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1、 Ricardo,Gemini Building,Fermi Avenue,Harwell,Oxfordshire,OX11 0QR,UK|+44(0)1235 75 3000| Registered company no.08229264|VAT no.GB 212 8365 24 TOWARD GREENER FREIGHT:TRANSPORTATION STATISTIC SYSTEM AND BEST PRACTICE IN EUROPE Final report for:The International Council on Clean Transportation Ref.501

2、48 Ricardo ref.ED18401 Issue:2 02/08/2024 Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo,Gemini Building,Fermi Avenue,Harwell,Oxfordshire,OX11 0QR,UK|+44(0)1235 75 3000| Registered company no.08229264|VAT no.GB 212 8365 24 Customer:The Inter

3、national Council on Clean Transportation Contact:Rui Neiva Gemini Building,Fermi Avenue,Harwell,Oxfordshire,OX11 0QR,United Kingdom T:+44(0)1235 753 473 E: Customer reference:50148 Acknowledgement,confidentiality,copyright and reproduction:This study is a part of the project supported by the Energy

4、Foundation China.This report is the Copyright of Ricardo-AEA Ltd and has been prepared by Ricardo under contract to The International Council on Clean Transportation for Transportation Statistic System and Best Practice in Europe(dated 26 December 2023).The contents of this report may not be reprodu

5、ced in whole or in part,nor passed to any organisation or person without the specific prior written permission of the Commercial Manager.Ricardo accepts no liability whatsoever to any third party for any loss or damage arising from any interpretation or use of the information contained in this repor

6、t,or reliance on any views expressed therein,other than the liability that is agreed in the said contract.Authors:Rui Neiva,Martin Lpez Pavez,Hugo Ong Approved by:Achilleas Tsamis Signed Ricardo reference:ED18401 Date:02 August 2024 Ricardo is certified to ISO9001,ISO14001,ISO27001 and ISO45001.Rica

7、rdo,its affiliates and subsidiaries and their respective officers,employees or agents are,individually and collectively,referred to as the Ricardo Group.The Ricardo Group assumes no responsibility and shall not be liable to any person for any loss,damage or expense caused by reliance on the informat

8、ion or advice in this document or howsoever provided,unless that person has signed a contract with the relevant Ricardo Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract.Tr

9、ansportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Executive Summary(Infograph)Cooperation at all levels.All entities in the ESS work together to deliver what EU regulations.Establish a clear methodology for data collection.The EU has put in place

10、 a system with uniformed data collection from different Member StatesProvide guidance regarding questionnaire design and management.The EU provides guidelines and templates to guide Member States(for both freight activity and emissions),together with recommendations.Quality control and data checks.A

11、ttention should be put in data quality,covering measures of precision,sample size,time-based sampling,and response rate.Different approaches for GHG emission inventories.Approaches to calculate emissions are based on different territory principles allowing the comparison of data across different per

12、spectivesLessons LearnedTRANSPORTATION STATISTIC SYSTEM AND BEST PRACTICE IN EUROPEEU transportation policy evolution Milestones 1957 Treaty of Rome,Transport as a key policy area1992 White paper,on the future development of the common transportation policy 2001 White paper,European transportation p

13、olicy for 2010:time to decide2006 Mid-term appraisal,Keep Europe moving Sustainable mobility for our continent2008 Greening Transport PackageMain EU level legislation freight activity and emissions Road freight transport statistics(Reg.70/2012)Rail transport(passengers and goods)(Reg.2018/643)Inland

14、 waterways goods transport(Reg.2018/974)Transport by sea(goods and passengers(Dir.2009/42)Transport by air(passengers,freight and mail)(Reg.437/2003)Monitoring Mechanism Regulation(Reg.525/2013)CO2 emission performance standards for new HDVs (Reg.2019/1242)Monitoring and reporting of CO2 emissions f

15、rom and fuel consumption of new HDVs(Reg.2018/956)Main stakeholders involved in road freight statistics2011 White paper,Roadmap to a Single European Transport Area Towards a competitive and resource efficient transportation system2016 A European Strategy for Low-Emission Mobility2019 European Green

16、Deal2020 Sustainable and Smart Mobility StrategyMember StatesCompile data and data transmissionEurostatEurostat disseminates the data and produce reportsTransportation operatorsCollects and provide dataNational Statistical InstitutesDevelopment and production of statisticsEuropean Environment Agency

17、EEA informs decision-makers and the public about the state of Europes environmentFlux of informationTransportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo CONTENTS GLOSSARY 1 1.INTRODUCTION 2 1.1 PROJECT OVERVIEW 2 1.2 ORGANIZATION OF THE REPORT 2 2

18、.THE TRANSPORTATION STATISTIC SYSTEM IN THE EU 3 2.1 AN OVERALL INTRODUCTION TO THE EUS FREIGHT STATISTICS SYSTEM 3 2.1.1 Objectives of the EU freight statistics system 3 2.1.2 Key policies,regulatory authorities and stakeholders 3 2.2 ROAD FREIGHT TRANSPORT ACTIVITY STATISTICS 10 2.2.1 Introduction

19、 10 2.2.2 Indicators collected 11 2.2.3 Good practices in data collection and analysis 12 2.2.4 Quality control 15 2.2.5 Data transmission 16 2.2.6 Enforcement provisions and penalties 17 2.3 ROAD FREIGHT EMISSIONS STATISTICS 17 2.3.1 Introduction 17 2.3.2 Emissions reporting tools in the EU 17 2.3.

20、3 Indicators collected 17 2.3.4 Good practices in data analysis 19 2.3.5 Quality control 21 2.3.6 Data transmission 21 2.3.7 Enforcement provisions and penalties 22 2.4 COUNT EMISSIONS EU 22 3.CONCLUSIONS 24 3.1 OVERVIEW OF FINDINGS 24 3.2 LESSONS LEARNED 24 4.APPENDIX 1 REFERENCES 26 5.APPENDIX 2 R

21、OAD FREIGHT ACTIVITY STATISTICS 29 5.1 DATA COLLECTION 29 5.2 DATA PROCESSING 31 5.2.1 Non-responses 31 5.2.2 Data checks 32 5.2.3 Coding multi-stop journeys 33 5.2.4 Calculate multi-stop journeys 33 5.2.5 Data record layout and weightings 33 6.APPENDIX 3 EMISSION STATISTICS 35 6.1 GOOD PRACTICES IN

22、 DATA ANALYSIS,USING TIERED METHODOLOGY 35 Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|1 GLOSSARY Abbreviation AEA Air Emissions Accounts CJEU Court of Justice of the European Union eDAMIS Electronic Data Files Adm

23、inistration And Management Information System EU European Union ETS Emission Trading System ESS European Statistical System EEA European Environment Agency GHG Greenhouse Gases HDV Heavy-duty vehicles IPCC Intergovernmental Panel on Climate Change kt Kilotonne MS(EU)Member States tkm Tonne-kilometer

24、 PJ Peta Joule QA/QC Quality assurance/Quality control NSIs National Statistical Institutes NST Standard Goods Classification for Transport Statistics(Nomenclature uniforme des marchandises pour les Statistiques de Transport)NTS National Travel Survey ONAs Other National Authorities UNFCCC United Na

25、tions Framework Convention on Climate Change Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|2 1.INTRODUCTION 1.1 PROJECT OVERVIEW The International Council on Clean Transportation(ICCT)has contracted Ricardo to develo

26、p a study reviewing European-level freight statistics.This in turn will support ICCT in their advisory role to Chinese government in its effort to improve the countrys transportation statistic system.ICCT is seeking this review as China is devising a long-term plan for the reduction in the greenhous

27、e gas(GHG)emissions for the transportation industry.Freight demand in China has increased significantly in recent years,resulting in rapid growth in energy consumption and emissions,making freight the largest contributor to transportation emissions.The total freight activity was almost 20 trillion t

28、on-km in 2020,with over 46 billion tons of commodities being hauled.However,the sector lacks a systemic approach to address its rapidly increasing emissions.Comprehensive transportation statistics,especially in relation to freight activity and emissions,will be indispensable in the development of Ch

29、inas policies for the decarbonisation of their transportation sector.In this study,the European Unions(EU)transportation statistic system is described in order to support a learning process for the relevant Chinese authorities.The goal is not to describe in detail every single aspect of the data col

30、lection process(although some details are discussed when relevant),but rather to explain how the overall framework works,what policies are in place to support the data collection exercise,the key requirements in terms of data collection,and which stakeholders are involved.The work has been based on

31、desk research focusing on official EU documents,including legislative documents(regulations and directives),guidelines,etc.,along with other relevant sources.Given the interest of ICCT,the focus of the report is on road freight transport.1.2 ORGANIZATION OF THE REPORT The report is organized as foll

32、ows.After this introduction section,Section 2.1 provides an overall introduction to the EUs freight statistic system,its objectives,and the key policies supporting it.Then Sections 2.2 and 2.3 discuss in detail the freight activity and the freight emissions statistics,respectively.The main body of t

33、he study concludes with the main findings and conclusions in Section 3.Three appendices are then presented,the first one including references,and the last two more details on freight activity and emission statistics,respectively.Transportation statistic system and best practice in Europe Report for

34、ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|3 2.THE TRANSPORTATION STATISTIC SYSTEM IN THE EU 2.1 AN OVERALL INTRODUCTION TO THE EUS FREIGHT STATISTICS SYSTEM 2.1.1 Objectives of the EU freight statistics system The European Union(EU)freight statistics system serves as a crucial tool

35、for monitoring and analysing freight transport within the EU.The data collected is important not only for decision-makers,but also for professional organisations,transport companies,researchers and modellers in the field of road transport.By collecting statistical data that are comparable,reliable,h

36、armonised,regular and comprehensive,EU institutions,Member States(MS)and other stakeholders can frame,monitor and evaluate EU and MS policies,and can ensure that the single market for goods is functioning properly (European Commission,2020).This section starts with an overview of the EU overarching

37、transportation policies and climate targets.This is used to give the context on which the statistical system operates.The section then discusses the specific policies related to statistics collection,with a focus on the EU road freight transport sector.2.1.2 Key policies,regulatory authorities and s

38、takeholders 2.1.2.1 EU transportation policy general overview EU-level strategies serve as the primary motivators for developing specific regulations within the transportation sector.These form the basis for regulations that aim to harmonise and standardise processes,facilitating the monitoring and

39、policy evaluation across the EU.The EU has been making efforts for more than 30 years to enhance policies in the transport system.Already in the Treaty of Rome(1957)the importance of a common transport policy was highlighted and a separate title was devoted to it.It put transport in an important pla

40、ce,being clearly one of the Communitys first common policy areas.One of the first priorities was the creation of a common transport market,allowing freedom to provide services,and the opening up of transport markets.While some progress had been made in different areas in the subsequent period,greate

41、r impetus came following the 1985 Court of Justice of the European Union(CJEU)decision,that urged the Council to start developing a genuine common transport policy.A few years later(1992),the Commission adopted its White Paper on the future development of the common transport policy(1992)(COM(1992)0

42、494),marking a decisive shift towards sustainable mobility.In the same year was also introduced Directive 92/106/EEC,establishing common rules for the combined transport of goods between MS,a crucial EU legal instrument promoting intermodal freight transport and to shift to lower emission transport

43、modes(rail,short sea shipping and inland waterways rather than road transport),showing efforts to achieve the goal to reduce negative externalities and carbon emissions(European Parliament,2023a).In 2001,the Commission put in place a White Paper entitled European transport policy for 2010:time to de

44、cide(2001)(COM(2001)0370).This included a package of 60 measures,designed to overcome different difficulties across MS,such as breaking the link between economic growth and an increase in traffic and to combat the uneven growth in the various modes of transport,among others.The Commission submitted

45、a mid-term appraisal of the 2001 White Paper(COM(2006)0314)in 2026,entitled Keep Europe moving Sustainable mobility for our continent(2006),introducing new instruments to achieve the objectives and in 2008,it was presented the Greening Transport Package(2008),focusing on a strategy to internalise th

46、e external costs of transport(European Parliament,2023a).The 2011 White Paper entitled Roadmap to a Single European Transport Area Towards a competitive and resource efficient transport system(2011)was one of the first documents recommending emissions reductions and setting targets1.The Commission p

47、resented in 2016 a working document(SWD(2016)0226)on the progress made in implementing the 10-year programme.In the same year,the Commission published 1 A 20%reduction in transport emissions-excluding international maritime transport-between 2008 and 2030,and a reduction of at least 60%between 1990

48、and 2050.There is also a target to shift 30%of road freight above 300km to rail and waterborne transport by 2030.These targets are still in place-Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|4 A European Strategy fo

49、r Low-Emission Mobility(2016)(COM(2016)0501),which proposed measures to accelerate the decarbonisation of European transport(European Parliament,2023a).Targets set in 2011 are below the goals set in the Paris agreement(COP21),which influenced the action plan proposed by the Commission,the European G

50、reen Deal(2019)(COM/2019/640).This is the key strategy in place at EU level setting the scene for all transport policy.The European Green Deal presented the EUs strategy to makes its economy sustainable and turning climate and environmental challenges into opportunities across all policy areas.Trans

51、port emissions represent around 25%of the EUs total GHG emissions and the goal is to achieve a 90%reduction in transport-related GHG emissions by 2050(European Commission,2021).The European Commission has proposed ambitious new CO2 emissions targets for new heavy-duty vehicles(HDVs)from 2030 onwards

52、.These targets will help to reduce CO2 emissions in the transport sector trucks,city buses,and long-distance buses are responsible for over 6%of total EU GHG emissions and more than 25%of GHG emissions from road transport(European Commission,2019b).In line to support the European Green Deal,the Comm

53、ission put forward the Sustainable and Smart Mobility Strategy(2020)(European Commission,2020).It consists of an action plan with 82 initiatives,aligning with the objectives set in the European Green Deal.This strategy lays the foundation for how the EU transport system can achieve its green and dig

54、ital transformation and become more resilient to future crises.Concrete milestones were set for the European transport systems journey towards a smart and sustainable future.2.1.2.2 Overall structure of the EU statistical system and key stakeholders Transport data collection in the EU is governed by

55、 several legal acts obliging the MS to report statistical data,as well as voluntary agreements to supply additional data(European Commission,2023e).However,data for the freight transport sector related to operational characteristics and emissions is not gathered in a single survey nor aggregated in

56、common databases.Typically,freight transport operational data is collected by MS authorities and transferred to Eurostat to be compiled,while emissions statistics are collected by MS and compiled by the European Environment Agency.These statistics are then released by these entities themselves in th

57、eir respective statistical databases or presented in various outputs like the European Commissions annual“Statistical pocketbook”(European Commission,2023f)or the Joint Research Centres biennial“Integrated Database of the European Energy System”(Joint Research Centre,2024).From the policy perspectiv

58、e,policy making need to be based on the presence of reliable and comparable statistics.To support this,the European Statistical System(ESS)was built up gradually since the creation of the European Community with the objective of providing comparable statistics at EU level,supporting policy decisions

59、,planning,and implementation.The ESS is a partnership between the EU statistical authority(Eurostat),the National Statistical Institutes(NSIs),and Other National Authorities(ONAs)in each EU Members State (European Commission,2024c).The ESS functions as a network.Eurostats role is to lead the way in

60、harmonizing statistics in close cooperation with the national statistical authorities.The work of the ESS focusses mainly on key EU priorities,but with the expansion of EU policies,harmonization has been extended to practically all statistical fields.The key bodies and their roles are explained belo

61、w and are summarized on Figure 2-1:Eurostat is the statistical office of the EU.Regulation 223/2009 defines Eurostat one of the European Commission Directorates General to be the statistical authority of the EU.Eurostat co-ordinates statistical activities at EU level.It is assisted by seven director

62、s,each with their sector of activity within Eurostat,which are:Resources,Standards,Dissemination,Cooperation in the European Statistical System,Macro Economic Statistics,Government Finance Statistics,Sectoral and Regional Statistics,Social statistics,Business and Trade Statistics(European Commission

63、,2024b).Eurostats role is to disseminate the received data and produce reports,both on a comparative level between Member States and on an aggregated level for the European Union.National Statistical Institutes/agencies(NSI):National Statistical institutes/agencies operate under the supervision of t

64、he respective national government in its MS and serve as the national contact points for Eurostat.They are the entities responsible for the collection and analysis of relevant data,part of it on freight transport,through the organisation of relevant surveys and data collection activities,ensuring th

65、eir quality and adherence with the relevant standards and requirements and their eventual transmission to Eurostat.They cooperate with Eurostat when it comes to the design and organisation and data collection activities draw upon national stakeholders and other relevant actors.According to the Regul

66、ation 223/2009,Eurostat in in charge of maintaining and publishing a list of NSIs and other national authorities responsible for the development,production and dissemination of European statistics.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricar

67、do Issue 1 15/05/2024 Page|5 European Environment Agency(EEA)is an agency of the European Union founded in 1994 that delivers knowledge and data to support Europes environment and climate goals.The agency collects and validates data from reliable sources to analyse trends and produce policy-relevant

68、 analyses on environment and climate topics.EEA assists the European Commission to implement EU environmental legislation in EU Member States,as well as inform European citizens about the state and outlook of Europes environment(EEA,2024).Figure 2-1 Main stakeholders involved in road freight statist

69、ics Source:Own elaboration.In order to produce regional statistics at a coherent aggregation level,Eurostat set up in the 1970s the NUTS classification as a single system for dividing the EUs territory.The NUTS classification(Nomenclature of territorial units for statistics)is a hierarchical system

70、for dividing up the economic territory of the EU(Eurostat,2024a).Figure 2-2 NUTS-Nomenclature of territorial units for statistics Source:(Eurostat,2024a)The NUTS classification system follows three main principles:Transportation statistic system and best practice in Europe Report for ICCT Classifica

71、tion:Public Ricardo Issue 1 15/05/2024 Page|6 Favours administrative divisions:generally mirrors the territorial administrative division of the Member States.Comparability by population size:defines minimum and maximum population thresholds for the size of the NUTS regions.It should be noted that th

72、ese thresholds are not meant to be totally homogeneous NUTS regions across the entire EU.As indicated in the previous bullet point,in general NUTS regions should mirror territorial administrative division.Population thresholds simply guide Member States to divide their territory in comparable NUTS r

73、egions.Stability over time:can be amended,but generally not more frequently than every three years.The amendments are usually based on changes to the territorial structure in one or more Member States.NUTS were given a legal status by 2003,under Regulation 1059/2003.A revised NUTS classification is

74、valid from 1 January 2024 and lists 92 regions at NUTS 1,244 regions at NUTS 2 and 1 165 regions at NUTS 3 level.2.1.2.3 Freight activity(goods moved)statistics In the transport sector,EU level statistics have gradually evolved since the late 1970s and 1980s.During that period,a few relevant EU dire

75、ctives,including Directive 78/546/EEC on statistical returns in respect of carriage of goods by road(amended by Directive 89/462/EEC in 1989),were adopted.They established a common collection and reporting of some fundamental statistical information.In the subsequent years,and in the particular case

76、 of road freight transport,Regulation 1172/98 on statistical returns in respect of the carriage of goods by road was introduced in 1999.With modified amendments up to 2009,it provided a legal base for the collection of a wide range of data,outlining requirements and methodology for the first time in

77、 the EU(Eurostat,2016).To ensure clear and easy understanding of the legal provisions,Regulation 1172/98 and its subsequent amendments have been aggregated into one single legal act,Regulation 70/2012 on the rules for the compilation of statistics regarding goods carried by road,which is in force si

78、nce 2012(Eurostat,2016).The overall objective of Regulation 70/2012 is to ensure that collected data is reliable and comparable,and that regular statistical data is provided on the scale and development of road freight transport for the Commission,other EU institutions and national governments.They

79、should facilitate the formulation,monitoring,regulation,and assessment of various EU policies,such as Single European Transport Network development and climate objectives mentioned in the last section.Regulation 70/2012 also supports policy makers in assessing the functioning of EUs internal market

80、for goods,and that goods travel across the EU unimpeded2.Besides Regulation 70/2012 for road transport,the EU has adopted different regulations regarding transport statistics collection for the four other transport modes(rail transport,inland waterways,maritime transport,and air transport).These are

81、 presented in Table 2-1.Table 2-1 EU legislation governing freight activity data collection Regulation Key provisions Scope of data collected Data transmission Statistics required Road freight transport Regulation 70/2012(European Commission,2012)Sets out the rules for the production of comparable E

82、U-wide statistics on goods transport by road.MS required to gather information about how goods are transported.Freight transported using vehicles registered in the MS It does not apply to some vehicle categories such as those out of the weight or dimensions limits normally permitted in EU countries

83、MS are required to send data3 to Eurostat every quarter,without including personal identifiers4.Details on vehicle operator information,vehicle configuration,journeys taken in a set amount of time(usually one week),and information on the goods carried in these journeys.2 For more on the EUs internal

84、 market see the official website of the European Union(European Union,2024).3 Data corresponding to the variables referred to in Article 3 and listed in Annex I in the Regulation document 4 Additionally,they will provide Eurostat with a report detailing the methods used to compile the statistical da

85、ta before sending the first quarterly information.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|7 Regulation Key provisions Scope of data collected Data transmission Statistics required Rail transport(passengers and

86、goods)Regulation 2018/643(European commission,2019a)Establishes common rules for producing EU-wide rail transport statistics.MS to provide statistics on rail transport.MS must report statistics for rail transport within their borders and specify the data by country if the service crosses borders5.MS

87、 may exclude railways which operate within industrial zones or harbours or provide local tourist services,such as historical steam trains.MS are required to send data to Eurostat.Regarding the end of the relevant period of observation,no later than:Five months for annual statistics.Three months for

88、quarterly statistics.Twelve months for regional statistics.Eighteen months for statistics on traffic flows.Five months for level of transport activity.Quarterly and annual data on goods and passengers carried,including per kilometre An annual breakdown by region every five years of goods and passeng

89、ers transported Traffic flows every five years on the number of goods and passenger trains Detailed classification of the different types of goods,including dangerous items.Inland waterways goods transport Regulation 2018/974(European Commission,2018b)Sets out the rules for the production of compara

90、ble EU-wide statistics on inland waterways freight transport.Seeks to provide a picture of the volume and performance of freight transport on the EU inland waterway network.MS will provide data6 on inland waterway transport within their national territory to Eurostat.Vessels excluded are:-Weight les

91、s than 50 deadweight tonnes-Used mainly for transporting passengers,ferrying purposes,used by port and public authorities for non-commercial purposes,for bunkering or storage,or the ones not used to carry goods MS are required to send data to Eurostat.No later than five months after the end of the r

92、elevant period of observation.Goods transport by type of goods(annual data).Transport by nationality of the vessel and type of vessel(annual data).Vessel traffic(annual data).Container transport by type of goods(annual data).Transport by sea(goods and passengers)Directive 2009/42/EC(European Commiss

93、ion,2009)It sets out how MS should compile statistics on the carriage of goods and passengers by sea calling at EU ports.MS gather data data7 on the carriage of goods and passengers by seagoing vessels.It applies to the carriage of goods by sea calling at MS ports.Vessels with a gross tonnage of und

94、er 100 tonnes may be excluded from the data collection.MS are required to send data to Eurostat.MS need to include the data declared confidential by the MS pursuant to domestic legislation or practice concerning statistical confidentiality.Cargo and passenger information.Information on the vessel8.5

95、 EU countries may exclude from the statistics railways which operate within industrial zones or harbours and provide local tourist services,such as historical steam trains.It applies for new heavy duty vehicles introduced in the EU 6 Data shall be collected in accordance with the tables set out in t

96、he Annexes of the document(which specify the variables and information to collect).The methods of collecting data shall be such that Community sea transport statistics display the precision required for the statistical data sets described in the Annexes of the document 7 The characteristics of the d

97、ata collection,namely the statistical variables in each domain and the nomenclatures for their classification,as well as their periodicity of observation,are set out in the Annexes in the document 8 Vessels with a gross tonnage of less than 100 may be excluded from the data collection Transportation

98、 statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|8 Regulation Key provisions Scope of data collected Data transmission Statistics required Transport by air(passengers,freight and mail)Regulation 437/2003(European commission,2003)It s

99、ets out how MS should compile statistics on the carriage of passengers,freight and mail by air within the EU.MS will create reports on the transportation of passengers,cargo,and mail by commercial airlines,and on civil aircraft movements.It applies to aircraft movements to and from EU airports,excep

100、t for state aircraft flights9.Airports with fewer than 15,000 passengers do not have to report.MS are required to send data to Eurostat.No later than 6 months after the end of the period of observation.Passengers carried.Freight and mail.Flight stages.Passenger seats available.Aircraft movements.2.1

101、.2.4 Freight transport emissions statistics In the case of emissions from freight transport,there are three main regulations affecting the monitoring and collection of data.They are focused on monitoring mechanisms,CO2 emission performance standards for new HDVs and monitoring and reporting of CO2 e

102、missions from and fuel consumption of new heavy-duty vehicles.The implementation of these regulations had different objectives,such as ensuring the transparency and completeness of EU MS GHG inventories,encouraging the increase of zero and low emission HDV production and encourage HDV manufacturers

103、to develop more energy-efficient HDVs,and allow transport companies to make well-informed purchasing decisions with comparable fuel consumption information between vehicles.The main elements of these three Regulations are described in Table 2-2.Table 2-2 EU legislation governing freight transport em

104、issions data collection Regulation Focus/content Scope of data collected Data transmission Statistics required Monitoring Mechanism Regulation Regulation 525/2013 (European Commission,2013)Aims to enhance the monitoring and reporting procedures and rules for GHG emissions.Sets the rules for the coll

105、ection of GHG emission and sets up an EU-wide GHG inventory system(EU Monitor,2021)It ensures the timeliness,transparency,accuracy,comparability and completeness of data reported by the EU and Member States.No information provided in the document CO2 emissions from freight transport on road,kilotonn

106、es(kt).Freight transport on road,tonne-kilometres(tkm).CO2 emissions from domestic air transport,kt.Domestic air-passengers,million.CO2 emissions from transport,kt.Total final energy consumption from transport,Petajoule(PJ).9 The statistical variables in each area,the nomenclatures for their classif

107、ication,their periodicity of observation and the definitions are set out in Annexes in the regulation document.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|9 Regulation Focus/content Scope of data collected Data tra

108、nsmission Statistics required CO2 emission performance standards for new HDVs Regulation 2019/1242 (European Commission,2019c)It sets out the EUs CO2 emissions standards for heavy-duty vehicles.The regulation includes the monitoring and assessment of the real-world representativeness of the CO2 emis

109、sions and energy consumption values of heavy-duty vehicles,though the use on-board fuel and/or energy consumption monitoring devices.Ultimately,this information can augment the quality of emission statistics.This Regulation applies to new HDVs of categories N2 and N3 that meet the following characte

110、ristics:Rigid trucks with an axle configuration of 42.Rigid trucks with an axle configuration of 62-Tractors with an axle configuration of 4x2 Tractors with an axle configuration of 6x2 .Data needs to be transmitted annually from MS and manufacturers.Vehicle identification number.Fuel and electric e

111、nergy consumed.Total distance travelled.Payload.For externally chargeable hybrid electric HDV,the fuel and electric energy consumed,and the distance travelled distributed over the different driving modes.Monitoring and reporting of CO2 emissions from and fuel consumption of new heavy-duty vehicles R

112、egulation 2018/956 (European Commission,2018a)Sets requirements for HDV manufacturers to report fuel consumption data of new HDVs.Requires MS to monitor new HDV registration data according to standard reporting procedures.It applies to vehicles of categories M1,M2,N1 and N2 with a reference mass tha

113、t exceeds 2 610 kg and which do not fall within the scope of Regulation(EC)No 715/2007.Also to vehicles of categories O3 and O On an annual basis Monitored by MS:Vehicle identification numbers Manufacturer name Make(trade name of manufacturer)The code for the bodywork Monitored by manufacturers:Vehi

114、cles details covering identification,classification,engine specification,among others.2.1.2.5 Legislation Overview:Freight Statistics Collection and Operational Procedures As illustrated in previous sections,there are several strategies and policies covering the space of freight data monitoring and

115、reporting,supported by different regulations10 that MS must comply.Figure 2-3 shows a timeline illustrating the implementation dates of European policies and regulations that governs the collection of freight statistics.It is important to highlight that the policies described in section 2.1.2.1 aim

116、to establish common objectives and create frameworks,whereas the regulations included in the timeline(covered in 2.1.2.3 and 2.1.2.4)focus on the actual process of monitoring and data collection.10 Regulations are legal acts.They have general application,are binding in their entirety and are directl

117、y applicable in EU Member States.Regulations form part of the EUs secondary law.They are adopted by the EU institutions on the basis of the treaties.They aim to ensure the uniform application of EU law across the EU.A regulation can be a legislative,delegated or implementing act.If it is adopted fol

118、lowing an ordinary or special legislative procedure by the Council of the European Union and the European Parliament,it is a legislative act(European Commission,2022).Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|10

119、Figure 2-3 Timeline of different policies and regulations set in the EU Source:Own elaboration.*Blue cells are related to general EU level policies/regulation.Pink cells are related to activity data regulations.Green cells are related to Emissions regulations Eurostat role and responsibilities in ov

120、erall EU statistics were defined in 2012,however the present name of Eurostat as the Statistical Office of the European Communities was adopted in 1959.The first publication issued was on agriculture statistics.Although the Commission decision on Eurostat in 2012 sets an important point in the histo

121、ry of data collection in Europe and its harmonization,it is important to bear in mind that data was already being collected in the EU in the transport sector(in Eurostat webpage is possible to find road freight transport activity data from 1982 onwards).Moreover,regulation on statistical returns in

122、respect of the carriage of goods by road stated that MS had to transmit to Eurostat the data as well as the prepared statistical.The following two sections(Section 2.2 and Section 2.3)present more specific and detailed information on the relevant procedures,mechanisms and the data collected in relat

123、ion to freight transport activity and freight transport emissions statistics.2.2 ROAD FREIGHT TRANSPORT ACTIVITY STATISTICS 2.2.1 Introduction Regulation 70/2012 is the act providing the legal basis for collecting,analysing,and reporting road freight transport statistics in the EU.For most MS,usuall

124、y their national statistical offices will be responsible for the collection of the data,according to the relevant requirements,and their transmission to Eurostat.Once the data is submitted to the EU-level,Eurostat is responsible for aggregating the statistics supplied by MS and disseminating the dat

125、a within 12 months after the end of the period.Eurostat also informs MS about transport activity from foreign vehicles that might have occurred in their MS and they do not have clarity on11.The disseminated data is available for European policymakers as a reference,and a publicly available version i

126、s also published on Eurostats public domain(Eurostat,2024b).The regulation applies to all Member States except Malta12,and MS with less than 1,000 goods carrying vehicles engaged in international freight transport.The following sections detail the EU road freight transport activity statistics at the

127、 MS-level,i.e,where the data collection takes place.It discusses the indicators collected,followed by good practices in data analysis,quality 11 For example,Eurostat might inform Belgium about French and Dutch trucks that have travelled through their country.12 Maltas was exempted historically and i

128、n the latest report due to having fewer than 400 Maltese-registered road freight transport vehicles licensed to engage in international freight carriage.202419881958The European Community is establishedThe European Commission adopts a document defining the first policy for statistical information198

129、82009Regulation on European statistics is adopted*223/2009Commission defines Eurostat role and responsibilities within the European Commission.20121998Regulationon statistical returns in respect of the carriage of goods by road*1998/1172Regulation on statistical returns in respect of the carriage of

130、 goods by road*2012/70*Amendment on Regulation 1998/1172 2012 Regulation on rail transport statistics*2018/643 Regulation on statistics of goods transport by inland waterways*2018/9742018Regulation on statistical returns in respect of carriage of goods and passengers by sea*2009/422009Regulation on

131、statistical returns in respect of the carriage of passengers,freight and mail by air*2003/4372003Regulation on mechanism for monitoring and reporting GHG emissions at national and Union level relevant to climate change*2013/5252013Regulation on CO2 emission performance standards for new HDV*2019/124

132、2 2019Regulation on monitoring and reporting of CO2 emissions from and fuel consumption of new heavy-duty vehicles*2018/956 20182024Count Emission EU under review2011White Paper setting a roadmap to a Single European Transport AreaEuropean Green Deal 2019Sustainable and Smart Mobility Strategy 2020T

133、ransportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|11 control,and data transmission requirements to EU authorities.Further processes upon recipient of MS data at the EU-level including finalising results for comparability

134、between MS and dealings with non-compliance issues if problem arises are also included in this section.The last part of this section includes case studies on Member States processes in gathering the road freight activity statistics in their country.Information in this section is based on the latest

135、Road freight transport methodology:2016 edition published by Eurostat(the Manual hereinafter)(Eurostat,2016).It should be noted that some of the recommendations in the Eurostat manual are not legally binding but forms part of the voluntary cooperation between Eurostat and MS to improve EU statistics

136、.2.2.2 Indicators collected The regulation specifies a list of clearly defined activity data related to road freight transport that MS must collect for Eurostat.All variables are clearly defined and available in Chapter 10 of the Manual,which in itself gets the list of variables from Annex I of Regu

137、lation 70/2012.Table 2-3 summarises these variables,grouped by various topics covering operators,vehicles,journeys,and goods.Each record entry should contain information on all data required.To collect all the required information,the Manual recommends designing a questionnaire in the form of intern

138、et surveys.Considering implementation costs,results processing,and response rates,this is the preferred option over in-person and postal surveys.Section 2.2.3.2 summarises good practices in designing and managing the questionnaire.Table 2-3 Types of data(variables)to be collected in the questionnair

139、e,according to Regulation 70/2012 Topics Data to collect On the vehicle Possibility of using vehicle for combined transport.Axle configuration.Age of the road transport vehicles since from its first registration.Maximum permissible weight.Load capacity.Type of business.Type of transports(own account

140、 and hire13).Total kilometres covered during the survey period(loaded and empty).Vehicle weighting.On journeys Type of journey.Weight of goods carried.Distance travelled.Tonne-kilometre effected during the journey.Countries crossed in transit(up to five14).First place of loading/last place of unload

141、ing of the goods.Places of loading/unloading if vehicle was transported by another means of transport for part of its journey.On the goods15 Type of goods carried.Weight of goods carried.Cargo type(how carried,i.e.,ISO container or swap body,on pallets,other packaging,liquid/solid bulk,other).Presen

142、ce of dangerous goods.13 Transport for”hire or reward”is defined as the carriage for remuneration of goods or passengers on behalf of third parties.Transport”on own account”is transport of goods or passengers that is not for“hire or reward”14 If there are more than five transit countries for one jou

143、rney,the first two after the loading of goods and the last 3 before the unloading of goods should be recorded.15 Please note that no information is collected on the value of the goods transported.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricard

144、o Issue 1 15/05/2024 Page|12 Topics Data to collect Places of loading/unloading of the goods.Distance travelled.Source:Regulation 70/2012.2.2.3 Good practices in data collection and analysis The Manual on Road freight transport methodology provides detailed guidance on good practices for data collec

145、tion and analysis to ensure the quality and reliability of the data collected.2.2.3.1 Methodology for data collection Good quality and regularly updated registers,such as national goods road vehicles registers,allow the sampling frame to enable straightforward and accurate statistical collection.The

146、 Manual suggests the register should be extracted at the mid-point of a quarter of a year(for example,15 February,May,August,and November)to capture a representative snapshot of the vehicle population throughout the year16.According to Eurostat,from around 5 million trucks registered in the EU,the q

147、uestionnaire samples 8,000 of those each quarter.Part of the methodology suggested by the Manual considers a data stratification process to divide the vehicle into homogeneous subgroups.After it,samples are equally allocated over 52 weeks.Doing this,the statistical analysis can better account for va

148、riations within the population,such as differences in transport activity.More details on data stratification and a summary of the stratification methods mentioned in the Manual can be found in Appendix 2 in Section 5.2.2.3.2 Questionnaire design and management Chapter 4 of the Manual provides a ques

149、tionnaire template to guide MS in collecting the required activity data from vehicle operators.The same chapter in the Manual also provides useful recommendations for designing the questionnaire.A full list of questions,including all the data required by Regulation 70/2012 and the optional ones can

150、be found in Table 2-4.Table 2-4 The Manual recommendations on items to be collected in the questionnaire Topics Questions Operator 1.Name of operator of vehicle*2.Address of operator*ZIP code-Town/Settlement Street-number 3.Survey reference week 4.Identifier of operator*5.Private operator or busines

151、s*6.Type of business(main activity-NACE)*Vehicle 7.Vehicle registration mark*8.Type of vehicle(lorry/road tractor)*9.Year of first registration*10.Number of axles on vehicle 11.Unladen weight(kg)*12.Maximum permissible laden weight(kg)*13.Load capacity(kg)*14.If vehicle sold or scrapped 15.Date of s

152、elling/scrapping 16.Name of new operator if sold 16 It means a snapshot of one week during the whole year.This snapshot might take place in any of the suggested quarter mid-points Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/

153、2024 Page|13 Topics Questions 17.Address of new operator-ZIP code-Town/Settlement-Street-number 18.If vehicle used trailer/semi-trailer in week(#)19.Number of axles on trailer/semi-trailer(#)20.Load capacity of trailer/semi-trailer(kg)(#)21.Body type of vehicle/semi trailer(#)22.Type of use:-hire or

154、 reward-own account-household-mixed activity 23.Type of fuel used 24.Quantity of fuel purchased in the reference week 25.Days in work/out of operation(total 7 days):In work-Repair-Holiday-No driver available No work-Driver gone for holiday-Other causes 26.Kilometres in the last 12 months 27.Usage pe

155、riod of vehicle in last 12 months 28-30.Three optional fields for specific country use Journey Journeys with one to four stops:31.Date of journey started-Day-Month 32.Place of origin(settlement or country)33.Place of destination(settlement or country)34.Distance travelled 35.Weight of goods loaded(k

156、g)36.Type of goods(according 20 NST divisions)37.Type of dangerous goods 38.Type of cargo 39.Weight of goods unloaded(kg)40.Trailer used or not(if lorry)41.Type of transport-Hire or reward-Own account 42.Number of journeys of exactly the same type during that day Journeys with five or more stops(col

157、lection-delivery journeys):43.Date of journey started-Day-Month 44.Place of origin(settlement or country)45.Place of last destination(settlement or country)46.Distance travelled loaded 47.Distance travelled empty 48.Weight of goods delivered(kg)49.Weight of goods collected(kg)50.Type of goods(accord

158、ing NST)51.Type of dangerous goods 52.Type of cargo 53.Number of stops on journey 54.Trailer used or not(if lorry)55.Type of transport Hire or reward Own account 56.Number of journeys of exactly the same type during that day Source:(Eurostat,2016).*Information that may be available from the sample v

159、ehicle register and need not to be asked of the respondent.It is mentioned that it is useful to include this data on the questionnaire and ask the respondent to check the accuracy of the register.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricard

160、o Issue 1 15/05/2024 Page|14 The manual provides guidance on the design of the questionnaires to be used so that they elicit full and accurate information and its response rates.It points to the need for the use of simple structures and unambiguous wording throughout the questionnaire to minimise th

161、e time required for haulers or drivers to complete it.It also points to the need for collecting only essential information and explaining the aim and purpose of the vehicle activity questionnaire could increase the response rate as well.It should be noted that while the questionnaires collect some s

162、ensitive data(like the vehicle registration),this is not shared with Eurostat for privacy reasons.It also makes reference to possible action to enhance the response rate including:Setting up a reminder system.The first reminder to vehicle operators can be sent two weeks after the end of the relevant

163、 survey week,and potentially a second reminder in another two weeks if the survey is still not received.Using publicity.It is important to make sure that all the publicity gives the reasons why the data are needed.Publicity should be directed at those who will have to fill the questionnaire.Another

164、option is to visit a number of road haulage companies,particularly any company that is considered by the road haulage industry to be a leader in the industry.Use of incentives.Receiving a worthwhile sum of money(usually a subsidy from the State)is always an excellent incentive.Getting permission to

165、operate legally is also an incentive for most people.Another option suggested in the Manual is making use fear of prosecution.The Manual suggests fear of prosecution can be a useful incentive,provided that those who have to sanction the use of the prosecution process are willing to do so.It can also

166、 act as deterrent effect,as news that some hauliers have been prosecuted(and hopefully made to pay a reasonably large fine)for not completing the survey will probably spread quickly within the road haulage industry and lead to an increase in response17.However,it is not clear that prosecution ever h

167、appened in any Member State or indeed,if it was ever needed.To ensure effective management of the road freight survey which normally run on a weekly cycle,the Manual recommends setting up a survey management system that carries out the following duties:Receipt of the sample.Dispatch of the questionn

168、aires.Handling telephone calls.Receipt of questionnaires.Production and dispatch of reminder letters,or initiation of a penalty procedure.The management system is responsible for ensuring timely and accurate questionnaire dispatch,retrieving completed questionnaires,and keeping track of the overall

169、progress of the survey work.All eventualities including rare situations,such as sampled vehicles reported by the operator as stolen or sold,should be accommodated as far as possible.A well-designed survey management system designed to handle rare situations and unusual responses that might arise can

170、 save significant staff time and survey implementation costs.Using a computer-based survey management system is also recommended in order to minimise potential mistakes and reduce workload.Another important consideration is the burden imposed on the transportation operators by the survey.A survey th

171、at is too complicated or too time-consuming to fill is likely to lead to low response rate and partial answers.Eurostat has collected relevant data on this and,according to the MS reports,the burden to provide data is considered“acceptable”(European Commission,2024d).MS also report that the average

172、time it takes for transport operators to report data for one vehicle with transport activity during the survey period is around 30-45 minutes(European Commission,2024d).2.2.3.3 Data processing The process of extracting results from returning questionnaire begins with identifying and excluding invali

173、d questionnaires from the subsequent analysis.These invalid questionnaires include questionnaires returned late,unreturned,or only partially filled.These instances are considered as non-responses in the Manual and impact the subsequent analyses introducing biases to the results.These non-responses a

174、re further broken 17 Just as equally,threatening to prosecute and never doing so could lead to this fact becoming known in the industry and response rates could therefore fall over time.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1

175、15/05/2024 Page|15 down into different categories,with different ways of dealing.More details on the identification and dealing with non-responses from the Manual are detailed in Section 5.2.15.2 in Appendix 2.After the initial interpretation and preparation of the questionnaire,data checks should b

176、e performed before the information is coded into a database to remove erroneous results.The Manual does not explicitly mention how to execute the data checks.However,it is implied that the checks might be automated.For example,by setting formatting conditions and rules such that the statistical soft

177、ware flags when suspected error appears.The checks mentioned in the Manual are plausibility checks and logic checks.Plausibility checks involve highlighting inputs that are unlikely but nevertheless possible,while logic checks inspect the range of values,coding,and look for contradictory information

178、.How to perform both checks are detailed in Section 5.2.2.2.2.3.4 Coding for multi stop journeys Road freight transport journeys often involve multiple stops.For instance,a hauler might start from their depot empty,pick up one load,then another,unload both at a factory,and return empty to base.If de

179、tailed linkage information for each part of these journeys is maintained,even basic analysis would require complex logic and computer programs.Therefore,the data collected for these journeys needs to be simplified while preserve journey linkages and ensure accurate statistics on weight and distance

180、travelled to allow subsequent calculations and analyses to be done.Details on coding multi-stop journeys are provided Appendix 2:in Section 5.2.3,follow by calculation examples demonstrated in the Manual in Section 5.2.4.2.2.3.5 Data record layout and weightings After processing and coding informati

181、on collected in the road freight surveys,coding staff needs to put the simplified information expressed in well-defined codes into specific model layouts designed by Eurostat.Chapter 7.1.3 of the Manual presents six model layouts for the computer records of the survey,detailing which variables,their

182、 sources,and the permissible codes in the respective model layout.These six separate model layouts include:Operator Register.Vehicle Register.Basic data entry record for Vehicle.Basic data entry record for Journeys(one to four stops journeys,collection and delivery journeys).Model vehicle record.Mod

183、el journey record.Variables in the operator and vehicle registers are pre-recorded since they would be obtained from the survey register,and not include information from the survey.The basic data entry record for vehicle and journeys contains the previously coded survey responses.Finally,the model v

184、ehicle and journey records use basic data entry records as sources to compute variables before conducting any analysis.2.2.4 Quality control Council Regulation 1172/98 regarding statistical precision standard was jointly agreed by the Eurostat and MS,covering measures of precision,sample size,time-b

185、ased sampling,and response rate.The recommendation was formalized subsequently following the experience into Commission Regulation 642/2004 and being brought forward to the current Regulation 70/2012 that recast the previous regulation to improve clarity on the provisions(European Commission,2004).T

186、he precision standard sets out the time periods the survey should cover.MS should cover every possible time period in a year to account for the variations in transport activity over a time period.For MS with less than 25,000 goods carrying vehicles in total or less than 3,000 goods carrying vehicles

187、 engage in international transport,the minimum number of weeks to cover in a quarterly survey is seven weeks out of the 13 in each quarter.In terms of precision,the percentage standard error(95%confidence)for annual estimates of total tonnes transported,tkm performed,and total kilometres travelled l

188、oaded for total goods road transport and for national road goods transport are prescribed.The annual estimates standard error needs to be kept within a 5%range.For MS with less than 25,000 goods carrying vehicles in total or less than 3,000 goods carrying vehicles engage in international transport,t

189、he annual estimates standard error limit is raised to 7%.MS are required to disclose the survey response rate and register quality rate as defined in the regulation.The former measures the percentage of sample sent out for which a reply is received.The latter has a stricter definition and is defined

190、 as the number of usable questionnaires from sample units divided by the number of questionnaires despatched minus those classified as non-response expressed as a percentage.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 P

191、age|16 While Eurostat does some checks to assess que quality of the data,the main responsibility for quality control lies with MS.It is the MS that collect the discreet date,check for quality,aggregate it and then transmit it to Eurostat.2.2.5 Data transmission Since 2001(Commission Regulation 2163/

192、2001)the EU has specified the format for the transmission of road freight transport activity data to Eurostat from MS authorities to ensure efficient processing(European Commission,2001).Regulation 70/2012 currently in force has largely adopted the data transmission requirement from the 2001 Regulat

193、ion,with a few changes such as the media for data transmission.For the data structure,the Manual sets specific requirements on the compiled datasets containing fright activity details.Three linked datasets recording for the same quarter period should be set to Eurostat,namely:Vehicle-related variabl

194、es(A1).Journey-related variables(A2).Goods-related variables in the basic transport operation(A3).The data structure between the three datasets are illustrated in Figure 2-4.Each A1 vehicle record is associated with several journey records(A2 dataset)detailing the vehicles trips during the survey pe

195、riod,typically a week.Each journey record is then connected to multiple goods records(A3 dataset)containing information about the transport operations within that journey.It is important to keep in mind that the main objective of the survey is to collect accurate information of the tonnage of goods

196、carried by road freight transport and their place of loading and unloading,the tkm performed,the kilometers travelled loaded by vehicles and the kilometres travelled unloaded by vehicles.Therefore,information reported in A3 should be of consignments based on goods loading and unloading to avoid inac

197、curate reporting of the tonnage of goods carried and tonnages unloaded at stopping places.The dataset transmission takes place through the Electronic Data Files Administration And Management Information System(eDAMIS)web portal,managed by the European Commission for MS to transmit data files to Euro

198、stat.The system allows the user to send data to Eurostat using secure transfer protocols such as PGP encryption(Eurostat,2024c).Upon receiving MS dataset,eDAMIS will provide an automated confirmation to acknowledge the recipient of the information.Regarding timeline,MS are required to transmit the d

199、ata to Eurostat within five months of the end of the quarter.Eurostat will disseminate the data within 12 months after the end of the period Figure 2-4 Link between road freight transport activity datasets Transportation statistic system and best practice in Europe Report for ICCT Classification:Pub

200、lic Ricardo Issue 1 15/05/2024 Page|17 Source:(Eurostat,2016).2.2.6 Enforcement provisions and penalties There are no specific enforcement provisions on Regulation 70/2012 or other legislative pieces dealing with this matter.However,any EU Regulation is mandatory for MS to follow and enforceable on

201、a court of law.Ultimately,a MS refusing to comply with the provisions of Regulation 70/2012 can be taken to court by the EU.However,according to information gathered from Eurostat officials,that is the last case scenario and in general data is submitted on time.Given the good relations between Euros

202、tat and all NSIs,if a MS is found to not be submitting the data as needed,bilateral discussions take place to assess what the problem is and how it can be solved,and that has proven to be enough to get the data needed from all MS.2.3 ROAD FREIGHT EMISSIONS STATISTICS 2.3.1 Introduction In 2021,HDVs

203、were responsible for 28%of the road transport GHG emission,making up 6%of EU overall emissions(ICCT,2024).While the EU does not produce a dedicated emission inventory just considering road freight transport statistics18,several European emission inventories initiatives covering multiple industries a

204、nd economy are used,and transport sector emissions form part of that analysis(EEA,2023).This section explores the tools used to capture the emissions of the road freight sector,the indicators collected,the data analysis,quality control measures and data transmission methods.While this section covers

205、 data consolidation at EU level,it is important to highlight that other separate statistics exist at the national level.2.3.2 Emissions reporting tools in the EU Reporting of emissions in the EU takes place through two different instruments,the GHG emissions inventories and the air emission accounts

206、.They are presented in brief below and in more detail the sections that follow.GHG emissions inventories concern the monitoring of GHG emissions and their recording in inventories submitted to the United Nations Framework Convention on Climate Change(UNFCCC)and forms the official data for internatio

207、nal climate policies.Monitoring of the GHG emissions follows the framework set in Regulation 525/2013(applying to all transport modes).The EEA is the body responsible to compile an annual GHG inventory report on behalf of the EU.Estimates of GHG emissions are produced for a number of sources which a

208、re delineated in sectors primarily according to the technological source of emissions,as devised by the Intergovernmental Panel on Climate Change(IPCC)(Eurostat,2020).Transport emissions are reported as one of the five19 main emission source sectors,in the category“energy”,in particular in the secti

209、on of fuel combustion.To support the development of the national emission inventories,a detailed technical guidance has been prepared by the EEA to guide the preparation of national emission inventories“EMEP/EEA air pollutant emission inventory guidebook 2023”(EEA,2023).Air emissions accounts(AEA)re

210、cord flows of gaseous and particulate materials(including seven GHG including CO2,plus seven air pollutants)emitted into the atmosphere as a result of economic activity.They aim to provide a detailed breakdown by emitting economic activities as defined in national accounts and are aligned with each

211、countrys economic statistics and gross domestic product.Eurostat is responsible for the recording and publishing of the accounts on the basis of the legal framework set in Regulation 691/2011.The“Manual for air emissions accounts”,created by Eurostat(Eurostat,2015b),specifies the structure for data

212、collection and transmission,as well as the legal reporting requirements.This manual also provides compilation guidelines and possible data sources that could be of interest for AEA compilers,giving an overview on how differently organised these datasets can be across countries.2.3.3 Indicators colle

213、cted Table 2-5 below presents the main features of the two GHG emissions reporting tools.It is important to mark the difference between both procedures mentioned.GHG Emission inventories and AEA differ between the approaches,as different boundaries apply.GHG inventories account for emissions from in

214、ternational aviation and maritime transport(assigned to the countries where the associated fuel is bunkered),which means these 18 There are inventories produced by other entities that cover the EU MS,including ICCTs own Roadmap model the most recent version at the time of writing being V2.5,publishe

215、d in 2024(ICCT,2024b).19 The other categories are Industrial processes and product use,agriculture,waste,and other sources.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|18 emissions are excluded from the national tot

216、als reported by individual countries.However,they are included in the AEA totals.Therefore,total emissions reported in GHG inventory databases can differ significantly from the total reported in air emissions accounts for countries with a large international aircraft and/or shipping fleet.Table 2-5

217、Differences between GHG Emission inventories and AEA Criteria GHG Emission inventories Air Emissions Accounts Scope GHG emissions classified by technical processes(e.g.energy supply,industry,transport,agriculture,waste,etc.)GHG emissions classified by economic activities(e.g.mining,agriculture,manuf

218、acturing,etc)Purpose Official international reporting framework for international climate policies(UNFCCC,EU Monitoring Mechanism Regulation-MMR)Tailored for integrated environmental economic analyses Principle Territory emissions are assigned to the country where the emission takes place.Residence

219、emissions are assigned to the country where the economic operator causing the emission is resident.Emissions classification Assigned to processes classified according to their technical nature(bustion in power plants,solvent use).By economic activity,following the NACE20 classification of the system

220、 of national accounts.International navigation and aviation Emissions from international navigation and aviation are assigned to the countries where the associated fuel is bunkered,irrespective of the operators place of residence.Emissions from international navigation and aviation are assigned to t

221、he countries where the operator of the ship/aircraft is resident,regardless of where the emission takes place.Main data sources Collected from a variety of existing data(e.g.fuel use).Collected from a variety of existing data(e.g.national emission inventories,energy statistics,trade statistics,trans

222、port statistics)Main emission model COPERT model,compliant with IPCC Guidelines.MS can use other comparable models-General model for estimated emissions:Emissions(E)=Activity Data(AD)x Emission Factor(EF).It uses 2006 IPCC Guidelines(updated in 2019).MS reporting to EEA Eurostat Source:(Eurostat,202

223、0).Table 2-6 shows the indicators that shall be monitored around freight transport under each procedure.Indicators are annually collected for both cases,AEA and GHG Emissions.20 Statistical classification of economic activities in the European Community(Eurostat,2008).Transportation statistic system

224、 and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|19 Table 2-6 Indicators required to be collected by MS GHG Emission inventories Air Emissions Accounts Indicators CO2 emissions from freight transport on road(kt)21 Freight transport on road(Mtkm)22 CO

225、2eq emissions from road transport using different fuels(kt)23 Source:(European Commission,2013).2.3.4 Good practices in data analysis 2.3.4.1 GHG Emission Inventories In the case of GHG emission inventories,a procedure is presented in the EMEP/EEA air pollutant emission inventory guidebook 2023 to e

226、nable a method for estimating exhaust emissions from road transport to be selected(see Figure 2-5).According to this guidebook,it is impractical to measure emissions from all the sources that,together,constitute an emissions inventory.In general,it is suggested as good practice to use higher tier me

227、thods for key categories,unless the resource requirements to do so are prohibitive.Figure 2-5 Decision tree for exhaust emissions from road transport Source:Own elaboration based on(EEA,2023).21 CO2 emissions from the combustion of fossil fuel for all transport activity with light duty trucks(vehicl

228、es with a gross vehicle weight of 3 900 kg or less designated primarily for transportation of light-weight cargo or which are equipped with special features such as four-wheel drive for off-road operation IPCC source category 1A3bii)and heavy duty trucks(any vehicle rated at more than 3 900 kg gross

229、 vehicle weight designated primarily for transportation of heavy-weight cargo IPCC source category 1A3biii excluding buses).22 Number of tkm transported in light and heavy duty trucks on road;one tkm represents the transport of one tonne by road over one kilometre(source:transport statistics).Note:a

230、ctivity data should be consistent with the emission data,if possible.23 Based on indicators from UNFCCC framework.Emissions may be assumed to be proportional to the corresponding volumes expressed in tonne kilometres(tkm)of freight road transport StartAre vehicle km and mean travelling speed availab

231、le per mode and vehicle technology?Are vehicle km per vehicle technology available?Is this a key category?Use Tier 3 approach,using vehicle activity-based model,e.g.COPERTUse Tier 2 Emissions Factors,based on Vehicle km for different vehicle technologiesCollect data to apportion fuel among different

232、 vehicle technologies for each NFR code,deriving vehicle km for vehicle sub-categoriesApply Tier 1 default EFs based on fuel consumptionYesYesYesNoNoNo*Note:Road Transport is very probably a KeyCategory in all countries.Therefore,effortsshould always be made to use a tier 2 or 3methodforroadtranspor

233、temissionsestimationTransportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|20 The tiered methodology suggested in the guidebook considers three approaches,based on data availability(see Appendix 3).In Tier 1,the activity data

234、 is derived from readily available statistical information,it uses fuel as the activity indicator,in combination with average fuel-specific emission factors.The Tier 1 approach requires relevant fuel statistics,i.e.the volumes(or weights)of fuel sold for road transport use,and for each type of fuel

235、used.For the majority of fuels(petrol,diesel,LPG)these statistics are usually available at a national level.Tier 2 use similar activity data to tier 1 methods but apply country-specific emission factors which need to be developed.It considers the fuel used by different vehicle categories and their e

236、mission standards.Hence,the vehicle categories used in the Tier 1 approach are sub-divided into different technologies according to emission-control legislation.Tier 3 includes using facility-level data and/or sophisticated models(implemented in COPERT24).Exhaust emissions are calculated using a com

237、bination of firm technical data(e.g.emission factors)and activity data(e.g.total vehicle km).Total exhaust emissions from road transport are calculated as the sum of hot emissions(when the engine is at its normal operating temperature)and emissions during transient thermal engine operation(termed co

238、ld-start emissions).In general,Tier 1 is the simple,basic method,tier 2 is intermediate,and tier 3 is the most demanding in terms of complexity and data requirements.2.3.4.2 Air Emissions Accounts In the case of the AEA,as part of the transmission obligations of the Regulation 691/2011,each submissi

239、on of data has to be accompanied by a quality report,covering relevance,accuracy,timelines and punctuality,accessibility and clarity,and comparability and coherence(European Commission,2011).AEA are compiled from a variety of existing data(e.g.national emission inventories,energy statistics,trade st

240、atistics,transport statistics).This requires a conversion and re-arranging process(Eurostat,2015b).In principle air emissions are estimated and not directly measured/metered.A general emission model can be expressed as:()=()()In particular for transport emissions,the calculation is likely to be more

241、 complex than the above basic model may suggest.Activity data(energy use)25 need to be decomposed by e.g.power plant type,fuel type,combustion technology,vehicle class,and abatement technologies(e.g.catalytic converters,filters on power plants and waste incinerators).The energy data may then be comb

242、ined with corresponding emission factors.Emissions factors are pollutant-specific and specific for each of the aforementioned dimensions(i.e.fuel type,combustion technology,vehicle class etc.).Emission factors can be found in the IPCC document“2019 Refinement to the 2006 IPCC Guidelines for National

243、 Greenhouse Gas Inventories”and are described for different applications(IPCC,2019).Table 2-7 shows an example.Table 2-7 Road Transport CO2 Emission Factors and Uncertainty Ranges Fuel Type Default(kg/TJ)Lower Upper Motor Gasoline 69,300 67,500 73,000 Gas/Diesel Oil 74,100 72,600 74,800 Liquefied Pe

244、troleum Gases 63,100 61,600 65,600 Kerosene 71,900 70,800 73,700 Lubricants 73,300 71,900 75,200 Compressed Natural gas 56,100 54,300 58,300 Liquefied Natural Gas 56,100 54,300 58,300 Source:(IPCC,2019).24 Alternative Tier3 methods can be found in tools such as Artemis,the DACH-NLHandbook of Emissio

245、n Factors,and other national models(for example EMV in Sweden,Liipasto in Finland,and Versit+in the Netherlands).The EMEP/EEA air pollutant emission inventory guidebook notes that while MS can use other models but they need to ensure that accepted methodologies are used and that data are comparable.

246、25 At the current level of Eurostats disaggregation of energy data,the only breakdown for energy consumption available in transport is a split-by-mode:road,water(national)and air(national).Decomposition of transport by purpose,mode and vehicle type is already available in Eurostats dataset,but it ca

247、nnot be fully used without further information on energy consumption(Eurostat,2023).Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|21 AEA can be used to analyse environmental implications(in the domains of climate cha

248、nge and air pollution)of European production and consumption patterns.The production perspective focuses on the direct air emissions generated by domestic production activities,allowing for the comparison of environmental performance across various industries(Eurostat,2015b).2.3.5 Quality control Wi

249、thin each framework,specific data quality control processes are outlined in the guidance documents to ensure the accuracy,relevance,and reliability of reported data.These control processes are expected to be followed by MS to ensure data with high quality levels.2.3.5.1 GHG Emission Inventories The

250、EEA framework covers different data quality aspects.First of all,it describes how to avoid double counting with other sectors.In particular,gasoline(petrol)and diesel fuel sold by gas stations may also be used for off-road machinery(e.g.agriculture tractors).Attention should be given so that the fue

251、l consumption reported for road transport does not include sales for off-road use.In addition,care should be given not to include CO2 emissions produced by the combustion of biofuels(bioethanol,biodiesel,and biogas)(EEA,2023).Also,as it is described in Table 2-5,GHG Emission inventories are driven b

252、y the principle of territory,which means that emissions are assigned to the country where the emission takes place.It is important to mention that it is also mentioned that emissions from international navigation and aviation are assigned to the countries where the associated fuel is bunkered/refuel

253、led,irrespective of the operators place of residence.Regarding verification,there are different techniques proposed.On one side,the soft verification method,referring to a comparison of alternative estimates:alternative estimates can be compared with each other to infer the validity of the data,base

254、d on the degree of agreement.This process can help to homogenise the data collected with different methods.On the other side,ground truth verification methods,referring to alternative scientific methods that can be used to physically verify the model calculations.These methods may be applied to veri

255、fy either the complete inventory or the emission factors used to develop the inventory.Some of the methods suggested are:remote sensing studies,tunnel studies,on-board and laboratory measurements,inverse air quality modelling and mass-balance techniques(EEA,2023).Uncertainty of emission factors is a

256、lso covered in the guidebook mentioned above.It mentions that in all cases of the application of the estimation methodologies,the results obtained are subject to uncertainties.Since the true emissions are unknown,it is impossible to calculate the accuracy of the estimates.Errors when compiling an in

257、ventory may originate from two major sources:1)Systematic errors of the emission calculation methodology.These may include errors in the determination of the emission factors and other emission-related elements(e.g.cold start modelling,default values of metals,etc.)or,2)Errors in the input data prov

258、ided by the inventory compiler.These refer to the activity data(vehicle parc,annual mileage,etc),fuel properties,and environmental conditions(EEA,2023).2.3.5.2 Air Emissions Accounts Since 2013,MS are required to submit AEA to Eurostat on annual basis,using an electronic questionnaire(European Commi

259、ssion,2023a)and a quality report(Eurostat,2015a).The quality report(developed by Eurostat)covers several aspects such as relevance,accuracy,timelines and punctuality,accessibility and clarity,comparability and coherence,which are described below:Relevance:it has to be specified the main users of air

260、 emissions accounts data at national level.Also is suggested to comment on how much policy need is there for AEA data.Timelines and punctuality:based on the regulation,it is required to MS to provide data by September 30 every year.It is suggested to mention when the data was transmitted to Eurostat

261、 and which years were covered in the report.Accessibility and clarity:it is required to add when AEA data was published(explaining the reasons if it was not).Accuracy,comparability and coherence:it is required to add the approach used(inventory-first or energy-first),descriptions of the methods used

262、 in compiling AEA(data sources used,adjustments for residence principle,discontinuities in time series,problems adapting statistics,among others).2.3.6 Data transmission Data transmission is an important process that includes collating data into standardized formats for analysis and quality control.

263、Within the GHG Emission Inventories and Air Emissions Accounts frameworks,data Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|22 transmission varies between countries.For both approaches,MS are responsible for collect

264、ing and providing the data,reporting to EEA or Eurostat,as applicable.2.3.6.1 GHG Emission Inventories According to EEA,there are many different data management systems used by countries.Some use sophisticated database tools connected to the internet and available for users to upload data and to ope

265、rate from remote locations.However,many Member States still use a collection of spreadsheets,databases and bespoke software systems for calculating estimates.For analysis and reporting,inventory data needs to be collated into a coherent set of tables that can be aggregated to produce detailed report

266、ing formats,national totals,and summary tables.This collation of data into a single format enables general quality assurance/quality control(QA/QC)to be applied more easily using tools that can identify anomalies in trends and missing data points.A suggested standardized structure for collating data

267、 within a database on emissions,removals,and relevant activity data from the range of categories,gases,fuels and other subcategories is presented in the guidebook mentioned above (EEA,2023).EEA specifies in its data policy that there is an expectation for data providers to follow the principle that

268、all data and products financed with public means should be fully available for use by public bodies.Furthermore,these data should be made available for others to use with as few restrictions as possible.It is mentioned that the data provider shall clearly specify intellectual property rights,use or

269、re-use conditions,including statistical confidentiality,and quality statements in metadata information for each type of data(metadata,raster/image data etc.).2.3.6.2 Air Emissions Accounts Since 2013,MS are required to submit their AEA to Eurostat on an annual basis using an electronic questionnaire

270、 and a quality report.The AEA questionnaire is an MS Excel workbook.There are 14 spreadsheets,one for each greenhouse gas or air pollutant.Emissions of CO2 are reported in thousands of metric tonnes,while all other substances are reported in metric tonnes.The AEA questionnaire includes the entire ti

271、me series because national emission inventories which may form an important data source for compiling AEAs are potentially revised for the entire period(Eurostat,2015b).2.3.7 Enforcement provisions and penalties As with transport activity statistics,emission statistics collection is regulated by EU-

272、level regulations,which are enforceable in courts of law.See section 2.2.6 for more details.2.4 COUNT EMISSIONS EU In 2023,the European Commission put forward a legislative proposal to create a common framework to calculate and report transport related GHG emissions that applies to both freight and

273、passenger services,the so-called“Count Emissions EU”regulation(European Commission,2023d).The main objective of this regulation is not to provide statistical data for MS-level inventories(as discussed in section 2.3),but rather to provide reliable and comparable data that can be used,among other thi

274、ngs,to incentivize sustainable choices and behavioural change.As such,the proposed legislation aims to ensure that the GHG emissions data provided regarding transport services is reliable and accurate,to allow fair comparison between transport services.It aims to fill a gap,as there is not a univers

275、ally accepted framework for greenhouse gas emissions accounting for transport services.The Commission highlights that without a unified framework,transportation stakeholders have the freedom to select from various methodologies,calculation tools,and emissions default values,resulting in notable disc

276、repancies in outcomes(European Parliament,2023b).This complicates the life of consumers(both individuals and businesses),which do not have clarity about which transport choices are more environmentally friendly.The draft regulation proposes a common methodology ensuring that calculations of the GHG

277、emissions are performed in a standardised way across the transport sector.It stipulates that EN ISO standard 14083:20231 should be the reference methodology for those calculations.This standard establishes a common set of rules and emissions calculation principles for transport operations based on t

278、he well-to-wheel concept,including emissions from both vehicle use and vehicle energy provision(European Parliament,2023b).To maximize the reliability of calculations the text requires organisations to prioritize the use of primary data i.e.data obtained during actual carrying out of a transport ope

279、ration-for calculating the GHG emissions of a Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|23 transport service.The use of secondary data will be allowed under certain conditions.If primary data is unavailable or to

280、o expensive to generate,secondary data,including default values and modelled data will be allowed26.For this purpose,the regulation provides a harmonised set of default values(European Parliament,2023b).If approved,Count Emissions EU will introduce a methodological framework,but does not govern wher

281、e it has to be used.However,future initiatives developed after Count Emissions EUs establishment may require the adoption of its methodologies.In the case that organizations decide to compute and disclose GHG emissions from transport services(e.g.to disclose to consumers the emissions that their tri

282、ps will produce)they will be required to use the provided methodology.The proposal exempts small and medium-sized companies from mandatory verification of adherence to the rules.Ultimately,Count Emissions EU could provide a stepping-stone to improve the methodologies used to collect emissions statis

283、tics at the very discreet level(i.e.one single trip).Over time,and if the methodologies are widely adopted,there is the potential that national level emission statistics will use this information gathered at the trip level to inform the national level statistics.26 In this respect,this initiative wi

284、ll offer a harmonised set of default values that,depending on their type,will be published in central EU databases,or provided through external databases developed by third parties.The external databases will undergo a specific quality check.As regards the modelled data,they may be used if the model

285、 is established in accordance with CEN ISO 14083 standard.Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|24 3.CONCLUSIONS 3.1 OVERVIEW OF FINDINGS The importance of the freight statistics system in the EU lies in esta

286、blishing the foundations for monitoring and analysing freight transport in Europe.The data collected is crucial for policy and decision making in relation to freight transport activity regulation,traffic management as well as for monitoring compliance with emissions reduction and transport mode targ

287、ets.This document described the road freight statistics system in the EU,covering the underlying regulations,applicable standards,and good practices in data collection and analysis.Both freight activity and emissions statistics were covered.The structure of the EU statistical system relies on legal

288、obligations and voluntary cooperation and agreements(e.g.MS delivering data in the formats outlined in non-binding guidelines)for data collection.Within the freight transport sector there is a division between operational data(i.e.on the operators,on the vehicles,on the goods)and emissions statistic

289、s.Operational data is primarily collected by MS authorities(usually their national statistical offices)and compiled by Eurostat while emissions statistics are collected by MS and compiled by the European Environment Agency(EEA).The ESS,comprising Eurostat,EEA,and National Statistical Institutes,func

290、tions as a network to harmonise statistics at the EU level.To support MS in the collection of freight activity statistics,the document“Road freight transport methodology:2016 edition”,published by Eurostat,covers the details in most of the aspects related to the collection and analysis of freight ac

291、tivity data,including the indicators to be collected,data collection good practices(including survey sampling,questionnaire design,data analysis),quality control and data transmission.Regulation 70/2012 is the act providing the legal basis for collecting,analysing,and reporting road freight transpor

292、t statistics in the EU.Reporting freight emission statistics in the EU takes place through two different instruments,the GHG emissions inventories and the air emission accounts:GHG emissions inventories concern the monitoring of GHG emissions submitted to UNFCCC and forms the official data reported

293、for international climate policies.This process follows the framework set in Regulation 525/2013.It is the responsibility of the EEA that compiles the annual GHG inventory report on behalf of the EU using the methodology described in the“EMEP/EEA air pollutant emission inventory guidebook 2023”.Air

294、emissions accounts record flows of gaseous and particulate materials emitted into the atmosphere as a result of economic activity.They aim to provide a detailed breakdown by emitting economic activities as defined in national accounts and are aligned with each countrys economic statistics and gross

295、domestic product.Eurostat is the entity responsible for the recording and publishing of the accounts on the basis of the legal framework set in Regulation 691/2011.The“Manual for air emissions accounts”sets the guidelines for the data collection,transmission,among other aspects.For both types of dat

296、a,enforcement provisions and penalties are not covered in legislation.On basis of the analysis conducted,there does not seem to be formal enforcement activities or any penalties.The system seems to be based on mutual cooperations between all entities involved at EU and MS level.The road freight stat

297、istics system in Europe is expected to evolve further as new demands for data reporting are created.Initiatives such as Count Emissions EU,which is currently under discussion,will impact freight statistics monitoring to some extent.This initiative aims to establish a common framework for calculating

298、 and reporting transport related GHG emissions that applies to both freight and passenger services.Although the proposal,initially,is not presented as mandatory,it establishes a common framework for the calculation of GHG emissions to allow fair comparison between transport services.Over time,and if

299、 the methodologies are widely adopted,there is the potential that national level emission statistics will use this information gathered at the trip level to inform the national level statistics,but at the moment it does not serve that purpose.3.2 LESSONS LEARNED Some lessons can be learned from EU s

300、tatistical system,and how it integrates data collected at national and regional level in order to inform overarching policy goals:Transportation statistic system and best practice in Europe Report for ICCT Classification:Public Ricardo Issue 1 15/05/2024 Page|25 Cooperation at all levels:while the E

301、U has set up a number of legislative instruments mandating data collection,all entities in the ESS work together to deliver what those regulations stipulate and engaging in voluntary cooperation to improve the data collection processes.Integrate databases:the EU(through Eurostat and other entities i

302、ncluding the EEA)has put in place a system with uniformed data collection from different MS,which is essential to produce analysis,design policies and make comparisons between countries possible.Establish a clear methodology for data collection:frequency for updated registers,sampling size and repor

303、ting deadlines are some of the measures that are important to achieve a level of standardization of data among MS.Provide guidance regarding questionnaire design and management:the EU provides guidelines and templates to guide MS,together with recommendations.A template and a list of questions can h

304、elp to harmonize data collected across different actors.Quality control and data checks:it is highlighted in the guidelines that attention should be put in data quality,covering measures of precision,sample size,time-based sampling,and response rate.Different parameters can be suggested for each of

305、the measures(e.g.time periods the survey should cover based on number of vehicles per country,the percentage standard error for annual estimates of key variables,or a survey response rate).Also,it is suggested to implement automation in data checking to detect possible errors or invalid questionnair

306、es(check ranges of values,identify contradictory information,or detect missing information).Different approaches for GHG emission inventories:the EU considers different approaches to calculate emissions based on different territory principles,and these are collected by different organisations.These

307、allow to create figures,design policies,and compare data across different perspectives,but can also complicate the assessment of the emissions of a specific sector of the economy,like the freight transport sector.Care should be taken to ensure different methods produce comparable figures.Maintain ef

308、forts in improving data collection.Development of a harmonised methodology:in the EU efforts are ongoing to establish a common framework to calculate emissions through the proposed framework Count Emissions EU,filling the gap of a lack of a universally accepted bottom-up framework for GHG gas emissi

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