Emissions of air pollutants from transport

Indicator Assessment
Prod-ID: IND-112-en
Also known as: TERM 003
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The latest year’s available data show a continuation of the general trend for decreases in air pollutant emissions from transport: all transport-derived pollutants decreased between 2011 and 2012 (by 6 % in the case of NO x , 7 % for SO x , and by 6 % and 7 % in the case of PM 10 and PM 2.5 , respectively). The latest data show that non-exhaust emissions are 46 % of the exhaust emissions of primary PM 10 in 2012, and 31 % of the exhaust emissions of primary PM 2.5 . Aviation is the only subsector where emissions have increased in the last year available, by 7 % for NH 3 and by 9 % for SO x emissions. Aviation and shipping are the two sectors where increases in activity since 1990 have offset reductions elsewhere, in particular for SO x but also for NO x and PM. Road transport and aviation have also increased NH 3 emissions significantly over the last two decades, but while road transport has recently reduced its emissions, aviation has not yet been able to do so. In general terms, the transport sector achieved important reductions in the period 1990 through 2012: reductions in CO and non-methane volatile organic compounds (NMVOCs) (both 81 %), but also in NO x (33 %), SO x (26 %) and particulates (by 23 % in the case of PM 2.5 and by 18 % for PM 10 ).

Key messages

The latest year’s available data show a continuation of the general trend for decreases in air pollutant emissions from transport: all transport-derived pollutants decreased between 2011 and 2012 (by 6 % in the case of NOx, 7 % for SOx, and by 6 % and 7 % in the case of PM10 and PM2.5, respectively). The latest data show that non-exhaust emissions are 46 % of the exhaust emissions of primary PM10 in 2012, and 31 % of the exhaust emissions of primary PM2.5.

Aviation is the only subsector where emissions have increased in the last year available, by 7 % for NH3 and by 9 % for SOx emissions. Aviation and shipping are the two sectors where increases in activity since 1990 have offset reductions elsewhere, in particular for SOx but also for NOx and PM. Road transport and aviation have also increased NH3 emissions significantly over the last two decades, but while road transport has recently reduced its emissions, aviation has not yet been able to do so.

In general terms, the transport sector achieved important reductions in the period 1990 through 2012: reductions in CO and non-methane volatile organic compounds (NMVOCs) (both 81 %), but also in NOx (33 %), SOx (26 %) and particulates (by 23 % in the case of PM2.5 and by 18 % for PM10).

Are emissions of acidifying substances, particulates and ozone precursors from transport decreasing?

Contribution of the transport sector to total emissions of the main air pollutants

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Trend in emissions of air pollutants from transport

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Significant progress has been made since 1990 in reducing the emissions of many air pollutants from the transport sector.

The relative changes in emissions of pollutants from the transport sectors are shown in the above figures. Emissions from all transport sectors have declined since 1990 despite the general increase in activity within the sector since this time. Across the EEA-33, transport emissions of NOwere reduced between 1990 and 2012 by 33 %, PM2.5 by 23 %, SOx by 26 %, CO by 81 % and NMVOCs by 81 %.

The scale of policy actions undertaken in Europe to specifically address issues concerning air pollution has increased over the past years. Local and regional air quality management plans including initiatives such as low-emission zones in cities or congestion charges are now undertaken in areas of high air pollution from transport. The different legal mechanisms for air quality management related to traffic comprise limit or target values for ambient concentrations of pollutants; limits on total emissions (e.g. national totals); and regulating emissions from the traffic sector either by setting emissions standards (like EURO 1-6) or by setting requirements of fuel quality.

Reductions achieved in the road transport sector are responsible for the vast majority of the overall reductions shown in Figure above for each pollutant. In contrast, international aviation and shipping (excepting SOx for the latter) are the only transport sub-sectors where emissions of each pollutant have actually increased since 1990. For example, NOx emissions from international aviation have almost doubled (+93%) since 1990, while NOx and NMVOCs from international shipping have both increased by around 30 %, and PM2.5 by 51 %. As emissions of pollutants such as NOx and SOx from land-based sources decreases, there is a growing awareness of the increasingly important contribution made to Europe’s air quality by the national and international shipping sectors which now are responsible for 19 % and 18 % of NOx and SOx emissions, respectively.

Transport is responsible for more than half of NOx emissions, and contributes significantly (around 15 % or more) to the total emissions of the other pollutants. Road transport in particular makes a significant contribution to emissions of all the main air pollutants (with the exception of SOx). While emissions from road transport are mostly exhaust emissions arising from fuel combustion, non-exhaust releases contribute to both NMVOCs (from fuel evaporation) and primary PM (from tyre- and brake-wear, and road abrasion). While emissions of primary PM2.5 from road transport have declined since 1990 (by 44 %) the relative importance of the non-exhaust emissions has increased, as the introduction of vehicle particulate abatement technologies has reduced exhaust emissions. In 2012, the non-exhaust emissions of PM2.5 constituted 31 % of the emissions from the road transport sectors, compared to just 13 % in 1990 (for PM10 the contribution has increased from 21 % in 1990 to just below 46 % in 2012).

Indicator specification and metadata

Indicator definition

This indicator is based on the emissions trend assessment of CO, NOx, NMVOCs, SOx and primary particulates. 

Units

Emissions are expressed as the percentage over 1990 levels.


Policy context and targets

Context description

Directive 2008/50/EC (EC, 2008) sets limit values for the atmospheric concentrations of the main pollutants, including sulphur dioxide (SO2), nitrogen dioxide (NO2), airborne particulate matter (PM10 and PM2.5), lead, carbon monoxide (CO), benzene, and ozone (O3) for EU Member States. These limits are related to transport implicitly, but the introduction of progressively stricter Euro emissions standards and fuel quality standards has led to substantial reductions in air pollutant emissions. Policies aimed at reducing fuel consumption in the transport sector, in order to cut greenhouse gas emissions, may also help to further reduce air pollutant emissions.


Iceland, Liechtenstein, Norway, Switzerland and Turkey are not members of the European Union and hence have no emissions ceilings set under the National Emission Ceilings Directive (NECD) 2001/81/EC. As well as most of the EU Member States, Norway and Switzerland have ratified the 1999 United Nations Economic Commission for Europe Convention on Long-Range Transboundary Air Pollution (UNECE Trend in emissions of air pollutants from transport in EEA-33 LRTAP) Gothenburg Protocol, which required them to reduce their emissions to the agreed ceiling specified in the protocol by 2010. Liechtenstein has also signed, but has not ratified the protocol.

Targets

Both the NECD and the Gothenburg protocol set reductions targets for sulphur dioxide, nitrogen oxides and non-methane volatile organic compounds and ammonia for the EEA-33 member countries. There are substantial differences in emissions ceilings, and hence emissions reduction percentages for different countries, due to the different sensitivities of the ecosystems affected and the technical feasibility of making reductions.

Related policy documents

  • 1999 Protocol to Abate Acidification, Eutrophication and Ground-level Ozone
    Convention on Long-range Transboundary Air Pollution 1999 Protocol to Abate Acidification, Eutrophication and Ground-level Ozone, amended on 4 May 2012.
  • Council Directive 96/61/EC (IPPC)
    Council Directive 96/61/EC of 24 September 1996 concerning Integrated Pollution Prevention and Control (IPPC). Official Journal L 257.
  • Directive 98/70/EC, quality of petrol and diesel fuels
    Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 relating to the quality of petrol and diesel fuels and amending Directive 93/12/EEC
  • Directive 2001/80/EC, large combustion plants
    Directive 2001/80/EC of the European Parliament and of the Council of 23 October 2001 on the limitation of emissions of certain pollutants into the air from large combustion plants
  • Directive 2001/81/EC, national emission ceilings
    Directive 2001/81/EC, on nation al emissions ceilings (NECD) for certain atmospheric pollutants. Emission reduction targets for the new EU10 Member States have been specified in the Treaty of Accession to the European Union 2003  [The Treaty of Accession 2003 of the Czech Republic, Estonia, Cyprus, Latvia, Lithuania, Hungary, Malta, Poland, Slovenia and Slovakia. AA2003/ACT/Annex II/en 2072] in order that they can comply with the NECD.

Methodology

Methodology for indicator calculation

For air pollutants, officially reported data to EMEP/LRTAP have been used. Please refer to indicators CSI002 and CSI003

Methodology for gap filling

Where a complete time series of emissions data has not been reported, data have been gap-filled according to EEA ETC/ACC methodologies. Details of the gap-filling procedure for the air pollutant data set are described in the European Union emissions inventory report 1990–2008 under the UNECE Convention on Long-Range Transboundary Air Pollution (LRTAP) (EEA Technical Report No 7/2010).

Methodology references

  • EC emission inventory report European Community emission inventory report 1990-2008 under the UNECE Convention on Long-range Transboundary Air Pollution (LRTAP) , EEA Technical report No 7/2010.

Uncertainties

Methodology uncertainty

Interpolation/extrapolation procedures are used for gap-filling of the underlying emissions dataset.

Data sets uncertainty

The quantification of uncertainty in the European Union LRTAP emissions inventory requires that Member States provide detailed underpinning information on emissions uncertainties.

Rationale uncertainty

No uncertainty has been specified

Data sources

Generic metadata

Topics:

Transport Transport (Primary topic)

Air pollution Air pollution

Tags:
air pollutant emissions | transport emissions | air emissions | air pollution
DPSIR: Pressure
Typology: Descriptive indicator (Type A - What is happening to the environment and to humans?)
Indicator codes
  • TERM 003
Dynamic
Temporal coverage:
1990-2012
Geographic coverage:
Austria, Belgium, Bulgaria, Croatia, Cyprus, Czechia, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey, United Kingdom

Contacts and ownership

EEA Contact Info

Alfredo Sanchez Vicente

EEA Management Plan

2014 1.1.2 (note: EEA internal system)

Dates

Frequency of updates

Updates are scheduled once per year

Related content

Related briefings

European Environment Agency (EEA)
Kongens Nytorv 6
1050 Copenhagen K
Denmark
Phone: +45 3336 7100