http://www.eea.europa.eu These are the search results for the query, showing results 31 to 45. http://www.eea.europa.eu/data-and-maps/figures/trends-in-passenger-transport-demand-1?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Trends in passenger transport demand and GDP. The two curves show the development in GDP and passenger transport volumes, while the columns show the level of annual decoupling. Green indicates faster growth in GDP than in transport while red indicates stronger growth in transport than in GDP. The data refer to road, rail and bus modes of passenger transport. Passenger transport demand is defined as the amount of inland passenger- kilometre travelled every year in the EEA32. Inland passenger transport includes transport by passenger cars, buses and coaches, and trains. There is no agreement among the EU Member States on how to attribute the passenger-kilometres of international intra-EU flights, therefore data for air passenger travels are deemed unreliable and not included in this figure. Data from Liechtenstein is not included as it was not available as part of the dataset. The ratio of annual growth of inland passenger transport to GDP, measured in 2000 prices, determines the amount of coupling between GDP and transport. The decoupling indicator, depicted by the green bars, is calculated as unity minus the coupling ratio; so a positive score indicates decoupling (i.e. transport demand grows less slowly than GDP), with a negative score showing the opposite (i.e. transport demand outpaces GDP growth). No publisher poulsmo1 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). passenger TERM CSI035 TERM012 TERM2010 transport 2010-11-10T12:35:59+02:00 EEAFigure http://www.eea.europa.eu/data-and-maps/indicators/external-costs-and-charges-per/external-costs-and-charges-per?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Transport activities give rise to environmental impacts, congestion and accidents. The internalisation of external costs is necessary to ensure that transport users bare the full cost of transport, so that there is more efficient use of infrastructure, the fairness between transport users is improved and that the negative side effects of transport are reduced. This will encourage users to change their behaviour in order to reduce those costs. According to available estimates - which refer to road transport - the most common external costs reach 2.6% of GDP. These costs are generically paid by all citizens, thus not in ways that are related to the externalities (UNITE, 2000). The EU impact assessment on the externalisation reports that if no action is taken within the next few years the environmental costs (air pollution, CO2 emissions) could reach €210 billion by 2020 COM(2008)435 No publisher alec TERM2009 TERM TERM25 transport TERM025 2010-10-13T00:00:00+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/load-factors-for-freight-transport/load-factors-for-freight-transport-1?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic For countries where data is available (Austria, Czech Republic, Denmark, Germany, Hungary, Latvia, Netherlands, Poland, Portugal, Slovenia, Spain, Sweden and the UK), load factors have generally declined for road freight transport (Figure 1). Load factors are generally under 50 % (by weight). However some freight transport companies achieve much higher load factors than others in the same sector. This suggests that load factors can be improved. Road freight empty running (Figure 2) shows increases and decreases across different countries, although it is important to note that the response rate for the two variables is different (fewer and/or different countries have reported empty running). If load factors were increased, freight traffic volumes could be considerably reduced. Rail freight load factors (Figure 3) have remained fairly constant across the last few years, with only small increases and decreases observed for individual countries. There is limited data available for shipping freight, and this shows increasing load factors for the Czech Republic and Lithuania, and slight decreases for Hungary and Poland (Figure 4). No publisher alec TERM Assessment09 TERM030 TERM2009 TERM30 freight transport 2010-10-04T15:55:12+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/transport-final-energy-consumption-by-mode/transport-final-energy-consumption-by-2?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Transport energy consumption in the EEA member countries increased by 38 % between 1990 and 2007. Road transport, consuming around 72 % of transport energy consumption, is the largest consumer. While the energy consumed by rail has remained fairly constant, aviation is the fastest growing energy consumer, with an increase of 84 % between 1990 and 2007. No publisher alec TERM TERM2009 energy TERM01 TERM001 transport 2010-10-04T15:37:39+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/fuel-prices-and-taxes/fuel-prices-and-taxes-assessment-1?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic 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 0.93 Euros. Prices reached a peak in summer 2008 and have since fallen considerably, though with a slight rise again in late 2009.  Its price at the end of September 2009 at 0.91 Euros is 7% lower 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. Information on rail transport fuel prices and charges is not available. No publisher alec TERM TERM021 TERM2009 transport TERM21 fuel road 2010-09-16T16:03:59+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/real-change-in-transport-prices/real-change-in-transport-prices-1?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic On average over the period 1998 to 2008, passenger transport prices have increased at a higher rate than consumer prices, with the exception of the purchase of passenger cars, and more recently, air travel. For freight transport prices, no EU-wide data exists, but as an example in the UK road freight prices have increased by a small amount over this period. No publisher alec passenger TERM Assessment09 TERM20 TERM020 TERM2009 freight TERM2010 transport 2010-09-15T16:57:06+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/capacity-of-infrastructure-networks/capacity-of-infrastructure-networks-assessment?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic During the last decade, the total length of Europe's motorway network, High Speed Rail (HSR) network, inland waterways and pipelines have increased. However, the total length of the conventional rail network has decreased. While infrastructure length is only a proxy measure for capacity, the steady increase in the length of the motorway infrastructure between 1990 and 2008 suggests that road capacity has expanded to the detriment of conventional rail. The data may not show the full extent of the divergence as motorway length may have increased even more than noted since additional lanes are not counted in the statistics (see the Definitions Section) and the rail network may have decreased further through reducing double track to single or reducing signalling spacing, which statistics do not show. The data shows that the negative effect is bigger for the new Member States (EU-12) than for the EU-15 countries. For example, the length of rail infrastructure, fell much more in the EU-12 than in the EU-15 during this time period. Increasing infrastructure capacity is not always necessary. Optimization of the capacity of the existing infrastructure through interconnectivity, interoperability, intermodality and road pricing still has lots of potential throughout Europe. The application of these principles might be more beneficial to society and definitely to the environment than the construction of new infrastructure when capacity and congestion problems arise. No publisher alec TERM infrastructure TERM2009 Assessment09 freight TERM18 TERM018 transport 2010-09-15T16:50:32+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/figures/term01-transport-final-energy-consumption-by-mode-4?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). 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 TERM2010 transport 2010-09-15T09:40:00+02:00 EEAFigure http://www.eea.europa.eu/data-and-maps/indicators/transport-emissions-of-air-pollutants/transport-emissions-of-air-pollutants-2?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic A significant reduction of transport related emission of acidifying substances (34 % ), ozone precursors (48 %) and particulate matter (30%) was achieved in the 32 EEA member countries between 1990 and 2007. In all three groups NOx is the main pollutant. It comprises 89, 67 and 88 % of total transport-related emissions of acidifying substances, ozone precursors (NMVOC equivalents) and of particulate matter (PM10 equivalents), respectively. No publisher alec TERM air TERM2009 TERM03 pollutant TERM003 transport air emissions 2010-09-14T00:00:00+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/freight-transport-demand-version-2/freight-transport-demand-version-2-1?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. No publisher alec TERM CSI036 rail TERM2009 road freight CSI transport 2010-09-07T16:06:30+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/passenger-transport-demand-version-2/passenger-transport-demand-version-2-1?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Passenger transport demand in the EEA-32 continues to grow, but at a slower pace than GDP indicating a decoupling between these two metrics. The latest data shows that since 2002 air passenger transport has been growing at a much faster rate than any other mode of passenger transport. No publisher alec passenger SOER2010 CSI consumption CSI035 TERM TERM2009 thematic assessment transport 2010-09-07T15:50:25+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/figures/term-20-real-price-indices-of-passenger-transport-based-on-a-fixed-transport-product-in-the-eu-25-member-states?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Real change in passenger and freight transport prices by mode. On average over the period 1998 to 2008, passenger transport prices have increased at a higher rate than consumer prices, with the exception of the purchase of passenger cars, and more recently, air travel. For freight transport prices, no EU-wide data exists, but as an example in the UK road freight prices have increased by a small amount over this period. No publisher skovvann 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). passenger TERM Assessment09 TERM20 TERM2010 transport 2010-09-03T16:53:08+02:00 EEAFigure http://www.eea.europa.eu/data-and-maps/indicators/infrastructure-investments/infrastructure-investments-assessment-draft-created?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Spending on road infrastructure projects has increased during the period 1992 to 2007 in absolute terms and this sector continues to receive the majority of transport investment. However, other modes of transport (road, rail, inland waterways, sea and air) have also seen an increase in funding during this period. Investment in transport infrastructure in relation to GDP has increased over the 1992 to 2007 period. The EU-12 Member States have seen proportionately greater rises in levels of transport investment than the EU-15 Member States. No publisher alec GDP TERM Assessment09 TERM2009 infrastructure TERM19 TERM019 transport 2010-09-03T15:51:24+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/proportion-of-vehicle-fleet-meeting/proportion-of-vehicle-fleet-meeting-1?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. No publisher alec TERM TERM034 transport 2010-09-03T15:39:21+02:00 Indicator Assessment http://www.eea.europa.eu/data-and-maps/indicators/average-age-of-the-vehicle-fleet/average-age-of-the-vehicle-2?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic The average age of road vehicles has recorded small changes during the period from 1995 to 2008. 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. No publisher alec TERM TERM033 transport 2010-09-03T15:04:09+02:00 Indicator Assessment