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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 EUR 0.75 and 1.25 per litre, with an average of EUR 0.96. Real prices per litre peaked in July 2008 at around EUR 1.25, but then fell by around a third later that year, largely due to a significant drop in the price of crude oil. Another peak occurred in April 2012 when fuel prices reached EUR 1.24. Since then fuel prices have fallen again. The average real price in May 2013 was EUR 1.14 – still significantly above the long term average of EUR 0.96. The price of fuel is an important determinant of the demand for transport and the efficiency with which fuel is used. However, despite rising real prices over the last two decades transport demand increased.
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All EU Member States are to achieve a 10 % share in renewable energy by 2020 for all transport options. Individual Member States progress towards this target varies. As a reference, the average share of renewable energy across the EU‑28 consumed in transport between 2010 and 2011 increased from 3.5 % to 3.8 %. These figures include only those biofuels which met the sustainability criteria.
In 2011 EUROSTAT has for the first time published the share of biofuels in transport energy use which meet the sustainability criteria of the Renewables Directive (Art. 17 & Art. 18, 2009/28/EC). The data shows that in 2011 3.8% of the energy consumed in transport was renewable, most of it from biofuels meeting the sustainability criteria. Most Member States require significant further increases in order to reach the Directive’s target for a 10% share of renewable energy in transport by 2020.
In 2011, the unweighted average EU-27 sulphur content was 5.7 ppm for petrol, and 7.0 ppm for diesel. An EU specification came into force on 1 January 2009, which limits the sulphur content of all automotive road fuels to a maximum of 10 ppm. Reductions in the sulphur content of fuels are expected to have a large impact on exhaust emissions as they will enable the introduction of more sophisticated after-treatment systems.
Between 2010 and 2011, freight transport volumes in the EU-28 (excl. Croatia) remained unchanged, approximately 8 % below the peak volumes experienced in 2007. However, the modal share changed slightly in favour of rail transport, the only mode to experience an increase in tkm between 2010 and 2011. Still, road transport dominates land freight transport at 76 %, followed by rail (18 %) and inland waterways (6 %). Fuel consumption data for 2012 suggests that overall freight transport volumes experienced another dip, falling back approximately to 2009 levels.
In the EU-13, land freight transport grew by 72 % between 2001 and 2011, with tkm more than doubling in Bulgaria, Lithuania, Poland and Slovenia between 2001 and 2011. In contrast, demand in the EU-15 was 2 % lower in 2011 than in 2001. Remarkably, land tkm per capita is now slightly greater in Poland than in Germany and tkm per capita for the EU-13 is greater than for the EU-15.
Land freight transport growth in the non-EU EEA Member States has been higher than the EU-28 average at 33 % compared to 11 % (2001-2011). In terms of modal split, Norway’s rail share is around the EU-28 average, while Turkey’s is significantly lower at around 5 %. However, rail freight in Turkey has increased considerably, by 51 % between 2001 and 2011. In Iceland, all freight transport is by road. By contrast, in Switzerland 54 % is by road compared to 46 % by rail.
Between 2010 and 2011, passenger transport demand in the EU-28 (without Croatia) increased by nearly 1 %, reaching a new all-time high, mainly attributed to a 10 % increase in aviation. Demand steadily increased between 1995 and 2009, but at a slower rate than GDP. The largest increases have been in air (66 %) and car (23 %) demand between 1995 and 2011. However, the economic recession led to a decline in 2009 and 2010 (0.1 %). The car dominates the land passenger transport share at 76 %, followed by air (9 %) bus and coach (8 %) and rail (6 %).
Croatia experienced a 16 % increase in land passenger transport over the period 2001 to 2011. Land passenger demand, for the non-EU EEA Member States, also showed high growth. In particular, Turkey and Iceland at 53 % and 21 % respectively, compared to 7 % for the EU-28. Regarding the modal split, Switzerland’s rail share has increased over the past decade, being around 18 % in 2011, by far the highest value within the EEA-33. Correspondingly, the share for car in Switzerland is below the EEA-33 average. Turkey has the highest modal share of bus and coach use within the EEA-33 although it declined from 60 % in 1995 to 44 % in 2011. Iceland and Norway have car shares well above the EEA-33 average at 89 % and 88 % respectively.
The latest EEA preliminary estimations shows that transport emissions, including aviation, fell by 2.3 % in 2012, following the reduction trend seen from 2008. In 2011, transport (including shipping and aviation) contributed 25 % of the total of GHG emissions in the EU-28. Emissions in 2011 were 25 % above 1990 levels, despite a decline between 2008 and 2011. Emissions will, therefore, need to fall by 68 % by 2050 in order to meet the Transport White Paper target. International aviation experienced the largest percentage increase in GHG emissions from 1990 levels (+ 94 %), followed by international shipping (+ 48 %).
Emissions from international shipping declined between 2008 and 2010. However, GHG emissions from international aviation rose by almost 3 % in 2011, breaking the reduction trend seen since 2008.
Outside the EU-28, transport emissions in Turkey, excluding bunkers, have increased substantially by 82 % since 1990. In Switzerland, transport emissions (excluding shipping) have increased by 18 %, slightly below the EU-28 average, while in Norway and Iceland, emissions increased by 40 % and 53 % respectively, which are well above the EU-28 average.
Several large storm surge events have caused loss of life and damage to property in Europe during the past century. The most notable event occurred in 1953 when more than 2 000 people were killed, and there was massive damage to property around the coastline of the southern North Sea.
There is strong evidence that extreme coastal water levels have increased at many locations around the European coastline. However, this appears to be predominantly due to increases in time mean local sea level at most locations rather than to changes in storm activity.
Large natural variability in extreme coastal sea levels makes detecting long-term changes in trends difficult in the absence of good quality long observational records.
Multi-decadal projections of changes in storms and storm surges for the European region continue to have high uncertainty. The most recent studies indicate that increases in extreme coastal water levels will likely be dominated by increases in local relative mean sea level, with changes in the meteorologically-driven surge component being less important at most locations.
Between 1990 and 2007, annual transport energy consumption in the EEA member countries showed continual growth (38%). However, with the onset of the recession this trend reversed. Between 2007 and 2011, total energy demand in the transport sector declined by 6.5 %. The extrapolation for the year 2012 is based on the most recent estimates for a limited range of fuels. It suggests that the downward trend in transport energy consumption has continued through the year 2012 with a further 5% drop in energy consumption.
The shipping sector saw the greatest decline in energy consumption during the recession; bunkers dropped by 10 % between 2008 and 2009 alone. Energy use for aviation, rail transport and domestic navigation each fell by around 8% in 2011 compared to 2007. Road transport represents the largest energy consumer, accounting for 73 % of total demand in 2011. The road transport sector experienced a 5% drop in energy consumption between 2007 and 2011 – a slightly lower decline than the other sectors. However, despite recent changes, total transport energy consumption in 2011 was still almost 30% higher than in 1990. The amount of road diesel fuel compared to gasoline has also kept increasing and reached 70% in 2012.
Storm location, frequency and intensity show considerable variability across Europe over the past century, such that no clear trends are apparent. A recent reanalysis suggests that storminess has increased over the past century in northern and north-western Europe but this finding is not yet robust.
Climate change projections from a recent climate model ensemble study show a small increase in extreme wind speeds over northern parts of central and western Europe, and a decrease in southern Europe. The results of studies into changes in winter storm tracks show no clear signal.
Particulate Matter (PM 10 )
In the period 2001-2011, 20-44 % of the urban population in EU-27 was potentially exposed to ambient concentrations of particulate matter (PM 10 ) in excess of the EU limit value set for the protection of human health (50 microgram/m 3 daily mean not to be exceeded more than 35 days a calendar year); (Figure 1).
Nitrogen dioxide (NO 2 )
In the period 2001-2011, 5-23 % of the urban population in EU-27 was potentially exposed to ambient nitrogen dioxide (NO 2 ) concentrations above the EU limit value set for the protection of human health (40 microgram NO 2 /m 3 annual mean). There was a slight downwards trend over the period (Figure 1).
Ozone (O 3 )
In the period 2001-2011, 14-65 % of the urban population in EU-27 was exposed to ambient ozone concentrations exceeding the EU target value set for the protection of human health (120 microgram O 3 /m 3 daily maximum 8-hourly average, not to be exceeded more than 25 times a calendar year, averaged over three years and to be achieved where possible by 2010). The 65 % of the urban population exposed to ambient ozone concentrations over the EU target value was recorded in 2003, which was the record year. There was no discernible trend over the period (Figure 1).
Sulphur dioxide (SO 2 )
In the period 2001-2011, the fraction of the urban population in EU-27 that is potentially exposed to ambient concentrations of sulphur dioxide in excess of the EU limit value set for the protection of human health (125 microgram SO 2 /m 3 daily mean not to be exceeded more than three days a year), decreased to less than 1 %, and as such the EU limit value set is close to being met everywhere in the urban background (Figure 1).
Three independent long term records of global average near-surface (land and ocean) annual temperature show that the decade between 2003 and 2012 was 0.76°C to 0.81°C warmer than the pre-industrial average.
Between 1990 and 2010, the rate of change in global average temperature has been close to the 0.2°C per decade.
Global mean surface temperature rose rapidly from the 1970s, but has been relatively flat in the last decade mostly due to heat transfer between upper and deep ocean waters.
The Arctic has warmed significantly more than the rest of the globe, and this is projected to continue into the future.
The best estimate for the further rise in global average temperature at the end of 21st century is between 1.8 and 4.0°C for the lowest and highest SRES marker scenarios (IPCC SRES) that assume no additional political measures to limit emissions. When climate model uncertainties are taken into account, the likely range increases to 1.1 to 6.4 °C. The EU target of limiting global average temperature increase to 2 °C above pre-industrial levels is projected to be exceeded during the second half of this century and likely around 2050, for all six IPCC SRES scenarios.
The average temperature for the European land area for the last decade (2003-2012) is 1.3°C above the pre-industrial level, which makes it the warmest on record.
Climate simulations from different regional climate models all using A1B SRES scenario show that the annual average land temperature over Europe will continue to increase by more than global average temperature during the 21 st century. By the 2021-2050 period, temperature increases of between 1.0°C and 2.5°C are projected, and by 2071-2100 this increases to between 2.5°C and 4.0°C.
The largest temperature increase during 21 st century is projected over eastern and northern Europe in winter and over Southern Europe in summer.
Extremes of cold have become less frequent in Europe while warm extremes have become more frequent. Since 1880 the average length of summer heat waves over Western Europe doubled and frequency of hot days almost tripled.
Land take by the expansion of residential areas and construction sites is the main cause of the increase in the coverage of urban land at the European level. Agricultural zones and, to a lesser extent, forests and semi-natural and natural areas, are disappearing in favour of the development of artificial surfaces. This affects biodiversity since it decreases habitats, the living space of a number of species, and fragments the landscapes that support and connect them. The annual land take in European countries assessed by 2006 Corine land cover project (EEA39 except Greece) was approximately 108 000 ha/year in 2000-2006. In 21 countries covered by both periods (1990-2000 and 2000-2006) the annual land take decreased by 9 % in the later period. The composition of land taken areas changed, too. More arable land and permanent crops and less pastures and mosaic farmland were taken by artificial development then in 1990-2000. Identified trends are expected to change little when next assessment for 2006-2012 becomes available in 2014.
Data indicates that while reuse and recycling of the collected waste electrical and electronic equipment (WEEE) seems to be on track in the majority of the EU and EFTA member countries, the collection of the WEEE has shown varying but generally improving results. It appears that the amounts of WEEE that are collected, are largely reused (either as a whole appliance or components) or recycled although there is still room for improvement in some countries. However, more attention should be given to the improvement of collection systems. The level of collection is still very low in many countries, especially when compared to the amount put on the market (Figure 1).
In 2011, EU-27 greenhouse gas emissions decreased by 3.3 % compared to 2010. This was mainly due to the milder winter of 2011 in many countries, leading to lower heating demand from the residential and commercial sectors. In general, emissions from natural gas combustion fell, while emissions resulting from solid fuel consumption increased due to higher coal consumption in 2011 compared to 2010 levels.
This decrease in emissions continues the overall decreasing trend since 2004, with the exception of 2010, when emissions temporarily increased due to increased economic growth in many countries coupled with a colder winter. With respect to 1990 levels, EU‑27 emissions have decreased by 18.4 % ( Figure 1 ). At a sectoral level, emissions decreased in all main emitting sectors except transport and production and consumption of fluorinated gases (F-gases), where they increased considerably in percentage terms. CO 2 emissions from public electricity and heat production decreased by 15.9% compared to 1990.
In the EU-15, 2011 GHG emissions decreased by 4.2 % compared to 2010 – a decrease of 159.6 Mt CO 2 - eq in absolute values. This implies that EU‑15 greenhouse gas emissions were approximately 14.7 % below the 1990 level in 2011 or 14.9 % below the base-year level. CO 2 emissions from public electricity and heat production are also decreased by 9.3% with respect to 1990. The European Union remains well on track to achieve its Kyoto Protocol target (an 8% reduction of its greenhouse gas emissions compared to base-year level, to be achieved during the period from 2008 to 2012). A detailed assessment of progress towards Kyoto targets and 2020 targets in Europe is provided in the EEA's 2012 report on Greenhouse gas emission trends and projections and will be updated in October 2013.
The efficiency of electricity and heat production from conventional thermal power plants in EU-27countries improved between 1990 and 2010 by 5.8 percentage points (from 45.4% in 1990 to 51.2% in 2010). The non EU EEA countries (exl. Norway  ) show a similar trend with an improvement of 5.6 percentage points (from 45.2% in 1990 to 50.8% in 2010). Between 2005 and 2010, there was a decline in efficiency of electricity and heat production from conventional thermal power plants of 1.1 percentage points (from 52.3% in 2005 to 51.2% in 2010) in the EU-27 because of lower heat production similar to non-EU EEA countries where efficiency declined by 1.3% over the same period.
 Norway, displays efficiencies higher than 100% for thermal generation due to the extensive use of electric boilers for heat production. In the Eurostat statistics, the heat is included in the output, while the electricity input is not. For power plants the consumption of electricity is attributed to the energy sector while partly may be in fact used as input for heat. For these reasons, Norway was excluded from the calculations.
Since 1990, EU-27 F-gas emissions have experienced significant growth, more than offsetting an intermittent decrease between 1997 and 2001. While PFCs and SF 6 emissions have been reduced to a significant degree, a major rise is observed for HFCs emissions which have tripled since 1990.
In addition to domestic EU production and sales of F-gases, significant amounts of F-gases are also imported and exported. Imports generally increased over the period 2007–2011, while EU production has stabilised at levels that are around 20 % lower than those reported in 2007. When expressed in metric tonnes, data for the reporting year 2011 show a decrease in production (-5 %), import (-6 %) and intra-EU sales (-12 %) of F-gases compared to the previous year.
Context: Fluorinated greenhouse gases (F-gases) covered by the UNFCCC’s Kyoto Protocol comprise hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulphur hexafluoride (SF 6 ). These F-gases typically have very long lifetimes in the atmosphere and high global warming potentials (GWPs). The gases are mostly produced for use in products and equipment in the refrigeration and air conditioning sector, foams, fire protection etc. Emissions take place mainly due to leakage during the use phase or due to failure to fully recover the F-gases at the end of the product/equipment lifetime. Future F-gas emissions are thus largely determined by (i) present day consumption of F-gases and (ii) measures to prevent leakage and encourage recovery..
Trends in household spending patterns from 1995 to 2010 are mixed but have shown some tendency towards an increasing share of consumption categories with lower environmental pressure intensities. Almost all consumption categories have also seen reductions in environmental pressure intensities. Together these two developments are likely to have had the effect of relatively decoupling environmental pressures from growth in household consumption expenditure.
The number of organisations registered under the EMAS standard rose by 50% during the period 2003-2010, while organisations from EU countries certified according to the international ISO 14001 standard more than quadrupled in the period 2001-2009. This indicates that private companies and public institutions in the EU are increasingly engaging in environmental management.
In 2010, the highest concentrations of oxidized nitrogen were found in the Baltic Sea, in the Gulf of Riga and Kiel Bay, and in Belgian, Dutch and German coastal waters in the Greater North Sea. Reported stations in the Northern Spanish and Croatian coastal waters also showed high concentration levels. The highest orthophosphate concentrations were found in the Baltic Sea, in the Gulf of Riga and Kiel Bay, and in Irish, Belgian, Dutch and German coastal waters in the Greater North Sea. Coastal stations along Northern Spain and Southern France also showed high concentration levels.
Between 1985 and 2010, overall nutrient concentrations have been either stable or decreasing in stations reported to the EEA in the Greater North Sea, Celtic Seas and in the Baltic Sea. However, this decrease has been more pronounced for nitrogen. Assessments for the overall Mediterranean and Black Sea regions were not possible, data only being available for stations in France and Croatia.
For oxidized nitrogen concentrations, 14% of all the reported stations showed decreasing trends, whereas only 2% showed increasing trends. Decreases were most evident in the Baltic Sea (coastal waters of Germany, Denmark, Sweden and Finland, and open waters) and in southern part of the coast of the Greater North Sea. Increasing trends were mainly found in Croatian coastal stations.
For orthophosphate concentrations, 10% of all the reported stations showed a decrease. This was most evident in coastal and open water stations in the Greater North Sea, and in coastal stations in the Baltic Sea. Increasing orthophosphate trends, observed in 6% of the reported stations, were mainly detected in Irish, Danish and Finnish coastal waters (Gulf of Finland and Gulf of Bothnia) and in open waters of the Baltic Proper.
In 2010, the highest summer chlorophyll-a concentrations were observed in coastal areas and estuaries where nutrient concentrations are also generally high (see CSI 021 Nutrients in transitional, coastal and marine waters). These include the Gulf of Riga, Gulf of Gdansk, Gulf of Finland and along the German coast in the Baltic Sea, coastal areas in Belgium and The Netherlands in the Greater North Sea and in few locations along the coast of Ireland and France in the Celtic Seas and Bay of Biscay, respectively. High chlorophyll concentrations were also observed along the Gulf of Lions and in Montenegro coastal waters in the Mediterranean Sea, and along Romanian coastal waters in the Black Sea. Low summer chlorophyll concentrations were mainly observed in the Kattegat and open sea stations in the Greater North Sea, and in open sea stations in southern Baltic Sea.
Between 1985 to 2010, decreasing chlorophyll concentrations (showed in 8% of all the stations in the European seas reported to the EEA) were predominantly found along the southern coast of the Greater North Sea, along the Finnish coast in the Bothnian Bay in the Baltic Sea and in a few stations in the Western Mediterranean Sea and Adriatic Sea. In the Black Sea, it was not possible to make an overall assessment due to the lack of time series data. Increasing concentrations (observed in 5% of the reported stations) were generally observed in coastal locations in the Northern Baltic Sea but also in the open sea stations outside the north of the Celtic Seas. Most stations (87%) however showed no changes over time.
The concentrations were generally Low or Moderate for HCB and lindane, Moderate for cadmium, mercury and lead, and Moderate or High for PCB and DDT. A general downward trend was found in the Northeast Atlantic for lead, lindane, PCB and DDT and also in the Baltic Sea and Mediterranean Sea for lindane. A general upward trend was found in the Mediterranean Sea for mercury and lead.
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