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Final energy consumption by transport modes between 1990-2010 in EU27 (Mega tonnes of oil equivalent): The total energy consumption in transport in Mtoe from 1990 onwards. Transport modes included are bunkers (sea), air transport (domestic and international), inland navigation, rail transport and road transport (split by passenger and freight). The most recent year is an extrapolation based on monthly fuel deliveries.
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Nominal and real fuel prices (EU-27) (EUR/litre): * real prices are indexed to 2005.
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Change in emissions by transport sub-sector for NOX (top) and PM2.5 (bottom) (EEA‑32): Transport emissions of PM2.5 and NOx in EEA member countries. The transport emissions data include all of road transport
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Average emissions for new cars (gCO2/km) (EU-27): Graph showing progression of average emissions for new cars versus 2015 and 2020 targets
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Landscape fragmentation per 1 km² grid in 2009: Map shows the patterns of fragmentation in the 29 countries investigated based on a grid of cells size of 1 km2
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Passenger transport modal split (without sea and aviation, 2009): -
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Evolution of CO2 emissions from new passenger cars by fuel type: Graph showing progression of average emissions for new cars versus 2015 and 2020 targets
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Trend in emissions of air pollutants from transport in EEA-32: -
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Annual mean NO2 concentration observed at traffic stations, 2009 - Annual mean PM10 concentration observed at traffic stations, 2009: The two highest NO2 concentration classes (red and orange) correspond to the 2010 annual LV (40 μg/m3) and to the LV plus margin of tolerance (42 μg/m3). The two highest PM10 concentration classes (red and orange) correspond to the 2005 annual LV (40 μg/m3), and to a statistically derived level (31 μg/m3) corresponding to the 2005 daily LV. The lowest class corresponds to the WHO air quality guideline for PM10 of 20 μg/m3.
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NO2 (top) and PM10 (bottom) concentration trends at urban background (left) and traffic (right) locations: Top: NO2 concentration in selected cities from 2002 to 2009. Bottom: PM10 concentrations in selected cities from 1999 to 2009. Values are presented for single monitoring stations that provide reliable time series data for the last years. Selected cities have at least one background and one traffic station that provide such reliability and can therefore be compared for analysis. Therefore, this figure does not represent air quality results citywide, but rather serves as a snapshot of the different trends in background and traffic stations wherever comparable long-term time-series data are available. Because the different lines represent individual measurement points, there can be a significant effect from local changes in traffic flows. According to sources, this is part of the background for the large change in the NO2 levels in London.
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