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Transport final energy consumption by mode (TERM 001) - Assessment published Jan 2011
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For the first time since 1990, annual transport energy consumption in the EEA member countries fell, by 0.8%. This reflects the downturn in demand for transport caused by the early stages of the economic recession. Specifically, in 2008 annual declines in road, inland shipping and bunkering (sea) energy consumption outweighed increases in rail and aviation transport consumption. However, the fall does not change the long term picture which shows an increase of 36% between 1990 and 2008. Road transport, responsible for 71 % of transport energy consumption, remains the largest consumer.
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Transport final energy consumption by mode
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Passenger transport demand (CSI 035) - Assessment published Jan 2011
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Between
2007 and 2008 passenger transport demand in the EEA-32 declined, for the first
time in the 13 years displayed, most likely due to the impacts of the global
economic recession. However, this does little to change the long-term trend;
overall passenger transport demand has grown by over a fifth since 1995. There
is continued evidence to suggest a decoupling between passenger transport
demand and GDP in the EEA-32. However, latest estimates for air passenger
transport within the EU-27 indicate that demand has been growing at a much
faster rate than any other mode of passenger transport.
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Passenger transport demand
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Average age of the vehicle fleet (TERM 033) - Assessment published Jan 2011
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The average age of road vehicles has recorded small changes during the period from 1995 to 2009. The
average age of passenger cars, two-wheelers, buses and coaches slightly
decreased, while the average age of light and heavy-duty vehicles increased. The
registration of new vehicles has increased over the same period, suggesting
that the penetration rate of modern technologies is accelerating.
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Average age of the vehicle fleet
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Freight transport demand (CSI 036) - Assessment published Jan 2011
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Over the past decade freight transport volume has grown
rapidly and has generally been coupled with growth in GDP. This is particularly
striking in recent years when there has been a surge in freight transport
activity. Consequently the objective of decoupling GDP and freight transport
growth has not been achieved. Closer inspection reveals large regional
differences, with the EU-12 Member States showing much faster growth since 2000
in the freight transport sector, compared to the EU-15. This is mainly a result
of these countries starting from a relatively low transport level and then
experiencing a shift towards high value production and service industries,
which has resulted in strong transport growth. For the first time in the 13
years displayed, freight transport demand in the EEA32 experienced a year-on-year
decline in 2008. This is in sharp contrast to the long-term trend; freight
transport demand has grown by over two-fifths since 1995, and by nearly
one-fifth in the period 2003-2008 alone. In 2008, decoupling between freight
transport volume and GDP was observed for the first time in five years.
However, this is likely to be due to the impact of the economic recession, and will
not necessarily continue in the future. Aside from this, the recent trend is
for positive coupling between GDP and freight transport demand. Within the
European Union, the EU-12 has experienced growth in freight demand over three
times that of the EU-15 in the period 1998-2008, and demand within the EU-12
continued to grow in 2008 despite the general downturn.
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Freight transport demand
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Fuel prices (TERM 021) - Assessment published Jan 2011
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Since 1980 the real price of transport fuel (all transport fuels, expressed as the equivalent consumption in unleaded petrol, corrected for inflation to 2005 prices) has fluctuated between 0.75 and 1.25 Euros per litre, with an average of 0.94 Euros. Real prices per litre peaked in summer 2008 at around 1.25 Euros, but then fell by around a third later that year, largely due to a significant drop in the price of crude oil.. Since then, in 2009 and early 2010, real prices have recovered to just over one Euro per litre. The average real price in June 2010 was 1.04 Euros per litre, just 5% higher than the price in 1980, 0.99 Euros. As the price of fuel is an important determinant of the demand for transport and the efficiency with which fuel is used, it is clear that price is not currently countering the impact of growth on transport demand.
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Fuel prices
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Internalisation of external costs (TERM 026) - Assessment published Jan 2011
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There has been some progress in restructuring transport charges towards better internalisation of external costs though this has been slow. Urban (congestion) charging schemes and distance related charging are expanding, and several countries have modified or introduced vehicle charges. Environmentally-weighted passenger vehicle related taxes are also growing in popularity (excluding petrol/diesel tax). Further, the Eurovignette directive - which aims to ensure road usage better reflects its true social impact by proposing a "user pays" and a "polluter pays" principle for heavy lorries in Europe - was sent to parliament on 15th October 2010.
The differentiation of user charges has in the past been structured around air pollution in the road freight sector, noise in the aviation sector and CO2 emissions for passenger cars. However, there is a growing trend for CO2 based differentiation of user charge across all modes, such as aviation becoming included in the EU Emissions Trading Scheme, and CO2 regulations (already in place for cars) are being planned for vans and are likely also for HGVs in the future.
Tax breaks for low-sulphur fuel are slowly disappearing as its use becomes more common and mandatory standards are imposed (for example <10ppm sulphur petrol and diesel road fuel has been mandatory since 2009) under the amended Fuel Quality Directive (98/70/EC). At the same time reduced excise on biofuel, LPG, CDG and ethanol is being more widely applied in Europe. Many countries have already adopted regulations for reduced car sales duties and road tax for electric vehicles, hybrids and hydrogen vehicles.
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Internalisation of external costs
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Exceedances of air quality objectives due to traffic (TERM 004) - Assessment published Jan 2011
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The data analysed from selected stations in major urban agglomerations indicate that during the period 1999-2008 mean values of NO 2 concentrations at road traffic stations remain relatively stable (trend is smaller than the statistical uncertainty on estimate). An increase is observed after 2003 in the maximum observed concentrations and although a slight reduction is observed in 2007, a further increase is noted in 2008. The background concentrations remain relatively stable throughout the period 1999-2008. For PM10, a slight increase was observed in 2003 in the maximum background concentrations, but these have followed a downward trend since. The trend in the maximum PM10 concentration at traffic stations varies during the period 2002-2008, with a downward trend observed between 2002-2004, an increase in 2006 and a downward trend thereafter. Throughout the period 2002-2007 mean traffic and mean background concentrations remain relatively stable, with a slight downward trend observed in recent years.
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Exceedances of air quality objectives due to traffic
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Passenger transport demand by mode and purpose
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Freight transport demand by mode and group of goods
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Progress in charge levels
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