The manufacturing industry in 11 countries (Austria, Czech Republic, Germany, Greece, Hungary, Lithuania, Netherlands, Norway, Portugal, Spain and Sweden) has achieved absolute decoupling of nutrient emissions from economic growth (GVA). A decrease in emissions coupled with a decrease in gross value added (GVA) occurred in the United Kingdom, France, Italy, Belgium and Finland. However, in all cases (except Finland), the rate of emissions decrease was greater than that of GVA. An increase in nutrient emissions, accompanying the growth in GVA, was observed in Slovakia and Poland.
These developments arise from different absolute levels of emissions intensities and depend on there being no major changes in data coverage - such as including more facilities in the most recent reporting year despite them already existing in the earliest reporting year - within the countries during the reporting period. It should be noted that, as some industrial emissions may vary considerably from year to year, the comparison of just two selected years might be subject to variations, and not be representative of a consistent trend.
The achievement of absolute decoupling of manufacturing industries' heavy metals emissions from economic growth (GVA) was observed again in 12 countries (Austria, Czech Republic, Germany, Greece, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain and Sweden). A decrease in emissions, coupled with a decrease in GVA occurred in the United Kingdom, Italy and Belgium. In all cases, the decrease in the rate of emissions was greater than that of GVA (relative decoupling). An increase in emissions, despite a drop in GVA, was observed in Finland and France. Finally, a growth in emissions accompanying economic growth occurred in the manufacturing industry in Hungary.
Given the multiple factors that affect both sectoral GVA and the pollution pressure originating from manufacturing, it is complicated to draw direct relationships between these two variables. Some key descriptors, which could aid in explaining this behaviour, are the structure of the sector (e.g. facility size distribution, production technology, relative proportion reported as E-PRTR releases), the socioeconomic characteristics (e.g. salary levels) of the area and the policy and/or economic measures in place (e.g. treatment requirements, pollution charges, taxes). However, it must be noted that the specific context of each country could result in varying combinations of the factors mentioned and their aggregate effects.
In comparison to average consumer prices, the cost of purchasing motor cars has decreased significantly since 1996, taking 2015 as the reference point.
In contrast, the cost of passenger services and the operation of personal transport equipment has generally increased.
The vitality of the transport market can be seen in 2009, for example, when overall transport prices fell at a faster rate than average consumer prices, primarily due to a significant drop in the average crude oil price between 2008 and 2009, and subsequent reductions in fuel prices.
Rail transport prices are less closely tied to the costs of fuel as most services operate under ‘public service obligations’ and an increasing proportion of passenger rail is electric-powered.
Overall transport prices appear to peak in 2012, largely driven by a peak in the price for the operation of personal transport equipment.