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Estimated vehicle-kilometre share of pre Euro/conventional, Euro 1-5 gasoline and diesel passenger cars and light-duty vehicles in 30 EEA member countries, 1995 and 2011: Estimated vehicle-kilometre share of pre Euro/conventional, Euro 1-5 gasoline and diesel passenger cars and light-duty vehicles in 30 EEA member countries, 1995 and 2011
Located in Data and maps › Maps and graphs
Estimated vehicle-kilometre share of pre Euro/conventional and Euro I-V heavy-duty vehicles, buses and coaches and conventional and Euro 1-3 mopeds and motorcycles in 30 EEA member countries 1995 and 2011: Estimated vehicle-kilometre share of pre Euro/conventional and Euro I-V heavy-duty vehicles, buses and coaches and conventional and Euro 1-3 mopeds and motorcycles in 30 EEA member countries 1995 and 2011
Located in Data and maps › Maps and graphs
Proportion of vehicle fleet meeting certain emission standards (TERM 034) - Assessment published Mar 2013: Estimates based on the share of vehicles complying with the various legislation classes suggest that despite the strict emission limits imposed for new vehicles in Europe, a considerable fraction of the vehicle fleet is still of conventional (pre-Euro) technology. The period of time needed for a new technology to penetrate the vehicle fleet in the EEA is quicker for diesel than for petrol cars. The proportion of trucks, buses and coaches that comply with the latest and most stringent emission standards is lower than for cars, because of their longer lifetimes. On the other hand, the penetration of new technology is highest for two-wheelers. Based on the activity level of the latest technologies, which is generally higher compared to the activity level of older vehicles, the emissions reductions achieved by the entire fleet are higher than the technology share may suggest.
Located in Data and maps › Indicators › Proportion of vehicle fleet meeting certain emission standards
Reducing the € 45 billion health cost of air pollution from lorries: Road charges for heavy goods vehicles (HGVs or lorries) should reflect the varied health effects of traffic pollution in different European countries. This means charges should be much higher in some countries compared to others, according to analysis from the European Environment Agency (EEA).
Located in Press room › News
Transport emissions of air pollutants (TERM 003) - Assessment published Feb 2013: Between 2009 and 2010, all air pollutant emissions from transport, except NOx, decreased (ranging between 2.5 % and 10 %). During the period 1990 to 2010, the main pollutants that contribute to acidification and particulate and ozone formation have shown a decreasing trend in emissions in the EEA‑32 (with fluctuations in some years). The largest percentage decreases over this period have been for CO (76 %) and non-methane volatile organic compound (NMVOC) (75 %). However, increases in shipping activity since 1990 have offset some of the reductions elsewhere, in particular for SOx, but also for NOx and PM. International shipping currently contributes to nearly 87 % of all transport SOx emissions. The rise of road freight transport explaines most of the increase in NOx in 2010.
Located in Data and maps › Indicators › Transport emissions of air pollutants
Energy efficiency and specific CO2 emissions (TERM 027) - Assessment published Jan 2013: Specific CO 2 emissions of road transport have decreased since 1995, mainly due to an improvement in the fuel efficiency of passenger car transport. Recent EU Regulation setting emission performance standards for new passenger cars is expected to further reduce CO 2 emissions from light-duty vehicles in view of the 130 g/km and 95 g/km emission targets set for 2015 and 2020 respectively. Specific CO 2 emissions of air transport, although decreasing, are of the same order of magnitude as for road, while rail and maritime shipping remain the most energy efficient modes of passenger transport. Specific energy efficiency of light and heavy duty trucks has improved, but road transport still consumes significantly more energy per t-km than rail or ship freight transport. CO 2 emissions from light commercial vehicles are also expected to decrease in view of the 175 g/km and 147 g/km emission targets set for 2017 and 2020 respectively.
Located in Data and maps › Indicators › Energy efficiency and specific CO2 emissions
Transport final energy consumption by mode (TERM 001) - Assessment published Jan 2013: Between 1990 and 2007, annual transport energy consumption in the EU-27 showed continual growth. However, this trend reversed in 2008 as the effects of the economic recession brought about three years of negative growth. Between 2007 and 2009, total energy demand in the transport sector declined by 4.2%. The most recent published data for 2010 indicates a bottoming out of this recent decline with a drop in energy demand between 2009 and 2010 of just 0.3%. Preliminary estimates for 2011 hint on a return to growth in transport energy demand with a minor increase of 0.1% over 2011. Outside the EU‑27, over the last decade Switzerland's growth in road transport energy use has been below the EU‑27 average, while its rail energy use has increased compared to an average reduction across the EU‑27. By contrast, Norway and particularly Turkey have seen road transport energy use grow faster than the EU‑27 while Turkey's rail energy use has fallen substantially more than in EU‑27 Member States. The shipping sector saw the greatest decline in energy consumption during the recession; bunkers dropped by 10 % in 2009 compared to 2007, reflecting weak consumer demand. However, this was also the first transport sector to see a return to growth; over 1% between 2009 and 2010. Combined energy use for aviation, rail and shipping has reduced by 5.2 % between 2007 and 2011. The greatest reduction was for domestic navigation (10.2 %), followed by aviation (5.7 %) and rail (5.3 %). Road transport represents the largest energy consumer, accounting for 72 % of total demand in 2011. It has also been the least affected by the economic downturn, falling by only 3.9 % between 2007 and 2011.
Located in Data and maps › Indicators › Transport final energy consumption by mode
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.
Located in Data and maps › Maps and graphs
CO2 emissions performance of car manufacturers in 2011: Starting from 2012, a specific binding CO2 target is calculated for each manufacturer every year based on the average mass of its fleet. For evaluating the progress of manufacturers towards their targets, the EEA is collecting and quality checking data on CO2 emissions from passenger cars registered in all Member States of the European Union since 2010. Using the Member State data, this note provides an overview of the performance of cars manufacturers in meeting their CO2 emissions targets.
Located in Publications
Transport at a cross-roads. Term 2011: transport indicators tracking progress towards environmental targets in Europe: EEA(2011), Laying the foundations for greener transport — TERM 2011: transport indicators tracking progress towards environmental targets in Europe
Located in Environmental policy document catalogue