http://www.eea.europa.eu These are the search results for the query, showing results 1 to 15. http://www.eea.europa.eu/data-and-maps/indicators/proportion-of-vehicle-fleet-meeting/proportion-of-vehicle-fleet-meeting-6?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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. No publisher alec TERM mileage TERM034 transport vehicle 2013-03-01T12:06:40+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/transport-emissions-of-air-pollutants-8/transport-emissions-of-air-pollutants-9?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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. No publisher alec air pollutant emissions TERM TERM003 air pollution air GHG greener transport transport 2013-02-04T15:55:35+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/energy-efficiency-and-specific-co2-emissions/energy-efficiency-and-specific-co2-5?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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. No publisher alec TERM CO2 Greenhouse Gas Emissions CO2 emissions car TERM027 TERM27 greenhouse gas emission greener transport transport 2013-01-24T17:41:15+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/transport-final-energy-consumption-by-mode/assessment-2?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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. No publisher morrimat TERM energy consumption energy TERM01 TERM001 greener transport fuel TERM2011 transport 2013-01-24T17:36:40+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/figures/term01-transport-final-energy-consumption-by-mode-6?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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. No publisher alec EEA standard re-use policy: unless otherwise indicated, re-use of content on the EEA website for commercial or non-commercial purposes is permitted free of charge, provided that the source is acknowledged (http://www.eea.europa.eu/legal/copyright). Copyright holder: European Environment Agency (EEA). TERM energy TERM01 TERM001 TERM2011 transport 2013-01-24T15:50:00+02:00 EEAFigure http://www.eea.europa.eu/publications/transport-and-air-quality-term-2012?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic TERM 2012 presents the most relevant and up to date information on the main issues regarding transport and environment in Europe, particularly in areas with specific policy targets such as greenhouse gas emissions and energy consumption, transport demand levels, noise and other issues. It also offers an overview of the transport sector's impact on air pollutant emissions and air quality. It discusses the contributions made by all modes of transport to direct air pollutant emissions and also to 'secondary' air pollutants formed in the atmosphere. Alongside the recently published Air quality in Europe - 2012 report, TERM 2012 aims to inform the European Commission’s review of the Thematic Strategy on Air Pollution. No publisher EEA (European Environment Agency) TERM2012 TERM air quality transport 2012-11-27T08:55:00+01:00 Publication http://www.eea.europa.eu/multimedia/director-explains-transport-report?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic No publisher jaeglmar TERM technological innovation greenhouse gas emissions air pollution nitrogen dioxide recession particulate matter GHG transport noise emissions from transport transport PM 2011-11-10T12:04:57+01:00 File http://www.eea.europa.eu/publications/foundations-for-greener-transport?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic For the first time ever the European Commissions is proposing a greenhouse gas emissions target for transport. But how is transport going to provide the services that our society needs while minimising its environmental impacts? This is the theme for the Transport White Paper launched in 2011. TERM 2011 and future reports aim to deliver an annual assessment on progress towards these targets by introducing the Transport and Environment Reporting Mechanism Core Set of Indicators (TERM-CSI). TERM 2011 provides also the baseline to which progress will be checked against, covering most of the environmental areas, including energy consumption, emissions, noise and transport demand. In addition, this report shows latest data and discuss on the different aspects that can contribute the most to minimise transport impacts. TERM 2011 applies the avoid-shift-improve (ASI) approach, introduced in the previous TERM report, analysing ways to optimise transport demand, obtain a more sustainable modal split or use the best technology available. No publisher EEA (European Environment Agency) technological innovation fuel price road transport transport demand energy consumption air emissions GHG emission emissions from transport TERM particulate matter greenhouse gas emission freight transport passenger transport modal split LPG habitat fragmentation CO2 PM10 air pollution CO2 emissions transport noise electric car 2011-11-10T09:00:00+01:00 Publication http://www.eea.europa.eu/pressroom/newsreleases/european-transport-sector-must-be?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Emissions of many pollutants from transport fell in 2009. But this reduction may only be a temporary effect of the economic downturn, according to the latest annual report on transport emissions from the European Environment Agency (EEA). The Transport and Environment Reporting Mechanism (TERM) explores the environmental impact of transport. For the first time, the report considers a comprehensive set of quantitative targets proposed by the European Commission’s 2011 roadmap on transport. No publisher girliar TERM energy consumption PM10 air pollution fuel price road transport particulate matter greenhouse gas emission air emissions transport noise electric car LPG GHG emission emissions from transport habitat fragmentation 2011-11-10T08:00:00+01:00 Press Release http://www.eea.europa.eu/data-and-maps/indicators/infrastructure-investments/assessment?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Spending on transport infrastructure has increased over the decade to 2008  for the 20 Member States included in the EEA-32 analysis, both in absolute terms and as a proportion of GDP. Road infrastructure continues to receive the majority of investment, and although other modes of transport (rail, sea and air) have increased their share of investment overall in the last decade, the most recent five years have seen a return to increasing proportions of investment in road infrastructure. The EU-12 Member States have seen proportionally much greater rises in the level of transport investment than the EU-15 Member States in all modes except sea transport infrastructure. Overall investment in transport infrastructure grew by almost 3% in 2007-2008 for the EEA-32 Member States included in the analysis, despite a general economic recession and reduction in transport activity in that year. No publisher morrimat GDP TERM infrastructure Assessment10 TERM2010 TERM19 TERM019 transport 2011-01-18T01:00:00+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/freight-transport-demand-version-2/assessment?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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. No publisher pastocin assessment08 CSI036 freight activity rail transport demand TERM TERM013 road freight CSI TERM2010 transport 2011-01-18T01:00:00+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/passenger-transport-demand-version-2/assessment?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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. No publisher pastocin passenger SOER2010 CSI consumption CSI035 transport demand TERM TERM012 thematic assessment TERM2010 transport 2011-01-18T01:00:00+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/energy-efficiency-and-specific-co2-emissions/energy-efficiency-and-specific-co2-3?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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 tonne-km than rail or ship freight transport. No publisher alec TERM CO2 Greenhouse Gas Emissions CO2 emissions car TERM027 TERM27 greenhouse gas emission greener transport transport 2011-01-14T01:00:00+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/exceedances-of-air-quality-objectives/exceedances-of-air-quality-objectives-5?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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. No publisher alec TERM air TERM004 transport NO2 PM 2011-01-14T01:00:00+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/specific-air-pollutant-emissions/specific-air-pollutant-emissions-assessment-3?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic The specific emissions of air pollutants from passenger and freight transport decreased during the time period 1995-2009 for the majority of transport modes and especially for passenger transport. The highest reduction of specific emissions can be observed in the road sector, following the implementation of increasingly strict emission standards. Railway and aviation have also recorded reductions, while maritime passenger and freight transport emissions remained approximately constant over the same time period. Rail and water transport are still relatively clean forms of transport - compared to road and air transport - but without any regulations on their emissions, these modes might lose this leading position. No publisher alec PM emission TERM TERM028 passenger km emission CO2 emissions NOx transport 2011-01-12T01:00:00+02:00 Indicator Assessment