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Weastflows project - Action 1 - Deliverable 2 - September 2014
ANALYTICAL ATLASFreight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges
CONTENT
Executive summary....................................................................................................p.5
Part 1: geographical analysis of North-Western Europe.....p.7
About geographical analysis....................................................................................................p.8
1.1 European territorial organisation ...............................................................................p.101.2 Maritime organisation.....................................................................................................p.121.3 Organisation of transport infrastructure networks..................................................p.18
Part 2: focus on each of the eleven remarkable areas in North-Western Europe.............................................................................................p.25
About quantitative and qualitative analysis.........................................................................p.26
2.1 Ireland..................................................................................................................................p.302.2 Shannon-Limerick Gateway..........................................................................................p.322.3 Scotland...............................................................................................................................p.342.4 Liverpool and the west coast........................................................................................p.362.5 Greater London and central England.........................................................................p.382.6 Southern England.............................................................................................................p.402.7 Southern Netherlands......................................................................................................p.422.8 Benelux and Eastern France........................................................................................p.442.9 Western Germany............................................................................................................p.462.10 Northern France................................................................................................................p.482.11 Seine Gateway®................................................................................................................p.50
Part 3: analysis of interactions.......................................................................p.53
About the analysis of interactions..........................................................................................p.54
3.1 General analysis of interactions broken down by geozone..................................p.563.2 Key interactions between geozones.............................................................................p.583.3 Modal analysis of interactions........................................................................................p.603.4 Dominant interactions by individual geozones..........................................................p.623.5 Transnational dominant interactions.............................................................................p.64
ConclusionRolling out new European dynamics........................................................p.68
Map index.............................................................................................................................p.71
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 20144
North-Western.Europe
Köln
Paris
London
Brussel
Birmingham
Dortmund
LeedsDublin
Glasgow
Nürnberg
Den Haag
Stuttgart
Frankfurt am Main
Gent
Lille
Dijon
Reims
Liège
Kassel
AngersNantes
Rennes
Münster
Belfast
Bristol
Salford
Swansea
Augsburg
Mannheim
Le Havre
Plymouth
Aberdeen
Strasbourg
Sunderland
Canterbury
Portsmouth
Chelmsford
Saarbrücken
Wolverhampton
Newcastle upon Tyne
Freiburg im Breisgau
Metz
Caen
Cork
Rouen
Tours
Brest
Nancy
Amiens
Galway
Armagh
Dundee
Le MansOrléans
Mulhouse
Besançon
Limerick
Hereford
Lancaster
Cambridge
Carlisle
Edinburgh
Cardiff
Southampton
Sheffield
Dunkerque
Amsterdam
Antwerp Dusseldorf
Charleroi
Luxembourg
IRELAND
FRANCE
GERMANY
BELGIUM
NETERLANDS
UNITEDKINGDOM
LUXEMBOURG
DENMARK
NORWAY
SWEDEN
AUSTRIA
ITALY
UNITEDKINGDOM
SWITZERLAND
NORTH SEA
ATLANTICOCEAN
ENGLISH CHANNEL
ATLANTICOCEAN
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Data source powered by AURHBoudaries ©MBR and EuroGeographics,©ESRI Map data © OpenStreetMap contributors, ODbl ®AURH -2013/06$
North-Western Europe
Contextual information
Other Europeancountries
Cities
over 1 million inhabitants
between 45,038 and 145,000 inhabitantsbetween 145,001 and 450,000 inhabitantsbetween 450,001 and 1,000,000 inhabitants
Shetland, Scotland Shetland
ATLASMajor North-West Europeanfreight infrastructures
Weastflows project - Action 1 - Deliverable 1 - June 2013
GeoWeastflows platformNovember 2013 - The interactive cartography tool developed by the Henri Tudor Public Research Centre in Luxembourg and AURH can be accessed free of charge through a simple registration at: http://geo.weastflows.eu
The Atlas of North-Western Europe freight transport infrastructuresJune 2013 - 47 maps bringing together context maps, maps by transport mode and regional maps. It can be downloaded on www.aurh.fr and www.aurhinweastflows.com
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 5
Development of ports and freight flow management have a strong correlation with the infrastructure network and its capacity to propose a panel of multimodal services that decrease the environmental impact of goods transport. Knowing the characteristics, strengths and weaknesses, opportunities and threats of this network is thus crucial, as well as deep knowledge of the main inter-regional goods exchanges. This is the goal of the work carried out by AURH in this report with a quantitative, qualitative and cartographical analysis of the transport infrastructures and regional dynamics. This publication is a part of the European Weastflows project (INTERREG IV B for North-Western Europe). This four-year project (2011-2014) is aimed at improving North-Western Europe logistics and freight transport as well as identifying alternative solutions to mitigate congestion in the Northern Range ports and traditional North-South roads. The scope of the study includes seven European countries (cf. map). It does not include the southern part of France, the northern part of the Netherlands, the eastern part of Germany and because of this, a part of the Northern Range, including Hamburg.
This Analytical Atlas is the second stage of work AURH has carried out for Weastflows. It follows The Atlas of Major North-West European Freight Infrastructures published in June, 2013. This atlas listed an inventory of transport infrastructures, including all types of goods and modes, whether they already existed or were planned. This second opus goes even further and readers will be invited to comprehend stakes concerning transport of goods in North-Western Europe, taking into account the infrastructures and looking at this from a sustainable development point of view. It raises the question of the massification of exchanges, of modal changes as well as the environmental impact freight transport has.
This deliverable uses data from the Geographical Information System (GIS) designed by AURH. This GIS data base, drawn up with the assistance of all partners in this project, is today considered as a reference work. It is a free of charge source of information on North-Western Europe freight transport infrastructures. OpenStreetMap is the main reference document and has been laid out and enriched to comply with Weastflows’ requirements. This data can be consulted, after registration, on the GeoWeastflows interactive cartography platform developed by AURH and the Henri Tudor Public Research Centre, a Weastflows partner, based in Luxembourg at the following link: http://geo.weastflows.eu
For this deliverable, AURH designed a method that uses GIS spatial analysis tools applied to the infrastructure network, and including, in particular:• development of a grid analysis for a geographical study of the network which points out
its concentrations;• definition of indicators to highlight strengths and weaknesses;• cartography of goods exchanged between North-Western Europe regions for a preliminary
matching with infrastructures.
This document is organised in three parts, each preceded by a methodological introduction.
The first part proposes a geographical analysis of North-Western Europe. It focuses on regional characteristics: demography, land use, the port network and transport infrastructures.
The second part presents a quantitative and qualitative analysis on the network of infrastructures. It concerns eleven remarkable strategic regional areas for freight transport. These areas were defined, in a collusive manner, at the beginning of the project. The Atlas had already included a series of maps at this scale.
Lastly, the third part focuses on the analysis and qualification of the main goods exchanged between regions in North-Western Europe. These interactions were analysed using a theoretical goods flow matrix structure. This matrix structure was designed by the Scottish partner, SEStran in the framework of Action 4 of the project on the analysis of freight demand. AURH integrated the data into the GIS.
5
EXECUTIVE SUMMARY
Geographical analysis of North-Western Europe
Part 1
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 20148
About geographical analysis
This geographical analysis provides keys allowing readers to better understand territorial and maritime stakes of freight transport.It includes three parts: • demographic and industrial densities;• port organisation;• transport infrastructures using the grid analysis method.
Why use grid analysis?
The European Union statistical system is based on a territorial division shared by the entire European Union called NUTS (Nomenclature of Territorial Units for Statistics). This reference system has three stages of division from NUTS 1 to NUTS 3. It is based on administrative divisions of member States correlated to population weight. Because of this, there are large divergences from one country to another, in particular in terms of area, which generates disequilibrium when comparing two zones between themselves.
How does it work?
Knowing this, AURH has designed a specific grid variation that divides the North-West European area into 1,290 squares of 800 km2 each. This division is more precise than the NUTS reference system which divides the same area into 485 NUTS 3, with an average area of 1,650 km2. The size chosen corresponds to the area of the smallest German administration division, which is equivalent to districts or city districts. Each square then brings information stemming from crossing it with network infrastructures.
The grid analysis method was developed for roads, railways and inland waterways as well as for nodal elements such as ports, railway terminals and airports:• the infrastructure density was measured for networks by including each square in the
total length of the network ;• for nodal infrastructures (ports, railways terminal and airports), the density of infrastructures
was measure by the total number of nodes in each square.
By cross referencing this data, each square gives information indications on the accumulated lengths of intersected networks or the total number of nodal infrastrutures. In order to make the grid variation easier to read, a discretization of data into three classes was made, using the standard discretization method. Each class was qualified according to the following categorization: strong, average and weak for the infrastructure concentration level.
Some squares can belong to no class at all, and thus give “absence of data” information. This can mean two things:• either there are no infrastructures at all,• or there are no infrastructures adapted to mass freight transport.
Methodological interest of grid analysis
With grid analysis, you can:• exceed limitations of administrative divisions or traditional statistics,• supply a homogeneous data repository in which each area can be compared objectively
to the others,• cross reference data.
What grid analysis shows
Grid analysis methods, when applied to the analysis of transport infrastructures for each of the three modes inland waterways, and the associated nodal infrastructures (ports, railways terminal and airports) give a geographical analysis of freight transport infrastructures:• it highlights concentrated infrastructures,• it pre-identifies congested zones as well as sectors conducive to the development of
intermodality,• it highlights the continuities and discontinuities of the network.The grid analysis method focuses on territorial divergences by highlighting network densities.
Commentaires
9 Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014
From NUTS 3 divisionto grid division
Ventilation of the infrastructure network in the squares of the grid
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Data source ©CorineLandCover2006; ©Powered by AURH Boudaries ©MBR and EuroGeographics,©ESRI Map data © OpenStreetMap contributors, ODbl ®AURH -2013/06$
Areas with thehighest densities
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Warszawa
Budapest
Stockholm
Kobenhavn
Ljubljana
Amsterdam
Bratislava
Luxembourg
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201410
Demographic.dissymmetryIn 2013, the European Union had 505.7 million inhabitants of which 35% live in North-Western Europe (sources Eurostat). Germany, France and the United Kingdom come in first as the most heavily populated Member States with respectively 80, 65 and 63 million inhabitants.
North-Western Europe has the most cities with a dense population: 216 inhabitants per square kilometre as compared with 117 inhabitants per square kilometre for the European Union as a whole.
Population breakdown has strong spacial divergences which seem like a fracture line dividing Europe into two distinct parts: •. in the East, the highest densities are found in five cities with over a
million inhabitants in the scope of our study: London, Birmingham, Paris, Brussels and Cologne;
•. in the West, countries with the lowest population densities include Spain, Portugal, as well as the Western sides of Ireland and France.
European territorial organisation
Ligne de fracture
Densité de population
Ville entre 450 000 et 1 million d'habitants
Ville de plus de 1 million d'habitants
en nombre d’habitants par km²
Capitale européenne
21 1005 0001 500500250150
Capitales et villes européennes Dissymétrie
densités les plus faibles densités les plus fortes502
Europe du Nord-Ouest
Éléments de contexte
Dividing line
Population density
City between 450,000 and 1 million inhabitants
City over 1 million of inhabitants
number of inhabitants per square kilometre
Capital city
21 1005 0001 500500250150
European capitals and main cities Dissymmetry
lowest density highest density502
North-West Europe
Perimeter
1.1
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Paris
Madrid
Berlin
LondonBrussels
Wien
Oslo
Praha
Zagreb
Dublin
Sarajevo
Warszawa
Budapest
Stockholm
Kobenhavn
Ljubljana
Amsterdam
Bratislava
Luxembourg
0 100 20050Km
Data source ©CorineLandCover2006; ©Powered by AURH Boudaries ©MBR and EuroGeographics,©ESRI Map data © OpenStreetMap contributors, ODbl ®AURH -2013/06$
Areas with thehighest densities
Areas with the lowest densities
Densité industriellesurface en m² / 1 000m² dédiée à l’industrie
17543201275
Volume total de marchandises chargées et déchargées
Dissymétrie
densités les plus faibles densités les plus fortes20
Europe du Nord-Ouest NUTS 2 maritimes
203 000
!(!(!(!(
en milliers de tonnes, par NUTS 2
Éléments de contexte
Ligne de fracture
Industrial densityarea in m² dedicated to industry
17543201275
Total volume of goods loaded and unloaded
Dissymmetry
lowest density highest density20
North-Western Europe!(!(!(!(
in thousands of tonnes per NUTS 2 area
Perimeter
Dividing line
Coastal NUTS 2area
100 000 60 000 20 000 11 000
203,000 100,000 60,000 20,000 11,000
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 11
Industrial.dissymmetryIndustrial density measures the space dedicated to industrial infrastructures in square metres in a 1,000 square metre area. This ratio allows us to visualise the area’s largest industrial basins.
The average North-Western Europe industrial density is 101 m2 per 1,000 m2. North-Western Europe’s largest industrial infrastructure densities are thus concentrated in the German Ruhr River Basin, the Parisian Basin in France and in the Manchester-Liverpool industrial basin in the United Kingdom.
Like the population, industry is not spread smoothly throughout the territory. It is located around a type of fault line that cuts Europe into two parts. Industrial infrastructures starting with Dublin, Paris and Northern Italy are completely concentrated along the European backbone to the East, with Poland and Austria, thus excluding Western Ireland and France as well as Spain. The heaviest maritime traffics are concentrated in the regions located to the East of this fault line, where demographic and industrial densities are the highest.
"
0 100 20050Km
Data source ©Eurostat 2010; ©Powered by AURH Boudaries ©MBR and EuroGeographics,©ESRI Map data © OpenStreetMap contributors, ODbl ®AURH -2014/05$
Baltic Arc
Mediterranean Arc
AtlanticCoastline
Coastline ofthe British and Irish Isles
North Range
Rome
Paris
Madrid
Berlin
LondonBrussels
Wien
Oslo
Praha
Zagreb
Dublin
Sarajevo
Warszawa
Budapest
Stockholm
Kobenhavn
Ljubljana
Amsterdam
Bratislava
Luxembourg"
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Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201412
European.maritime.facadesNorth-Western Europe is an area facing the sea. Its littoral is 26,000 km long. A third of the population, amounting to 61 million persons, lives near the coast and generates over 40% of the GDP.
This littoral is composed of three maritime facades :• the British and Irish Isles facade with Ireland, England, Scotland and
Wales, • the Atlantic facade on the Western French coast which begins in Brittany
and goes until the South of Portugal border,• the Northern Range which goes from Le Havre to Hamburg.
Please note the North-West European division does not include the Atlantic facade or the Northern Range facade.
Maritime organisation
Façades maritimes
Éléments de contexte
Europe du Nord-OuestNUTS 2 maritimes
Range Nord
Façade des Iles Britanniques
Arc MéditerranéeArc Baltique
Façade Atlantique
North-Western Europe
European coastlines
Perimeters
North Range
Coastline of the British and Irish Isles
Mediterranean ArcBaltic Arc
Atlantic Coastline
Coastal NUTS 2 area
1.2
0 50 10025Km
Data source Eurostat - 2012Boudaries ©MBR and EuroGeographics,©ESRI ®AURH -2014/05$
North Range900 Mt
AtlanticCoastline
29,8 Mt
Coastline ofthe British and Irish Isles500 Mt
Paris
London
Dublin
Brussels
Amsterdam
Luxembourg
Shetland, Scotland Shetland
Trafic total de marchandisespar principaux ports*en milliers de tonnes, en 2012 Range Nord
Façades maritimes
400 000
1 000
100 00050 00010 000
Façade des Îles Britanniques
Façade Atlantique
Façade maritime500 Mt Trafic total en millions de tonnes par
façade maritime
Europe du Nord-Ouest
Éléments de contexteCapitale
*sélection des ports ayant un trafic supérieur à 1 million de tonnes
Total freight trafficby main ports*per thousand tonnes, in 2012 North Range
Maritime coastlines
400,000
1,000
100,00050,00010,000
Coastline of the British and Irish Isles
Atlantic coastline
Maritime coastline500 Mt Total trafic in millions of tonnes per
maritime coastline *selection of ports with a freight traffic over 1,000 thousand tonnes
North-Western Europe
Contextual informationCapital city
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 13
Maritime.port.trafficNorth-Western Europe has 65 maritime ports with a freight traffic of over one million tonnes (sources Weastflows). They generate a total traffic density of over 1.5 billion tonnes annually. Nevertheless, the three North-Western Europe maritime coastlines have a heterogeneous number of ports and different traffic intensities.
The British and Irish Isles coastline has 43 ports generating a total amount of traffic of nearly 500 million tonnes of goods. Because the United Kingdom and Ireland are islands, the strong port grid on their coastlines is easily comprehensible.
The Atlantic coastline, with its main entrance port of Nantes-St Nazaire, has lesser traffic with 29.8 million tonnes of goods.
Lastly, most of North-Western Europe’s freight traffic is concentrated on the Northern Range coastline with ports generating heavy traffic of over 900 million tonnes. Rotterdam and Antwerp are the main ports.
It must be noted that :• All traffic on the Atlantic coastline as well as in the Northern Range is not taken into account here,
because of the scope of our study.• All freight traffic is taken into account in this analysis whatever the product may be.
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Data source : Eurostat - 2012Boudaries ©MBR and EuroGeographics,©ESRI ®AURH -2014/05$
3rd : Amsterdam
1st : Rotterdam
2nd : Antwerpen
5th : Le Havre
4th : Grimsby and Immingham
16th Edinburg (Leith)
10th Tees and Hartlepool
20th Dublin
11th Liverpool
8th Milford Haven14th Felixstowe
6th London
9th Southampton
19th Rouen
15th Ghent
16thDover
7th Dunkerque13th Zeebrugge
12th Nantes-St Nazaire
17th
Ijmuiden
Total 1.2 billion tonnes= 62% of NWE traffic
Shetland, Scotland Shetland
Ranking of main seaportsin terms of freight traffic in 2012
! 20 first seaports
5 first seaports
North-Western Europe
Contextual information
Classement des ports maritimesd’après leur trafic de marchandises en 2012
! 20 premiers ports
5 premiers ports
Europe du Nord-Ouest
Élément de contexte
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201414
In 2012, 20 North-Western Europe maritime ports had mass freight traffic exceeding 20 million tonnes (source: Eurostat). These top 20 ports generate a total traffic of 1.2 billion tonnes.
The five top ports in this ranking have 62% of total traffic. Excepting Grimsby-Immingham, located in the United Kingdom, four of these ports are located on the Northern Range coastline. •. Rotterdam comes in first place in North-Western European ports with
the highest amount of freight traffic: 400 million tonnes in 2012;•. Antwerp comes in second with 165 million tonnes;•. Amsterdam comes in third with 71 million tonnes;•. Grimsby-Immingham comes in fourth in this ranking with 60 million
tonnes;•. Le Havre is the fifth North-Western European port with 59 million tonnes.
London comes in sixth place.
It must be noted that all freight traffic is taken into account in this analysis whatever the product may be.
port.ranking:.top.20
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Data source Eurostat - 2012Boudaries ©MBR and EuroGeographics,©ESRI ®AURH -2014/05$
Total 44 Mt= 89% of national traffic
Total 216 Mt= 43% of national traffic
Total 167 Mt= 55% of national traffic
Total 223 Mt= 99% of national traffic
Total 520 Mt= 96% of national traffic
Total 1 Mt
4th : Rouen
5th : Calais
2nd :Dunkerque
1st : Le Havre
3rd : Nantes Saint-Nazaire
4th : Southampton
3rd : Milford Haven
2nd : Port of London
5th: Tees and Hartlepool
1st : Grimsby and Immingham
3rd : Cork
1st : Dublin
4th : Bantry Bay
2nd :Shannon Foynes
5th : Rosslare
5th : Liège
3rd : Ghent4th : Ostend
1st : Antwerpen2nd : Zeebrugge
3rd : Ijmuiden2nd : Amsterdam
5th : Terneuzen
1st : Rotterdam
4th : Vlissigen
3rd : Koeln
5th :Wesel
2nd : Krefeld 1st : Duisburg
4th : Andernach
Shetland, Scotland Shetland
Classement portuaire, top 5 par paysd’après leur trafic de marchandises en 2012
Pays concernés par le classement
Irlande Royaume-Uni France
BelgiquePays-Bas Allemagne
1er port
2ème au 5ème port
Europe du Nord-Ouest
Élément de contexte
North-Western Europe
Contextual informationPort ranking, top 5 by countryin terms of freight traffic in 2012
Country
Ireland United-Kingdom France
BelgiumThe Netherlands Germany
1st seaport
2nd to 5th port
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 15
port.ranking:.top.5.per.countryThis map presents the five largest maritime or interior ports in each country of North-Western Europe in terms of freight traffic. The total amount of freight traffic, in millions of tonnes, of the five highest ranked ports in each country is given and compared to the total maritime freight traffic of the country, except for Germany, as it only has interior ports on the North-West European perimeter.
The ranking of the five most important ports per country indicates the main North-Western Europe maritime entrance ports. The top five Belgian and Dutch maritime ports respectively concentrate 96% and 99% of their domestic freight maritime traffic. In Ireland, the top five ports share 89% of domestic traffic. The top five ports of Northern France, which is split into two parts by the North-Western Europe perimeter, generate a bit over one half of the French maritime freight traffic. Le Havre is the maritime entrance port of this Northern half of France, as well as being a complement to the Rouen sea port. Lastly, in the United Kingdom, the top five ports concentrate less than half of the total of domestic freight traffic. The Grimsby-Immingham port, England’s main maritime entrance port, is located north of London.
It must be noted that all freight traffic is taken into account in this analysis whatever the product may be.
Shetland, Scotland
1st : Edinburg (Leith)
2nd : Tees and Hartlepool
5th : Rouen
4th : Glensanda
1st : Rotterdam
3rd :Amsterdam
2nd :Antwerpen
5th :Le Havre
3rd : SullomVoe
4th : Londres
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Data source ©Ports Authority; ©Powered by AURH Boudaries ©MBR and EuroGeographics,©ESRI Map data © OpenStreetMap contributors, ODbl ®AURH -2013/06$
Shetland
Trafic totalen millions de tonnes, en 2011
430
276
70
30
Part du trafic dédié à l’import
Part du trafic dédié à l’export
Classification import/export
Port majoritairement exportateur
Port majoritairement importateur
Top 5 des ports ayant la balance commerciale à l’export la plus excédentaire
Top 5 des ports ayant la balancecommerciale à l’importla plus excédentaire
Europe du Nord-Ouest
Élément de contexte
Total trafficin millions of tonnes, in 2011
Import/export classification
430
276
70
30
Share of import traffic
Share of export traffic
Port that mainly exports
Port that mainly imports
Top 5 ports with the highest balance of trade when exporting
Top 5 ports with the highest balance of trade when importing
North-Western Europe
Contextual information
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201416
Each port’s freight traffic is broken down between the share of imported and exported traffic. Here, we want to differentiate profiles that import or export more as ports in order to locate the main entrance and exit freight ports in North-Western Europe.
The majority of Northern Range ports are import ports. The Rotterdam, Amsterdam, Antwerp and Le Havre ports all have the same proportional profile: nearly three quarters of traffic volume is imported as compared with a bit over a quarter that is exported. These are the main European freight entrance ports serving the hinterlands. On the United Kingdom scale, London is the main importing port, coming in fourth place in North-Western Europe.
The four leading exporting ports in North-Western Europe are located in the United Kingdom: • 1 in England, Tees and Hartlepool, • 3 in Scotland: Edinburgh, Glensanda (sand and gravel for United
Kingdom and European construction industries) and Sullom Voe (crude oil).
They show goods production and distribution sites with regional, national or European markets.
It must be noted that all freight traffic is taken into account in this analysis whatever the product may be.
Breakdown.of.import/export.traffic
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Data source ©ESPO, ©Autorités PortuairesBoudaries ©MBR and EuroGeographics,©ESRI ®AURH -2014/05$
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2 3554
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Le Havre
London
Immingham
Felixstowe
Dover
CalaisDunkerque
Zeebrugge
Antwerpen
Rotterdam
AmsterdamMilford Haven
Shetland, Scotland Shetland
North-Western Europe
Contextual information
Top 5 in port traffic according to ESPO, 2010
Type of freight
Container
LiquidBulk
Dry Bulk
RoRo
5 leading portsfor one or several types of freight1
Other port with a freight traffic over 1,000 tonnes
Port with two or more types of trafficin the ranking
Top 5 des trafics portuaires d’après ESPO, 2010
Catégories de marchandises
Conteneur
Vracliquide
Vrac solide
RoRo
5 premiers ports pour un ou plusieurs types de marchandises1
Autre port ayant un trafic supérieur à 1 million de tonnes
Port dans le Top 5 pour 2 types de marchandises ou plus
Europe du Nord-Ouest
Élément de contexte
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 17
In order to pinpoint the specificities of the main maritime ports in our study, we ranked the ports according to the volume of traffic by type of goods transported: containers, liquid bulk, solid bulk, and roll-on/roll-off shipping (RoRo). The map presents port rankings per type of goods with the top five in each category.
On the 12 ports in this ranking, seven are located in the Northern Range and five in England. Rotterdam and Antwerp stand out as being in the top five for three types of goods: freight containers, liquid bulk and solid bulk. Rotterdam is the leading liquid and solid bulk port as well as the leading freight container port. Antwerp comes in second for freight containers, and in third and fifth place for liquid and solid bulk.Located on the same maritime facade, Le Havre and Zeebrugge are both in the top five for two types of goods. Le Havre comes in fourth for freight containers, just in front of Zeebrugge. Ports in the United Kingdom mainly deal with RoRo and bulk traffic. Other ports, Calais and Dunkirk on the Northern Range and Dover, London, Felixstowe, Immingham and Milford Haven on the Atlantic façade, are in the top five of the North-West European thanks to just one type of traffic volume.
port.ranking.per.type.of.goods
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Manchester ship canal
Thames
Seine Valley
Netherlands, Belgium and Rhine basin
Loire
Saône Valley
based on inland waterways with a CEMT class V and over
LowMedium
Type of inland waterway concentration*
High No data**
Inland waterway regions
Inland waterways concentration
North-West Europe area
Perimeter
Total length of network per square
*only are considered the relevant infrastructurefor high level of freight transportation**no data can mean no infrastructures or no infrastructures relevant for high level of freight transportation
Data sources: Weastflows project, powered by AURH
Shetland, Scotland Shetland
based on inland waterways with a CEMT class V and over
LowMedium
Type of inland waterway concentration*
High No data**
Inland waterway region
* only relevant freight transport infrastructures have been considered** no data can means no infrastructure or no infrastructure relevant for freight transport
North-Western Europe
Contextual information
basée sur la classification CEMT égal ou supérieure à V
BasseMoyenne
Concentration de voies navigables*
Forte pas de données**Région fluviale
Europe du Nord-OuestÉlément de contexte
* seules les infrastructures adaptées pour le transport de marchandises ont été prises en compte pour cette analyse** l’absence de données peut signifier qu’il n’y a pas d’infrastructure ou qu’il n’y a pas d’infrastructure adaptée pour le transport de marchandises
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201418
This map represents concentrations of inland waterways whose ECMT classification exceeds or equals V*, the relevant threshold value for mass freight transport.
This highlights the unequal breakdown of the large clearance inland waterway network, stemming from both natural and human factors. Ireland and Scotland have none, thus limiting the potentialities of modal changes to this mode, whereas Benelux and Germany have stronger network concentrations as well as longer continuities. France’s network is also much less developed, and characterised by the absence of continuity and connection with Belgian, Dutch and German networks. England has a nearly non-existing network which, nonetheless, does link country’s two main production and consumption basins to the sea: London to the North Sea with the Thames River and the Liverpool/Manchester region to the Atlantic Ocean via the Manchester Canal. We can identify two complementary networks: the Loire region on the Atlantic facade and the Saone Valley region with interconnections to inland waterways in the South of France.
* The ECMT classification indicates the seaworthiness level of the European network of inland waterways. It has seven classes, from I to VII.
Inland.waterway.network:.grid.analysis.method
Organisation of transport infrastructure networks1.3
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- 2014/06
North East ofUnited Kingdom
South of United Kingdom
Seine Valley
Benelux and Rhine basin
South of Ireland
Saône Valley
Rhine Valley
Karlsruhe / Nuremberg axis
Belfast area
LowMedium
Type of road concentration*
High No data**
Road regions
Roads concentration
*only are considered the relevant infrastructurefor high level of freight transportation**no data can mean no infrastructures or no infrastructures relevant for high level of freight transportation
Data sources: Weastflows project, powered by AURH
Total length of network per square
North-West Europe area
Perimeter
Shetland, Scotland Shetland
LowMedium
Type of road concentration*
High No data**Road region
* only relevant freight transport infrastructures have been considered** no data can means no infrastructure or no infrastructure relevant for freight transportation
North-Western Europe
Contextual information
BasseMoyenne
Concentration de réseau routier*
Forte pas de données**Région routière
Europe du Nord-Ouest
Élément de contexte
* seules les infrastructures adaptées pour le transport de marchandises ont été prises en compte pour cette analyse** l’absence de données peut signifier qu’il n’y a pas d’infrastructure ou qu’il n’y a pas d’infrastructure adaptée pour le transport de marchandises
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 19
Road.network:.grid.analysis.methodContrary to the inland waterway network, the road network is characterised by quite a homogeneous distribution in the area we studied. This maps shows that nearly all of North-Western Europe is equipped with a road network that is adapted to mass freight transport.
Urban centres with dense population levels thus logically have the densest road networks. This is the case, amongst others, of the Rhine River Basin, the Seine River Valley, the central and Southern parts of the United Kingdom, including Greater London, as well as the South of Ireland, with Cork and Waterford.
For France, the Seine River Valley stands out as being the axis with the highest number of road infrastructures both in intensity and continuity. At a European level, the South of the United Kingdom is the region with the strongest network densities. Benelux and the Rhine River Basin are characterised by a more homogeneous and regular distribution, well covering their areas. Four complementary areas were also identified: the Belfast region, the Saone River Valley, the Rhine River Valley in its French part as well as the Karlsruhe/Nuremberg axis. The last three allow Southern and Eastern Europe to be interconnected.
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Centre of United Kingdom
London area
Paris area
Belgium
Netherlands
Duisburg andRhine corridor
LowMedium
Type of railway concentration*
High No data**
Railway regions
Railways concentration
Total length of network per square
*only are considered the relevant infrastructurefor high level of freight transportation**no data can mean no infrastructures or no infrastructures relevant for high level of freight transportation
Data sources: Weastflows project, powered by AURH
North-West Europe area
Perimeter
Luxembourgand Metz area
Mannheim andLudwigshafen
Shetland, Scotland Shetland
BasseMoyenne
Concentration de réseau ferroviaire*
Forte pas de données**Région ferroviaire
Europe du Nord-Ouest
Élément de contexte
* seules les infrastructures adaptées pour le transport de marchandises ont été prises en compte pour cette analyse** l’absence de données peut signifier qu’il n’y a pas d’infrastructure ou qu’il n’y a pas d’infrastructure adaptée pour le transport de marchandises
* only relevant freight transport infrastructures have been considered** no data can means no infrastructure or no infrastructure relevant for freight transportation
North-Western Europe
Contextual information
LowMedium
Type of railway concentration*
High No data**Railway region
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201420
Railway.network:.grid.analysis.methodAs is the case with the road network, the railway network is broken down in a quite homogeneous manner throughout the North-West European area, though some disequilibrium does exist.
Ireland and Scotland has the smallest concentrations as does Western France, where several zones have no railway infrastructures whatsoever. These regions, from this point of view, are in peripheral positions. It can quite logically be seen that the highest concentrations are found in densely populated urban centres. Areas identified are: Belgium and the Rhine River axis, Paris and its surrounding region, Greater London and the centre of the United Kingdom. They can differ from those identified for the road networks, which shows the absence of a systematic correlation between the ways in which these two networks were rolled out. Luxembourg and the region around Metz also have a dense concentration of networks. This area holds a central position in the continental part of the area we studied. Last but not least, we must not forget that the English, German and Belgian railway networks are among the densest in North-Western Europe.
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Data sources: Weastflows project, powered by AURH
Manchester - Liverpool - Leeds axis
London area
Newcastle and Durham
Seine Valley
Belgium, Netherlands and Rhine basin
Luxembourg and Metz area
Rhine Valley
Glasgow - Edinburgh axis
Shannon, Limerick and Cork
Portsmouth and SouthamptonBristol - Cardiff
LowMedium
Type of node concentration*
High No data**
Node regions
Nodes concentration
North-West Europe area
Perimeter
*only are considered the relevant infrastructurefor high level of freight transportation**no data can mean no infrastructures or no infrastructures relevant for high level of freight transportation
Data sources: Weastflows project, powererd by AURH
Total number of ports and railway terminals per square
Shetland, Scotland Shetland
basée sur les ports et les terminaux ferroviaires
BasseMoyenne
Concentration de noeuds*
Forte pas de donnée**Région de noeuds
Europe du Nord-Ouest
Élément de contexte
* seules les infrastructures adaptées pour le transport de marchandises ont été prises en compte pour cette analyse** l’absence de données peut signifier qu’il n’y a pas d’infrastructure ou qu’il n’y a pas d’infrastructure adaptée pour le transport de marchandises
Nodes region
based on port nodes and railway terminals
LowMedium
Type of node concentration*
High No data**
* only relevant freight transport infrastructures have been considered** no data can means no infrastructure or no infrastructure relevant for freight transportation
North-Western Europe
Contextual information
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 21
Transport.hubs:.grid.analysis.methodA geographical readout of the cumulated concentrations of port, railway and airport hubs highlights the regions of connection where the passage from one mode of transport to another could possibly be facilitated by the presence of infrastructures allowing load splitting. Eleven areas have been identified.
The Netherlands, Belgium and the Northern part of the Rhine River Basin are the first sub-assembly, both in continuity and in regularity, highlighting a dense concentration.
The Seine River Valley and Rhine River Valley make up two similar areas, which can be explained by the presence of two large rivers. The longitudinal breakdown of transport hubs highlights a predisposition to value a multimodal transport corridor, such as those found in the most Northern part of the United Kingdom: the Glasgow-Edinburgh axis and the Liverpool-Manchester-Leeds axis. It also must be noted that the Liverpool-Manchester-Leeds axis acts as an interface between the North and South of the country.
The four remaining areas, (London, Portsmouth, Luxembourg and Shannon-Cork), are the most compact but not the least dense, which brings us back to our hub logic. The position of the Luxembourg-Metz area must also be highlighted, as it is used as a central subsystem, as is the Rhine River Valley.
The cross analysis of industrial densities and population densities shows:
• in grey: the large European urban and industrial hubs, that are very dense and dynamic and are located near capital cities (Paris, Brussels, Amsterdam);
• in pink: the large North-West European industrial basins: in England, Manchester and Birmingham and in Germany, Manheim, Frankfurt, Karlsruhe and the Ruhr River basin;
• in purple: large population basins with little industry surrounding capital cities or large North-West European cities: the outskirts of Paris and the South of England;
• in hachuring: peripheral regions with a strong disequilibrium between densities, especially in Western France and in the West of the Seine River Valley where industry, usually food-processing, is strong though the population is weak.
The position of maritime entrance/exits allow us to relate industrial characteristics and population basins with dynamic exchanges of goods.
Paris
London
Dublin
Brussels
Amsterdam
Luxembourg
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Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201422
Cross.analysis.of.densities
Croisement des densités industrielleset des densités de population
Porte d’entrée/sortie secondaire
Porte d’entrée/sortie principale
équilib
re ent
re les
niv
eaux
de den
sité
densité de population
élevée
densité industrielle
élevéedensité de population
faible
densité industrielle
faible
Portes d’entrée/sortie maritime des marchandises
Crossing of industrial density andpopulation density
Secondary entrance and exit way
Main entrance and exit way
balanc
e betw
en
indust
rial de
nsity
and po
pulatio
n
density
highest level of population density
highest levelof industrial
densitylowest level of
population density
lowest level of industrial
density
Inbound/outbound of maritime freight
population > industrie
industrie > population
population > industry
industry > population
Le croisement de données a été effectué à partir d’une sélection des densités industrielles et des densités de population supérieures à la moyenne. L’objectif, en croisant les deux types de densités est de mettre en évidence les zones où il a une corrélation/équilibre entre les densités démogra-phiques et industrielles et les zones où il y a une sur-représentation de l’une sur l’autre.
The data crossing was made using an above average selection of industrial and population densities. The aim was to cross the two types of densities to highlight areas where there is a correlation / balance between the two densities and the areas where there is an over-representa-tion of one over the other.
+++
+++
++
++--
+++
+++
++
++--
Europe du Nord-Ouest
Élément de contexte
North-Western Europe
Contextual information
The accumulation of strong infrastructures allows us to identify several regional hubs. The Benelux / Rhine River Basin area is the most concentrated. It is characterised by a strong continuity of multimodal networks, leading it to be seen as a very connected region with heavy flows.
The Seine River Valley is one of the few regions, with Benelux and the Rhine River Basin, where modal changes could take place massively towards rivers and railways. The map however, highlights an insular region, poorly connected to the rest of Europe.
In the United Kingdom, three regions show strong road/railway concentrations. The Greater London region is connected to the continent by the Channel Tunnel, thus creating continuity with Benelux and the Rhine River Basin. Glasgow-Edinburgh holds a peripheral position, whilst the Centre of the United Kingdom region holds a central place for the United Kingdom, though a secondary one at the North-Western European scale.
Lastly, peripheral regions characterised by weak concentration have been identified: Western France, Ireland and the North of the United Kingdom.
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Centre of United Kingdom
London area
Seine Valley
Benelux and Rhine basin
Glasgow - Edinburgh axis
Saône Valley
Shetland, Scotland ShetlandConcentrations d’infrastructures*à partir du croisement des concentrations les plus élevées de réseaux et de noeuds
Europe du Nord-Ouest
Éléments de contexte
Concentrations multimodales
Concentrations bimodales
Concentrations mono-modales
Concentration forte de réseaux routier,ferroviaire et fluvial
Concentration forte de portset de terminaux ferroviaires
Concentration forte de réseaux routieret ferroviaire
Concentration forte de réseaux ferroviaire et fluvial
Concentration forte de réseau fluvial
Concentration forte de réseau routier
Pas de données**
Région d’infrastructure de transport
Concentrations cumulées d’infrastructures
* seules les infrastructures adaptées pour le transport de marchandises ont été prises en compte pour cette analyse** l’absence de données peut signifier qu’il n’y a pas d’infrastructure ou qu’il n’y a pas d’infrastructure adaptée pour le transport de marchandises
Infrastructure concentrations*from crossing the highest network and nodal concentrations
North-Western Europe
Contextual information
Multimodal concentrations
Bimodal concentrations
Single mode concentrations
High concentration of road, railwayand inland waterway networks
High concentration of ports andrailway terminals
High concentration of road and railwaynetworks
High concentration of railway andinland waterway networks
High concentration of inland waterway networks
High concentration of road networks
No data**
Infrastructure region
Cumulated infrastructure concentrations
* only relevant freight transport infrastructures have been considered** no data can mean no infrastructures or no infrastructure relevant for freight transportation
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 23
Cross.analysis.of.infrastructure.concentrations
Part 2
Focus on each of the eleven remarkable areas
in North-Western Europe
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201426
About quantitative and qualitative analysis
Why use quantitative and qualitative analysis?
Quantitative and qualitative analysis completes The Atlas of Major North-West European Freight Infrastructures which presented the state of the existing and upcoming freight transport network. It is based on a series of indicators that highlight:• strengths and weaknesses of the infrastructure network;• the potential the network has to be sustainable;• under-used potentials that could identify alternative routes instead of the traditional
North/South routes.
What geographical areas are concerned by this analysis?
This analysis concerns eleven remarkable areas in North-Western Europe (NWE). They correspond to areas interesting Weastflows’ partners and highlight regions that are intense and/or strategic in the organisation of freight transport. For these reasons, some zones are not identified and thus are not included in a regional analysis (cf. map).
What data was used?
The analysis was carried out using data from the Geographical Information System built by AURH. Data included: road, railway and inland waterway networks, ferry routes, as well as remarkable hubs such as ports, railway terminals and airports. This basic data was then enriched with qualitative information such as population density, land use, port traffic, intermodality levels, projects of infrastructures and whether or not the network belonged to the strategic European network (TEN-T), thus allowing crossed analyses.
How were the indicators defined?
The indicators were defined through a dialogue with project partners in compliance with the following criteria:• their relevance in showing sustainability of the existing infrastructure network;• their capacity to ensure continuity with The Atlas of Major North-West European
Freight Infrastructures;• the availability and accessibility of data in the Geographical Information System.
What were the results?
A series of 57 indicators was drawn up. With these indicators, the key characteristics of the remarkable regional infrastructure network in each area can be described. Each of these areas has a specific sheet including:• a table with all the associated indicators and data, • a map with the main transport infrastructures, • and a comment on the characteristics of the area, the infrastructure network, remarkable
hubs as well as its strengths and weaknesses.The table below show in a synthetic manner the finality of the analysis and the type of indicators that correspond. A precise description of these indicators is presented pages 28 and 29.
Category Goal of the analysis Indicators
Regional characteristics
Key regional characteristics
• Area• Number of inhabitants• Density• Land use• Maritime port traffic
Networks (inland
waterways, railways and roads)
Accessibility and connectionContinuities and discontinuitiesSize of infrastructures
• Belonging to the central European network (TEN-T)
• Network density• Electrification of railway network• Share of motorways or dual
carriageways • ECMT classification (inland
waterways)
Hubs(Airports, ports,
railway terminals)
Accessibility and connectionIntermodality
• Level of intermodality• Proximity of strategic European
networks (TEN-T)• Number of hubs registered in the
central TEN-T core network• Ferry connections
Commentaires
27 Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014
Remarkable.regional.areas
Europe du Nord-Ouest
Éléments de contexte
Ensembles géographiques
Irlande
Shannon-Limerick Gateway
Écosse
Région du grand Londres et du centre de l’Angleterre
Sud de l’Angleterre
Liverpool et côte Ouest de l’Angleterre
Sud des Pays-Bas
Benelux et Est de la France
Ouest de l’Allemagne
Nord de la France
Seine Gateway®
Capitale
Ville principale et/ou ville portuaire
North-Western Europe
Contextual information
Main regions
Ireland
Shannon-Limerick Gateway
Scotland
Greater London and central England
Southern England
Liverpool and the west coast
Southern Netherlands
Benelux and Eastern France
Western Germany
Northern France
Seine Gateway®
Capital
Main city or port city
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Paris
London
Dublin
Brussel
Amsterdam
Luxembourg
Köln
MetzCaen
Cork
MainzRouen
Brest
Nancy
Leeds
Dover
Perth
Essen
Nantes
Calais
Dieppe
Galway
Lorient
Glasgow
Belfast
BristolCardiff
Grimsby
NürembergMannheim
DuisburgPlymouth
Kirkwall
Limerick
Aberdeen
StuttgartKarlsruhe
Edinburgh
Sheffield
Peterhead
Waterford
Tynemouth
Lancaster
Liverpool
Rotterdam
Strasbourg
Hartlepool
Birmingham
Portsmouth
Felixstowe
Manchester
Rosslare
Londonderry
Cherbourg
Southampton
Saint-Nazaire
Le Havre
DunkerqueLille
Charleroi Namur
Liège
DusseldorfDortmundOostende Brugge
Gent Antwerp
IRELAND
FRANCE
GERMANY
BELGIUM
NETHERLANDS
UNITEDKINGDOM
LUXEMBOURG
DENMARK
NORWAY
SWEDEN
AUSTRIA
ITALY
UNITEDKINGDOM
SWITZERLAND
Shetland, Scotland ShetlandShetland
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201428
Indicator Description
ID c
ard
AcreageArea Area.of.geographical.right-of-way
%.of.the.region Share.of.the.geographical.zone.as.compared.with.the.total.in.NWE
DemographyNumber.of.inhabitants Number.of.inhabitants.in.the.geographical.area
%.of.inhabitants Share.of.inhabitants.in.the.geographical.zone.as.compared.with.the.total.in.NWE
population.density Number.of.inhabitants.per.square.kilometre
Land use
Urbanised.land Total.urbanised.land.including.land.used.for.industry.and.transport
%.of.urbanised.land Share.of.the.urbanised.land.of.the.geographical.zone.as.compared.with.the.total.in.NWE,.including.land.used.for.industry.and.transport
Dedicated.industrial.land Total.area.of.dedicated.industrial.land
%.of.dedicated.industrial.land Share.of.the.dedicated.industrial.land.in.the.geographical.zone.as.compared.with.the.total.in.NWE
Maritime trafficMaritime.traffic Total.maritime.traffic.in.thousands.of.tonnes.
%.of.maritime.traffic Share.of.the.maritime.traffic.in.the.geographical.zone.as.compared.with.the.total.in.NWE
Hub
s
Ports
ports Total.number.of.ports.(maritime.ports.and.inland.ports)Only main sites are considered
%.of.ports Share.of.ports.in.the.geographical.zone.as.compared.with.the.total.in.NWE
Maritime.ports Number.of.maritime.ports
Ferry.ports Number.of.ports.with.ferry.links
Inland.ports Number.of.inland.ports
ports.in.the.central.TEN-T.core.network Number.of.maritime.and.inland.ports.in.the.central.TEN-T.core.network
ports.with.a.channel.that.is.over.15.m.deep Number.of.ports.with.a.channel.that.is.over.15.m.deep
Level of intermodality of ports
ports.with.over.three.modal.connections Number.of.ports.with.over.three.modal.connections.(river,.rail,.road,.pipeline)
ports.with.three.modal.connections Number.of.ports.with..three.modal.connections.(river,.rail,.road).
ports.with.two.modal.connections Number.of.ports.with..two.modal.connections.(rail.and.road).
Proximity of ports to the central RTE-T network
proximity.of.the.European.road.networkNumber.of.ports.near.a.European.level.road.network.(central.TEN-T.core.network)Proximity to a strategic network is calculated as being in a 10 km radius around the port
proximity.of.the.European.railway.network Number.of.ports.near.a.European.level.railway.network.(central.TEN-T.core.network).Proximity to a strategic network is calculated as being in a 10 km radius around the port
proximity.of.the.European.inland.waterway.networkNumber.of.ports.near.a.European.level.inland.waterway.network.(central.TEN-T.core.network)Proximity to a strategic network is calculated as being in a 10 km radius around the port
AirportsAirports Number.of.airports.with.freight.traffic
%.of.airports Share.of.airports.in.the.geographical.zone.as.compared.with.the.total.in.NWE.
Airports.in.the.central.TEN-T.core.network Number.of.airports.in.the.central.TEN-T.core.network
Level of intermodality of Airports
Airports.with.a.rail/road.connection Number.of.airports.with.a.rail/road.connection
Lists and descriptions of indicators 1
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 29
Indicator Description
Hub
sProximity of airports to the central RTE-T network
proximity.of.the.European.road.network Number.of.airports.near.a.European.level.road.network.(central.TEN-T.core.network)Proximity to a strategic network is calculated as being in a 20 km radius around the airport
proximity.of.the.European.railway.network Number.of.airports.near.a.European.level.railway.network.(central.TEN-T.core.network)Proximity to a strategic network is calculated as being in a 20 km radius around the airport
proximity.of.the.European.inland.waterway.network Number.of.airports.near.a.European.level.inland.waterway.network.(central.TEN-T.core.network)Proximity to a strategic network is calculated as being in a 20 km radius around the airport
proximity.to.a.maritime.port Number.of.airports.near.a.maritime.portProximity to a maritime port is calculated as being in a 20 km radius around the airport
Railway terminalsRailway.terminals Number.of.railway.terminals
Maritime.and.inland.waterway.ports.with.a.railway.terminal.are.taken.into.account
%.of.railway.terminals Number.of.railway.terminals.integrated.into.the.central.TEN-T.core.network
Railway.terminals.in.the.central.TEN-T.core.network Number.of.railway.terminals.integrated.into.the.central.TEN-T.core.network
Level of intermodality of railway terminals
Railway.terminals.with.a.sea/road.connection Number.of.railway.terminals.connected.to.a.maritime.port.and.to.the.road.network
Railway.terminals.with.an.inland.waterway/road.connection Number.of.railway.terminals.connected.to.a.river.port.and.to.the.road.network
Railway.terminals.with.a.railway/road.connection Number.of.railway.terminals.with.a.railway/road.connection
Proximity of railway terminals to the central RTE-T network
proximity.of.the.European.road.network Number.of.railway.terminals.near.a.European.level.road.network.(central.TEN-T.core.network)Proximity to a strategic network is calculated as being in a 20 km radius around a railway terminal
proximity.of.the.European.railway.network Number.of.railway.terminals.near.a.European.level.railway.network.(central.TEN-T.core.network)Proximity to a strategic network is calculated as being in a 20 km radius around a railway terminal
proximity.of.the.European.inland.waterway.network Number.of.railway.terminals.near.a.European.level.inland.waterway.network.(central.TEN-T.core.network)Proximity to a strategic network is calculated as being in a 20 km radius around a railway terminal
Net
wor
ks
Inland waterway network
Navigable.length.of.network Total.length.in.km.of.the.inland.waterway.network
%.of.navigable.inland.waterways Share.of.the.inland.waterway.network.in.the.geographical.zone.as.compared.with.the.total.in.NWE
Density.of.navigable.inland.waterways Number.of.km.of.inland.waterway.network.for.a.1,000.km2.area
%.of.navigable.inland.waterways.with.a.large.clearance.(ECMT.class.equal.or.exceeding.V) Share.of.inland.waterway.network.with.a.ECMT.classification.exceeding.or.equalling.V
%.of.navigable.inland.waterways.registered.in.the.central.TEN-T.core.network Share.of.navigable.inland.waterways.registered.in.the.central.TEN-T.core.network
Railway network
Length.of.railway.network Total.length.of.railway.network.in.kmUnused railways are not taken into account
%.of.railway.network Share.of.the.railway.network.in.the.geographical.zone.as.compared.with.the.total.in.NWE
Density.of.the.railway.network Number.of.km.of.railway.network.for.a.1,000.km2.area
%.of.electrified.railway.network Share.of.electrified.railway.network
%.of.railway.network.registered.in.the.central.TEN-T.core.network Share.of.railway.network.registered.in.the.central.TEN-T.core.network
Road network
Length.of.the.road.network Total.length.in.km.of.the.road.network.Only main roads that can be used to transport freight, are taken into account
%.of.road.network Share.of.the.road.network.in.the.geographical.zone.as.compared.with.the.total.in.NWE
Density.of.the.road.network Number.of.km.of.road.network.for.a.1,000.km2.area
%.of.motorways Share.of.motorways.in.the.road.networkThe motorway network corresponds to high-speed roads, including toll ways, that are accessed by a motorway junction
%.of.dual.carriageway.networkShare.of.the.road.network.that.is.a.dual.carriageway.or.motorwayThe motorway network corresponds to high-speed roads, which are accessed by a motorway junction, but are not toll ways. The dual carriageway network corresponds to roads with 2 lanes, with no tolls and with no motorway junction.
%.of.the.road.network.registered.in.the.central.TEN-T.core.network Share.of.road.network.registered.in.the.central.TEN-T.core.network
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201430
Nodes Network
......port.nodes:.18.corresponding.to.7%.of.NWE ......Inland.waterways:.0.km.corresponding.to.0%.of.NWE.and.to.0.km.for.1,000.km²18 seaports 4 ferry ports 0 % are CEMT Class V and over
0 inland port 0 % are part of main European network (part of the ʺTEN-T coreʺ network)
2 are major European ports (part of the ʺTEN-T coreʺ network)
2 have a channel depth of over 51 feet (15m) ......Railway.network:.1,762.km.corresponding.to.4.5%.of.NWE.and.to.25,2.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......7.9 % are electrified networks
0 port with more than 3 modes 3 ports are near the strategic road network 23.5 % are part of main European network (part of the ʺTEN-T coreʺ network)
6 ports with 3 modes 1 port is near the strategic rail network
12 ports with 2 modes 0 port is near the strategic inland ......Road.network:.1,450.km.corresponding.to.10.6%.of.NWE.and.to.20,7.km.for.1,000.km²waterway network 68 % are motorway
32 % are dual carriageways or freeways
......Railway.terminals:.21.corresponding.to.4.8%.of.NWE. 42 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.network
20 with rail/road connection link to a seaport 0 terminal is near the strategic road network
0 with rail/road connection link to an inland port 0 terminal is near the strategic rail network
1 railway bi-modal (rail/road) terminal 0 terminal is near the strategic inland waterway network
.
......Airport.nodes:.8.corresponding.to.8.7%.of.NWE
2 are major European airports (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
0 airport with rail/road connection 2 airports are near the strategic road network
2 airports are near the strategic rail network
0 airport is near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
2 airports are near the maritime port
Identity card
Area Demography Land use Maritime traffic69,884.km².corresponding.to 4,076,557.inhabitants.corresponding.to 1,594.km².urbanised.land.corresponding.to.2.5%.of.NWE 42,325.Mt.corresponding.to8.6%.of.NWE 2.3%.of.NWE 183.km².dedicated.to.industry.corresponding.to. 3.1%.of.NWE.maritime.traffic
58.inhabitants.per.km² 11.5%.of.urbanised.land
Ireland2.1
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Larne
Galway
Limerick
WaterfordRosslare Harbour
Londonderry
Dublin
Cork
ShannonShannon
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 31
Key characteristics
Located at the top of Western Europe, Ireland is characterised by population density and maritime traffic that are amongst the lowest in North-Western Europe.
Networks
The network of infrastructures is organised in a star shape from Dublin, the capital and largest city in the country. Only two types of transport are represented: road and railways. Network densities are amongst the weakest in North-Western Europe, approximately the same as in Scotland. Nevertheless, 42% of the road network is registered as a central European network which indicates that Ireland is well connected to the TEN-T network (only for this mode). The Irish railway network is poorly developed and the least electrified in North-Western Europe, with only 7.9%.
Hubs
Because it is an island, Ireland has a dense network of 18 maritime ports. Four of these ports have ferry connections; Three are registered in the TEN-T network and connected to the road network at a European level. However, only 1 of these ports is linked to the strategic railway network as identified by Europe. This is the Port of Dublin where the main railway terminal in this country is also located. Two ports have a channel that is over 15 m deep: Shannon and New Ross. This is a remarkable characteristic that Ireland shares only with the Southern part of the Netherlands.
Weaknesses
Ireland’s main shortcomings stem from the weakness of its road and railway networks. The railway network is poorly electrified and developed. There are discontinuities in the motorway network, in particular between Cork and Shannon and between Cork and Rosslare, showing a lack of connections between secondary urban centres.
Strengths
The proximity between ports and airports is the main strength in the Irish network as it facilitates connections between maritime and airport flows. This is the case in the ports of Dublin, Cork, and Shannon. These three ports have a European level. It must also be noted that container traffic could potentially be developed in the ports of Dublin, Waterford and Cork as well as short-distance maritime traffic, which would encourage modal changes.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201432
Nodes Network
......port.nodes:.1.corresponding.to.0.4%.of.NWE ......Inland.waterways:.0.km.corresponding.to.0%.of.NWE.and.to.0.km.for.1,000.km²1 seaport 0 ferry port 0 % are CEMT Class V and over
0 inland port 0 % are part of main European network (part of the ʺTEN-T coreʺ network)
1 is major European port (part of the ʺTEN-T coreʺ network)
1 have a channel depth of over 51 feet (15m) ......Railway.network:.362.km.corresponding.to.0.9%.of.NWE.and.to.45,4.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......26 % are electrified networks
0 port with more than 3 modes 1 port is near the strategic road network 50 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 port with 3 modes 0 port is near the strategic rail network
1 port with 2 modes 0 port is near the strategic inland ......Road.network:.384.km.corresponding.to.0.9%.of.NWE.and.to.48,2km.for.1,000.km²waterway network 80 % are motorways
20 % are dual carriageways or freeways
......Railway.terminals:.2.corresponding.to.0.5%.of.NWE. 69 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
1 with rail/road connection link to a seaport 0 terminal is near the strategic road network
0 with rail/road connection link to an inland port 0 terminal is near the strategic rail network
1 railway bi-modal (rail/road) terminal 0 terminal is near the strategic inland waterway network
.
......Airport.nodes:.1.corresponding.to.1.1%.of.NWE
0 is major European airport (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
1 airport with rail/road connections 1 airport is near the strategic road network
0 airport is near the strategic rail network
0 airport is near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
1 airport is near the maritime port
Identity card
Area Demography Land use Maritime traffic7,968.km².corresponding.to 373,473.inhabitants.corresponding.to 146.km².urbanised.land.corresponding.to.0.2%.of.NWE 9,134.Mt.corresponding.to1.0%.of.NWE 0.2%.of.NWE 20.km².dedicated.to.industry.corresponding.to. 0.7%.of.NWE.maritime.traffic
47.inhabitants.per.km² 32.2%.of.urbanised.land
Shannon-Limerick Gateway2.2
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Galway
Limerick
Cork
ShannonShannon
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 33
Key characteristics
Shannon-Limerick Gateway corresponds to a sub-assembly in Ireland located on the West, on the Atlantic coast. This zone has a weak population density and a strong share of industrial dedicated land, with 30% of urban space, which puts it at the top of the 11 geographical areas studied.
Networks
Railway network and road network densities in this part of the country are up to two times more than the national average. These two networks are well linked to the central TEN-T network: 50% of the railway network and 69% of the road network, which shows a good connection level, in spite of a secondary location.
Hubs
Shannon-Limerick Gateway has 1 major maritime port whose depth exceeds 15 m, Shannon Foynes*, and is a part of the central TEN-T network. This port is connected to a European level road network and linked to an airport that is thriving, though it is not registered in the TEN-T network. Nonetheless, this part of Ireland is lacking in multiple mode connections, in particular towards the railway mode.
* It counts six terminals including the Limerick port terminal.
Weaknesses
This region suffers from a lack of connections, both by road and by rail with the South of Ireland (Cork, Waterford and Rosslare). The weak population density is a handicap, as the fewer the people, the fewer the needs in freight transport. The Shannon Airport is also not registered in the central European TEN-T network, though the gateway project is based on this.
Strengths
One of the main strengths in this region is the gateway project between the two cities Shannon and Limerick which aims to encourage port and airport development. With a channel depth of over 15 m, the nautical qualities of the Shannon Port are definitely an asset, especially so as its western position makes it the first deep-water port on the Atlantic coastline of North-Western Europe. The large share of industrial dedicated land is also an asset for the gateway project.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201434
Nodes Network
......port.nodes:.35.corresponding.to.13.6%.of.NWE ......Inland.waterways:.0.km.corresponding.to 0%.of.NWE.and.to.0.km.for.1,000.km²35 seaports 9 ferry ports 0 % are CEMT Class V and over
0 inland port 0 % are part of main European network (part of the ʺTEN-T coreʺ network)
2 are major European ports (part of the ʺTEN-T coreʺ network)
1 have a channel depth of over 51 feet (15m) ......Railway.network:.2,216.km.corresponding.to 5.6%.of.NWE.and.to.28,6.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ..... 20 % are electrified networks
0 port with more than 3 modes 3 ports are near the strategic road network 25 % are part of main European network (part of the ʺTEN-T coreʺ network)
7 ports with 3 modes 4 ports are near the strategic rail network
28 ports with 2 modes 0 port is near the strategic inland ......Road.network:.1,042.km.corresponding.to.2.5%.of.NWE.and.to.13,4.km.for.1,000.km²waterway network 39 % are motorways
61 % are dual carriageways or freeways
......Railway.terminals:.52.corresponding.to.11.9%.of.NWE. 33 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
45 with rail/road connection link to a seaport 3 terminals are near the strategic road network
0 with rail/road connection link to an inland port 5 terminals are near the strategic rail network
7 railway bi-modal (rail/road) terminal 0 terminal is near the strategic inland waterway network
.
......Airport.nodes:.14.corresponding.to.15.2%.of.NWE
2 are major European airports (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
0 airport with rail/road connections 3 airports are near the strategic road network
3 airports are near the strategic rail network
0 airport is near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
2 airports are near the maritime port
Identity card
Area Demography Land use Maritime traffic77,395.km².corresponding.to 5,159,128.inhabitants.corresponding.to 2,067.km².urbanised.land.corresponding.to.3.3%.of.NWE 30,295.Mt.corresponding.to9.5%.of.NWE 2.9%.of.NWE 328.km².dedicated.to.industry.corresponding.to. 2.2%.of.NWE.maritime.traffic
67.inhabitants.per.km² 15.8%.of.urbanised.land
Scotland2.3
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Larne
Perth
Glasgow
Aberdeen
Edinburgh
Peterhead
Tynemouth
Hartlepool
Belfast
Kirkwall
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 35
Key characteristics
Scotland, like Ireland, is located in the Northern part of North-Western Europe, and has a weak population density. Its population and industrial density are concentrated in the Glasgow-Edinburgh axis and on the East coast.
Networks
As is the case for the population, road and railway infrastructure networks are located on the Glasgow-Edinburgh East/West axis. Its road and railway networks are among the weakest in North-Western Europe. A mere 20% of the railway network is electrified. Nevertheless, this network offers good connections toward the United Kingdom’s economic centres of London, Birmingham, Manchester and Leeds.
Hubs
As is the case with Ireland, because it is an island, Scotland has a strong port network with 35 ports identified. Many of them however, are small fishing ports or local ferry ports. Nine ports have European level ferry links. Scotland has a remarkable number of railway hubs, most of which are located in ports, which shows a potential for intermodality development in the railway mode. Glasgow and Edinburgh have the only port and airport infrastructures of the central European network.
Weaknesses
The network of infrastructures in the Northern part of the zone is the least developed. Consequently, it has not been identified in the TEN-T, even though there is heavy freight movement. For the railway network, Scotland suffers from capacity limited to the South of the United Kingdom, which impacts its connectivity with the rest of North-Western Europe. Lastly, in spite of a relatively large number of ports with ferry links, Scotland has very few connections of this type with other countries in the NWE zone.
Strengths
Strengths of the Scottish region include the existence of a relatively calm road network, as well as a large electrification programme on-going in strategic railway itineraries. There is a potential to expand short distance maritime links and encourage the development of intermodality both on railway and maritime modes.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201436
Nodes Network
......port.nodes:.7.corresponding.to.2.7%.of.NWE ......Inland.waterways:.53.km.corresponding.to.0.5%.of.NWE.and.to.3,7.km.for.1,000.km²7 seaports 2 ferry ports 100 % are CEMT Class V and over
0 inland port 0 % are part of main European network (part of the ʺTEN-T coreʺ network)
1 is major European port (part of the ʺTEN-T coreʺ network)
0 have a channel depth of over 51 feet (15m) ......Railway.network:.1 162.km.corresponding.to.3.0%.of.NWE.and.to.81,9.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......39 % are electrified networks
0 port with more than 3 modes 1 port is near the strategic road network 40 % are part of main European network (part of the ʺTEN-T coreʺ network)
4 ports with 3 modes 2 ports are near the strategic rail network
3 ports with 2 modes 0 port is near the strategic inland ......Road.network:.863.km.corresponding.to.2.0%.of.NWE.and.to.60,8.km.for.1,000.km²waterway network 78 % are motorways
22 % are dual carriageways or freeways
......Railway.terminals:.26.corresponding.to.6.0%.of.NWE. 49 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminals (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.network
8 with rail/road connection link to a seaport 17 terminals are near the strategic road network
0 with rail/road connection link to an inland port 17 terminals are near the strategic rail network
18 railway bi-modal (rail/road) terminal 0 terminal is near the strategic inland waterway network
.
......Airport.nodes:.4.corresponding.to.4.3%.of.NWE
1 is major European airport (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
1 airport with rail/road connections 3 airports are near the strategic road network
3 airports are near the strategic rail network
0 airport is near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
1 airport is near the maritime port
Identity card
Area Demography Land use Maritime traffic14,180.km².corresponding.to 6,886,010.inhabitants.corresponding.to 2,053 km².urbanised.land.corresponding.to.9.1%.of.NWE 34,618.Mt.corresponding.to1.7%.of.NWE 3.9%.of.NWE 277.km².dedicated.to.industry.corresponding.to. 2.6%.of.NWE.maritime.traffic
486.inhabitants.per.km² 13%.of.urbanised.land
Liverpool and the west coast2.4
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LeedsBradford
Sheffield
Fleetwood
Lancaster
ManchesterLiverpool
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 37
Key characteristics
Located on the North-Western coast of England, the Liverpool/Manchester region is one of the most densely populated and most industrialised regions in North-Western Europe. It, however, has relatively weak maritime traffic density. This sector is concerned by a gateway project.
Networks
The transport infrastructure network has all 3 modes of land transport: roads, railways and inland waterways. At the scale of the British Isles, this is a remarkable achievement. The largest part of the infrastructure network is concentrated on a West/East axis between Liverpool and Manchester. A major railway axis linking Scotland to the South of England also goes through this region. Railway network densities are relatively high nonetheless and paradoxically, only a small part of the network is electrified.
Hubs
Four out of the 7 identified ports propose a tri-modal connection. Nevertheless, only 2 of them are located near a European level railway and road network: Liverpool and Lancaster. The ports propose many ferry connections with Ireland. The many ferry terminals are located near road and railways in the central TEN-T network.
Weaknesses
As like Scotland, the infrastructure network is limited because of the railway network which requires heavy investments to increase its capacity. Moreover, the small number of itineraries that link Liverpool and Manchester to Birmingham and London, the other English economic hubs, leads to congestion, also hampering the development of this zone.
Strengths
The main asset of these region is its gateway project, which aims to encourage use of the inland waterway mode for freight transport using the Manchester Ship Canal, which is currently underused. This project is justified by the zone’s western location, linked to the presence of the very large Liverpool Port and a dense population. This region can also count on a dense railway network which well serves the other urban centres in the country, leading to a potential in the development of multi-modal transport for freight.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201438
Nodes Network
......port.nodes:.14.corresponding.to.5.4%.of.NWE ......Inland.waterways:.63,6.km.corresponding.to.0.6%.of.NWE.and.to.2,0.km.for.1,000.km²14 seaports 5 ferry ports 54.7 % are CEMT Class V and over
0 inland port 0 % are part of main European network (part of the ʺTEN-T coreʺ network)
3 are major European ports (part of the ʺTEN-T coreʺ network)
1 have a channel depth of over 51 feet (15m) ......Railway.network:.3,893.km.corresponding.to.9.9%.of.NWE.and.to.122,9.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......53 % are electrified networks
1 port with more than 3 modes 5 ports are near the strategic road network 32 % are part of main European network (part of the ʺTEN-T coreʺ network)
5 ports with 3 modes 7 ports are near the strategic rail network
8 ports with 2 modes 0 port is near the strategic inland ......Road.network:.2,467.km.corresponding.to.5.8%.of.NWE.and.to.77,9.km.for.1,000.km²waterway network 47 % are motorways
53 % are dual carriageways or freeways
......Railway.terminals:.26.corresponding.to.6.0%.of.NWE. 40 % are part of main European network (part of the ʺTEN-T coreʺ network)
1 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
9 with rail/road connection link to a seaport 5 terminals are near the strategic road network
0 with rail/road connection link to an inland port 8 terminals are near the strategic rail network
18 railway bi-modal (rail/road) terminal 0 terminal is near the strategic inland waterway network
.
......Airport.nodes:.7.corresponding.to.7.6%.of.NWE
5 are major European airports (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.network
2 airports with rail/road connections 3 airports are near the strategic road network
3 airports are near the strategic rail network
0 airport is near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
1 airport is near the maritime port
Identity card
Area Demography Land use Maritime traffic31,666.km².corresponding.to 21,342,074.inhabitants.corresponding.to 5,766 km².urbanised.land.corresponding.to.0%.of.NWE 116,762.Mt.corresponding.to3.9%.of.NWE 12.1%.of.NWE 619.km².dedicated.to.industry.corresponding.to. 8.6%.of.NWE.maritime.traffic
674.inhabitants.per.km² 10%.of.urbanised.land
Greater London and central England2.5
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Leeds
Goole
Barnet
Ipswich
Bristol
Croydon
Bradford
Sheffield
Birmingham
Manchester
Bournemouth
Kingston upon Hull
London
Dover
Newport
GrimsbyLiverpool
Portsmouth
Southampton
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 39
Key characteristics
Located in the South-Western part of the United Kingdom, this geographical area including Greater London and Central England up until Birmingham, is the country’s economic pulse. It concentrates the strongest population densities and comes in third place in North-Western Europe for maritime traffic. This region has an advanced gateway project: Thames Gateway.
Networks
Concerning transport infrastructures, this area is similar to that of Liverpool/Manchester in terms of density and characteristics of the network, with, for example, a navigable waterway. The Greater London and Central England railway network is nonetheless more compact and well developed, with over 50% of the network electrified.
Hubs
The Greater London and Central England region has a dense port network, with 14 ports, and 5 of them offer ferry links. Three ports are a part of the central TEN-T network: London, Felixtowe and Dover. These ports globally have a good level of intermodality with at least 3 types of modal connections. Five of the 7 regional airports are a part of the central TEN-T network. This is quite high as compared to other regions we have studied. One airport, the London City Airport, is located near a strategic port. There is also a European level railway terminal located in Birmingham.
Weaknesses
The main weakness this zone has stems from the longitudinal organisation of its infrastructure network on only one axis linking London to Manchester/Liverpool, which goes through Birmingham. Moreover, the road network seems to be less developed than that of other regions, with a mere 47% of motorways.
Strengths
This part of England is well connected to the continent by the English Channel, which helps mitigate the effects of insularity by offering a regional continuity with Europe, numerous ferry connections, in particular with France, Germany and the Netherlands. The Thames Gateway project is also an asset to promote intermodality.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201440
Nodes Network
......port.nodes:.11.corresponding.to.4.3%.of.NWE ......Inland.waterways:.0.km.corresponding.to.0%.of.NWE.and.to.0.km.for.1,000.km²11 seaports 8 ferry ports 0 % are CEMT Class V and over
0 inland port 0 % are part of main European network (part of the ʺTEN-T coreʺ network)
2 are major European ports (part of the ʺTEN-T coreʺ network)
0 have a channel depth of over 51 feet (15m) ......Railway.network:.794.km.corresponding.to.2.0%.of.NWE.and.to.82,4.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......72 % are electrified networks
0 port with more than 3 modes 3 ports are near the strategic road network 10 % are part of main European network (part of the ʺTEN-T coreʺ network)
3 ports with 3 modes 1 port is near the strategic rail network
8 ports with 2 modes 0 port is near the strategic inland ......Road.network:.707.km.corresponding.to.1.7%.of.NWE.and.to.73,4.km.for.1,000.km²waterway network 32 % are motorways
68 % are dual carriageways or freeways
......Railway.terminals:.10.corresponding.to.2.3%.of.NWE. 25 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
3 with rail/road connection link to a seaport 1 terminal is near the strategic road network
0 with rail/road connection link to an inland port 1 terminal is near the strategic rail network
1 railway bi-modal (rail/road) terminal 0 terminal is near the strategic inland waterway network
.
......Airport.nodes:.3.corresponding.to.3.3%.of.NWE
1 is major European airport (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
0 airport with rail/road connections 2 airports are near the strategic road network
2 airports are near the strategic rail network
0 airport is near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
1 airport is near the maritime port
Identity card
Area Demography Land use Maritime traffic9,623.km².corresponding.to 4,527,877.inhabitants.corresponding.to 1,500 km².urbanised.land.corresponding.to.2.4%.of.NWE 44,934.Mt.corresponding.to1.2%.of.NWE 2.6%.of.NWE 83.km².dedicated.to.industry.corresponding.to. 3.3%.of.NWE.maritime.traffic
471.inhabitants.per.km² 5.3%.of.urbanised.land
Southern England2.6
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London
Barnet
Croydon
BournemouthPortsmouth
Southampton
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 41
Key characteristics
Southern England, which includes the Portsmouth and Southampton ports, is located on the English Channel. This region can be characterised as under-represented in dedicated industrial zones, though its population density is one of the highest in North-Western Europe.
Networks
Its road and railway infrastructure network is one of the densest in North-Western Europe. It is organised in a star shape coming to and from London, which must be crossed when traveling to the North of the country. They railway network, with a 71% electrification rate, is the most developed one in the United Kingdom. Nevertheless, a mere 10% of it is connected to the central European network (25% of the road network).
Hubs
As is the case in other regions in the United Kingdom and Ireland, Southern England has many ports and 11 of them have been identified. Eight of them offer ferry links only to France. The intermodality level of these ports however, remains limited. Thus, 3 of them offer a railway connection but only one of them, Southampton, belongs to the TEN-T network. Three airports have been identified and 2 of them are near a strategic railway network.
Weaknesses
The main weakness of this regional network concerns the poor integration of its infrastructure network into the central TEN-T network. Transport infrastructures, which all lead to London, are also a weakness, especially when traveling to the North of the country.
Strengths
Southern England has an interesting geostrategic position: near London, across from the Le Havre Port, one of the largest ports in North-Western Europe, and upstream from the Pas-de-Calais strait. This location allows it to play an important role in sourcing for the English capital, by developing in particular, short sea shipping. The railway network is well equipped and has a good potential for further development, especially as 3 ferry ports have a railway terminal: Portsmouth, Southampton and Newhaven.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201442
Nodes Network
......port.nodes:.20.corresponding.to.7.8%.of.NWE ......Inland.waterways:.1,347.km.corresponding.to.12.0%.of.NWE.and.to.50,0.km.for.1,000.km²12 seaports 3 ferry ports 81 % are CEMT Class V and over
8 inland ports 75 % are part of main European network (part of the ʺTEN-T coreʺ network)
7 are major European ports (part of the ʺTEN-T coreʺ network)
2 have a channel depth of over 51 feet (15m) ......Railway.network:.2,210.km.corresponding.to.5.6%.of.NWE.and.to.82,1.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......83 % are electrified networks
2 ports with more than 3 modes 8 ports are near the strategic road network 42 % are part of main European network (part of the ʺTEN-T coreʺ network)
9 ports with 3 modes 7 ports are near the strategic rail network
9 ports with 2 modes 15 ports are near the strategic inland ......Road.network:.2,208.km.corresponding.to.5.2%.of.NWE.and.to.82,0.km.for.1,000.km²waterway network 99 % are motorways
1 % are dual carriageways or freeways
......Railway.terminals:.25.corresponding.to.5.7%.of.NWE. 35 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.network
14 with rail/road connection link to a seaport 2 terminals are near the strategic road network
9 with rail/road connection link to an inland port 1 terminal is near the strategic rail network
2 railway bi-modal (rail/road) terminal 0 terminal is near the strategic inland waterway network
.
......Airport.nodes:.5.corresponding.to.5.4%.of.NWE
2 are major European airports (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
2 airports with rail/road connections 4 airports are near the strategic road network
3 airports are near the strategic rail network
2 airports are near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
1 airport is near the maritime port
Identity card
Area Demography Land use Maritime traffic26,899.km².corresponding.to 14,776,966.inhabitants.corresponding.to 4,390 km².urbanised.land.corresponding.to.6.9%.of.NWE 485,661.Mt.corresponding.to3.3%.of.NWE 8.4%.of.NWE 672.km².dedicated.to.industry.corresponding.to. 36.0%.of.NWE.maritime.traffic
549.inhabitants.per.km² 14.1%.of.urbanised.land
Southern Netherlands2.7
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Essen
Liège
Essen
Den Haag
Brussel
Amsterdam
Köln
Gent
Namur
Duisburg
Rotterdam
Terneuzen
Charleroi
AntwerpenDüsseldorf
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 43
Key characteristics
The Southern part of the Netherlands has an extremely dense population and intense maritime traffic corresponding to one third of the total North-Western Europe traffic.
Networks
Consequently, the infrastructure network, including railways, roads and inland waterways is one of the densest and most developed in all of North-Western Europe. Some remarkable characteristics include: 81% of the inland waterway network is adapted for mass freight transport, with an ECMT class equal to or exceeding V; 75% of this network is a part of the TEN-T central network. Over 80% of the railway network is electrified and the road network adapted to freight transport is exclusively a motorway network.
Hubs
The Southern part of the Netherlands has 12 maritime ports and 8 inland waterway ports. A third of these ports are in the central TEN-T network and 2 maritime ports have channels that are over 15 m deep: Rotterdam and Amsterdam. The majority of these ports proposes advanced intermodality solutions. Two of them have over 3 types of modal connections: Amsterdam and Rotterdam. 9 of them have 3.
Weaknesses
The risk of congestion, due to the intensity of maritime traffic correlated with a very dense population, with ever increasing needs in travellers and freight mobility, are potential weaknesses. There is also little leeway for further development of existing infrastructures. Moreover, ports in this region are located downstream from the Pas-de-Calais strait, a high-risk sector for maritime traffic because of the intensity of its traffic volume.
Strengths
Because of its multimodal transport infrastructures which are the most developed in North-Western Europe, the Southern Netherlands is the most favourable and most operational region in North-Western Europe for the development of intermodality. This region benefits from efficient connections with all of North-Western Europe, including the United Kingdom, through intense short distance maritime links.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201444
Nodes Network
......port.nodes:.21.corresponding.to.8.1%.of.NWE ......Inland.waterways:.3,966.km.corresponding.to.36.0%.of.NWE.and.to.37,5.km.for.1,000.km²3 seaports 2 ferry ports 39 % are CEMT Class V and over
18 inland ports 55 % are part of main European network (part of the ʺTEN-T coreʺ network)
11 are major European ports (part of the ʺTEN-T coreʺ network)
0 have a channel depth of over 51 feet (15m) ......Railway.network:.7,019.km.corresponding.to.17.8%.of.NWE.and.to.66,3.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......72 % are electrified networks
4 ports with more than 3 modes 17 ports are near the strategic road network 48 % are part of main European network (part of the ʺTEN-T coreʺ network)
17 ports with 3 modes 17 ports are near the strategic rail network
0 port with 2 modes 21 ports are near the strategic inland ......Road.network:.4,503.km.corresponding.to.10.6%.of.NWE.and.to.45,5.km.for.1,000.km²waterway network 82 % are motorways
17 % are dual carriageways or freeways
......Railway.terminals:.40.corresponding.to.9.2%.of.NWE. 44 % are part of main European network (part of the ʺTEN-T coreʺ network)
1 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
3 with rail/road connection link to a seaport 7 terminals are near the strategic road network
26 with rail/road connection link to an inland port 9 terminals are near the strategic rail network
11 railway bi-modal (rail/road) terminal 7 terminals are near the strategic inland waterway network
.
......Airport.nodes:.9.corresponding.to.9.8%.of.NWE
2 are major European airports (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.network
3 airports with rail/road connections 9 airports are near the strategic road network
8 airports are near the strategic rail network
5 airports are near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
2 airports are near the maritime port
Identity card
Area Demography Land use Maritime traffic105,747.km².corresponding.to 17,562,943.inhabitants.corresponding.to 9,768 km².urbanised.land.corresponding.to.15.4%.of.NWE 198,783.Mt.corresponding.to12.9%.of.NWE 10.0%.of.NWE 1,212.km².dedicated.to.industry.corresponding.to. 14.7%.of.NWE.maritime.traffic
166.inhabitants.per.km² 12.4%.of.urbanised.land
Benelux and Eastern France2.8
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Luxembourg
Nancy
Liège
Essen
Zürich
Paris
Brussel Köln
Metz
Gent
Mainz
Lille
Namur
Calais
BruggeDortmundDuisburgOostende
Dunkerque
Terneuzen
Charleroi
Antwerpen Düsseldorf
Strasbourg
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 45
Key characteristics
The largest area studied, the region including Benelux and Eastern France has 10% of Western Europe’s population and 14.7% of its maritime traffic.
Networks
In the organisation of its infrastructure network, this region is similar to Western Germany combined with the Southern Netherlands (Rhine River axis), thus making up a parallel system. This region has a high level of inland waterways; nonetheless, only a third of this network is adapted to mass freight transport with an ECMT class equalling or exceeding V. Seventy % of the railway network is electrified and 48% of it is registered in the central TEN-T network, the largest share in all of North-Western Europe. The road network is, in its vast majority, made up of motorways.
Hubs
Like the Southern Netherlands, Benelux and Eastern France have a network of maritime and inland waterway ports that are amongst the highest in North-Western Europe. Twenty one ports have been identified, and over half of them are a part of the central TEN-T network. They have a good level of intermodality, as 17 of them have 3 intermodal connections. Four of the have more than 3. These ports are also very well connected to the road, railway and inland waterway networks on a European scale. Only 2 of the 3 airports in this zone are a part of the central European network. Moreover, a railway terminal has been identified in the central TEN-T network: the Bettembourg terminal in Luxembourg.
Weaknesses
The Benelux and Eastern France region has a large clearance inland waterway network that is one of the best developed in North-Western Europe. It however, is connected to a network and to hubs with a much lower capacity in the South-Western part of the zone we studied, compared with the Rhine River-Alps corridor, thus limiting possibilities of long distance mass freight transport.
Strengths
Strengths of this geographical area stem from its central position in North-Western Europe, where flow routes cross, as well as its good infrastructure network connection to the central European network. This area has a very high potential for development of intermodality.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201446
Nodes Network
......port.nodes:.27.corresponding.to.10.5%.of.NWE ......Inland.waterways:.1,948.km.corresponding.to.18.0%.of.NWE.and.to.17,5.km.for.1,000.km²0 seaport 0 ferry port 80 % are CEMT Class V and over
27 inland ports 90 % are part of main European network (part of the ʺTEN-T coreʺ network)
10 are major European ports (part of the ʺTEN-T coreʺ network)
0 have a channel depth of over 51 feet (15m) ......Railway.network:.7,364.km.corresponding.to.18.7%.of.NWE.and.to.66,4.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......70 % are electrified networks
1 port with more than 3 modes 13 ports are near the strategic road network 37 % are part of main European network (part of the ʺTEN-T coreʺ network)
23 ports with 3 modes 24 ports are near the strategic rail network
3 ports with 2 modes 27 ports are near the strategic inland ......Road.network:.5,814.km.corresponding.to.13.7%.of.NWE.and.to.52,4.km.for.1,000.km²waterway network 98 % are motorways
2 % are dual carriageways or freeways
......Railway.terminals:.53.corresponding.to.12.2%.of.NWE. 39 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
0 with rail/road connection link to a seaport 14 terminals are near the strategic road network
31 with rail/road connection link to an inland port 18 terminals are near the strategic rail network
22 railway bi-modal (rail/road) terminal 16 terminals are near the strategic inland waterway network
.
......Airport.nodes:.15.corresponding.to.16.3%.of.NWE
4 are major European airports (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
2 airports with rail/road connections 10 airports are near the strategic road network
8 airports are near the strategic rail network
5 airports are near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
0 airport is near the maritime port
Identity card
Area Demography Land use Maritime traffic110,877.km².corresponding.to 38,775,874.inhabitants.corresponding.to 11,949 km².urbanised.land.corresponding.to.18.8%.of.NWE 0.Mt.corresponding.to13.6%.of.NWE 22%.of.NWE 1,745.km².dedicated.to.industry.corresponding.to. 0%.of.NWE.maritime.traffic
350.inhabitants.per.km² 14.6%.of.urbanised.land
Western Germany2.9
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Mainz
Nancy
Liège
Zürich
Hannover
Luxembourg
Köln
Metz
EssenBochumDortmund
NürnbergMannheim
Duisburg
Stuttgart
Karlsruhe
Düsseldorf
Strasbourg
Frankfurt am Main
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 47
Key characteristics
The Western part of Germany corresponds to the most western area in North-Western Europe, without any coastlines, though it does have major hubs connected to the ports of Antwerp and Rotterdam: Duisburg and Mannheim. This zone is very industrial and has a dense population, making it the main hinterland for the ports of Antwerp and Rotterdam.
Networks
The network of infrastructures follows a North-South axis corresponding to the Rhine River Valley and making up an important link in the largest European multimodal transport corridor: the Rhine River Valley-Alps corridor which links Rotterdam to Genoa. The 3 modes of terrestrial transport are present with average network densities when compared with the rest of North-Western Europe. 80% of the inland waterway network is adapted for mass freight transport, with an ECMT class equal to or exceeding V; 90% of this network is a part of the TEN-T central network. These are remarkable statistics.
Hubs
Hubs, meaning ports, airports and railway terminals for this geographical area, are registered in and connected to the central TEN-T network. All of the ports and a third of the airports are near a strategic inland waterway network, a remarkable characteristic. Eight airports are near a strategic railway network. The vast majority of inland waterway ports propose intermodal connections, in particular between rail and waterways, with 31 railway terminals connected to the inland waterway mode. Moreover, the high number of 53 railway terminals proves the importance of this mode for freight transport in this geographical area.
Weaknesses
The main weakness of this geographical area is the intensity of freight traffic on the Rhine River axis in its North-South direction, with the associated risk of congestion, in particular, for the railway network.
Strengths
The Western part of Germany is an intersection between the North/South and West/East flows. The Rhine River axis is the junction between the West and East of Europe. Moreover, the high level of intermodality of inland waterway ports, coupled with high service levels found in waterway and railway infrastructures, bode well for the development of intermodality.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201448
Nodes Network
......port.nodes:.9.corresponding.to.3.5%.of.NWE ......Inland.waterways:.1,571.km.corresponding.to.14.0%.of.NWE.and.to.42,6.km.for.1,000.km²3 seaports 2 ferry ports 17 % are CEMT Class V and over
6 inland ports 40 % are part of main European network (part of the ʺTEN-T coreʺ network)
3 are major European ports (part of the ʺTEN-T coreʺ network)
3 have a channel depth of over 51 feet (15m) ......Railway.network:.2,931.km.corresponding.to.7.4%.of.NWE.and.to.79,5.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......77 % are electrified networks
0 port with more than 3 modes 5 ports are near the strategic road network 38 % are part of main European network (part of the ʺTEN-T coreʺ network)
6 ports with 3 modes 5 ports are near the strategic rail network
3 ports with 2 modes 7 ports are near the strategic inland ......Road.network:.1,810.km.corresponding.to.4.3%.of.NWE.and.to.49.1.km.for.1,000.km²waterway network 89 % are motorways
11 % are dual carriageways or freeways
......Railway.terminals:.19.corresponding.to.4.4%.of.NWE. 33 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
5 with rail/road connection link to a seaport 2 terminals are near the strategic road network
12 with rail/road connection link to an inland port 2 terminals are near the strategic rail network
2 railway bi-modal (rail/road) terminal 1 terminal is near the strategic inland waterway network
.
......Airport.nodes:.2.corresponding.to.2.2%.of.NWE
1 is major European airport (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
0 airport with rail/road connections 1 airport is near the strategic road network
2 airports are near the strategic rail network
2 airports are near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
0 airport is near the maritime port
Identity card
Area Demography Land use Maritime traffic36,859.km².corresponding.to 7,624,435.inhabitants.corresponding.to 4,019 km².urbanised.land.corresponding.to.6.3%.of.NWE 54,270.Mt.corresponding.to4.5%.of.NWE 4.3%.of.NWE 481.km².dedicated.to.industry.corresponding.to. 4.0%.of.NWE.maritime.traffic
207.inhabitants.per.km² 11.9%.of.urbanised.land
Northern France2.10
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Essen
Dunkerque
Paris
Brussel
Gent
Lille
Dover
Namur
Calais
BruggeOostende
Rotterdam
Terneuzen
Charleroi
Antwerpen
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 49
Key characteristics
Located at the intersection between the United Kingdom, Benelux and Seine Gateway®, this geographical area, which includes the North-Pas-de-Calais and Picardy regions, totals 4.3% of the North-Western European population. It is one of the regions where maritime traffic is the weakest, totalling a mere 4%.
Networks
Its networks are part of the densest networks in North-Western Europe. This region totals 14% of inland waterways, a share that is almost identical to that of the Southern Netherlands. Nevertheless, only 17% of this network is adapted to mass freight transport, with an ECMT class that equals or exceeds V, as compared with 81% of the Southern Netherlands network. Northern France is well connected to the United Kingdom with the Channel as well as intense ferry links between Dover and Calais. This region is the starting point for an under-used border railway line between Dunkirk and Strasbourg, which allows transport to Europe’s economic heartland, without going through the congested capital city of Paris.
Hubs
Northern France has 3 maritime ports and 1 of them, Dunkirk, has a channel depth of over 15 metres. The analysis of railway hubs shows good interconnections between railways and inland waterways, with 12 railway terminals out of 19 offering this type of connection. This region has 2 railway terminals identified as being a part of the central TEN-T network: Calais, with the Eurotunnel and Dourges, which shows the importance of the railway mode for freight traffic.
Weaknesses
The main weakness of this region is its geographical proximity with the ports of Antwerp and Rotterdam, which polarises European maritime traffic. Though it has a large inland waterway network, it is poorly adapted to mass freight transport.
Strengths
The strength of the Northern France region stems from its position as an interface between the 3 largest regions for maritime traffic in North-Western Europe: Seine Gateway®, the Greater London region and Benelux. Its infrastructure network, and in particular its railway network, also supports the development of multimodal transport for goods.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201450
Nodes Network
......port.nodes:.21.corresponding.to.8.1%.of.NWE ......Inland.waterways:. 1,020.km.corresponding.to.9.3%.of.NWE.and.to.18,9.km.for.1,000.km²11 seaports 4 ferry ports 56 % are CEMT Class V and over
10 inland ports 64 % are part of main European network (part of the ʺTEN-T coreʺ network)
3 are major European ports (part of the ʺTEN-T coreʺ network)
1 have a channel depth of over 51 feet (15m) ......Railway.network:.3,602.km.corresponding.to.9.1%.of.NWE.and.to.66,7.km.for.1,000.km²Level.of.intermodality proximity.to.strategic.networks ......72 % are electrified networks
2 ports with more than 3 modes 9 ports are near the strategic road network 40 % are part of main European network (part of the ʺTEN-T coreʺ network)
10 ports with 3 modes 13 ports are near the strategic rail network
9 ports with 2 modes 13 ports are near the strategic inland ......Road.network:.2,887.km.corresponding.to.6.8%.of.NWE.and.to.53,4.km.for.1,000.km²waterway network 63 % are motorways
37 % are dual carriageways or freeways
......Railway.terminals:.26.corresponding.to.6.0%.of.NWE. 29 % are part of main European network (part of the ʺTEN-T coreʺ network)
0 railway bi-modal terminal is major European terminal (part of the ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
12 with rail/road connection link to a seaport 4 terminals are near the strategic road network
10 with rail/road connection link to an inland port 4 terminals are near the strategic rail network
4 railway bi-modal (rail/road) terminal 4 terminals are near the strategic inland waterway network
.
......Airport.nodes:.4.corresponding.to.4.3%.of.NWE
2 are major European airports (part of ʺTEN-T coreʺ network)
Level.of.intermodality proximity.to.strategic.networks
2 airports with rail/road connections 2 airports are near the strategic road network
2 airports are near the strategic rail network
1 airport is near the strategic inland waterway network
Sources : The Atlas of Major North-West European Freight Infrastructures (Weastflows, AURH processing)
0 airport is near the maritime port
Identity card
Area Demography Land use Maritime traffic54,008.km².corresponding.to 15,457,564.inhabitants.corresponding.to 4,836 km².urbanised.land.corresponding.to.7.6%.of.NWE 96,825.Mt.corresponding.to6.6%.of.NWE 8.8%.of.NWE 738.km².dedicated.to.industry.corresponding.to. 7.2%.of.NWE.maritime.traffic
286.inhabitants.per.km² 15.2%.of.urbanised.land
Seine Gateway®2.11
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Caen
Nantes
Dieppe
Barnet
Ipswich
Bristol
Croydon
Bournemouth
Cherbourg-Octeville
Paris
London
Rouen
Lille
Dover
Calais
Harwich
Le Havre
Oostende
DunkerquePortsmouth
Felixstowe
Southampton
$ 0 20 4010Km
Data source powered by AURH & ©Voies Navigables de France; ©European Commission, DG Move, TEN-Tec Information System; ©2012 National Geospatial Intelligence Agency©OpenStreetMap contributors, ODbl;Boudaries ©MBR and EuroGeographics,©ESRI Map data ©OpenStreetMap contributors, ODbl/ ®AURH -2014/05
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 51
Key characteristics
The regional Seine Gateway® area occupies a privileged geostrategic position upstream from the Pas-de-Calais strait. In Europe, this is the only region that has a major hub for maritime traffic: the Le Havre port. This region totals 7.2% of maritime traffic. Paris and its outskirts have the strongest population densities, whereas industrial activity is spread all along the Seine River Valley.
Networks
The transport infrastructure network is structured around a tri-modal axis linking Paris to a coastline. For all 3 modes, it can be compared to the Western part of Germany, both in terms of density and in terms of size. Figures in this table show a well-developed network, which is adapted to mass freight transport and well linked to the strategic TEN-T European network.
Hubs
Seine Gateway® stands out with 3 ports registered in the central TEN-T network: 2 maritime ports, Le Havre with a channel depth of over 15 m and Rouen, as well as an inland waterway port, Paris. This central network is completed with many multiple mode ports and platforms. Four ports have ferry connections with the South of England, which is a remarkable characteristic. With 26 identified railway terminals, Seine Gateway® finds itself at the same level as the Southern part of the Netherlands. Only 4 of them, however, are near a strategic railway, road or inland waterway network.
Weaknesses
The main weakness Seine Gateway® has is its peripheral location compared with Europe’s economic pulse, suffering from lack of efficient connections towards this region in general, and towards Eastern Europe in particular. Concerning infrastructures, the absence of a direct inland waterway connection between the main freight container Le Havre port and the Seine River, is also a handicap.
Strengths
We would like to point out two key strengths. The first one stems from its advantageous geographical position upstream from the Pas-de-Calais strait, as well as having a deep water port. The second one concerns the existence of a multimodal transport corridor from its coastline up to Paris. This region is also actively rolling out many structuring projects, including Paris-Normandy New Line, which will boost the offer of railway services for freight transport.
Le Havre
Antwerpen
Amsterdam
Rotterdam
Grimsby
0 50 10025Km
Data sources:Boudaries ©MBR and EuroGeographics,©ESRI Map data © OpenStreetMap contributors, ODbl ®AURH -2013/06
Europe du Nord-Ouest
Élément de contexte
Infrastructures du réseau central RTE-T
Caractéristiques maritimes
Secteur ayant de fortes densités d’infrastructures terrestres (tous modes) - Secteur privilégié pour le développement de l’intermodalité
Zone de croisement d’infrastructures
Secteur d’enjeux pour le développement de l’intermodalité
Terminal ferroviaire
Port avec un terminal ferroviaire
Port
Aéroport
Port ayant une profondeur de chenal supérieure à 15 m
Réseau d’infrastructure(rail, route, fleuve)
Caractéristiques territoriales
Principales liaisons ferries (plus de 6 rotations par jour)
Principales portes d’entrées maritimes
North-Western Europe
Contextual information
Infrastructures in the TEN-T core network
Maritime features
Sector with high terrestrialinfrastructure density (all modes) - Ideal locations to develop intermodality
Infrastructure crossing zone
High stakes sector in the development ofintermodality
Railway terminal
Port with a railway terminal
Port
Airport
Port with a channel depth over 15 m
Infrastructure network(rail, road and inland waterway)
Territorial features
Main ferry routes(more than 6 rotations per day)
Main maritime access route
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201452
Strengths.and.opportunities.of.the.infrastructure.network
The analysis of transport infrastructures and regional characteristics in each of our remarkable regional structures allows us to highlight qualities that the map on the left side of the page will try to synthesize. It gives three types of information:
•. the entire RTE-T central European network, including all modes of transport;
•. remarkable maritime characteristics;
•. regional characteristics.
Five lessons can be learnt from this:
•. Benelux and the Rhine River axis are privileged sectors to implement multimodal transport;
•. outside of these zones, there are very few places in North-Western Europe where mass freight transport other than by roads can be rolled out; these are regions with existing or planned gateways;
•. there is only one major maritime entrance port upstream from the Pas-de-Calais strait: the Le Havre Port;
•. Benelux and the Rhine River Valley must both be crossed to implement West/East corridors as they have a North-South alignment and many existing connection points;
•. modal changes, in particular with the British Isles, can be envisaged towards the maritime mode thanks to the extensive network of coastline ports.
Analysis of interactions
Part 3
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201454
About the analysis of interactions
Concerning the analysis of interactions
The analysis of interactions investigate the global volumes of freight exchanged from region to region in North-Western Europe. These movements are called “interactions” rather than flows, as it is impossible to trace the complete itinerary of the goods in question. The study however can:• show interactions between the various regions;• qualify and quantify exchanges of all types of goods by transport mode: railway, maritime,
inland waterway or roads;• identify the main zones that send and receive goods.
Interactions take place from geozone A towards geozone B. Itineraries that combine one or several transport modes are considered as being that many interactions. For example, an Antwerp-Paris flow with break bulk or intermediate reloading in Dourges will be counted firstly as an Antwerp-Dourges interaction and then as a Dourges-Paris interaction, without being able to know the zone in which the goods initially came from.
What is the analysis of interactions based on?
The analysis of interactions is based on the database gathered by SEStran, which can be seen in the “ Task 1 ” report: Freight Supply and Demand Analysis,” written by SEStran in June, 2014, in the framework of Action 4. Readers who would like further information on the methodology used to produce this information can refer to this report.This is a theoretical gravitational model that estimates movements of goods from one region to another, according to the dominant mode; these movements are called “interactions.” The goal of this method, in a nutshell, is to supply a “freight transport request” matrix from an origin to a destination, for each transport mode, (road, maritime, railway, inland waterway) in order to estimate the global amount of goods exchanged between two regions. All goods are considered according to their tonnage exchanged between geographical zones with no distinction whatsoever between products. These interactions are firstly expressed in tonnes. They are also expressed in tonnes-kilometre, by multiplying them by the theoretical distances from zone centre to zone centre. This unit of measure is especially useful for heavy goods.The data produced corresponds to 3,721 dominant movements of goods from one region to another, or interactions.
The SEStran model
For this model, North-Western Europe was divided into 61 geographical zones, called “geozones.” This crosscutting was based, in some cases, on the aggregate NUTS 3. Data produced has coherent totals and constraints in lines and columns when compared with the Eurostat source, which studies goods sent and received per NUTS zone. The reference year changes depending on the transport mode, and can be 2010, 2011 or 2012. For the Northern part of France, AURH has also assisted in fine-tuning this model for the road mode by comparing it with the SITRAM (interregional transport tables) data base. Freight data from the UK Department of Transport, the Scottish Government and the Northern Ireland Office were also used to calculate the final data set.
From the SEStran matrix structures to the AURH map
The goal is to use this information with a geographical analysis to complete SEStran’s approach, to confer added value to it as well as comparing it to the infrastructures and corridors.
AURH has included the matrix structure produced by SEStran in the GIS by transforming the cells into geographical links. AURH’s added value to this was to translate this data into a cartographical report in this matrix structure.AURH, in its work, only used a part of the data produced by SEStran, and based its work on internal interactions in North-Western Europe. Complementary analyses will allow us to study freight flows between individual Weastflows zones and individual countries (or parts of or groups of countries) out with the Weastflows area.
55 Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014
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Caen
Cork
Liège
Paris Reims
Dijon
Kassel
Amiens
London
Galway
Dublin
Ausburg
Belfast
Glasgow
Freiburg Nurnberg
Limerick, Shannon
Aberdeen
Dumfries
Besancon
Waterford
Inverness
Edinburgh
Luxembourg
Saarbrucken
Metz, Nancy
Gent, Brugge
Rennes, Brest
Koblenz, Mainz
Tours, Orleans
Le Havre, Rouen
Bristol, Exeter
Brighton, Dover
Cardiff, Swansea
Donegal, Dundalk
Koln, Bonn, Achen
Wrexham, Holyhead
Athlone, Mullingar
Londonderry, Antrim
Frankfurt, Wiesbaden
Strasbourg, Mulhouse
Birmingham, Coventry
Eindhoven, Maastricht
Newcastle, Middlesbrough
Dortmund, Bochum, Munster
Dusseldorf, Essen, Duisburg
Nottingham, Derby, Leicester
Leeds, Sheffield, York, Hull
Peterborough,Norwich, Ipswich
Liverpool, Manchester, Preston
Oxford, Southampton, Portsmouth
Rotterdam
Brussels, AntwerpAmsterdam, Utrecht
Strasbourg, Mulhouse
Saarbrucken
Colchester,Cambridge
Calais, Lille
Le Mans, Nantes, Angers
Enschede, Arnhem
Karlsruhe,Stuttgart, Mannheim
Perth, Dundee
0 50 10025Km
Data source powered by AURHBoudaries ©MBR and EuroGeographics,©ESRI Map data © OpenStreetMap contributors, ODbl ®AURH -2013/06$
North-Western Europe
Contextual information
Other Europeancountries
Zone
SEStran zone
Geometric centreof SEStran zone
Zone includinga capital
Shetland, Scotland
!Lerwick, Shetland
Shetland
Division.of.North-Western.Europe.into.61.geozones.(SEStran)
From matrix structures...
...to maps
Each line represents an interaction mentioned in a SEStran matrix structure cell. Internal NWE interactions are in red.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201456
Total.volume.of.interactions
General analysis of interactions broken down by geozone
Liege
Paris
London
FreiburgNurnberg
Rotterdam
Brugge
Rennes
Lille
Koblenz
Tours
Le Havre
Bristol
Arnhem
Koln
Brussels
Amsterdam
Frankfurt
Birmingham Eindhoven
Cambridge
Nantes
Dortmund
Dusseldorf
Nottingham
Leeds
Stuttgart
Norwich
Liverpool
Oxford
0 50 10025Km
Data source: SEStranBoudaries AURH (d’après ESRI) ®AURH -2014/06
Shetland, Scotland Shetland
The total volumes of goods sent and received, by the 61 North-Western European geozones, allows us to identify the weight of goods exchanged, including all products and all types of transport modes. Exchanges with the rest of the world are taken into account here. North-Western Europe totals 6.8 billion tonnes of goods exchanged.From Shetland in Scotland with 5.8 tonnes on an annual basis, up to Rotterdam, with over 423 tonnes exchanged, a 1 to 70 ratio is shown, represented by the size of circles on the map.The average hovers between 100 and 110 million tonnes exchanged per region per annum. Metz and Tours are in this segment, as well as London and its neighbouring cities: Oxford, Peterborough and Cambridge.The “top five” is made up by the following regions:1/ Rotterdam (423 million tonnes), 2/ Dortmund (368 million tonnes),3/ Brussels (259 million tonnes),4/ Karlsruhe (241 million tonnes),5/ Dusseldorf (240 million tonnes).
Two large regions in the United Kingdom also exceed 200 million tonnes in goods exchanged: Liverpool and Leeds.
Volume total des interactionspar géozone, en kilo-tonnes annuelles
400 000
5 00050 000
100 000
Nom de la géozone Géozones ayant un volume d’interactions supérieures à 100 000 kt
Europe du Nord-Ouest
Géozone
Éléments de contexte
Total volume of interactionsby geozone, kilo-tonnes per annum
400,000
5,00050,000
100,000
Geozone name Geozone with a volume of interactions over 100,000 kt
North-Western Europe
SEStran geozone
Contextual informationSEStran maritime geozone centre
3.1
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 57
Share.of.internal.interactions.in.North-Western.Europe
Paris
London
Dublin
Brussels
Amsterdam
Luxemburg
Shetland, Scotland Shetland
Total volume of interactionsper geozone in kilo-tonnes per annum
400,000
5,00050,000
100,000
Percentage of interactions in North-Western Europe
Contextual information49,4 - 65,0
65,1 - 80,0
80,1 - 90,0
90,1 - 99,9
Almost all actions take place inside of North-Western Europe
Half of the interactions take place in North-Western Europe
Region with an international port or European transhipment region
Region with few interactions outside of North-Western Europe Insular or continental region
North-Western Europe
Geozone
Capital
per zone in % of total interactions in the zone
Volume total des interactionspar géozone, en kilo-tonnes par an
400 000
5 00050 000
100 000
Pourcentage des interactions ayant lieu à l’intérieur de l’Europe du Nord-Ouest
Éléments de contexte49,4 - 65,0
65,1 - 80,0
80,1 - 90,0
90,1 - 99,9
la quasi-totalité des interactions ont lieuà l’intérieur de l’Europe du Nord-Ouest
la majorité des interactions ont lieu à l’extérieur de l’Europe du Nord-Ouest
région ayant une porte d’entrée maritime d’envergure internationale ou région de transbordementrégion ayant peu d’interactions en dehors de l’Europe du Nord-Ouest,région insulaire ou région continentale
Europe du Nord-Ouest
Géozone
Capitale
par géozone, en % des interactions totales de la zone
This analysis qualifies interactions by calculating the share of exchanges that take place in North-Western Europe as compared with the total number of exchanges. The goal is to qualify the nature of the main exchanges: are the interactions international or regional? Two types of regions can be identified: those which mainly exchange with the rest of the world and those which exchange mainly with NWE regions.Rotterdam is the only region that has more external exchanges than those inside the North-Western Europe region. With Brussels, Amsterdam and Le Havre, they make up a group of “connecting” regions to the rest of the world, with over a third of exchanges taking place with regions outside of North-Western Europe.Bruges/Ghent, Cardiff/Swansea, Limerick and so-called “frontier” regions in North-Western Europe such as Dortmund, Nuremberg and Dijon correspond to secondary portals, with 65 to 80% of internal North-Western Europe exchanges. The United Kingdom, Ireland and Eastern France are characterised by a heavy volume of exchanges within North-Western Europe.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201458
Main.interactions.
Principales interactions* entre géozones
18 652 - 40 470
6 848 - 18 652
5 039 - 6 847
* les principales interactions correspondent aux interactions supérieures à 5 millions de tonnes
Géozone recevant ou émettant une ou plusieur(s) interaction(s) supérieure(s) à 18 Mt
Géozone
Éléments de contexte
Europe du Nord-Ouest
Centre de géozoneen kilo-tonnes par an
18 652 - 40 470
6 848 - 18 652Toutes les interactions
Major interactions* between geozones
18 652 - 40 470
6 848 - 18 652
5,039 - 6,847
* Main interactions represent interactions exceeding 5 million tonnes
Geozones receiving or emitting one or several interactions exceeding 18 mT
Geozone
Contextual information
North-Western Europe
Geometrical centre of Geozonein thousands of tonnes per annum
18,652 - 40,470
6,848 - 18,652All interactions inside North-Western Europe
Key interactions between geozones
The goal of this map is to highlight the dominant interactions inside North-Western Europe, including all types of goods and modes. The threshold value we used is five million tonnes per annum. One hundred and seventeen major interactions have been identified amounting to a total of 1.2 billion tonnes, which is 20% of goods exchanged inside NWE. These exchanges are only terrestrial.
These interactions can be described as belonging to three main sets:• the first set is a multinational one with 59 interactions totalling 662
million tonnes, portraying a West-East Rotterdam-Dortmund backbone, surrounding Duisburg, extremely dense in Belgium and in the Netherlands and linking Dortmund to Karlsruhe in its Southern part;
• the second set is a British one with 42 interactions totalling 375 million tonnes, on both sides of the Nottingham-Birmingham axis;
• the last set is a smaller French one, with 13 interactions totalling 107 million tonnes.
Gaps in major interactions are also visible on the map:• between France and the Rhine River system;• between the United Kingdom and the continent;• in the United Kingdom, between Newcastle and Edinburgh.This representation shows three bordering areas: Ireland, Scotland and the Centre-Eastern part of France.
3.2
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 59
Main.maritime.interactions.
in thousands of tonnes
Major maritime interactions* betweengeozones in North-Western Europe
*Main interactions representing interactions exceeding 500 kT
exceeds 2,500
between 1,200 and 2,500
Geozone receiving or emitting one or several maritime interactions exceeding 2,500 kT
All maritime interactions in North-Western Europe
North-Western Europe
Geozone
Contextual information
Geometrical centre of Geozone
Capital
en kilo-tonnes par an
Principales interactions entre géozones*à l’intérieur de l’Europe du Nord-Ouest
* les principales interactions maritimes représentent les interactions supérieures à 500 kilo-tonnes
supérieur à 2 500
entre 1 200 et 2 500
Géozone recevant ou émettant une ou plusieurs interaction(s) maritime(s) supérieure(s) à 2 500 kilo-tonnes
Toutes les interactions maritimes
Europe du Nord-Ouest
Géozone
Éléments de contexte
Centre de géozone
Capitale
This map focuses on maritime interactions. These interactions were not visible on the previous analysis as they did not reach the threshold value of five million tonnes per annum, which we chose for dominant interactions. Here, we have retained an annual threshold of 1.2 million tonnes per annum to indicate a relevant number of maritime interactions.
Thirty-three interactions were selected giving a total of 66 million tonnes. They concern the dominant exchanges between the United Kingdom and the European continent as well as a few intra-European transhipments: • Edinburgh-Rotterdam, with 4.6 million tonnes, is the leading maritime
interaction;• Le Havre-Rotterdam comes in second place with 3.7 million tonnes;• Leeds can be considered as a maritime hub, as it is connected to
Rotterdam, Calais and Zeebrugge.Connections between the Eastern facade of the United Kingdom and the Northern Range ports look like a set of parallel beams going North-West/South-East.Short maritime distances also exist, in particular between Newcastle and Leeds, Antwerp and Rotterdam, Brighton and Calais.From a lesser point of view, there are also interactions between Ireland and the United Kingdom. Cardiff, in the West, can be seen as a secondary hub, in front of Liverpool.It must be noted that France has no major maritime interactions with Ireland and the West of the United Kingdom.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201460
Main.interactions.between.geozones.broken.down.by.transport.modes
Modal analysis of interactions
300 - 1 0001,001 - 1,996
985 - 1,8151,816 - 3,141
2,053 - 3,5003,501 - 4,389
872 - 1,5001,501 - 8,586
in million tonnes-km
Main interactions per mode* inside North-Western Europe
* Main interactions per mode were selected after having determined a significant threshold that is specific to each interaction mode in million tonnes per km
All interactions inside North-Western Europe
North-Western Europe
Geozone
Contextual informationGeometrical centre of Geozone
Capital
ROAD
MARITIME
RAILWAY
INLAND WATERWAY
300 - 1 0001 001 - 1 996
985 - 1 8151 816 - 3 141
2 053 - 3 5003 501 - 4 389
872 - 1 5001 501 - 8 586
en millions de tonnes-km
Principales interactions par mode* à l’intérieur de l’Europe du Nord-Ouest
* la sélection des principales interactions par mode a été établie d’après la détermination d’un seuil significatif et spécifique à chaque mode, en millions de tonnes-km
Toutes les interactions
Europe du Nord-Ouest
Géozone
Éléments de contexteCentre de géozone
Capitale
ROUTE
MER
FER
FLEUVE
The two following maps consolidate the dominant interactions using transport modes. To facilitate long distance interactions, the volume of goods exchanged is compared to the distance covered and is measured in million tonne-kilometres (t-km).
The map on the right shows 15 to 20 major relations per mode and defines a significant threshold for each of them. This selection makes up a set of 68 relationships when interactions in both directions are added up.Rotterdam, with a third of interactions alone, impacts the map just like a symmetrical centre, with maritime interactions on one side and continental interactions on the other. The link between Rotterdam and the Karlsruhe region is the strongest intra North-West European relation, with 8.5 billion t-km in the inland waterways mode. Six other relationships with Rotterdam exceed 1.4 billion t-km.
Three railway links that stand out are: Dusseldorf-Dortmund, nearly two billion t-km, a significant road movement, with 4.4 billion t-km, Saarbrucken-Rotterdam and Metz/Lille as two parallel links.The centre of the United Kingdom stands out with very significant road mode interactions between Manchester, Leeds, Nottingham and Birmingham.
3.3
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 61
Modal.interaction.breakdown.per.geozone
0 50 10025Km
Data source: SEStranBoudaries AURH (d’après ESRI) ®AURH -2014/06
Dublin
Brussels
Amsterdam
Luxemburg
Paris
London
Shetland, Scotland Shetland
rail route
maritimefluvial
Mise en valeur de régions au-delà d’unseuil significatif pour chaque mode
Part de chacun des modes
Europe du Nord-Ouest
Géozone
Éléments de contexte
ROUTE : région où les interactions par voie routière sont > à 80%
MER : région où les interactions par voie maritime sont > à 85%
FER : région où les interactions par voie ferrée sont > à 15%
FLEUVE : région où les interactions par voie fluviale sont > à 8%
Capitale
par géozone, en % du volume total des interactions, en millions de tonnes-km en % du volume total des interactions
en millions de tonnes-km
railway road
maritimeinland waterway
Geozone exceeding a significant threshold for each mode
Share of each mode
North-Western Europe
Geozone
Contextual information
ROAD: geozone where road interaction > 80%
MARITIME: geozone where maritime intractions > 85%
RAILWAY: geozone where railway interactions > 15%
INLAND WATERWAYS: geozone where inland waterway interactions > 8%
Capital
in % of total volume of interactions in million tonnes-km
per geozone, in % of total volume of interactions in million tonnes-km
The map on the side represents, in tonnes-kilometre, the dominant modes per geozone. At a constant size, the sectional diagram highlights the angular modal shares. Additional information is given by colours to isolate some regions if the modal shares exceed remarkable threshold values.
Road transport, in terms of gross tonnage, dominates in 80% of exchanges. If tonnes-kilometre are taken into account with the base of 2.9 million units, without local exchanges, roads represent merely 17% on average, whereas the maritime mode becomes the dominant one, with 78%, as it covers longer distances. The two alternative transport modes, waterways and railways, both have very weak shares, close to 2%.
Strong inter-regional variations nonetheless do exist. Road transport is still dominant in the centre of France, England, Ireland and in Germany, except for the Rhine River basin.Nonetheless, there is an interesting type of co-modality in railways and inland waterways in Rhine River regions: Dusseldorf is the only zone where alternative transport modes equal road transport. Strasbourg stands out with 20% of the modal share for waterways, and Saarbrucken with 34% in the railway mode.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201462
Inbound.dominant.interactions
Dominant interactions by individual geozones
Toward Shetland Isles
0 50 10025Km
Data source: SEStranBoudaries AURH (d'après ESRI) ®AURH -2014/06
London
Dublin
Glasgow
Waterford
Edinburgh
Rotterdam
Metz
Le Havre
Brussels
StrasbourgNantes
Dortmund
Leeds
Nottingham
Stuttgart
Shetland, Scotland
Interactions préférentielles entrantes* par géozone
2 3-4 5-6
Concentration d’interactions principalespar géozone, en nombre Europe du Nord-Ouest
Géozone
Éléments de contexte
Centre de géozonesens de l’interaction préférentielle de la géozone d’émission vers la géozone de réception
* les interactions représentées sur la carte mettent en évidence le sens de l’interaction entrante priviélégiée depuis une géozone de départ vers une géozone d’arrivée. Dans le cas des interactions entrantes la concentration des interactions indiquent les régions qui émettent de la marchandise vers plusieurs régions.
Dominant inbound interactions* by geozone
2 3-4 5-6
Main concentrations of interactions by geozone, number North-Western Europe
Geozone
Contextual information
Geometrical centre of GeozoneDominant interaction direction from the emission geozone to the reception geozone
* Interactions shown on the map highlight the direction of the dominant inbound interaction from a departure geozone of to an arrival geozone.In the case of the concentration of the inbound interactions, interactions point out geozones which emit the goods toward multiple regions.
European interactions have previously been highlighted through quantitative analysis however do not mention geozones with weaker interactions. In the following analysis, all geozones have the same weight. For each geozone, only the largest entering or exiting interaction, in terms of tonnage, is listed.
On the preferential entering interactions maps, there are eight main hubs that stand out in terms of outreach:• firstly Karlsruhe, but also Rotterdam and Dublin which are the preferred
suppliers of at least four neighbouring regions;• Dortmund, Brussels, London, Nottingham and Leeds are the preferred
suppliers for three regions.
A few points can be noted on dominant interactions:• rarely transnational; only three cases out of 61: Rotterdam-Dusseldorf,
Luxembourg-Brussels, and the Shetland Islands-Rotterdam;• in addition to the above, four take place between non-adjoining regions:
Luxembourg towards Brussels, Enschede towards Rotterdam, Galway towards Dublin, and Cardiff towards Liverpool;
• they can be relatively strong (40% of interactions in all): Edinburgh towards Dundee, Londonderry towards Belfast, Donegal and Athlone towards Dublin.
3.4
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 63
Outbound.dominant.interactions
0 50 10025Km
Data source: SEStranBoudaries AURH (d'après ESRI) ®AURH -2014/06
Paris
London
Dublin
Glasgow Edinburgh
Rotterdam
Le Havre
Brussels
Dortmund
Dusseldorf
LeedsLiverpool
Stuttgart
Towards Shetland IslesShetland, Scotland
Interactions préférentielles sortantes*par géozone
2 3 4-5
Concentration d’interactions principalespar géozone, en nombre Europe du Nord-Ouest
Géozone
Éléments de contexte
Centre de géozonesens de l’interaction préférentielle de la géozone d’émission vers la géozone de réception
* les interactions représentées sur la carte mettent en évidence le sens de l’interaction sortante privilégiée depuis une géozone de départ vers une géozone d’arrivée. Dans le cas des interactions sortantes, la concentration des interactions indiquent les régions qui réceptionnent de la marchandise depuis plusieurs régions.
Dominant outbound interactions*by geozone
2 3 4-5
Main concentration of interactions by geozone, number North-Western Europe
Geozone
Contextual information
Geometrical centre of geozonedirection of dominant interaction from the emission geozone to the reception geozone
* Interactions shown on the map highlight the direction of the dominant inbound interaction from a departure geozone of to an arrival geozone.In the case of the concentration of the inbound interactions, interactions point out geozones which emit the goods toward multiple regions.
Seven main convergence hubs stand out on this map of preferential exiting interactions. Both analyses support each other: •. the Karlsruhe region dominates its five neighbouring zones, both in its
outreach as well as polarisation;•. in Ireland, Dublin tops the network though it does not enjoy any
preferential connections with Northern Ireland;•. Brussels, Rotterdam, Dortmund and London are key hubs.There is one difference with the previous map: Paris is a unique case, as its geozone brings in goods rather than sending them out.
A dozen of regional systems stand out when both maps are combined:•. the Rotterdam-Dortmund axis, turning around Dusseldorf, is the only
transnational network;•. Karlsruhe; with five branches, Dublin with four entering and three exiting
branches, and London with three branches, are all “star-shaped.”•. ten strong axes stand out including Edinburgh-Glasgow, Paris-Le
Havre, Calais-Amiens, as well as Leeds-Liverpool and Birmingham-Nottingham.
Scotland and Ireland share one characteristic: both have symmetrical, thus reciprocal interactions. However Scotland is not linked to the rest of the United Kingdom.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201464
Dominant.transnational.inbound.interactions.and.key.outreach.hubs
ROTTERDAM : 15
BRUSSELS 14
Belfast : 3
CALAIS : 17
Liverpool : 3
0 50 10025Km
Data source: SEStranBoudaries AURH (d'après ESRI) ®AURH -2014/06
Toward Shetland IslesShetland, Scotland
Europe du Nord-Ouest
Géozone
Éléments de contexte
Centre de géozone
* les interactions transnationales entrantes mettent en évidence, au sein de l’ENO, la première interaction entrante de chaque géozone depuis une géozone non limitrophe et d’un pays différent
ROTTERDAM : 15
Belfast: 3
Pôle majeur d’éclatement de la marchandise et nombre d’interactions émises par la géozone
Pôle secondaire d’éclatement de la marchandise et nombre d’interactions émises par la géozone
sens de l’interaction préférentielle de la géozone d’émission vers la géozone de réception (hors du pays et non voisine)
Géozone émettant une ou plusieurs interactions transnationales
Interactions préférentielles transnationales entrantes*par géozone
North-Western Europe
Geozone
Contextual informationGeometrical centre of geozone
* interactions shown on the map highlight the direction of the inbound dominant interaction, in NWE, from a departure geozone to an arrival geozone.
ROTTERDAM: 15
Belfast: 3
Main load-splitting hub with highest number of interactions stemming from the geozone
Secondary load-splitting hub with highest number of interactions stemming from the geozone
direction of dominant interaction from the emission geozone to the reception geozone (out of the country and not adjacent)
geozone emitting one or several transnational interactions
Dominant transnational inbound interactions*by geozone
Transnational dominant interactions
On this double page, once again we are highlighting the largest inbound and outbound interactions for each geozone, in tonnage and for all transport modes. Two additional constraints have been applied: interactions must be transnational and between two non-neighbouring regions.From a quantitative point of view, the largest inbound transnational interaction is that of Rotterdam towards Saarbrucken, because of its large railway mode share.Three major goods distribution hubs have been identified:• Rotterdam which distributes 15 dominant transnational long-distance
interactions;• Brussels with 14;• Calais, which distributes 17 dominant interactions, though on a much
smaller scale, between 1 and 3.5%, except with the Shetland Islands, where this interaction soars to 13%.
Each of these three dominant interaction systems can be explained by its geographical position:• Rotterdam mainly interacts with the Rhine River area in Europe,
including Strasbourg and Metz;• Brussels towards France, Belgium and Luxembourg;• Calais towards the United Kingdom, except for Birmingham, Nottingham
and Peterborough.Ireland has distinct two sourcing zones a part from the United Kingdom: Belfast in the North and Liverpool in the South.
3.5
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 65
Dominant.transnational.outbound.interactions.and.key.convergence.hubs
ROTTERDAM : 22
Brugge : 7
BRUSSELS: 13
Eindhoven : 5
Belfast : 5
0 50 10025Km
Data source: SEStranBoudaries AURH (d'après ESRI) ®AURH -2014/06
Toward Shetland IslesShetland, Scotland
Europe du Nord-Ouest
Géozone
Éléments de contexte
Centre de géozone
* les interactions transnationales sortantes mettent en évidence, au sein de l’ENO, la première interaction sortante de chaque géozone vers une geozone non limitrophe et d’un pays différent
ROTTERDAM : 22
Brugge: 7
Pôle majeur de convergence de la marchandise et nombre d’interactions reçues par la géozone
Pôle secondaire de convergence de la marchandise et nombre d’interactions reçues par la géozone
sens de l’interaction préférentielle de la géozone d’émission vers la géozone de réception (hors du pays et non voisine)
Géozone recevant une ou plusieurs interactions transnationales
Interactions préférentielles transnationales sortantes*par géozone
North-Western Europe
Geozone
Contextual information
Geometrical centre of geozone
* Interactions shown on the map highlight the direction of the outbound dominant interaction, in NWE, from a departure geozone to an arrival geozone.
ROTTERDAM: 22
Brugge: 7
Main freight convergence hub with highest number of interactions received from the geozone
Secondary freight convergence hub with highest number of interactions received by the geozone
direction of dominant interaction from the emission geozone to the reception geozone (out of the country and not adjacent)
geozone receiving one or several transnational interactions
Dominant transnational outbound interactions*by geozone
Outbound dominant interactions determine six convergence hubs:• firstly, Rotterdam, which draws in 22 dominant long-distance
transnational interactions;• Brussels, which draws in 13 others;• and from a lesser point of view, Ghent, Belfast, Eindhoven and Dublin. On average, these dominant transnational interactions represent 5% of freight transport from the various geozones.
Areas with over 10% of outbound interactions include: Donegal-Belfast, which stands out in both directions, with 30% of interactions received by Donegal, the Shetland Islands towards Rotterdam, Inverness and Edinburgh towards Rotterdam, which were previously identified in the key maritime flows.
We can also note several key interactions such as Rotterdam-Dusseldorf, both ways, as well as Brussels towards Dusseldorf, reinforcing these hubs at all levels of analysis. Dusseldorf is the dominant transnational freight origin for Rotterdam and Brussels.
The Brussels towards Amsterdam interaction stands out because of its quantity (7Mt annually).
Conclusion
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 201468
The Analytical Atlas, the second stage in work carried out by AURH for Weastflows, proposes, with a cartographical approach, a regional diagnostic for North-Western Europe. It accomplishes this using an innovative and exploratory analysis highlighting AURH’s geographical and geomathematical capacities.
This work points out out four key issues related to freight:• massification of exchanges;• traffic congestion;• sustainable development;• regional development.
Rolling out West/East multimodal high service level transport corridors on underused areas which bypass congested zones and connect secondary areas is one answer addressing these stakes. Europe has already partially given a response to this issue when it published, in October, 2013, its TEN-T corridor map. Four West/East corridors impacting the NWE territory thus were identified: • the “Atlantic Corridor” in its Le Havre-Mannheim and Le Havre-Strasbourg section;• the “North Sea-Mediterranean Corridor” in its “Cork-Dublin/Brussels” section;• the “North Sea-Baltic Corridor”• the “Rhine River-Danube Corridor,” which is a continuation of the “Atlantic Corridor.”
This European cartography is a preliminary result that must be studied and completed regarding work carried out in the Weastflows project. AURH’s next steps will include work on the analysis of bottle-necks in the infrastructure network, deeper knowledge on the aforementioned TEN-T corridors, identification of secondary corridors within NWE connecting peripheral areas, and connection points towards Eastern Europe.
Stakes involving freight transport at the North-Western European scale must be considered in a European context of contradictory dynamics (cf. map on the side): on one hand, the “Blue Banana” with its structuring North-South dynamics, and on the other, the emergence of a second upcoming and potential economic force, the “Orange Pumpkin.”
Ever since the Berlin Wall fell and borders were opened, the European backbone has gradually been shifting towards Eastern Europe. The global value stream and transfer of many industrial activities towards the East, in particular towards Poland or the Czech Republic, today have led to the highest GDP growth in Europe. Corridors and entrance and exit-ways from Central Europe will no longer be sufficient to accompany the economic development of countries in Eastern Europe. This raises the question of the strategic positioning the West has, in regards to its Eastern neighbours.
Though the “Blue Banana” or European backbone and now the “Orange Pumpkin” have become tangible realities, the connection of North-Western Europe to these driving and thriving regions is crucial to respond to the growing demand these countries have in raw material and consumer goods, to help balance the economics of these regions at the very Western side of European with those in the Centre and the East.
Setting up a network of sustainable gateways linked by corridors is thus a solution with high stakes. Here it is a question of etching the premises of a system of North-West European gateways now heading towards the East but including the West, which will boost global exchanges. From a local point of view, peripheral areas will be connected to global hubs with booming economies. From a global point of view, a new European freight traffic will be formulated, reinforcing the place North-West European ports hold as a necessary pivot which harnesses and organises the flows of global goods on this continent.
ROLLING OUT NEW EUROPEAN DYNAMICS
To learn more about the above map, consult the AURH note on stage n°2.
Analytical atlas - Freight transport in North-Western Europe: regional dynamics, infrastructure and inter-regional exchanges - AURH - September 2014 69
Transport.corridors.and.new.European.dynamics
Port ayant un trafic total supérieurà 50 millions de tonnes annuel
Éléments de contexte
Corridors RTE-T concernantl’Europe du Nord-Ouest
Europe du Nord-Ouest
Reste de l’Europe
Banane bleue (dorsale européenne)
Axe Ouest/Est de fortes densités(population et industrielle)
«Orange Pumpkin»(dynamique Est Européenne)
Dynamiques territoriales
Principale voie d’accés maritime
Tronçon de corridor orienté Ouest-Est
Tronçon de corridor orienté Nord-Sud
Ville connectée à un corridor
Capitale connectée à un corridor
Ligne de fracture des concentrationsdémographiques et industrielles
Port with a total traffic up to50 million annual tonnes
Contextual information
TEN-T corridors connectingNorth-Western Europe
North-Western Europe
Rest of Europe
Blue Banana (European backbone)
West/East axis of high density(population and industrial)
“Orange Pumpkin”(East european dynamic)
Territorial dynamics
Main maritime route access
West-East direction corridor section
North-South direction corridor section
City connected to a corridor
Capital connected to a corridor
Dividing line of populationand industrial concentrations
0 100Km
Data source powered by AURHBoudaries ©MBR and EuroGeographics,©ESRI Map data © OpenStreetMap contributors, ODblCommission européenne, TENtec, ®AURH -2013/06$
Highest densities areaLowest densities area
Cork
Le Havre Lille
Metz
Dijon
BordeauxLyon
Dover
Liverpool/Manchester
BirminghamFelixstowe
Southampton
Strasbourg
Basel
Gênes
ManheimStuttgart
FrancfurtKölnDusseldorf
Hanover
AntwerpRotterdamZeebrugge
Gent
Liège
OsnabrückUtrecht
Calais
Belfast
Glasgow Edinburg
MarseilleVitoria
Bilbao
London
Dublin
Paris
Brussels
Amsterdam Berlin
Praha
Wien
Luxembourg
BudapestBratislava
Bern
Hamburg
To Bucharest(Romania)and the Black Sea
To Ostava (Bulgaria) and Ukraine
to Warsaw(Poland)and Belarus
To MadridLisbonAlgeciras
Bremerhaven
Immingham
MAP INDEX
•. North-Western Europe................................................................................................... p.4
•. Demographic dissymmetry.......................................................................................... p.10
•. Industrial dissymmetry.................................................................................................. p.11
•. European maritime facades........................................................................................ p.12
•. Maritime port traffic....................................................................................................... p.13
•. Port ranking: top 20..................................................................................................... p.14
•. Port ranking: top 5 per country................................................................................. p.15
•. Breakdown of import/export traffic.......................................................................... p.16
•. Port ranking per type of goods................................................................................. p.17
•. Inland waterway network: grid analysis method.................................................. p.18
•. Road network: grid analysis method....................................................................... p.19
•. Railway network: grid analysis method.................................................................. p.20
•. Transport hubs: grid analysis method..................................................................... p.21
•. Cross analysis of densities......................................................................................... p.22
•. Cross analysis of infrastructure concentrations.................................................... p.23
•. Remarkable regional areas......................................................................................... p.27
•. Strengths and opportunities of the infrastructure network................................ p.52
•. Division of North-Western Europe into 61 geozones (SEStran)..................... p.55
•. Total volume of interactions....................................................................................... p.56
•. Share of internal interactions in North-Western Europe................................... p.57
•. Main interactions .......................................................................................................... p.58
•. Main maritime interactions ......................................................................................... p.59
•. Main interactions between geozones broken down by transport modes..... p.60
•. Modal interaction breakdown per geozone............................................................ p.61
•. Inbound dominant interactions................................................................................... p.62
•. Outbound dominant interactions................................................................................ p.63
•. Dominant transnational inbound interactions and key outreach hubs........... p.64
•. Dominant transnational outbound interactions and key convergence hubs......................................................................................... p.65
•. Transport corridors and new European dynamics............................................... p.69
AURH.-.Town.planning.Agency.of.Le.Havre.and.Seine.Estuary.Area76063.Le.Havre.cedex.FRANCE
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Document.created.with.the.support.of.the.European.INTERREG.IV.B.programme.and.in.the.framework.of.the.European.Weastflows.project
This.assessment.report.is.the.second.contribution.of.AURH.for.action.1ʺAssessment.of.sustainable.transport.capacityʺ
www.weastflows.eu
published.by.AURH.-.September.2014.-.p
rinted.by.Snag.&.Centrale.France.+33.(0)2.32.74.06.90
Registration.of.copyright:.September.2014ISBN:.979-10-93006-04-8
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