGIQUE-BELGIELUXEI"IBOURG
UNITED KINGDOMIRELAIIDDANMARK
HELLASESPANA
s
sc
sa
a
S
sa
J
-4 0 -13 1r.
-9006-142-3-2 18 -r.5 2639-9 1-2
L74243326 L2 23 224 3 2L'2
-L4502L-10 -8 -10 L4
-233742tl_28
-807-45 24 -104 420
r.9 36 69 5427 15 30 274 1,r t-5 403 r.1 6 28
14 r.9 -30 3010
TOTAL +
s
l_6 27 15 2566 62 63 631-8 1L 22 12-2 16 -7 r_3
20 26 )-4 4160 53 63 4720 1r- 23 12015-929
3s 35 31 3852 54 50 491_3 r_r- 19 1322 24 12 25
5ZJJ1q
17
+
;
t of firms reporting an increaseI of firms reporting no changet of firms report.ing a decreasebalance of opini-ons intoffi +
65
CIIAPTER 3
INI,AND WATERWAYS
3.1. Introduction
3.1.1. Sector DescriPtion
This sector includes units exclusively or primarily engaged in thetransportation of goods on rivers, canals, Iakes and within riverports-. Units that are exclusively or primarily engaged in tl"-operation of tug and push boats on inland waterways are to beclassified under this heading as weII.
The sector of inland waterwayoperate ships of various sizesthe available inland waterwaYtype, but other types of goodsbecome more and more imPortant.
instance leisure triPsPassenger transport is only incidental, foror ferries.
3.L.2. Sources
The data reproduced in this chapter are statistical data from thenational stitistical- offices of Belgium, the Federal Republic ofGermany, France and the Netherlands. They correspond to thosepresenled on the basis of the directive relative to the statisticalstatements on commodity transport by intand waterways supplied bythe Statistical Office of the European Communities (Eurostat). Thefigures concerning fleets on Rhine traffic, including prices, werepr6vided by the 6entral Rhine Commission. Data on cost and price-developmenCs were submitted by the "Institut pour le transport parbatellLrie" (ITB-Brussels) and by the Netherlands centre fortransportation research and consultancy services (NEA- Rijswijk).
transport consists of companies thatto convey goods throughout Europe on
network. Goods are mainly of the bulksuch as containers and passenger cars
67
i3 .1 .3 . Contents
'Ihe contents of Chapter 3 are a$ follows :
3. 1- . Introduct.ionl- Sector description.2 Sources3 Contents4 Summary of ther chapter
3.2. InfrastructureL General2 Water levels on t.he Rhine
3.3. Transport activity1 Total act.ivity' : demand volumes nationill/internattonaL2 Transport by nrarket
a) Regimes and regulationsb) nhine trafficc) North-South tr.affic
3.4. Transport supply1 Company structures2 Employment3 EUR fleet developmen.ts4 Rhine and Danube fle,et development.s5 Overcapacity and E.Ct. rehabilitation pr:ogramme
3.5. Market situation1 Waiting days2 Cost and price indices3 Profitability4 Transport inquiry survey
a) Rhine trafficb) North-South traffic
3.6. Outlook
3 . 1 .4 . Sunmary of the Chap.Eer
About 38t of all international E|UR 12 transport acr:ivity is effectedby inland waterway (when measured. in tonnes) . The €rconomic cri-sis inthe early 1980's brought about a staqnation of <jemand and even adecline in some years. Rec:ent rr:st.ructuring of ther industry has l.edto the replacement of a .Large number of smal1 o.Ld boats by 1a1gemodern units which operate with rshorter turn around times.Thus, even though the loading capacity went down, the totartransport capacity has inr:reaserC in recent years; there is now anexcess capacity which is currently estimaled at about. 20*. Toabolish the structural or/ercapacity a Community scrapping schemecame into force on 1 Janu.ary lllgo J moreover, because-br improrreddemanc prospects, prices are expected to go up and the sector I sprofitability is likely 1to impiove. The reunion of the Fede::alR'epublic of Germany and the Grerman Democratic Republic, and theo;pening up of other East.ern European economies wif l undoubtecilye;nhance trade with those countri.es provided their infrastructure isirnproved.
68
3.2. xnfrastructure
3.2.1. General
The Rhine, which is navigable over a distance of 1000km - from Basefin switzerl-and to the North Sea - is clearly the backbone of the EC
waterway system. other rivers like the ttleuse, the schelde and theEIbe are interconnected with the Rhine by means of canals navigableby vessefs of at least 1350 tonnes, the so-called Europe cfass IV
standard vessel.
Furthermore, there has been created a interconnected network ofwaterway"1..tigubl-" for units with a loading capacity from 1350 up
to 10 000 ton"nes (pushed convoys on the Rhine and certain othersections) which covers most of the Federal Republic of Germany' theNetherlands, Belgium, Luxembourg and the northern and easternfrontier zone of France. This network will be extended to Easternarrrop. in 1gg2 if the capacity of the Rhine-Main-Danube canal alsosupp^orts the heaviest loaded vessel-s. Except for thj-s route, a
nnr1-herlv tranSit to Eastern Europe is also possible through therrv! urrv! f f
Mittell-andkanaf. It is not certain right now whether measures wiIIbe taken to imProve its capaclly '
In the French hinterland, the rivers Seine and Rhone, beingnavigable for pushed convoys of up to 5000 tonnes, play an importantrofe, However, to date, these rivers are only connected with themain European network by narrow canals 'Apart from local transport operations on certain rivers in the u'K''Italy and Portugal, inland waterway transport does not play a rolein anv of the other Member States '
3.2.2. Water Levels Rhine
For the Rhine, aPart from theIevel, it must be admitted thatmajor Problem. The absence ofquitity of the river and tonavigabilitY.
influence of the periodic l-ow waterthe infrastructure poses hardly any
bott. le-necks is due to the natural"the constant efforts to rmprove
Eiarrro ? 1 Water levels - Rhine (Kaub)
WATER LEVEL
< 2tt> 2tt
POSSIBILlTY OF SHIPPING SPACE UTILISATION
100%100%
a
3
2
69
3.3. Iransport Activity3.3.1. Total Actiwity : Druand Vo1umes National/Inftrnatiogg]In 1980 and the followinq years the effects of t.he economic cri.sishit almost alI sectors of the economy and inL particular tlrosesectors that generate massive .bulk transport, su,ch as the builclingindustry (sand and gra\rel t::ansports), the s[eel and chemi.calindustry (ore, coal and chem:Lcals), and the ernergy sector (oil'products and coal) . Theser commodities account fo:r more than 88t oft.otal inland waterway transport,since l-983 demand has recovered slightry. After some years ofstabilisation around the figure of 395 million tonnes, the total'volume transported exceeded 4L9 million tonnes in 1988 and 413:milrion tonnes in L989 for: the IiuR 5 mentioned in Labre 3.1.
Fig. 3.2 Share of the different NSTcategories in totalon the Community network - 1989
Chemical products,fedilizers
9/"
0ther?/"
Agricuhuralproducts, food and
lodder1V/"
Oilproducts170/"
Sand and gravel39/"
Ores and steelproducts
16o/o
70
In 1989, the Netherlands was the absolute leader in inland waterwaytransport, totalling a transported volume of more than 259 milliontonnei, while the Federal Republic of Germany ranked second.
In i.989 international transport represented 53t (218 million tonnes)of t.he total volume carried on intand waterways in the Community-The remainder represents the sum of domestic transport in Belgj-um,Germany, France and the Netherlands.
For aII EC countries total traffj.c amounted to nearly 4L4 milliontonnes, a decrease of 1.3t over the previous year' while there was a
total tkm result of l-01- g47 million, an increase of 0'4t over i'gBB'In France a steady decrease which begun in the early 198019, isstill continuing fdr it recorded a negative growth of L7* in L989.
7l
TABLE 3.1.. TOTAL TRANSPORT ON COMMUNITY NETWORK
L980-1989 (l-000r) *
198 0r.9B r"
L982r.9B 3198 41 985198 61,987r_9881_989
LB
9094387705858 37
B 7l- 05 ]-99794227 2r2B89439 r76t9L2BB 2021,909s6 19229s398 2L7394672 20s5
D
21.29002027701 968312:l-23532239662144072L5246207 54821,8564219484
F
848647 6894692496608s63255s 93s3584865696860340s0300
NL
23759922260620454821-434722]-29822L47 92381,r624067L24953225949r
EUR 5
4338994064423795183 8 45503966313804433972303950624r92934r3944
Growthrate t
-6.3-6 .6+1.3+3. 1
-4.L+4 .4-0.5+6.1.-1.3
Growth rate 1989/80 (*)
+3. 1 -40 .7 +9.2 -4.6
Growth rate 1.989/88 (t)
-0.8 -5.4 +0 .4 -L6 .6 +4.0 -1.3
*For each country, the figurestransportFor EUR 5, the figures are :
export.
are : import + export + national
t.otaI domestic transport + total
TABLE 3.2. TOTAL TRANSPORT ON COMMUNITY NETWORFi1980-1989 (Mio tkm; *
Growthrate *
-4 .5-2 .4+0.0+3. 9-5 .4+5. 9-3.7+0.4
r-980L981L9821 983198 4L 985198 61_987r_9881_989
585354424958
4934 2725200 28950r_5 30451_s 6 2905056 269s366 3s8s237 360
n
51435500r_04940t490855r.9964 8183521- 854972L528s954041
F
L2r51,1_ 10 68L0226
94478880839477 67737073346088
NL
3347 B
3r7 92313 63322213332032377344383377L356423622L
EUR 5
L0291,79831-2959489596s996869427 49983696L8B
1.0155 91.0L947
Growth rate l-989l80 (t)
Growth rate l9B9/BB (t)
-2.4 +0.6
* activity : i:mport + export + domestic + transit idistances as far as covered within the Mernber States.
li'hen measured in tonnes transported, 3Bt of ;111 international.transport between EC Membrar states is carried by inland waterways.The figures for road and r:ail are 49* and L3t resll,ectively (EUR 1-2)(See chapter 1).
TABLE 3.3. TRANSPORTED TONNAGE IN IOOOI AND TONI}.IAGEEVOLUTION I]N t L9B9/ ]-988 BY RELATION|
from
D 1_989D 1988D 89/88
F 1_989F 1988F 89/88
NL 1 989NL l_ 988NL 89/88
B/L 1989B/L 1988B/L 89/88
Total l- 98 9
Total 1988ToraI89/88
to
867 910039-13.6
7 467273608+1.4
t002998s3+l_. B
9338093s0 0-0.1
D ]F
27 gt)2686+3.l5
-6.:L
5 61_:3
488t5+L4.1)
338:3363t2-6.1)
LL17 t5
LL20'l+5. I
NL
34L442987 I+1_4.3
39634:222-0.9
L63291.4'.928
+9 .4
5443649028+L1.0
B/L
1r_ 90512805-7. 0
28422861-9 .6
3236s30313+6. B
47LL245 985+2.5
Trctalinternat
488294s369
.r7 .6
L548477L28"3.2
112650r_08807
.f 3.5
297 4L213413
-r4.7
20 t;1041.997L7
+3.5
TotaInational
60 B 6t_62903-3.2
2865529604
867 69897 37-3.3
2047L22208-7. B
1,967 56204452
-3.8
72
TABLE 3.4. GOODS TRANSPORT BY TYPE OF TRAFFIC1980, BB, B9 (1000r)
TOTAL EUR 5 DRY CARGO LIQUID CARGO
TotaI fnLer Nat Total- Inter Nat Total Inter Nat
r98(r_98t1_98!
4338 994L92934l.3944
18757021,40672L7 897
246329205226L96047
35 655334457 9343922
L7 6020L] 97 99
1 6855 9L64123
7 34641 L40022
1804718098
3666731,924
Growth rate L989/80 (t)
-4 .6 +]-6.2 -20 .4 -3.5 -9. s
Growth rate 1-989/BB (t)
-1.3 +l_. d -4.5 -0.2 +2.t -2.6 -6.3 +0.1 -r2 .9
3 .3 .2 . Transport by llarket
a) Reqimes and Regulat.ions
The international Rhine market, which covers more than 75t of totalinternational transport, has a completely free market regime. Thismeans : free pricing, free access to the market for all companiesregistered in Rhine and EC Statesr no authorisations required.
The domestic markets and part of international transport other thanon the Rhine ("North-Soulh" market: i.e. transport by inlandwaterways undertaken from Belgium, France or the Netherlands toanother of these three countrj-es which does not use the Rhine) aresubject to obligatory tariff regulations and traffic-sharing systems("tour de r61e" systems, TdR).
TABLE 3.5. DEMAND PER REGIME FOR DRY CARGO, 1988
Total (Mio t. TdR (Mio t) rdR (t)
Domestic marketsBT
NLU
International marketsRhj-ne (D/NL border)North-South
15ZJ7A44
B
40J
138.436.0
1n o
15.639.9
tx h
6Br20*2A*90t
5r.*
NEA and FestfrachtsystemSource
t)
ooxnItl
o+Jo(!9{
oootr(t
ooo-lt{O.
op
+J(!
+J
oo
.Flrl
tsi-r{
(t,rl V,
+JO..{\+Jo(I't{ +),aoo r.lool.r 3g.O
o..,i; t q)t{ ci) -.{ .COA1 orr+) t.t ott(tooof: +ro.oO{rlJ-{Cr: (tl<!-{ O OtrJl 5()JJo1 6
O tlls6-tOOSCntOo (! c b|rJOO..tHoo+.t_t(dt{ t{+r .a oo.odJoo.c 1'r'l g. t.l +r C(t-{Oo<d..lC+rOO(,rr:E-{o-{-{o(/,d6>o()(uooj:qt{+J3rJulOttl.tJ -. H -.{ooopo5,QEi.rr(tco *{ (U 0{('+r () 3 o'.1\CJ:g{OOpoc:c-.{-.{c
-lEr:osp(d,OdE.drrtl(4o(l)>:orr('--l t{ p C C O{tr'{q{ U|$r o o tr o${(!()-.{taCOr-r-lr-ldcc:po>1ootloo.c(j|rl&(do Q..r o I o o.p5+t(!c.ucooc:troooolr(,6C)q{c(oo.T.t O
', *.1 rt_{ }r r.t OtllClu'O-{5Oo(dC)(l).docox
d.oL)f{r-ldOF{O
.-1(\I(v)<trO(OFOOI
(Jr..l4
H&o(\Ir.r
tntitI]l<
r{:E
trr
t\tn,ar{(Ytrr
:rr<I=
tI]t3r<l=
tI]
t3
lr.r()
i4()}Jt:ir(t/)t--ti4r{(J(\()
(n
(n
rq.YlfutlIrr
ao-{r,loN+J..{I@
(a
trlfrl&fq
(f)
rrxf{
afrlr'1df&
(a
tnfr1&tt{
(f,
ftltndt!
(r,
frlp1dfe
odr!.1f{oE{Joz
(r)
f'lfrl&frl
(f)
fr1frldt4
(n
trlf'l
--g co
r]^(I'o .lJ
ooaOO.-l!HOq{|H
(n
trlfrl
fe
ttooooxul.l .-l Cr+.t q-{
u^G@+J
ooaoo.-ll.t tr o${ q{
('r.l
o.a
oX
(n
rrr{&fq
(n
fr1f'l&fq
at'1trld.tq
(f,
rF{&fq
(r)
tr1frl&ft{
(r)
fr114&tq
oodtr!c
(f)
rnr&fq
(r)
f'lr&f&
r-
orJo.-t oEXtt.--t --t oF{ tr"{ }
(f)
t1frl
tq
C4
tr]rn&ftr
(f)
rl14
ftr
r--
ONo+.lO^-,{ o \oEX--l .-l O-t q-{ c
oo\ooor{Hoq-.t q-] c
r-
or.rd^-rlOtogX-t --t o-J q-.t c
(!ct{o(,
(r)
tr]
f!
eoooOXtl --l Oq-l q-{ c
(n
trl14
r
(f)
t'lErl
I{
(')
Rr'1&f&
(f)
HF16trl
|r)
15 stlo.rl OEX.rl --l OFl$lq
sl
-.1oFlo
^Nd
oooxr/)l{ ''l Oq-r q-l
(n
trlf'ld.f!
(n
rrr{&r
(n
rE]tf4
(Y)
t'1tr]&!q
(f)
f'l14&l!
doooxt,g-.{ oq-l r4..t
0t(E
15cO O'.OXtfg-Fl tFq.{ $.{ (
Eol{f!
Er
a(,}oooo ._t c(oHo(! o.ts
(t)|,Q)ooo-.rdorld(! Q.H
a(/)oooo..{dorrd(d 0.H
o(/joooo-f{lrolrc(U 0,F
oqloOOo..tllor4t(0 9.F
u)(,:oooo-.rcot{15d 0,H
a E FtFf,2 u
1A
b) Rhine traffic
Table 3.6. illustrates the importance of the Rhine as a route forinland waterway transport.Total Rhine traffic, i.e. traditional traffic plus Rhine trafficwith the Netherlands, showed an increase in tonnage of some I.6+land so in 1-989 approached the peak of 300 million tonnes.fnternational transport accounted for 65* of this volume, withnational transports absorbing the remaining 35t share. Ofinternational freight transports 75t took place between theNetherLands and the Federal Republj-c of Germany excluding t.ransitt.raf f ic.
Total tkm increased by 1.8t over 1989, equalling a total of 61 446miIIion. The fiqures show t.hat growth was considerably faster in1988 and l-989 than in the years between 1980 and 1987, which clearlyindicates the recovery from the crisis of the early 1980's.
The good results should be attributed in the first. place to asubstlntial increase in upstream flows of iron ore, scrap and steelproducts, while downstream traffic was Stepped up by a surge inlgri-food productsr codl and construction materials (sand andgravel) .
TABLE 3.6. GOODS TRANSPORT ON THE RHINE
Total.goods
carried1000r
Inter-nationaltransport
L000r
OverNL-D
border1000r
Transitthrough
Dr_000r
NationalTrans-port1000r
Totaltkm
(Mio)
r_9801981L9821 9831 984t- vd5198 6L9B7198 B
19B 9
28212121001,8257335264ts32750r826789328512827 6430292942297523
L7 0251-r bbr bbt62845r-66880L7 66681,7200sr_85058L72993188047L92235
729894r236 r9r2200sr23661t34572L296391 371141,3244513B4B2144950
13948r224411 67511599L25021]-99214081r3266]-458215r-86
rr247 01038s2
94490972739805095BBB
100670r_03437104B95105288
568?3s496254391548245830355L67598475BO3B603756L446
Growth rate 1989/80 (%)
+5.2 +I2 .9 +11.6 +8.9 -6.4 +8.0
Growth rate 1-989/BB (t)
+1 .6 +2.2 +4.1 +4. L +0.4 +1 R
75
rABLE 3'7' ;5IBiilT#il*")i3X?,;Ti:;R#.'"i3;d:t?,3BYtil;BYi'"
Commodity group 198 8 1989 | Growth (8)
0
z34
a
9
Agricultural productsArticles of food and fodderCoaIOiI productsMetal ores and scrapSteeI productsSand, qravelFertilizerChemical productsMachinery, etc.
Total-
1 83159994336
2242137174
42r03670263r5841)-r22
892.4r
7s21r | -16.8ssO:' | -B .23845 | -11.3
22s28 | +0.539931 | +1 .4417!i | +12.0373Cr 1 +1.62948 ; +r2.06301' 1 +8.01 1s3 | +2 .1
I
92IBC; 1 +3.3
TABLE 3.8. INTERNATION,AL RHINE TRANSPORT PASSINIBORDER EMERICH/LOBITH DOWNSTREA},I 1 9B
Commodity group 1968 19891
0. Agricultural products1. Articles of food and frcdder2. Coal3. Oil products4. Metal ores and scrap5. Steel products6. Sand, gravel1 . Fertil-izerB. Chemical- products9. Machinery, etc.
Tot.al
307020963205186
138363 90
2291 0797 449123r27
49901
340122753609
838I2956034
264'7 01601456621 35
32t64
IG GERMAN_DUTCH8-1989 (1000r)
+10. B
+5.7+12 .6+6.6-6.4-5.6
+I5 .2-18.9-7.0
-12 .4
+5.7
c) North-South traffic(see also 3.5.4. infra)
tonnes lFig 3.4 Development of l9llage lransported rhrough rour de Rote (Bourse) N-sl
Growth. (%)
2000
1800
1600
1400
1 200
1000
76
3.4. Transport Supply
3.4.1. Company Structure
The inland waterway sector isIarge number of private ownersowner's family living on board.
characterised bymostly operating
the existence of aone vessel, wit.h the
rABLE 3. e. iffiif ,?"r;ffi:"t" owNER oPERAToRS rN rHE NATTONAL
Share in number of ships Share in carrying caPacitY
Bt\
FNL
52506r_
71,
863B6367
TABLE 3.10. ENTERPRISE STRUCTURE, 19BB
FIeet 1 and 2 ships 3 and more
B
nU
r
NL
EUR 4
Ent.erprisesShipsCarrying capacity
EnterprisesShipsCarrying capacity
EnterprisesShipsCarrying capacity
EnterprisesShipsCarrying capacity
EnterprisesShips
97*B6t71,*
94+s9t488
93t642
96*B1t70t
9st73*
3tr-4t29*
6t41ts2%
7*36t
4*1_ 9t30*
5*27*
Larqe shipowner companies exploiting fleets of 20 to L00 vesselsmainty operate on the Rhine and its branches. On this market thereare also co-operatives of private owner operators working togetherto compet.e with the shipowner companies for large-scale contracts.
3.{.2. Emplolment
In 11BT I L4090 people were employed in inland waterway transport inthe Netherlands. In 1988, the number of wage and salary earners inthis sector amounted to 11707 in the Federal Republic of Germany.
3l . { .3 . EIIR Fleet Developnents
I'he Community inland wate:rway fleet has a capacity of 13.5 mill-:Lontonnes. The Dutch fleet accounts for 49.5t of the total capacity,rarhile the German fleet h,clds the second position with 24.5*. :theIrletherlands and the Federal Republic of Germany were the onlycountries that recorded an increase in f leet capaci.t.y.
In the recent past a large number of small boats has been replacedurith large modern units. T'his trend still continues;. Between January1.979 and January L990 the total number of vess,els went down by4,6.3*, whilst the carrying capacity was reduced by 11- .3t. Modernv'essels are more productive in the sense that they operate atsihorter turn around times, which has boosted the total transportcapacity of the fl-eet though the loading capacity rarent down.
TABLE 3.1-l- EUR FLEET IN NUI4BERS OF SHIPS AND C?TRRYINGCAPACTTY (1000r)
TOTAL FLEET
1,/L/19 1/t/89 L/r/90
Growthrate I
90/79
Gr:owthrart.e t
9'0 / B9
FleetShare
1990 t
B ShipsCarryingcapacity
ShipsCarryingcapacity
ShipsCarryingcapacity
ShipsCarryingcapacity
ShipsCarryingcapacityAveragetonnage
NL
EUR
332]-
r.955
4230
3Bs9
5525
26]-8
r.7880
67 68
309s6
1s200
49L
2T6B
t649
2989
3r.94
3845
1 915
7 504
637 6
1-6s06
1_ 3134
795
2]-5r
1_680
2994
3268
3673
LB44
7 802
6684
r66L6
L347 6
8l-l-
-35.2
-r4.7
-29.3
-15.3
-33. s
-29 .6
-56.4
-L.2
-46.3
-1-r_.3
+65.2
-0.08
+1.9
0
+2.3
-4.5
-3.7
+4.0
+4. B
+0.7
+2 .6
+1. 9
1-3.0
12 .4
r_8.0
24.5
22.L
r_3.6
46 .9
49.5
1-00.0
100.0
DRY CARGO FLEE1
EUR 4 Carryingcapacity
L2972 11084 r_r.389 -LZ.Z +2 .8 84.5
TANKER FLEET
EUR 4 Carryingcapacity
2228 2 050 2081 -6.3 +1.8 15.5
78
Fig 3.5 Dry cargo fleet - Share by shiptype (7" of tonnage)
100
90807060504A
30n10
01979 1989 1990
12.9 11.0 11.4
1979 1989 1990 1979 1989 19!n1.7 'r.4 l.s 3.0 2-5 2.6
1979 1989 1990
2.2 1.7 1.6
1979 1989 1990
6.0 s.4 s.7
ffi towed barges D push barges E vessels
Fig 3"6 Tanker fleet - Share by shiptype (7" of tonnage)TOTAL
100
908070
605040302010
0r979 1989 1990
2.2 2.1 2.1
1979 1989 1990 1979 1989 1990 1979 1989 1990
0.3 0.2 0.2 0.8 0.7 0.7 0.4 0.2 0.21979 1989 1990
o.7 0.9 0.9
ffil towed barges I push barges ! vessels
Fig. 3.7 Total EUR fleet - Share by country ("/" of tonnage)
50
45
40
35
30
25
20
15
10
5
0'79 '80 '90
B'79 '80 90
D
'79 '80 1)0F
'79 ',80 90NL
l9
3.{.{. Rhine and Danube FlLeets Developnents
The total dead weight capacity of the Rhine fleet:the Netherlands, the Federal Republic of German'y',and Switzerland) is over 10 million tonnes and is;over L0 000 vessels.
(Rhine fleets ofFrance, Belgium
accounted for by
TABLE 3.I2 RHINE FLEEIT IN NU}4BERS OF SHIPS AND CARRYINGCAPACITY (lOOOt)
FLEET r / L/79 1./r/89 1./L/90
Growthrate
90 /7 9Z
Growthrate
90 / 89*
FIeetshare90, *
BCarrying
D
Carrying
FCarrying
NLCarrying
CHCarrying
TOTALCarrying
Shipscapacitl
Shipscapacitl
Shipscapacitl
Shipscapacitl
Shipscapacitl
Shipscapacitl
L7271 304
315 63245
823480
55753879
39t567
LL6729475
1,625r_38 9
25'7 02943
863449
52iZL51(i6
2:r4440
r_ 0513r_0387
1,637L4L7
257 6301_6
774406
5L465240
204383
L0337L0462
-5+B
-18-7
-6-15
-7+35
-47-32
-11+10
21
41
04
7l_
I5
.t
4
+0+2
+0+2
-10-9
-t-+1
-L2-l_3
-1+0
70
25
36
44
80
'lr_00.0r_00.0
15. B
r-3.5
24.928. B
49.8s0.0
7.53.9
2.03.7
TABLE 3.1.3. DANUBE VERSUS EUR FLEEr (L/1./891 , (r"000r)
Total tonnagret push and tow barges
Danube
4936908
EC
131342B*
80
3.4.5. Overcapacity and EC Rehabilitation Programme
Since 1980 a st::uctural imbalance between supply and demand has beencausing serious problems in the inl-and waterway sector. The mostimportant causes of this phenomenon are the downward trend in demandover t.he period l-980-83, and the ongoing productivity increases dueto modernisation of the fleet.The surplus capacity is now generally estimated at about 20* of theCommunity fleet. The overcapacity has a negative effect on theevolution of prices on the free market. For example : for dry cargo,Rhine transport prices in 1989 were sti1l on the leve1 of 1979,whilst cost has increased in the same period by more than 50*.
To remedy the situation, the Council following a proposal of theCommission, established in May l-989 an EC capacity regulation systementailing :
-measures to set up and coordinate the functioning of nationalscrapping schemes by harmonising the basic principle and proceduresthroughout the Community.
-provisions to prevent the impact of a coordinated scrappingaction from being cancelled out by l-imitations on the bringing intoservice of new vessels from 28 April 1-989 until 28 April L994.
Switzerland has simultaneously introduced similar measures for itsfleet. The scheme intended to eliminate l-0t of the dry cargo fleetsand 15* of the tanker fleet.
8l
3.5. l'larket Situation
3.5.1. Waiting Days
Waiting time on the boursies is considered to be one of the economicindicators on the North-Srruth markets for dry bul-k cargo.In that regulated part of the North-South market where there is afixed price, the balance or imbalance between demand of transportand the capacity available is reflected by the lengt.h of waitingtime on the bourses, in contrast with the freer market where theprice is the result of the balance between demand ;nnd supply.
Table 3.14. shows the e'uolution of waiting dayrs in internationalNorth-South traffic by re.Iation.
TABLE 3.14 QUARTERLY .iNERAGE OF WAITING DAYS IN INTERNATIONALN/S TRAFFI(] BY TRAFFIC RELATION.
Traffic relation o1_ Q4Q3Q2 Yearly average
1) NL--F 1_985198 6t_ 98?l_988r_989
L4.2 L9.3 1-8.0 r_3. 9L7 .L L4 .2 r-7 .3 B .511.6 L4.7 23.3 r"3.023.6 22.7 22.2 15.71-8.0 21,.5 22.9 16.1
r-6.3i-4.315.72L.1,1_9.3
z',) NL--B L985198 6r.987198I198 9
1_3.5 1,2.9 13. 6 I .7L0.9 9.7 r2.7 B.s8.4 L2.3 L6.4 10.1
1_3.3 Lz.L 1_1_.8 L0.3L2.5 L2.0 1,3. 9 9.4
L2.210.4L1.81_l-.9L1.9
3) B--B+F L985198 61 987198 81_989
L0.1 7"8 9.9 7.910.9 7 .8 L1,.2 8.110.4 8.4 LL.4 8.39.9 8.9 8.9 7.28.7 7.6 6.5 8.4
8.99.s9.68.77.8
4) B--NL 1985198 6I 987198I1_989
r.0.7 10.6 t_1.3 8.58.8 7.9 10.5 7.39.3 7.6 r_0.0 6.58.5 6.6 7.9 6.29.0 7.6 9.6 6.4
r.0.38.68.47.38.L
5) F--B+NL 1985198 61 987198I1_989
1.8.7 19.1 26.6 10.318.3 25 "L 30.5 29 -230.8 28.7 3L.7 L9.920.2 23.3 29.2 2L.020 .3 24 .6 26 .8 27 .2
1-8.725 .827 .823.424.7
82
3.5.2. Cost and Price Indices
Methodologydost-En!-!?ice developments are represented by means of indices andvalue per tkm.
The cost developments are shown for the following cost categories* waqes* caPital cost* fuel cost* other cost
Cost calculations are performed for the transportation of goods y+tltdifferent ship types on transport relation within the Ec area whichare relevant for the ship type in question.The calculations per rransport relation are carried out separatelyfor a ship of eacn natibnality, as long as the ship forms a
substantial part of that nationrs fleet.
The cost indices wiII be shown on the basis of 0l-.01'l-989 = 1"00'
The price develoPments areper 1000 tkm. The indicesfollowing distinctions were
1) Rhine *
2) North-South :*
represented by indices and price vafuesare presented for two markets in whichmade :
upstreamdownstreamfreetour de rOIe
In the representation of the price developments the same ship typesand relations were taken into consideration as used in themonitoring of the cost developmenLs. Tl" basis of the price indiceswiII be the first quarter of 1989 (= 100).
FinaIIy cost price comparisons are presented for the Rhine and theNorth-South market for the following types of ships :
* dry cargo shiPs* push convoy* liquid cargo shiPs
Resultsiiffihing the cost developments for the separate ship mov_es ininternational inland waterwiy transportation between the selectedmember states, and by adjustlng them for productiYlty developmentson an annual base, in" -fottowing summarizing indi-ces for inlandnavigation costs in ECU can be derived (see table 3.1-5.).
TABLE 3. ]-5 COST DEVELOPMENT IN ECU.
North-South
bourse
North-Southfree
Rhine downRhine up
dry Iiquidcargo cargo
dry tiquidcargo cargo
dry Iiquidcargo cargo
1 00 100r02 L02110 108
r.00 100101 r02109 109
r.00 1001,02 L02110 l-10
L/L/897 /L/89L/L/90
83
Tab1e 3.l-6.adjusted forlevels on the
shows the result.ingdiminished carryingRhine.
price indicesr. Thecapacity in case of
praces are1ow warter
TABLE 3.16 PRICE DEVELOP},IENT IN ECU.
Date Rhine up Rhi.ne down North-Southfree
North-Sor.rth
bourse
dry liquidcargo cargo
dry Iiquidcargo cargo
dry liquidcargo cargo
dr:ycargo
L/L/897 /1/89L/L/ 90
r-00 100114 L72108 283
100 L00105 147
8 9 1,69
100 100r_0r_ 110t_ 05 1,25
L00101105
The cost-price comparison measuredtable 3.L7., shows that despiteships the average dry carqo costhigher than the price level.The developments in 1989 showeci ancarglo shipping. This resr:lted incost level for Rhine-up shippinglower than the cost level forshipping.
in values, whir:h is presented inthe increasing prices, for nrostIevel- is still approximately 25*
improvement fo:r prices in Iiq;uida price level which exceeded the
and remained approximately 10tRhine-down and North-South :[ree
TABLE 3.17. COST PRICE COMPARISON
Costs in ECU per 1000 tknr, per 1 /L/I990shipping area
Price in ECU per 1000 tkm, per 1 /L/ITTO
shipping area
N/S fr,+e
22 .98i
46.]-2.
N/S frere
14 .44
40.3
Vessel type
dry cargopush convoyIiguid cargo
Rhine up
17.3510. B325 .42
Rhilne down
1_9.4311.4
2I.59
N/S bourse
33. 68
Vessel type
dry cargopush convoyliguid cargo
Rhine up
r_0.648.89
29.27
Rtrine down
J,2.59I .4720.19
N/S bourse
32.7 6
84
EuRopA TR\NspoRT Alr[uAL Rsponr 1989 Csa.prnn 3 - Inwo Werpnnvs
Fig. 3.9 Development of cost element indices - 1979 = '100
Fig. 3.8 Development of total cost indices - 1979 = 1
160
150
140
130
120
110
100
79808
- overall - North-South
18 28 3I4 8 5 B 6 8 718 8I
280
zffi240
220
200
180
160
140
1n100
- labour - capital ' ' fuel -- other
Fig. 3.10 Rhine dry cargo cost and price indices
160
150
140
130
120
110
100
907 98 0 B 1 B2B3 8 48 5 B 68 7 8889
- costs -- prices
85
i].5.3. Profit'abi].ityOn the basis of information supplieci by French, German, Belgian andDutch sources a so-callled ir:rland navigation market index wascomputed.:the market index measur(es re.lative changes in the revenue/cost::elationship in inland navigation in Europe. As r;uch the index canbe seen as an indicator of developments in profitability in t,hisbranch of transport. The brdse of the index is Januilry 1st, 1989.
The graph shows that on the liquid cargo market the market in,Cexjlncreased significantly i:n 1989. Compared to the beginning of 1989the index was almost twicel as h:Lgh on January Lst, 1990. This ratlher3-arge increase was due to a cornbination of factor:s : a high dem,andf--or liguid cargo products in Germany, low water lievels on the ri'verRhine, and infrastructurre problems causing delcry in the normals;upply of liquid cargo in Southern Germany.
On the market of dry cargo transport, developments were lessspectacular : an increase of thre market index in the first part ofthe year followed by a decrease, in the last part of 1989. The fiallof the index can mainly be att:ributed to sharply rising fuel costsand capital costs.
Fig. 3.1 1 Marlket index (1 .1.1989 : 1
I o.y cargo
E liquid cargo
86
3.5.4. Transport Inquiry Survey
a) Rhine traffic.
TABLE 3. ].8. BALANCE OF OPINIONS ON DEMAND
Q]- 89
Q2 89
Q3 89 +41 (dry cargo)
Q4 89 +79 (dry cargro)
-37
0
+82 (Iiquid cargo)
+1-00 (liquid cargo)
b) North-South traffic.
TABLE 3.19 BALANCE OF OPINIONS ON DEMAND BY TRAFFIC RELATION
Q1 89 ToFromBFNL
B
-38-69-51
F
-39
-46
NL
-62-72-or
Q2 B9 ToFromBFNL
B
-]-6-71-36
r
-22
-33
NL
-38-42-32
Q3 89 TOFromBFNL
B
-15-86-27
r
-20
-48
NL
-45-68-27
Q4 89 ToFromB-E
NL
B
-4-83-L2
F
-B
-19
NL
-15-39-4
87
TABLE 3.20 BALPNCE OF OPINIONS ON DEMAND BY TO}JNAGE CLASS.
Q1 89 Tonnage Class2 0 0-450451--750
751- r.150r_ l_51_- 1550
1551"+
B-53-43-28-47-30
E
-zz-42-ot-56-85
B+NL-43-42-42-52
Q2 89 Tonnage CIass200-45045 r_-75 0
75r_- r- 1501151-- 1-550
1551-+
B-20
0+4
-33-27
r-52-36-45-7I-90
B+NL-24-30-1,1-55-68
Q3 89 Tonnage Class2 0 0-4s0451_-75 0
751- 1r-5 0r_ 151- 1_550
155 1+
B-23-30
0-43-27
F+33+54+79+45+40
B+NL-l_
+15+37-11-3
Q4 89 Tonnage Class200-4504 5 1-750
75 L- 1 1501l-51- 155 0
155 1+
B-7
- 11_
-L4+24
+6
T
-zz-44-3L*60-33
B+NL-1,4-30-2L-7-5
EuRopA TRArspoRT Ar[uAL, Rrponr 1989 CBAPTER 3 - Ir{L ND li[irgnmvs
3.5. Outlook
tlnder the influence of the improved economic situation, demand :forinland waterway transport has shown an upward trer,nd since 1988, inparticular in international t.raffic. As the economy is expected tocontinue growing in the IIC for some years to conne, the growth oftotal traffic wilI also hoId.
]r positive injection for inland waterway transpor':t can be expecLedf:rom the European integra.tion .in L992, when borcl,ers disappear ilndLrade among Member States is fr:rt.her intensified. The developmentsi.n Eastern Europe will af fiect tr:af fic in two ways. First1y, posit:Lveclevelopments are to be erxpect€rd from the reunion of both GerrnanFl.epublics, and secondly, the economic and political developments ofEiastern Europe in general also promise market opportunities andhrence intenSifying trade. In.land waterway transport can takeerdvantage of these develop,ments, in particular if the infrastructurecan accommodate the largest vessels.
f;lowever the evolution of dema:nd so far appears to have had nosrignificant influence on the price leve1 anrl hence on theprrofitability of the sector. The general expectati.on is that the ECscrapping system in combjination with the present trend in dem;rndurill produce a new equilib,rium between supply and rclemand in the nearf:uture. This would lead to a better utilisation of the vessels thaturill stay on the market and. also to a higher revenue leve1 pert.onne.
88
CEAPTER 4
RAIL
4.1. Introduction
4.1.1. Railway Policy in the Connunity
In December 1990, the Transport Council adopted a resolutionconcerning the development of the European network for the high-speed trains (TGV). The resolution contains the main outl-ine of theEuropean network in the form of a map indicating the new lines to bebuiIt, existing lines to be adapted to high speeds, lines whoseroutes have yet to be determined and the key links to be studied.The map also covers the EFTA countries. By the resolutj-on itself,the Council invites the Commission, in consultation withrepresentatives of the Member States, to study among others thesocio-economic impact of the TGV network on the internal transportmarket and on the development of the Community, the impact on theenvironment, the commercial aspects of the key l-inks, the effects onthe relations between the Community, the EFTA countries and theother Central and Eastern European countries.
In January 1991 the Group 2000 PIus published its report. In thereconmendations made in this report, the upgrading of Europeanrailway systems is a problem calJ-ing for EC action without delay. Aharmonised, standardised and inteqrated European railway systemwithout old state-bound monopolies is still a long way off.
The European Commj-ssioner for Transport Mr Van Miert has said onseveral occasions that in the context of the common policy ontransport in the EEC, 1-991 has to be the year of the railways, afterprogress the previous years in air and road transport. In March 1991-the Transport Council examined several fundamental questions onCommunity railway policy and called on the Commission to proposemeasures for the technical harmonisation in the field of railtransport. A directive on the development of railroads and theCommunity rail policy is expected to be adopted in June 1991.
4.L.2. Scurces
The stati-stical data on transport activity by rail have beensupplied to the St.atisticaL Office of the European Communities underDirective B0/1-177 by the Statistical Offices of the Member States.
Data on rail tariffs have been supplied by the railway companiesthough data on capacity have been taken from the InternationalRailway Stat.istics publication of the International Union ofRailways.
Slight inconsistencies in sone totals for different t.ables arepossible due to rounding off of figures. Some inconsistencies mayalso be detected in data for 19BB compared to respective data fromthe Annual Report 19BB because some of last year's data were basedon forecasts.
89
4.2. Rail Transport Act,ivity in Tonnes
4 .2 .1 . International inil,ra-EUR 12 Ftail TransPort' Actiwity
Table 4.1. shows the international intra-EUFt 12 rail transportactivity for L989 and 1988. The data in eacl:l cell of table 4.Lrepresent inward transport t,o t.he Member State in the column, fromthe Member State in the respective row. The row at t.he bottomtherefore shows total inward transport activit.y in tonnes to eachMember State.
The countries for whir:h the inward transport has increased wellabove the Community average of 3.5t are GR 1-120*) , E ({-l-6.5t) , L(+12.8t), I (+11.3t) and DK (+10.5*) . However, Ilt and B which accountfor 20* and l-6t respec'Eively of the intra-EUR L2 market have showndecreases of 3.?t and 3.4*. France inward transport activityincrease (+4*) is closer to the Community averagte while Itaty with ashare of 24* in the intra-EUR L2 market has shown a remarkableincrease in transport acti'uity of l-L.3t. The most signif icantpositive relations betwreen Me:mber States have be,en :
FRO]MINLD, .F, NL, BI
4.1 Share olf Member States in total intra-EuR 12 transport 1989
TODFIB
90
F<>o<>
3
ErH
HF()
Fi&o]Qz4FF]Hd&Nr{
rdI
4E{zH
F]
4zoHE{
z&E{zH
r{
\rfrlFle4E-{
Nr{
gel
ol<f!pOslQr{dO or lr)N.{+
tO (O cPlt) o \sFlr)ul (r) r'ir{'{+
r{ l-- cFcr co \ol-oto r.o Fi
q+
orto*Nr'.\{u't |rlFFC
I
,{ (f) c,F
Fr{QFO|ul $ l.tlr{r{+
(tl Ot dF
r{rfqrooo{ N t*.
I
d$*@or.(tl $
14I
oo @(ocl+NOtarol.o
ccI
loco*nsfF'
G
+
Olr)qFr'-aFCO \
I
No$rn@\cFIN q
+
ot@sol ,o toF(7)o@(r)F\O+
A
H
to
xo
E
5
il
m
H2
H
E
n
(o(o+dc.lO
(F)
I
lvl rf dp(nr{llrotn+
OoldPFrool q
+
tO Or c|o
ro co r-{tolr)Fr
+
ItNcpt\oN
r{NI
Ol \g atl{O .{ F)Fr--+Fl r.i
@lJ)clptooo)rlco I('l (r)
O\ocF@tfl(r)(no+F{
'-{
or-dPr{o)\lto (o Flf\tO+
u)(f)dpN Ol lf)nc{+{\f
oo
r0 \o dp(n rr, \O
c)I
dpc!(\+
opo+
dt ro dpOl r-l \l
r-| Fl
F(f).pf-.ioNN(F}T
ll1 CO .pOlr-\l(no+
O t.- cic
f-(r)\ioN I!t <tl
?ol,)dp{lr)Nln ro F{
Ot.-oF@ r'l r-i(ooFr(o(o+
r:i::E::::;:::6:il
'::::::::::::::l::X::::i'::::::::::::::+:::::::::i
l::i::::::i::::i::::i::::l
o<trsrooQo! (r) r-lol(') |
q, slf-n(o|r)
l\ l--
oo
dpc\F-lI
(,pooFl
+
(\ro.p(rlr{Q
F)+
lO co tiDtnr-(r)Ol .i (Y)
+
{ooPrttr)N
HI
dpar)I
l- o) cPOI(oF)Ct or r-{Fl+
coodF{TINcol'l<fc{
+
Orr-(Fr- <s c\oo+NN
U) 11 .Fo(os')F('FIolN+
ul r-F{ r{
{r-tn c{
OO
dN
OF{€|o ooH
(\$cpdo oN+
c'pslr)I
iO O .iotf)C!
Olr-op(n o lt)+
tt(odpd r-.t (')
<tc!+Ol (') FtOror I
::::::::: :::::::::::::::::
@odFlO r- v'l(o l') r.i
+
o! (n dF
oltr)qf- (r, c!r{d+
o(r)(Fu)tr)tsd(OFltv I
t-{ N
oo
( ordPanc{v(r,
+
q9oorlt
O (O c,P
rt$NI
dpar)q+
Ol (n cFrt(7)coroconrt(t+
@(odp(O Or Flr-l '{ Ic{N
drlsf\r{CF(OBr{ '-{ +
rt (n cFor-Yr{N I!t <f
(o co clforN\cOor+G1 N
o
ot Fl
oo
orN
<> o
Ul r{ oF
r{ r-{ \Cq+
oo
(Yl F{ oF
c{Nc
oo
oo
{odp(n(f)adl(r)+F{ i-{
lO o) oForoNFl rl
I
u1 Ol dF
Itl o1 \t\!
10 c.t oF
Glof.|f|tr)+
{r-dFu)$tclr) r'' c\
I
<) oNc,Fr{Q
cI
Gl r'{ c'$
Gt\cqI
oo
oo
<) <)
:::::i:+:::::::l:::i
OrodPaar-lI
oo
rO r{ dP
alo+
d,l r- oF
SINNotc{ |
n r-{ dF
ultr)a+
rt (o dFot@o
+
oo
o
OO
oo
oo
oo
oo
oo
oo
oc)
oo
o
oo
rJ) N cf,ct4
+
oo
ll:iri:ii:i::ii!::l::l:+:fi.:i i:ii.ii:t
i:ifi.iiiiilii:ioo
r{.-l dPa+
oo
loodPr{VN
I
f-odPr-{ A
(f)
I
(\ co clF(nOr0)r{ r-r G)
I
l-or+(n(r)ulI
r{ F- aStlFlrctt$+
<)
o
oo
oo
O F{ dPooFlI
Ol r{ aPaaFl+
T\NdFrl Fl c{
rs+
ot (r) aFaaC\+
Ol -{ dFec-|.
Flr)$ eii!+
Ot ro dF
F{Nlilc\
I
o
o
O F- ctG
loNqol<r)F
I
u)(odp(n(frc\('ts(r)N
I
Q)\ooPUl -l r)rO sfF{ Fl \o
q+
ol |r,socood o(\l
1
C{ .l ctoro(oloOordo
Fl
+
ul@dprtNc)rl slt
$+
rOoaFd|')al\ ol{otr)N
r_t1
@odPF t.'\fot (oOr{(r)FlFl I
ol|r)oPFtr)\'Fr-qlsfs
+
@<!sor|J.)(rrd<fF rt) Flr{F{Fl
+
otto*c{c{a(\l r'('l c.l \!.{ r-f +
(\l$dp{@F\ol c-{tila)r{H I
oo
:::::I:r.::::E:::H
l:::J:t:l::*:j
li::ii::iriii:ir:
il::::::ii::fi:i::o(>
(\l r' atJqNI
oo
<)c{*NC)a
rI
O r{ c'FaC)qI
or(o+lO r.o .-i
FtI
tt CO .'Fr{r{c\
NI
r\(ndF(o(nc)a+
OIN.F('t\f\r{F{ |
dolaf,ol lft rac{c{F
I
r{ ril dpd|r)e!('INN
+
OF
aaqI
@r'lctsdNtt
I
ol$(* cI
oo
oo
oo
r{o
o<)
o<)
oo
O"i
p
E
Ir+
qor@S6@o
q
qor@{@@o
q
aocoto@o
a
qorco{@@o
q
qorcoQ6@o
q
qorcoq6@o
q
q
oco{ct@oq
or@{@(Do
e
qo|cos@coo
cc
qd|cos@@o.
q
qoro{O(DO.
q
qorcol@@o
q
qoo{@@o
q
o B. Hlrz a rl E
H&H
3a 6 H L
r{
EE
9I
Table 4.2 shows the errolution of internationaltransport activity since 1985 (1000t). The figures forhigher than 1988 are still below the 1985 level.
intra-EUR L2l,98 9 althottgh
TABLE 4.2 EVOLUTION OII INTERNATIONAL INTRA-EUR 12 RAILIR;M{SPORT ACTTVTTY (l_000 r)
L 985 r.98 6 1,987 1988 L989 89/BB 89/8s
D
I
I
NL
B
L
UK
IRL
DK
GR
E
P
EUR t2
1,46L6
1,5247
155 0 r_
48r_3
13694
6067
642
0
LL67
t 48
803
L78
7287 6
13804
r,33 61
r_3863
4373
10937
5800
540
0
1r.4 5
10L
r.043
286
65253
:r 3 953
'.122r9
.14626
3963
:tl_0t 6
52L2
449
n
r-006
73
I2L5
3s3
154 0 85
LA't84
L2726
l_54 54
4 755
r- 13? 0
5953
428
0
96r
B5
L4L6
436
68368
1-4242
]-3229
T7LgB
4112
10978
67 L6
445
ra62
102
1650
33s
7 0729
-3.7t+4.0t
-F11-.3t
+0.4*
-3.4t-r12.8t
+4.0*
0
-f10.5t
-r20.0t
-t-16 . 5t*23.2*
5t+3
-2.62
-1,3.2*
+10.9t
-0.9*
-r_ 9. Bt
+t_0.7t
-30.7t0. 0*
-9.0t-31.1t
+105.5t
+BB .2t
9*-2
Table 4.3 shows the internatii:ona1 intra-EUR 1-121 rail transpcrrtactivity by NST chapter and destination in 1000 t. Wh.en the totalincrease of tonnes transported in international .i.ntra-EUR 1,2 ra.i1transport (+3.5t) is split in the different NST chapters it can beobserved that chapters 3 (crude petroleum and j-ts products) a.ndchapter 9 (transport eguip:ment, manufacture of metal...) gained wellabove the average increase and at the same time they increased t.he,irpart in the distribution of the international j-ntra-EUR L2 rililtransport. Chapter 0 showe<i a remarkable decrease.
The trends shown in table 4.4 jlndicate that chapters 3 and t havepositive developments in the period L9B5-1989r'lvhiIe chapters 0(cereals, fruits and vegJetables, animals. . . ) , i2: (solid rnineralfuels) and 7 (natural and chemical fertilizers) haL've decreased olr'erthe years.
92
+J
a)c3zoH[<4zHHaF]
a4
tIJF{A'{
tsazxpa
xF{H
HF
F{
oAU)z
H
F]H4M.
(,kl
I
HFzH
FI4zoHE-{
4z&frlrzH
cft
<il
F]FJ€4F
Nr{
F4(!-p;oxtr,l
_ly c't..: @19 cn
u)'
opop610oPopdo-lO(orl(\lFl(f, (f, r- (o c- <r"'{ N C{
dP dP dP .lo .19 opOl-r.OC{Or|o
fO Ft f-. (f) (O (Or'l C! C!
.l9op.Pop00NGl(o
tO sl @ C.l
op.l9oPop(nNr'.O(O sl f- (')
*oo!-{
dPoc>r{
DD
t\D
.19 oP oP dP clg op oP oP dP oP1.'': ?i1'': i":11<lN([email protected](Otr)rt(',f+lr-l+l++lri ++
.lPlr,(r)+
Nr{
ilDht
6rco @lJ) c{N Fl(o oi'{ u)(' Itot t\c{ rlc- |'lrt(tl s lnol Flo .{F- orf- Fo !t(o lolr) Fs! Glort (o ('r @ rt \O r{ t. r{ O} a4 It- Cl r{ Ol .-{ @ Ol F |')rt\tt OIN lnto 6lF{ Ol@ u1 |.r) n|') OIN {sf @(O
r{ r{ r{ Fl
or coottor\ (7,ocol- \g
Or
H
&o
!4a
E
E
l{
m
rlz
H
Fl
a
rotJ) olsr oo oc> o"{ tt(o @N r{(Y) rlrr Glsfrtd GIN nr, FlGl r{N Folr{ t{ r{
IO(o (\sl F{o F(o (\lFl Ool (tlor Fs rOr' Ol|')Orto Oco r{ (r|N Oo dl(o Oot F<!
rl Fa rl Fl r{ !t <!
olco dlrl oo oF{ <>o dl(o NGI Fl(\l r{lt) a"l(tr{(f) Or<f 6'tc't rf u' rt(i) toto
F{ r-l
r{(n ttcO ()ri OO Oc| 0o(O tOt- OO OtN NOI@t-- Or{ U)@ tr) Orr'(\l\t' d r{r{ O(o
Fl
a4(r) r{(o OO OO OO r{O OO OO tI)rO 6lF{r{ ol.o
('lco OO !tor Olstr (ON tlOl ttf" @O u')<' OOnt.r r{t') oico lYllo lt)o olo ('lsr loF'
nsr oro r-r-{ oror (ngr{ ?-l Ol C.l
rt@ tOc{ {(f) @o) tgtr) !tF{ r{s Olf- Ov @f-(\o loo roo (oro roo {(', o(f) (rl(f, or-(orr) C{r, r{(v) (vl(r) l\O t{Fl F{'-{ FcO @ro
Fl,l F{d (Ylst OIN
Or,-{ ('tco rOsr I-C) O(f) tto') {(l) Or{ U)st OO}r{(o (rlrJ') olr{ toco oror sl<r (ool tosf Flr)r{c{ (nc{ rt<f ('l(n olN rtlo !tsl' olo
r{ rl F{ F{
@srr (rto clo o1-. ('t\o rtsrr ot@ qtst c{N @oOlr{ tO$ dl\|' OltO {tl$ OrOl r{(n @\o (n(n OIN-ior F{r{ ol(n !t(r) (r!or {(t Glor t\c' (n\oGlr{ C{r{ C{C{ OlFl (Ol,)
rOF- dCn .{(') rOr-{ OcO (4N OIt') (rlcO rO\O ltl(',fso) (O.{ tON FN r{O F!O @1r) (nO ('ll') rlOlorr.l c{N ro\o Gtc{ (7lm N(') olN tos dr{ ol'-
.{ .-{ rt <f F{ r-{ Fl r{ ('l N
dll') f\O ('tC{ r{cO rtl') O!'{ OOI O(f) ('ll- anlIciro 6or F!o ttr{ loor rtd) (oto to(o Gl(o ulscfio rt<t rrf v NN c)c- N(O tO(o Gt<f tOrt Glo|
('l(n (n(a F{F{ (rlc{
U) r\O(n('(n sf
ol i{10 \oO <tld
ul co!t c{{ rtr
O r.O
lr) F{tO sfdri
cl too@d
oo
@oFt"or(aOF{dFl
to (r)r{ t/)f\ or(otr)
c{ tt,FtJ)Fr'rt9
co <tot|r,d<fFtJ);{ rl
(h r.oc{ c!C{ r'('tNFl Fl
ol sr{oNl-!t rfr-l d
n{
FiU)z
(hcD otoo orco ot@ olco olco dl@ olco ot@ oloqrco @o at @ 00(D @co cll@ co@ qrco @@ o@tt ccDC(
o ro r0 t- co (h!t.'l(\ld 3g
93
TABLE 4.4 EVOLUTION C)F INTERNATIONAL INTRA-EU]i|. 12 RAILTRANSPORT .ECTIVITY BY NST CHAPTER (TOOO t)
Year
NST
I 985 r-986 1_ 987 198 B 198 9 89/BB
(*)
89/8s
(8)
0
1
2
3
4
5
6
7
B
9
TOTAL
s250
3006
8567
18 95
L 0 r.69
15355
5187
2722
4753
r_38 84
70788
4487
2962
690 r_
L79L
B 153
L4207
4669
2298
4702
r_50 8 3
65253
4460
313 9
5702
1936
7933
L39L2
4881
L943
4949
L5221
54082
4648
2895
5602
L77 6
897r-
15703
5r.69
2L52
4947
L 6505
683 68
4439
2958
5432
2rL1,
91 99
1537 5
5344
2267
487]-
18733
70729
-4 .50t
+i2. 18t
-3.03*
r.B.86t
+12 .54E
-1t.09*
+.1. 39t
+5.34*
-1.54t13.50t
+i).45t
-r_5 " 45t
-l- " 60*
-36 " 59t
+11.40t
-9.54t+0.13t
+3. 03t
-]-6.72*+2.48*
+34. 93t
-0.089
Flg.4.2 Evolution of inward traffic - 1989/1988 - intra EUR 12
+4Vh
+3(P6
+Nh
+1fJf:h
1ryh
-1ooh
-wa
€o%BLUKIRL
E tonnes ffiltrm
NL DK GF! P EUR
94
4 . 2 . 2 . National Transport ActivityThe total nat.ional transport activity for 1989 in tonnes is 1.0tlower than that for the previous year" National transport activityincreased more in L, I and P while a surprising decrease is observedfor E. In the long term the trend is neqative except for I, L andUK.
Table 4.6 shows the national transport activity in tonnes by NSTchapter for all Member States. The percent.age changes between L989and 19BB refer to the EUR L2 level. with the exception of NSTchapters 5 (metal products) and 4 (iron ore, iron and steelwaste, .. . ) all the other NST chapters have decreased. The shares ofeach NST chapter in total have remained stabl-e for the years L989and l-988. Table 4.7 shows the evolution of national transportactivity by NST chapter (EUR 10 figures for 1985).
TAB],E 4.5 EVOLUTION OF NATIONAL RAIL TRANSPORT ACTIVITY(l_000r)
Year 1 985 198 6 1- 987 198 8 198 9 89/88 89/85
D
I
r
NL
IJ
L
UK
IRL
DK
GR
E
P
ET-1R L/
2 38 935
1,L4292
L722L
5529
34426
2539
]39322
337 9
2351,
12 05
55 9r- 99
228267
r04027
1_6695
527 4
29750
252r
137089
3L26
2398
r235
25028
4690
560r_00
2L997 6
100638
1B 618
517 B
3135 9
2567
l.43667
3 014
209L
918
2431,8
4 980
557324
222927
r02]-09
1-941..7
5223
30713
2621,
t4881,2
30L2
2231
118 B
23852
517 B
567289
224500
142346
2O6LB
5029
30812
2809
t42456
30 66
2206
t206
24933
5439
561420
+0 .7*
+0.2*
+6.2*
-3.7+
+0.3t
+7 .2*
-4.3*+1. Bt
-r..4t+1- .5t
-L2.2*+5.0t
0t-L
-6.0*
-r.0.5t+L9.7t
-9.0t-10.5t+10.6t
+2.2*
-9.3t-6.2*+0.1-t
95
+J
ooO3&f:]HA'
!EUHazxoIHH
HHUdF{xo0{azd&H
FlH
th
Fl{zoHE:{4z:stl
F]FtEI(Ft
r{.s co+J toool+) r{cfl
-. orx@eq@
fdpdpdPdpdpdo#dPr{<>d)@std\f-gtO(i)Ott\r"t\l.(f)Nst(D
C! rl G{ F{
doopoP.lcoP.loopdpdP<)F{OOoOlntr,N(notf-Nu)sfC{str('r
N r-{ ri r{
f@
(7)
dpro
(a
*ooF{
.19o<)r{
DD
trD
ctP dPrt) (D
() !{i
tt
op.PopdoclPdPoPt.l) r- (o (o r\o o (o
NO:IO(\lOlnrtr+++l
*qtI
door{
I
NdfrDH
IO(o @rl OI(r) lO('1 {tO Ol 0o Or(o ulr{ For $lr-r{N FO UIAO ota\ @tr) Fo @(\ rlor Fl(r) l\l-r{ro o(Y) Glrt (vlr-{ uld oor r\co olo FIN (ltsror{ roF an$ clr{ Fr- rt'{ @co {tJ.) ullJ) r{st'NN dF.l tOto an.lf lOto (lt@ Fl\ Flr-l OIN rOrrt
t.{ r-l
90(r(DItNr{ l-to \ouln
H
6
va
dH
E
d
m
rtz
El
a
Ol
H
df- No\ (n(\t r{(V) Fsf Ito Fco @<r oc., tocorOu) r{C.,1 an.{ |tlr{ tOO Fr'{ ItlcO r{Ol {tO N.-{tOr- OlOl (llO r-l n(') r'l Olr{ GlN t{r-{ (|,r-
NC!
ttN NOr Ol"{ a4.rr. t\@ tf l- @o FN (vltO tO<rtlor Fco Flo 6l(') o(> orsf or.. r{@ dlN raloFO ttrO dri O() @(7) U)(Y) (Itr\O ntr) Ul t') r{toFIN OIN OIN (n(Y) C{C\ ('l(Y) t{r-t $ltr)
oo r{r- rtd to(n oo toc{ ('liil l-o r{r-l (Dt0rno toul) ('I(n d(O r{N {(Y) t\co('l C\ Gl sr 6l ,{ r{ F{
Fd) Fo) FO Fr{ r{\O FCO Fst FO tOsf (Dl--n|') too ro(o ('l .(' rtsl. r-l r{rl (0o) oo lnoF{ r{ tO f'- c{ F{ Fl r-l Fl r{ C{ N lO tO
olo oFl oo olN oco rt(') {o lo'o or, Fl@rt]r) F{-{ @l\ Orl rir{ Ol'-l O(f, {r-t l\F'F{r{ C{N ulrrt @O OIN C{N l\F-
rt sf u) co !t (f) 1O t\ Ot c! tt r.o or t-- (\l N ol @ r{ f)OlIo Oco d(') GIlr) Otn (hsl Otr) OI(r) (vlsrr (t<'Ot(fr qrc,- Fr- mF OCo Oco Frn Fl .{ lO€ (DF{
{f- O() dr{ t\t" ItltO t{r{ .{r{ (hOFt- r{r{ r{d GIC{ F.t
Olsr ON OcO $lrO rt'o (n|J) na(f, Glor O FOr!t$ FIF{ OIN OtO C{r, dc! dl.{ ('lsl qt<'
.{r{ (\O Olc{dr{ r{Fl
otu) FF{ tou) orl\ FFt ot$ ol@ Ito 0o\o rc\.ou'l() OI() tlc{ @'if UIO @(o {r-l (Yl@ Inlo (QO('lr\o (\lC{ r{N a4.iI !tc) Slsrr @F d'-{ ('l<r rOsr
@O OO qrco dr{F{ r{
rtr{ ro(\t 6N @r-{ mF ro\o ots! (0(o aQol FtJ.f-r- qtU^, @r- Ot(n 6lr{ msf u)O r{(D Olst (!{Or('l(7) r{i-{ u)a- rl|') r{N olo} (t|o
r{ .{ r{ r{
roo oot F@ atl'-{ FN ln(o mc- ol@ roor rocodF.l Ol<t rOlr) O(D @(r) CI(Y) t\(o lOco {st ntr\ool N 6l (f) ol (\r to .{. i\ o) t\ F.l ol or arl (f) 3\ l- to olr{ '.{ r{ '.{ r{ r'l fO (o F{ d rO sf
df- lO\O @co F(') Olco Fl (o lOot @€ r{sn F(\OrN (h(r, ||'t(Y) dl(D @tO u)C.l r{O rtO FO ('lN!oo GlIo ()tr) (lrr{ roo Ft{ otco ttr- to\o orNolo oo otco o('r FF clo t!o) rt<, FF- (>F{
Fl d F{ r{ Fl G{ F{ r{ rl
Ol\t rtr{ tOlo C{tO Fs OO (n(' OO Ol|r) (DorFt- tgC.. ON rt(D q'@ tO@ OtOr FIN lnOr ()Olr{|') Nsf r{(o O() tOr.g C{r- !lN For tO1.O r{l\r)tr) $lc{ or\o roF dr-.1 {N d"{ roro r{F-l (Dr-
fo(o r{r-l ('l(f, rtstr OIN dF{ r{Fl
ot coGt r-It F{ltl !O
(vl c{Gl tr,ot coo(')otNro@oco6t F{Fl F{
ro r.'o(t$tN(\N
ro c{r.o rloo(n(f,
lo (\l!O F{rt@ot@rt -fF{ .-{
(h r{oc{6\OolN
c{ cr,t{ r{@f-oo('l (r)
ot (?)ol c\lONu) r,
@ r'.Fa !'lto <.Ool6t f{
ro o\rtoavl FlNN(>oc{d
Or-ON!o orrtNc{NNN
Eah tt@ orco oto or(D ctco ot@ otco olco or@ ('tco
tr cD OCO OCO @(lt O@ OCO 6@ OCO O@ (DCO '|coD(()
o ('|oGI !t ltl ro t-+{ GIiHoH
96
TABLE 4.7 EVOLUTION OF NATIONAL RAIL TRANSPORT ACTIVITY BYNST CHAPTER (1OOO t)
year 1 985 198 5 L987 1_988 L989 89/BB 89/Bs
NST
0
1
2
3
4
5
6
8
Y
TOTAL
EUR 10
218L'7
1611- 9
1,7 4438
42703
67 92L
78476
66490
1?081
24460
49692
55 9t_ 97
EUR 12
2501,6
17 431
L67 440
447 9L
6 63 81-
73985
72935
1,669r
25408
52203
562281
EUR 12
22548
L756L
r67396
42553
66336
7325L
72757
16565
2530 9
53043
55731_ 9
EUR 12
21626
L7304
L64483
4LL-19
67L56
Br-908
7 BB26
r.50 91-
25239
54477
561289
EUR 12
2 0115
16878
1,63352
39396
6'7584
84072
78789
I4245
25LL7
5L872
561420
-7.0t-2.5*
-0.7t-4.38
+0.6t
+2.6*
+0.0t
-s. 6t
-0 .5r
-4. Bt
0t-1_
-7 .8*
+4.7*
-6 .4*
-7 .7*
-0. s*
+7.1t
+18.5*
-16.6*
+2.7*
+4 .4*
4*+0
97
Lvity with Third Countries-
'Iable 4.8 shows the EUR L2 ra:LI transport activ:Lty in tonnes with'third countries. Totals .lre given for all other countries and forEFTA countries. There is ia remarkable increase in outward treinsporL,9t for all third countries and B.8t for EFTA countries. Inwardtransport shows a sma1l decrease for aI1 third countries and forEFTA countries.
TABLE 4.8 TRANSPORT I\,CTIVI:TY WITH THIRD COUNTTT.IES (]-OOO L)
from EUR L2 to I from to EUR 12
r_989
L222228
24862262242682
7L
4094653
1_ 187650L27285
15
2692L
r7220
1 988
140L997
25757960822s99
120
36025859037 1,71_09318
4
24672+9. 1t
r_s 82 3+8.8t
Nq
SFCHA
YUTRSU
DDRPLCSHR
BGof.hers
TOTALr (89/BB)
IiFTAr (89/BB)
r- 98 S)
q(
252t|2al
460Its6692425'
00
994t!91S)
4837T2]-11
3s62Aia
tI
32825'
1-2880
19BB
542'17 L
3B434858352202
00
r0245908
4'7 06130r_
413228I7
33066-0.7t
1304 6-r_.3t
98
4.3. Use of Conmunity Rail Network in Mio tkm
Table 4.9 shows the picture of the use of the Community rail networkin tkm for the years 1989 and 1988.
For each Member State a subdivision is made for National,International and Transit transport in Mio tknn. A distinction ismade between inward or outward transport as wel-l as if Member ornon-Member States are invoJved. The total use can be broken down asfollows (Mio tkm) :
National fnternational Transit Total
198 9
198 B
10840363r
L1,I4436st
r_ 02106t
93425*
r_ 7198 91_00t
1,'7]-5291 00t
5337 631t
507 4430t
If we combine the figures which referthe Member States only, the use ofbecomes (Mio tkm) :
to the transport activity ofthe Community rail network
INTRA-EUR 12
National lnternational-
198 ?
198 B
198 9
149299
t_11_443
108403
3247r
347 86
367 28
Transit
4284
4549
4244
Total
1,46054
1507?B
r49315
Compared withtkm due mainlytkm.
1988, figures into the decrease
1989 show a slight decrease in Mioof national transport activity in Mio
Table 4.10 gives for 1989 andtransport act.ivity in Mio tkmfigure for 1989 (4L256, shows(39020) .
19BB the international intra-EUR L2including transit. The totaL EUR L2
an increase of 5.7* cornpared to 19BB
99
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If we compare the tkm in each Member State with the lenEth of itscwn network (as it is recorded in the Report "International RailwayStatistics for 1-989" of the International Union of Railways), wereceive the fndex "average yearly number of Lonne$ supported by the:network" or in other words a measure of the average intensity of theuse of the network. Table 4 . 1.1- gives these indj.ces for the years1989 and L988. L, B and D show the highest in<j.ices. The generalindex for EUR L2 for 1-989 shows a small- increase as compared to1988.
TABLE A.LL AVERAGE UST' OF EUR 12 RAIL NETWORK
Lengthof
.|tretwork
( 1 9B B-km)
27284345 6316015
282B3554
27216599
L944247 6247 9
125503608
1,24L72
Rolling St,ock
Data on the number of wagons and total capacity fcrr the transport of<;oods are assembled for aLIl Member S;ates for 19136, L987, l-9BB and:t989. A dist.inction is made between national company-owned. andPrivately-owned cars. Thra data come from the statistics of the.tnternational Union of Railways. AII national companies except GRand P have diminished their capragigi.r expressed j-n tonnes, some ofthem quite significantry (NL, uK, B, D) . on commun.ity lever there isil 3.3t decrease in capacity of national companies; while there i:s asmall increase to the capracity of private compan:Les. In NL howerverthere is a significant decrease in t.he capacity of'private companies.ls welr (7.5*) . L shows the highest increase i:n the capacity ofprivate companies.
Indexof
USe
]I9BB
TotaITransport(Mio tkm)
Lengthrof
Networ:k
( 1- 98 9-km)
TotalTransport(Mio tkm)
:2.L4:1.46t.11:1.132.1-62.351-.110.280. 614.23tl. 84c .44
| <x
DFItlYrt!
BLUKIRLDKGREP
EUR 1
60 6L45146818560
3r.07804 9
704r_ 7 050
5561-4 38
62r8264155 I
17L989
2741t53432t21 6030
2B2t B
351.32''t2
16588L91t4231t424''t9
L256530 64
L229St4
t4.241 q.n
n..161.1,012.292..59n.030.290. 6L0.250. 660.51
li .40
5 85 r.850574r7733
3L977 694
638L8444
545LJZ L578
10513r57 4
L71529
ta2
n11
zz)r{
a
x3i)ll{J1
33cz,azc4B
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I
dP dP1:(noI
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oool
Hr{o.ae,c
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(v) '{
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c{osf CO(O sl$orl- t-(0 <)co t\r{
tn F{<)Nr- r-NC{o(otr)FI
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HdoxaFE eH
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FIctod+Jo(!rr>+J fl6tlc0c{r{frD!{
103
4 .5 . Railway Tariff Evolult,ion
Tariff indices are computed by five railway companies (Dr E, 7, NLand B) based on a baskeL tariff for the most significant type ofgoods. These indices are calculated for the tranr;port relationshi-psamong those Member States. Table 4.L3 shows the change of theindices for the fourth quarter: of 1989 compared to the respect.ivequarter of 88. The higher increases are those for the relations I toD and from NL to I.
TABLE 4.1_3 TARTFF TNDICES - VARTATTON Q489 / t)488
tofrom
D T I NN, P
D
F
I
NL
B
8988
89-88
8988
89-88
898B
89-88
8988
89-88
8988
89-88
1_36.60134.19
2 .41,
133.8r-L2B.s2
5.29
11-9.31r_1_8.36
0.9s
L26.90L24.58
2.32
L32.27130.8r_
L .46
1,26 .67L24 " 4L
2.26
L511_48
3
944B46
1_34. B3L4B .67-13.84
181-.5r.1,79.24
2.27
t47t42
q
1_70r66
4
532330
0L00UJ-
LL'7 .22L1,1 .22
t)
r_40.11L3'7 .41-
:2.70
L40 .46140.07
0.39
r28.921.28 .45
0 .47
1,52.37149.68
2 .69
145.651_45.65
0
t04
CITAPTER 5
COMBINED TRN{SPORT
5.1. Sources
Data on rail container transport have been established with theassistance of Intercontainer (Soci6t6 Internationale pour Ietransport par transconLainers), an enterprise owned by 25 Europeanrailway companies for the international carriage of containers.These data cover container movements by rail in Europe, i.e. an areawider than EUR 12.
Dat.a on piggyback transport (combined rail/road) come from UIRR(Union fnter-nitionale des Soci6t6s de Transport Combin6 Rail/Route).
5.2. Rail Container TransPort,
In 1989 Intercontainer forwarded 1"120929 TEU which corresponded to a15.1t growth over the previous year. With this upward trend for1989, the annual container traffic broke the one million barrier forthe first t.ime since the company was founded. Loaded movements wentup by L3.9* and empty runs by l-B.9t. The proportion,of loaded toempty movements remained stable in the ratio of 75.2 z 24.8.
The total gross weight of loaded containers shipped byIntercontainer in 1989 was 1,2.03 million tonnes, a figure l-3.68higher than 1988. With an average length of haul of 934 km/TEU,loaded movemenLs rose to ]-0.62 bil-]ion tkm (+14.4t) -
TABLE 5.1 EVOLUTION(in TEU)
x OF TOTAL CONTAINER TRAFFIC BY RAIL
Year Traffic Increase /Decrease Growth
LgB41 985198 6I9871988198 9
8241 50904803BB7OB3924'7 9B97 40661,20929
+64000+80000-r1'720+3?7 15+49268
+146863
+8.40t+9.71-t-1.96t+4.25*+5.33t
+15.08t
* TEU Twenty feet equivalent unit
105
rABLE 5'2 SYtlNTItltI]''636"to3tH#ilf,1
rRANsPoRr AcrrvrrY
Year Transport activjlty fncrease/Decrease Growth
19841 98sr_9861 9871_988198 9
662.97 49.L755. 6794.3867 .2
1_000.8
+56.2+86.2+6.5
+38.7+12 .9
+133.6
+9.30t+13.00t+0.87t+5.128+9.18t
+15 . 41_t
TABLE 5.3 CONTAINER I]RAFFIC BROKEN DOWN BY PIARKET SECTOR(TEU and t)
Maritimetraffic
Continentaltraffic
UK+Ireland
USSR
Year TEU t TEU t TEU tj TEU t
198 4
r_ 985
198 6
198 7
198 8
r.98 9
478500
5r_3000
492000
4 95750
493950
61,1050
s8.0
56.7
55.5
s3. 6
50.7
54 .5
,r930 0 0
330000
33 97s0
3 B 02s0
1t29250
4 6338 9
35. s
36.s
38.3
4L .1-
44.r
41.3
32000
3750 0
33500
31250
35550
31677
3.9
4.2
3.8
3.4
3.6
2.8
22000
24000
22000
1_7500
1_5300
14 81_ 3
2.''l
2.6
2.11
r_.9
r.(;
l_.:l
Intercontainer I s two largJest markets are maritime traf fic (to andfrom seaports) and continental traffic (between two Europeanr:entres) . Through traffic with Great Britain iand Trans-Siberianltraf fic constitute more marginal. sectors.
Mariti-me traf,fic.[ntercontainer I s main growth market in 198 9 'was the maritime1:raffic. With a total of 611-050 TEU traffic increased by 23.7* over1:he previous year, followeld by a market share incr€rase.
(:ontinental trafficj$, total of 463389 TEU were forwarded in 1989 (+8t compared to l-988),:335396 of which were loaded movements (+7.9t) and I27993 emptymovements (+8t) . Loaded tnrcv€ln€Dts at 72.4* remain at the same levelwith l-988. These figures also include PooI trafficn which amounts to:37514 TEU (+2.6*l .
106
fJ]i
4-{
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t'lzH
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h
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tI
o2
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|
FF$i;t;F$i5$lg$-:Giai' l;;rH$FE$=*$;E*FFfiEillRI
* l l I r l E n lc F i g fr rH H $l : l' -
:g fl lfi n l: r iF t li i ls H $ i fi $lid dd d | +Fo da tFtJ
dN*do*a{o oo oo*oo oo oo do oo d6*oo 96*!19*Q{|fE"x'"6'-- - S- - ER! HIg:R|HEU+ | T "I --i l'--i
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oo oo nr*F6*NN*
EENr=\EF$
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I
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gnHgFtlg$gF$" Ifig=-$'- eFithFss$'- HF$gEi*$$d +dd oN--..Ji d I t
'i't +d ; HF+F=+fi
l;g$;frig3;'=$Hfr$li$'-$" sE:;5il9P$'- gEIEETSS$
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-J - Ca
E;iig$A3iAH$EEi"$;si'- ixqnR$f;gi'=$;g$gg$EHl
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:*$9E:;siF*IFEi'H;
*ninRfir*iPI$fiS$'o 3o
orsoo aof n6*!t6*3et HEiS;iEHr:R$F5$iF$fiH$*F$'o :o oo
aaaQ$sasaQ6AAQq- - $ - - $ . - $ - - -d - - { . - { . r i o - { g e { g :s R e !e I . - Q n e R e e Q g - {E H ;i ; ; ;i E ; -- 6 6 -- ; ; ; - 6 q\ - 6 .- d 6 .- - - oi - 6 <^\ o o q- - - or- o @ q\ c - g' - - o
6soqiei6aqioaasaaq
EaE
5
EIIExBE.a6IHIo
107
Others
I'hrough traffic with Great Britilin feII by 10.9t to 3L677 TEll. Thisc:an be ascribedr dccordi-ng to InterconLainer, to the depressedBritish economy and to operati.ng dif ficulties wi.th ferry transithretween the British Tsles and the Continent. Trans;-Siberian traf f icalso decreased slightly b:f 3.2*. However the ef fe,,cts of this trendare minimal since Trans-Siberian traffic only accounts for 1.3t oft.he total Intercontainer traffic. The company inte:rrds to explore aIIprossible ways for developing this market. In tablle 5.4. the totalamount of 1.L20929 TEU for 1989 and the total- amount of 974066 :tEUf:or 1988 are divided overr EUR L2 and third counl[ries with grorvthrates in t.
I.3. Road/rail PigqF ranspgrt
Piggyback (combined rail/::oad traf f ic) is the trernsport of l-orr:Lesor their loading unit.s (Swap-'bodies or semi-tr:ailers) by ra:LI.
Ln combined rail/road traffic we distinguish the tr:ansport of :
1. Swap bodies with vertical loading2. Semi-trailers wit.h vertical and horizontal loading3. l{hole road trains with horizontal loading, accompanied by
drivers in sleeping cars (rolling motorway)
llable 5.5. shows the evoi-ution of the above tecLrniques during l-he!/ears l-984-l-989. During 1989 tl:e transport of sllap bodies covered64t of the piggyback transport in Europe. The second most frequentt.echnique, especially in international traffic is the transport ofsiemi-trailers in the special pocket wagons (20t) . The relat-Lvectecline in the number of semi-trailers carried became even moreapparent in L989 with the departure of t.he Swedes, who realised upt.o 80* of their transport by this means. While the use of slitaptrodies is growing in al-1 countries, the "roIl.ing motorway" isi.ncreasingly used above all for trans-alpine traffic.
TABLE 5.5 PROPORTION OF PIGGYBACK SYSTEMS AS E'ERCENTAGEOF TOTAL TRAFFIC
Year Semi-trailers Swap Bodies FloIIing Motorway
L 984r.9851_986r_ 987r.988198 9
292627272120
61,63625I6064
r_01111T2131,6
108
TABLE 5.6 NUPIBER OF DISPATCHES IN INTERNATIONAL PIGGYBACKTRANSPORT BY COUNTRY AND COMPANY OF DISPATCH
Country Dispatches Growthrate
Company 1_984 1 985 1-986 l_ 987 198 B r.98 9 89/BB
D Kombiverkehr 77 600 87500 106000 1r_6700 L43200 162800 +13.69t
F Novatrans 350 4s 39803 43482 52800 55900 s7 600 +L.23*
I CematTL123 r" r.9B 9 150B9 20r.00 2s900 30700 +18.53t
NI Trailstar 4887 5588 6t87 650 0 71_00 9?00 +36 .62*
B T.R.W.13 81_ 0 151_ 61 L]T93 r.75 0 0 24904 3r_800 +27 .7IZ
DT Kombi-Dan L024 250 0 4700 6300 +34.04t
Third countries
A Oekombi LL244 ]-6623 23033 29]-00 40800 ss000 +34. B0t
ct Hupac 30783 36901 396s0 42L00 5r-700 6810 0 +3l..72*
S S-Combi 27 00 L200 r-800
Total r85092 21,3571, 254358 288s00 357000 422000 +1-8.21t
The rapid increase in international traffic continued undiminishedin 1980. International traffic for all the UIRR companies hasdoubled during the last five years.
Table 5.7. shows the national traffic figures. While nationaltraffic continues to grow in the alpine countries of Switzerland andAustria as well as i; Italy, the large volumes of national trafficin Germany and France remain static. The figures show a drop overthe previous year caused by the fact that S-Combi left the UIRR.
109
TABLE 5.7 NATTONAL T]RAFFIC CONSIGNMENT
Company CONSIGNME]IITS 88 CONSIGNI4ENTS B9 L989/1988
Kombiverkehr
Novatrans
S-Combi
Cemat
Oekombi
Hupac
Kombi-Dan
T.R.W.
33650rC
t_5010 tl
7980t)
52901)
2L601)
1_0700
2201)
201)
328200
1_52000
s9s00
24600
12000
150 0
200
-2
+1
47*
27*
+I2.48*
+L3.I9*
+1,2.t5*
-31,.82*
0.00t
TotaI 6s4000 578000 -Lr .62+
Table 5.8. shows the dist.ribution of the national. and internationaltransport activity for the years 1984-L989 in t.housand mio tkm.Because of the longer distances (850km) and higher: weights involv.ed,'Ehe volume of international piggyback transport iln tkm in 1989 wasalready 50t higher than the total of all national Lransport,,although the latter const j-tutes 5Bt of aII UIRR shi-pments.
TABLE 5.8 TOTAL TRANSPORT ACTIVITY IN THOUSAN]D MIO TKM
Year International. National TotaI
1 9841 985198 61 987198I198 9
4.65.25.86.67.89.3
5.65.86.76.87.66.2
10.2L1.01,2.5L3 .4r.5.415.5
ll0
REPORTS OF UIRR COMPANIES
This year the UIRR celebrates it.s 2Oth anniversary. The combinedtransport companies which founded the UfRR twenty years ago laid thefoundation, with the railways, for the development of combinedtransport in Europe. The UIRR expects the real breakthrough forcombined transport in Europe to take place in the 90 | s. In recentyears the UIRR has worked successfully to improve the serviceoffered by combined transport. This form of transport became a realalternat.ive to pure road transport in most Western Europeancountries. As a result of growing European integration,int.e:national shipments now represent over 50t of all combinedtransport activity (in tkm). The international market has becomemore important than national markets.
FEDERAI REPT'BLIC OF GERIdAIIY
Kombiverkehr is faced with new tasks aS a result of Germanunification. Piggyback transport gets underway in the autumn of 1990in the former GDR. fn 1989 the increase in capacity could no longerkeep pace with the rising interest in combined transport. Shortagesof -wagons, waiting Iists and train delays were the result. Thecompany responded by ordering new wagons and is in the process ofsetting up a centralised control system for aII combined Lransportwagons.
E'RANCE
Novatrans saw a continuation of growth in international traffic ini.989. Falling prices in the road haulage market put a brake on thegrowth of dohestic traffic. Involvement in the tank conLainer andlhemicals sector began to bear fruit and resulted in an 11t share ofthe total traffic.
ITALY
Cemat again achieved high growth in l-989. Customer interest incombined transport was increased through the opening of new
terminals in eo-logrna and Prato as well as in Desio in cooperationwith Hupac.
TSE NETEERIANDS
Trailstar at.tracted considerable new traffic following the openingof the piggyback terminal in Ede the previous year. The search for a
location fo; a further terminal in North Brabant, in the south-eastof the Netherlands, is already underway.
BELGII'Ilt
T.R.W. which celebrates its 25th birthday in 1990, has developed sowell in recent years that mere extensions of terminals are no longersuf ficient. pla-nning for a further terminal in the Antl^Ierp regionhas already started.
lll
DENIIARK
Kombi-Dan was also again a,ble to demonstrate excellLent growth duringits fourth year of businerss in 198 9 . Great emphersis is placed onservice : the first implr:mentat.ion stage of the new computerisedsystem, which is intended to make access to piggyback transport asunbureaucratic as possible,, al-Iows orders to be praid automaticallyby direct debit.
STTITZERIAIID
Hupac was able to increase its traffic by over 20* in 1989. This raiasachieved by putting into use the terminal of Desio which relievedthe heavily loaded terminal at Elusto Arsizio to the north of Milan.Hupac has introduced strategic measures so as tcl make the SwissGovernment's plans for a rail co::ridor effective.
AUSTRIA
OeKombi consistently introduced block trains on marjor national andinternational routes. Thesre imp:rovements led to s.izeable increasesin unaccompanied traffic. There were also high growth rates on the"rolIing motorway", enabling OeK'cmbi to achieve itsi biggest increasei:n traffic since i-t was set up.
STIEDEN
Swe-Kombi was founded in l-989 on the initiative of Swedish roadhauliers. Swedish railways, SJ, has a l-Ot stake j-n Ehe company. Thismeant the end of the direr:t marketing of piggybacll transport whichhad been introduced in l-9813 with takeover of the pr:edecessor companyS-Kombi by SJ. Swe-Kombi began operating in Ma:rch l-990 and isinitially going to develop connections with Denmark and Germany.
5.{. Otber Relevant Studiesr
A study on the combined t:ranspo:rt. between the Nor,ciic countries andtlre Continent was awarded by the Commission rcf the EuropeanCommunities in December l-988. The analysis was conducted by COWIconsult in partnership with a steering committee representing theScandinavian Link Consortium and the managemenLs of the fournational railway authoritir:s. In 1989, the railways transported viacombined transport 2 million tonnes of goods between the Nordiccountries and the Continent. In L995 the corresponding volume isforeseen to be 5 million tonnes, which will be spread as follows :
FranceGermanyItaIyAustriaSwitzerlandSpainBenelux
4860002139000r_270000
268000466000293000298000
tonnestonnestonnestonnestonnestonnestonnes
tt2
The study is subdivided in three parts :
1. Combined traffic todaY2. Analyses of alternative combined transport systems3. Economic appraisal of the combined transport system
proposal by the Scandinavian Link Consortium.
In the summary report of the analysis of the combined transportsystems three- phases are presented. Phase I provides for theeitabtishing of block trains in Denmark for goods from all Nordiccountries C: the Continent. The establishing of block trains inDenmark will take place on two turn-tables. One located in Jutland(Taulov) and the other to be built in Copenhagen (Hoje Taastrup).Danish State Railways (DSB) is planning the turn-table in CopenhagenaS a part of the new terminal for combined goods. In phase II a
turn-t-able wiII be established in the southern part of Sweden.Finally phase III wilI investigate the need to establish a turn-table in- the northern part of Germany in order to facilitate thetransport of goods to and from Finland.
The internal transport committee of the United Nations EconomicCommission for europe (ECE) has adopted a European agreement on themain Iines of international combined transport and connectedinstallations. The agreement creates a legal framework forinternational combined transport services, in particular road/railtransport. The agreement gives all the major European . railway linesused tor internalional combined transport, it identifies terminals,the frontier cross points and ferry connections. It establishes theinternationally recognised infrastructure norms and fixes theefficiency paiameterJ internationally recognised for trains andinstallations.
In the summer of LgBB the Commission of the European Communitiesawarded a study on the prospects for international combinedtransport (ICT). The objective of the study was to draw up a
develbpment plan for combined transport up to the year 2000 ' The
results of the study were present.ed to the public at the EuromodalExhibition in Brussels at the beginning of 1990. The study ryas th9con5ined product of research Carried out by t.he Community ofEuropean niitways, the UIRR, Intercontainer and the consultant A.T.Xearney. according to the study, it is considered possible that thevolume of ICT coutO be trebled by the year 2005 if a series ofconditions are met.
ll3
souRcEsR.oad* tonnaqeg
SOEC (tuxembourg) Directive 78/546Cornrunity Quota Statistics
* infrastructure and transport supplyUnited NationsECMT
IRF* cost gurvev
Centro Studi sui Sistemi rCi Trasporto* price survey
D : BAG (Bundesanstalt ftir den Gijterfernverkehr)F : Observatoire Economigue et St.atistique des TransportsI : ISTEVNL : NIWOB/L : Institut du Transpo.rt RoutierGR : MetrixE : Consultrans
* opinion surveyD : Sample Inst,itut - MollnF : Observatoire Economique et SlLatistique des Transport.a - ParisI: fSTEV-RomaNL : Sticht.ing NEA - Rijs,wijkB & L : Institut du Transport Routier - BruxellesUK : Halcrow Fox & Associiates ,/ Accent Marketing & Research - BristolfRL : The Economic and Sorcial Research Institute - Dubl..inDK : Danmarks Statistik - KobenhavnGR : National Statistical Service of Greece - AthinaiE:Consultrans-Madrid
Ilnland lfaterrayr* tonnages
SOEC (Luxernbourg) Directi,ve 80/1:t19CCR (Corsnission Centrale pour la Navigation du Rhin)
* market situationNL : Stichting NEA - RijsrrijkD : Bundesverband der Deullschen BinnenschiffahrtF : ONN (Office National rle 1a Navigation)B : ITB (Inst.it,ut pour Ie Transport par Batellerie)
* opinion survevRhine : cCR (Commission centrare pour la Navigation du Rhin)North/South : NL : St:ichting NEA - Rijswijk
B : ITB (fnstitut pour le Transport p,ar Batellerie)
Railraya* tonnages
SOEC (Luxembourg) Directirire 80/L'.t77* network and carrying capacitv
International Union of Ra:llways* tariff indices
D : DB (Deutsche Bundesbahn)F : SNCF (Soci6t6 Nat.iona.Le des Chemins de fer Franqais)NL : NS (Nederlandsche Spoorwegen)B : NMBS - SNCB (Soci6t6 l{ationalle des Chemins de fer Belges)
Conbined faaacport* container traffic
Intercontainer - BaseLr piqqy-back
UIRR - Bruxelles
n4
European Communities - Commission
Annual report - 1989
Luxembourg: Office for Official Publications of the European Communities
1992 - 114 p - 21.0 X 29.7 cm
EN
tsBN 92-826-0468-3
Price (excluding VAT) in Luxembourg ECU 9.00
The Annual Report of the European Commission's Observation of the TransportMarkets System, published under the umbrella title of "EUROPA TRANSPORT"contains a comprehensive review of recent developments in the international intra-Community goods transport market. The presentation of the publication is by mode oftransport and there are individual chapters on the three modes which are covered bythe system, i.e. road, rail and inland waterways. There is also a general market appraisalof international transport developments.
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