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All possible electric aviation routes by a degree of urbanisation

The map shows all routes with a maximum distance of 200 km divided into three categories, based on the airports’ degree of urbanization: Routes between two rural airports, routes between one rural and one urban airport and routes between two urban airports. The classification is based on the new urban-rural typology. We restricted the analysis to routes between rural and urban areas as well as routes between urban areas that are separated by water. Those are 426 in total. We based our criteria on the assumption that accessibility gains to public services and job clusters can be made for rural areas, if better connected to areas with a high degree of urbanization. Because of possible potential to link labor markets between urban areas on opposite sides of water urban to urban areas that cross water are also included. This is based on previous research which has shown the potential for electric aviation to connect important labor markets which are separated by water, particularly in the Kvarken area (Fair, 2022). Our choice of selection criteria means that we intentionally ignore routes where electric aviation may have a potential to reduce travel times significantly. There might also be other important reasons for the implementation of electric aviation between the excluded routes. Between rural areas, for example, tourism or establishing a comprehensive transport system in the Nordic region, constitute reasons for implementing electric aviation. Regarding routes between urban areas over mainland, the inclusion of more routes with the same rationale as above – that significant time travel benefits could be gained between labor markets with electric aviation (for example between two urban areas in mountainous regions where travel times can be long) – can be motivated. Some of those routes can be important to investigate at a later stage but are outside the…

Change in new registered cars 2019-2020

The map shows the change in new registered passenger cars from 2019 to 2020. In most countries, the number of car registrations fell in 2020 compared to 2019. On a global scale, it is estimated that sales of motor vehicles fell by 14%. In the EU, passenger car registrations during the first three quarters of 2020 dropped by 28.8%. The recovery of consumption during Q4 2020 brought the total contraction for the year down to 23.7%, or 3 million fewer cars sold than in 2019. In the Nordic countries, consumer behaviour was consistent overall with the EU and the rest of the world. However, Iceland, Sweden, Finland, Åland, and Denmark recorded falls of 22%–11% – a far more severe decline than Norway, where the market only fell by 2.0%. The Faroe Islands was the only Nordic country to record more car registrations, up 15.8% in 2020 compared to 2019.  In Finland, Iceland, Norway, and Sweden, there were differences in car registrations in different parts of the country. In Sweden and Finland, the position was more or less the same in the whole of the country, with only a few municipalities sticking out. In Finland and Sweden, net increases in car registrations were concentrated in rural areas, while in major urban areas, such as Uusimaa-Nyland in Finland and Västra Götaland and Stockholm in Sweden, car sales fell between 10%–22%. Net increases in Norway were recorded in many municipalities throughout the whole country in 2020 compared to 2019.

Population change by component 2010-2019

The map shows the population change by component 2010-2019. The map is related to the same map showing regional and municipal patterns in population change by component in 2020. Regions are divided into six classes of population change. Those in shades of blue or green are where the population has increased, and those in shades of red or yellow are where the population has declined. At the regional level (see small inset map), all in Denmark, all in the Faroes, most in southern Norway, southern Sweden, all but one in Iceland, all of Greenland, and a few around the capital in Helsinki had population increases in 2010-2019. Most regions in the north of Norway, Sweden, and Finland had population declines in 2010-2019. Many other regions in southern and eastern Finland also had population declines in 2010-2019, mainly because the country had more deaths than births, a trend that pre-dated the pandemic. In 2020, there were many more regions in red where populations were declining due to both natural decrease and net out-migration. At the municipal level, a more varied pattern emerges, with municipalities having quite different trends than the regions of which they form part. Many regions in western Denmark are declining because of negative natural change and outmigration. Many smaller municipalities in Norway and Sweden saw population decline from both negative natural increase and out-migration despite their regions increasing their populations. Many smaller municipalities in Finland outside the three big cities of Helsinki, Turku, and Tampere also saw population decline from both components. A similar pattern took place at the municipal level in 2020 of there being many more regions in red than in the previous decade.

Net internal migration rate, 2010-2019

The map shows the annual average internal net migration in 2010-2019. The map is related to the same map showing net internal migration in 2020. The maps show several interesting patterns, suggesting that there may be an increasing trend towards urban-to-rural countermigration in all the five Nordic countries because of the pandemic. In other words, there are several rural municipalities – both in sparsely populated areas and areas close to major cities – that have experienced considerable increases in internal net migration. In Finland, for instance, there are several municipalities in Lapland that attracted return migrants to a considerable degree in 2020 (e.g., Kolari, Salla, and Savukoski). Swedish municipalities with increasing internal net migration include municipalities in both remote rural regions (e.g., Åre) and municipalities in the vicinity of major cities (e.g., Trosa, Upplands-Bro, Lekeberg, and Österåker). In Iceland, there are several remote municipalities that have experienced a rapid transformation from a strong outflow to an inflow of internal migration (e.g., Ásahreppur, Tálknafjarðarhreppurand, and Fljótsdalshreppur). In Denmark and Norway, there are also several rural municipalities with increasing internal net migration (e.g., Christiansø in Denmark), even if the patterns are somewhat more restrained compared to the other Nordic countries. Interestingly, several municipalities in capital regions are experiencing a steep decrease in internal migration (e.g., Helsinki, Espoo, Copenhagen and Stockholm). At regional level, such decreases are noted in the capital regions of Copenhagen, Reykjavík and Stockholm. At the same time, the rural regions of Jämtland, Kalmar, Sjælland, Nordjylland, Norðurland vestra, Norðurland eystra and Kainuu recorded increases in internal net migration. While some of the evolving patterns of counterurbanisation were noted before 2020 for the 30–40 age group, these trends seem to have been strengthened by the pandemic. In addition to return migration, there may be a larger share of young adults who…

Cross-border commuting as share of employment

The map illustrates the average share of employees who commuted to another Nordic country between between 2015 and 2018 in Nordic regions (NUTS 2). Between 2015 and 2018, an average of approximately 49,000 people held a job in a Nordic country in which they were not residents. This indicates that, on average, 0.5% of the Nordic working-age population commuted to a job in another Nordic country. This is below the EU27 average of 1%, with the highest numbers found in Slovakia (5.1%), Luxembourg (2.8%) and Estonia (2.6%). Some of these people cross borders daily. Others work in another country by means of remote working combined with occasional commuting across borders.  Within the Nordic Region, the largest cross-border commuter flows are in the southernmost parts of Sweden, regions in the middle of Sweden and in Åland, where more than 1% of the working population commutes to another Nordic country. However, there may be individual municipalities where cross-border commuting is substantially higher. For example, the employment rate in Årjäng Municipality, Sweden, increases by 15 percentage points when cross-border commuting is taken into account. These municipalities are not reflected on NUTS 2 level when averages are calculated. In terms of absolute numbers in 2015, the highest numbers of commuters were from Sweden: Sydsverige (16,543), Västsverige (7,899) and Norra Mellansverige (6,890). The highest number of commuters from a non-Swedish region were from Denmark’s Hovedstaden (2,583).   Due to legislative barriers regarding the exchange of statistical data on cross-border commuting between the Nordic countries, more recent data is not available.