New Zealand NZ: Road Freight Transport excluding Cabotage: National data was reported at 25,939.000 Tonne-km mn in 2023. This records a decrease from the previous number of 27,597.000 Tonne-km mn for 2022. New Zealand NZ: Road Freight Transport excluding Cabotage: National data is updated yearly, averaging 19,751.155 Tonne-km mn from Dec 1994 (Median) to 2023, with 30 observations. The data reached an all-time high of 27,597.000 Tonne-km mn in 2022 and a record low of 10,480.000 Tonne-km mn in 1994. New Zealand NZ: Road Freight Transport excluding Cabotage: National data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s New Zealand – Table NZ.OECD.ITF: Freight Transport by Mode of Transport: OECD Member: Annual. [COVERAGE] Road freight transport is defined as any movement of goods using a road vehicle on a given road network. When a road vehicle is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is considered. National road freight transport is the road transport between two places (a place of loading/embarkment and a place of unloading/disembarkment) located in the same country irrespective of the country in which the vehicle is registered. It may involve transit through a second country. [STAT_CONC_DEF] Data are estimated from Road User Charges with assumed loading factors for trucks and trailers. In 2015, the methodology has been changed, that creates a break in the series. Quarterly and monthly data are not available. Since 2022, data are not yet available.

Rail transport revenue is expected to climb at a compound annual rate of 1.8% over the five years through 2024-26, to $623.5 million. Rail freight plays an important role in transporting bulk goods across the country and to and from New Zealand ports. Freight volumes and revenue for New Zealand’s rail industry have declined since 2022–23, resulting from intense competition from road freight, loss of key contracts, economic headwinds and significant infrastructure disruptions like major tunnel collapses and cyclone damage. These challenges have led to increasingly pressured profit margins, as fixed costs are spread over fewer freight units and maintenance expenses have risen sharply. At the same time, passenger rail has rebounded strongly, especially in Auckland and Wellington, driven by the return of commuters and tourists, higher fuel costs and government investments in urban rail infrastructure. KiwiRail, which dominates the sector, has responded to weaker freight demand and project completions by cutting staff and shifting to a leaner operating model to control costs and preserve financial stability. In 2025-26, a recovery in rail freight volumes will push up industrywide revenue by 1.5%. The industry's largest player, KiwiRail, is the only commercial rail freight operator in New Zealand and holds an industry market share of over 85%. The New Zealand Government (Te Kawanatanga o Aotearoa) owns KiwiRail, which relies heavily on government subsidies to remain viable. The Greater Wellington Regional Council and Auckland Council are the other two industry players and are responsible for rail passenger operations in their respective regions. Decades of underinvestment in rail infrastructure have resulted in heavy and ongoing investment in rebuilding New Zealand's rail transport capacity. In the coming years, rail freight volumes are set to grow, supported by rising international trade, expanding exports and increasing environmental focus from both government and large logistics clients. Continued investment in rail infrastructure and electrification, essential for handling higher freight demand and meeting decarbonisation targets, will improve rail’s competitiveness, particularly for long-distance bulk transport. Population growth and major infrastructure projects, especially in Auckland, will boost commuter rail demand and position rail as a central pillar of urban mobility. Profit margins in the industry are projected to strengthen over the next five years as KiwiRail maintains its dominance, leveraging efficiency gains. Industry revenue is forecast to grow at an annualised 1.4% over the five years through 2030-31, to $667.9 million.

New Zealand NZ: Rail Freight Transport data was reported at 3,824.000 Tonne-km mn in 2023. This records a decrease from the previous number of 4,295.509 Tonne-km mn for 2022. New Zealand NZ: Rail Freight Transport data is updated yearly, averaging 4,189.628 Tonne-km mn from Dec 1999 (Median) to 2023, with 25 observations. The data reached an all-time high of 4,768.056 Tonne-km mn in 2012 and a record low of 3,618.534 Tonne-km mn in 2017. New Zealand NZ: Rail Freight Transport data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s New Zealand – Table NZ.OECD.ITF: Freight Transport by Mode of Transport: OECD Member: Annual. [STAT_CONC_DEF] Rail freight transport: any movement of goods using a rail vehicle on a given rail network. National rail freight transport: rail freight transport between two places (a place of loading/embarkation and a place of unloading/disembarkation) located in the same country. It may involve transit through a second country. International rail freight transport: rail freight transport between a place (of loading/embarkation or unloading/disembarkation) in one country and a place (of loading/embarkation or unloading/disembarkation) in another country. It may involve transit through one or more additional countries. Tonne-kilometre: unit of measurement of goods transport which represents the transport of one tonne of goods by rail over a distance of one kilometre. [COVERAGE] Data should include national and international goods transport.

Timber Load Securement Monitoring Market Outlook

According to our latest research, the Global Timber Load Securement Monitoring market size was valued at $418 million in 2024 and is projected to reach $1.12 billion by 2033, expanding at a robust CAGR of 11.2% during the forecast period of 2025–2033. The primary driver fueling this impressive growth is the increasing emphasis on safety compliance and real-time monitoring in timber transportation, propelled by stringent regulatory mandates and the adoption of advanced digital technologies. As global supply chains become more complex and safety standards more rigorous, the need for efficient, automated, and reliable load securement monitoring solutions has never been more critical. This surge in demand is further bolstered by the integration of IoT and sensor-based technologies, which are transforming the way timber loads are tracked, managed, and secured across diverse transportation modes.

Regional Outlook

North America currently holds the largest share of the Timber Load Securement Monitoring market, accounting for over 38% of the global revenue in 2024. This dominance is attributed to the region’s well-established forestry sector, stringent regulatory environment, and early adoption of advanced monitoring technologies. The presence of major market players and a strong focus on supply chain safety have propelled widespread implementation of GPS tracking, IoT sensors, and RFID-based systems. Additionally, government initiatives supporting sustainable forest management and transportation safety have further catalyzed market growth. The United States, in particular, leads the region due to its mature infrastructure and higher investment in digital transformation across the forestry and logistics sectors.

The Asia Pacific region is projected to be the fastest-growing market during the forecast period, with a forecasted CAGR of 14.7% from 2025 to 2033. This rapid expansion is driven by increasing timber exports, burgeoning construction activities, and rising awareness about load safety and environmental compliance. Countries like China, Australia, and New Zealand are witnessing significant investments in transportation infrastructure and digital supply chain solutions. The proliferation of smart technologies, coupled with government policies favoring digital innovation and safety, is enabling faster adoption of timber load securement monitoring systems. Furthermore, expanding trade routes and the need to reduce losses associated with timber transport are prompting stakeholders to invest in advanced monitoring solutions.

Emerging economies in Latin America and the Middle East & Africa are also experiencing gradual uptake of timber load securement monitoring technologies, although their market share remains comparatively modest. In these regions, challenges such as limited infrastructure, lower technology penetration, and regulatory ambiguities hinder widespread adoption. However, increasing foreign investments in forestry and logistics, coupled with growing export-oriented activities, are beginning to stimulate demand for securement monitoring solutions. Localized demand is often influenced by specific policy reforms and efforts to align with international trade standards. As these regions continue to modernize their supply chains, the adoption of advanced load securement monitoring is expected to gain momentum, albeit at a measured pace.

Report Scope

The New Zealand bus market was estimated at $49M in 2024, surging by 2.4% against the previous year. This figure reflects the total revenues of producers and importers (excluding logistics costs, retail marketing costs, and retailers' margins, which will be included in the final consumer price). Over the period under review, consumption continues to indicate a strong expansion. As a result, consumption attained the peak level of $144M. From 2019 to 2024, the growth of the market remained at a lower figure.

New Zealand NZ: Rail Passenger Transport data was reported at 586.484 Person-km mn in 2022. This records a decrease from the previous number of 737.676 Person-km mn for 2021. New Zealand NZ: Rail Passenger Transport data is updated yearly, averaging 734.743 Person-km mn from Dec 2017 (Median) to 2022, with 6 observations. The data reached an all-time high of 798.074 Person-km mn in 2020 and a record low of 537.103 Person-km mn in 2017. New Zealand NZ: Rail Passenger Transport data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s New Zealand – Table NZ.OECD.ITF: Passenger Transport by Mode of Transport: OECD Member: Annual. [STAT_CONC_DEF] Rail passenger transport: any movement of passengers using a rail vehicle on a given rail network. National rail passenger transport: rail passenger transport between two places (a place of loading/embarkation and a place of unloading/disembarkation) located in the same country. It may involve transit through a second country. International rail passenger transport: rail passenger transport between a place (of loading/embarkation or unloading/disembarkation) in one country and a place (of loading/embarkation or unloading/disembarkation) in another country. It may involve transit through one or more additional countries. Rail passenger: any person, excluding members of the train crew, who makes a journey by rail. Passenger-kilometre by rail: unit of measurement representing the transport of one rail passenger by rail over a distance of one kilometre. [STAT_CONC_DEF] The New Zealand Household Travel Survey was conducted 1989/1990, 1997/98, 2003-2014, and since 2015. Until 2014 and since 2018, the data are based on a two day travel diary via face to face interview. Between 2015 and 2018, the data are based on a seven day travel diary completed online. Since 2003, survey is reporting annual average travel based on a 3 year rolling average, using a middle year as the reference. 2018 and 2019 are based on combinations of the 7 day and 2 day survey methodologies and, along with the 2017 data (7 day survey) may not be strictly comparable to the 2013 and earlier data due to the methodological differences. 1990 survey data are based on travel by ages 5+ years, whereas rest of survey data is all ages. [COVERAGE] Data should include urban transport.

The New Zealand shipping market soared to $6.6M in 2024, growing by 31% against the previous year. In general, consumption, however, showed a relatively flat trend pattern. As a result, consumption attained the peak level of $9.9M. From 2021 to 2024, the growth of the market failed to regain momentum.

Abstract

Estache and Goicoechea present an infrastructure database that was assembled from multiple sources. Its main purposes are: (i) to provide a snapshot of the sector as of the end of 2004; and (ii) to facilitate quantitative analytical research on infrastructure sectors. The related working paper includes definitions, source information and the data available for 37 performance indicators that proxy access, affordability and quality of service (most recent data as of June 2005). Additionally, the database includes a snapshot of 15 reform indicators across infrastructure sectors.

This is a first attempt, since the effort made in the World Development Report 1994, at generating a database on infrastructure sectors and it needs to be recognized as such. This database is not a state of the art output—this is being worked on by sector experts on a different time table. The effort has however generated a significant amount of new information. The database already provides enough information to launch a much more quantitative debate on the state of infrastructure. But much more is needed and by circulating this information at this stage, we hope to be able to generate feedback and fill the major knowledge gaps and inconsistencies we have identified.

Geographic coverage

The database covers the following countries: - Afghanistan - Albania - Algeria - American Samoa - Andorra - Angola - Antigua and Barbuda - Argentina - Armenia - Aruba - Australia - Austria - Azerbaijan - Bahamas, The - Bahrain - Bangladesh - Barbados - Belarus - Belgium - Belize - Benin - Bermuda - Bhutan - Bolivia - Bosnia and Herzegovina - Botswana - Brazil - Brunei - Bulgaria - Burkina Faso - Burundi - Cambodia - Cameroon - Canada - Cape Verde - Cayman Islands - Central African Republic - Chad - Channel Islands - Chile - China - Colombia - Comoros - Congo, Dem. Rep. - Congo, Rep. - Costa Rica - Cote d'Ivoire - Croatia - Cuba - Cyprus - Czech Republic - Denmark - Djibouti - Dominica - Dominican Republic - Ecuador - Egypt, Arab Rep. - El Salvador - Equatorial Guinea - Eritrea - Estonia - Ethiopia - Faeroe Islands - Fiji - Finland - France - French Polynesia - Gabon - Gambia, The - Georgia - Germany - Ghana - Greece - Greenland - Grenada - Guam - Guatemala - Guinea - Guinea-Bissau - Guyana - Haiti - Honduras - Hong Kong, China - Hungary - Iceland - India - Indonesia - Iran, Islamic Rep. - Iraq - Ireland - Isle of Man - Israel - Italy - Jamaica - Japan - Jordan - Kazakhstan - Kenya - Kiribati - Korea, Dem. Rep. - Korea, Rep. - Kuwait - Kyrgyz Republic - Lao PDR - Latvia - Lebanon - Lesotho - Liberia - Libya - Liechtenstein - Lithuania - Luxembourg - Macao, China - Macedonia, FYR - Madagascar - Malawi - Malaysia - Maldives - Mali - Malta - Marshall Islands - Mauritania - Mauritius - Mayotte - Mexico - Micronesia, Fed. Sts. - Moldova - Monaco - Mongolia - Morocco - Mozambique - Myanmar - Namibia - Nepal - Netherlands - Netherlands Antilles - New Caledonia - New Zealand - Nicaragua - Niger - Nigeria - Northern Mariana Islands - Norway - Oman - Pakistan - Palau - Panama - Papua New Guinea - Paraguay - Peru - Philippines - Poland - Portugal - Puerto Rico - Qatar - Romania - Russian Federation - Rwanda - Samoa - San Marino - Sao Tome and Principe - Saudi Arabia - Senegal - Seychelles - Sierra Leone - Singapore - Slovak Republic - Slovenia - Solomon Islands - Somalia - South Africa - Spain - Sri Lanka - St. Kitts and Nevis - St. Lucia - St. Vincent and the Grenadines - Sudan - Suriname - Swaziland - Sweden - Switzerland - Syrian Arab Republic - Tajikistan - Tanzania - Thailand - Togo - Tonga - Trinidad and Tobago - Tunisia - Turkey - Turkmenistan - Uganda - Ukraine - United Arab Emirates - United Kingdom - United States - Uruguay - Uzbekistan - Vanuatu - Venezuela, RB - Vietnam - Virgin Islands (U.S.) - West Bank and Gaza - Yemen, Rep. - Yugoslavia, FR (Serbia/Montenegro) - Zambia - Zimbabwe

Kind of data

Aggregate data [agg]

Mode of data collection

Face-to-face [f2f]

Response rate

Sector Performance Indicators

Energy The energy sector is relatively well covered by the database, at least in terms of providing a relatively recent snapshot for the main policy areas. The best covered area is access where data are available for 2000 for about 61% of the 207 countries included in the database. The technical quality indicator is available for 60% of the countries, and at least one of the perceived quality indicators is available for 40% of the countries. Price information is available for about 41% of the countries, distinguishing between residential and non residential.

Water & Sanitation Because the sector is part of the Millennium Development Goals (MDGs), it enjoys a lot of effort on data generation in terms of the access rates. The WHO is the main engine behind this effort in collaboration with the multilateral and bilateral aid agencies. The coverage is actually quite high -some national, urban and rural information is available for 75 to 85% of the countries- but there are significant concerns among the research community about the fact that access rates have been measured without much consideration to the quality of access level. The data on technical quality are only available for 27% of the countries. There are data on perceived quality for roughly 39% of the countries but it cannot be used to qualify the information provided by the raw access rates (i.e. access 3 hours a day is not equivalent to access 24 hours a day).

Information and Communication Technology The ICT sector is probably the best covered among the infrastructure sub-sectors to a large extent thanks to the fact that the International Telecommunications Union (ITU) has taken on the responsibility to collect the data. ITU covers a wide spectrum of activity under the communications heading and its coverage ranges from 85 to 99% for all national access indicators. The information on prices needed to make assessments of affordability is also quite extensive since it covers roughly 85 to 95% of the 207 countries. With respect to quality, the coverage of technical indicators is over 88% while the information on perceived quality is only available for roughly 40% of the countries.

Transport The transport sector is possibly the least well covered in terms of the service orientation of infrastructure indicators. Regarding access, network density is the closest approximation to access to the service and is covered at a rate close to 90% for roads but only at a rate of 50% for rail. The relevant data on prices only cover about 30% of the sample for railways. Some type of technical quality information is available for 86% of the countries. Quality perception is only available for about 40% of the countries.

Institutional Reform Indicators

Electricity The data on electricity policy reform were collected from the following sources: ABS Electricity Deregulation Report (2004), AEI-Brookings telecommunications and electricity regulation database (2003), Bacon (1999), Estache and Gassner (2004), Estache, Trujillo, and Tovar de la Fe (2004), Global Regulatory Network Program (2004), Henisz et al. (2003), International Porwer Finance Review (2003-04), International Power and Utilities Finance Review (2004-05), Kikukawa (2004), Wallsten et al. (2004), World Bank Caribbean Infrastructure Assessment (2004), World Bank Global Energy Sector Reform in Developing Countries (1999), World Bank staff, and country regulators. The coverage for the three types of institutional indicators is quite good for the electricity sector. For regulatory institutions and private participation in generation and distribution, the coverage is about 80% of the 207 counties. It is somewhat lower on the market structure with only 58%.

Water & Sanitation The data on water policy reform were collected from the following sources: ABS Water and Waste Utilities of the World (2004), Asian Developing Bank (2000), Bayliss (2002), Benoit (2004), Budds and McGranahan (2003), Hall, Bayliss, and Lobina (2002), Hall and Lobina (2002), Hall, Lobina, and De La Mote (2002), Halpern (2002), Lobina (2001), World Bank Caribbean Infrastructure Assessment (2004), World Bank Sector Note on Water Supply and Sanitation for Infrastructure in EAP (2004), and World Bank staff. The coverage for institutional reforms in W&S is not as exhaustive as for the other utilities. Information on the regulatory institutions responsible for large utilities is available for about 67% of the countries. Ownership data are available for about 70% of the countries. There is no information on the market structure good enough to be reported here at this stage. In most countries small scale operators are important private actors but there is no systematic record of their existence. Most of the information available on their role and importance is only anecdotal.

Information and Communication Technology The report Trends in Telecommunications Reform from ITU (revised by World Bank staff) is the main source of information for this sector. The information on institutional reforms in the sector is however not as exhaustive as it is for its sector performance indicators. While the coverage on the regulatory institutions is 100%, it varies between 76 and 90% of the countries for more of the other indicators. Quite surprisingly also, in contrast to what is available for other sectors, it proved difficult to obtain data on the timing of reforms and of the creation of the regulatory agencies.

Transport Information on transport institutions and reforms is not systematically generated by any agency. Even though more data are needed to have a more comprenhensive picture of the transport sector, it was possible to collect data on railways policy reform from Janes World Railways (2003-04) and complement it with

The pandemic decimated the International Airlines industry, but it rebounded rapidly over the two years through 2022-23 after international and state borders reopened. Notwithstanding air freight transport, the industry's services were essentially non-existent while international borders were shut. Weakening global economic conditions and a cost-of-living crisis domestically disrupted the industry’s recovery in 2023-24, but a strong rebound in Chinese tourist numbers is expected to boost growth in 2024-25. Overall, the industry has seen mild growth off a low base year in 2019-20, with revenue set to climb by an annualised 2.4% over the five years through 2024-25, to reach $36.0 billion. The current year is anticipated to bring strong revenue growth for the industry, at 6.9%, as a new Chinese carrier enters the market and easing diplomatic tensions boost Chinese tourist numbers. Like revenue, the pandemic also caused average profit margins to plummet, with international airlines making significant losses while heavy restrictions on international air travel were in place. International airlines incur high fixed costs, which surged as a share of revenue amid dismal demand conditions. In the aftermath of two years of losses at the height of the pandemic, airlines have been careful about how quickly they’ve rebuilt their capacity, with many airlines being slow to restart pre-pandemic routes. This kept capacity use above long-term averages over the two years through 2023-24, despite passenger numbers being below pre-pandemic levels. This strategy means that airfares have been elevated over the three years through 2024-25, supporting margins, which have recovered to pre-pandemic levels in the current year. Revenue for the International Airlines industry is projected to rise at an annualised 1.4% through the end of 2029-30 to reach $38.6 billion. International travel has strong underlying demand and has traditionally recovered quickly after periods of shock-driven decline. Nonetheless, persistent weakness in global and domestic consumer sentiment and economic conditions is forecast to limit growth. The industry faces risks of even weaker conditions depending on the developing US tariff situation. Global recessions, particularly in China, threaten to significantly decrease inbound tourist numbers below the current forecasts.