| Factor | Rationale |
| Economy | General derived demand impact. Linked with the GDP. Function of the structure of the economy in terms of resources, goods, and services. |
| Industrial location | Effect on ton-kms and on modal choice. |
| Spatial structure | Effect on ton-kms. Function of international trade structure. Containerization and intermodal transportation. |
| International agreements | Both concerning trade and transportation. Economic specialization. Increased transborder traffic. Simplified custom procedures. |
| JIT practices and warehousing | Decreased inventories. More shipments. Smaller line hauls. Shift to faster and more reliable modes. Use of 3rd party logistics providers. |
| Strategic alliances | Between carriers, shippers and often producers and retailers. Lower distribution costs. |
| Packaging and recycling | Increased transportability of products. Lower freight density. Reverse distribution. |
| Regulation and deregulation | Increased competition, level of service and lower costs. Growth of intermodal transportation. |
| Fuel costs, taxes and subsidies | Large and volatile cost components, specifically for energy intensive modes. Preferred mode or carrier. |
| Infrastructure and congestion | Efficiency, operating costs and reliability. |
| Safety and environmental policies | Operating speed, conditions and costs. Capacity and weight limits. |
| Technology | Containerization, double-stacking, automation and robotics, handling and interchange systems and automated terminals. Information systems (IDE). Lower costs, increased efficiency and reliability and new opportunities. |
Factors behind Freight Transport Demand