http://www.eea.europa.eu These are the search results for the query, showing results 1 to 7. http://www.eea.europa.eu/data-and-maps/indicators/energy-efficiency-and-energy-consumption-4?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Energy efficiency progress (Figure 1) is measured from the ODEX indicator. This index aggregates the unit consumption trends for each transport mode in a single indicator for the whole sector. It is calculated at the level of 8 modes or vehicle types: cars, trucks, light vehicles, motorcycles, buses, total air transport, rail, and water transport. For cars, energy efficiency is measured by the specific consumption, expressed in litre/100km; for the transport of goods (trucks and light vehicles), the unit consumption per ton-km is used, as the main activity is to move goods; for other modes of transport various indicators of unit consumption are used, taking for each mode the most relevant indicator given the statistics available: toe/passenger for air, goe/pass-km for passenger rail, goe/ton-km for transport of goods by rail and water, toe per vehicle for motorcycles and buses.  The variation of the weighted index of the unit consumption by mode between t-1 and t is defined as follows It /It -1= 1/( It -1/It) with : energy share EC i  (consumption of each mode i   in total transport consumption); unit consumption index UC i (ratio : consumption related to traffic or specific consumption in l/100 km for cars); t refers the current year, t-1 to the previous year. The value at year t can be derived from the value at the previous year by reversing the calculation: It /It -1= 1/( It -1/It) ODEX is set at 100 for a reference year and successive values are then derived for each year t by the value of ODEX at year t-1 multiplied by It /It -1. The energy consumption variation of passenger transport in Figure 4 is broken down into 3 explanatory effects: activity effect (increase in traffic), modal shift effect (from private transport to public transport modes) and energy savings (change in specific consumption per unit of traffic). A positive “modal shift effect” means that the share of public passenger transport in passenger traffic is decreasing (shift from public transport to cars)  or the road in total freight traffic is increasing (shift from rail-water to road): this offsets energy savings. CO2 emissions for total transport are split into 2 explanatory effects (Figure 6): an activity effect due to an increase in traffic of passengers and freight, CO2 savings due to the reduction in the specific emissions of vehicles per unit of traffic. No publisher pastocin ENER23 ENER2009 2012-04-30T14:07:56+02:00 Indicator Specification http://www.eea.europa.eu/data-and-maps/figures/change-in-transport-energy-consumption-2?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic The figure shows the change in transport final energy consumption per person (1990-2008) in % 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). ENER23 ENER energy ENER2011 ENER023 energy consumption transport 2011-06-30T10:24:26+02:00 EEAFigure http://www.eea.europa.eu/data-and-maps/indicators/energy-efficiency-and-energy-consumption?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Energy efficiency progress (Figure 1) is measured from the ODEX indicator. This index aggregates the unit consumption trends for each transport mode in a single indicator for the whole sector.                          The energy consumption variation of passenger transport in Figure 5 is broken down into 3 explanatory effects: activity effect (increase in traffic), modal shift effect (from private transport to public transport modes) and energy savings (change in specific consumption per unit of traffic). A positive “modal shift effect” means that the share of public passenger transport in passenger traffic is decreasing (shift from public transport to cars)  or the road in total freight traffic is increasing (shift from rail-water to road): this offsets energy savings. CO2 emissions for total transport are split into 2 explanatory effects (Figure 7): an activity effect due to an increase in traffic of passengers and freight, CO2 savings due to the reduction in the specific emissions of vehicles per unit of traffic. No publisher pastocin ENER23 ENER2009 2010-09-14T16:44:22+02:00 Indicator Specification http://www.eea.europa.eu/data-and-maps/data/external/transport-statistics-eurostat?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic   No publisher alec ENER2009 ENER23 2009-01-20T02:00:00+02:00 External Data Spec http://www.eea.europa.eu/data-and-maps/data/external/population-by-sex-and-age?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Total population on 1. January each year No publisher alec ENER2009 ENER22 ENER23 ENER24 None External Data Spec http://www.eea.europa.eu/data-and-maps/data/external/odyssee?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic ODYSSEE MURE is a project coordinated by ADEME and supported under the Intelligent Energy Europe Programme of the European Commission. This project gathers representatives such as energy Agencies from the 27 EU Member States plus Norway and Croatia and it aims at monitoring energy efficiency trends and policy measures in Europe. No publisher pastocin ENER ENER2009 ENER22 ENER23 ENER24 ENER25 appliances cars fuel efficiency None External Data Spec http://www.eea.europa.eu/data-and-maps/data/external/pocket-book-energy-and-transport?utm_source=EEASubscriptions&utm_medium=RSSFeeds&utm_campaign=Generic Figures and main facts No publisher alec ENER2009 ENER23 None External Data Spec