Size of the vehicle fleet in Europe

Passenger transport vehicles

Car ownership in the EU-28 area increased considerably between 2000 and 2013, growing from 415 to 490 cars per 1 000 inhabitants, an average increase of 1.2 % per year. The corresponding values for 2005 and 2010 were 449 and 479 cars per 1000 inhabitants, respectively. The average number of passenger cars per capita also increased during the same period, particularly in the EU-13, following economic growth there. However, in the older Member States, this figure increased only marginally over the last five years. Despite this increase, car ownership in the EU-13 remains considerably lower that that in the old EU-15. Increasing private vehicle ownership often leads to increased transport demand and subsequent environmental pressures, as the costs related to vehicle use are relatively low and many cost items are fixed (e.g. depreciation, insurance and holder’s tax).

In the EU-28 area, the main factors underpinning the increase in the number of passenger cars per capita are linked to the economic situation of companies and particulars, together with fiscal incentives. Company cars make up about 50 % of new car sales in Europe (Copenhagen Economics, 2010). In Germany, Europe's biggest market for cars, about 64 % of new car sales were registered to companies in 2014 (Kraftfahrt‑Bundesamt, 2015). Given that many of these cars will enter the second-hand market once their lease is finished, policy incentives (including subsidies) that influence the choice of company car also have an impact on a country's entire car stock. The other main economic factor is the real income of car buyers relative to car prices. In recent years, this has probably resulted in decreased demand, as most salaries in Europe have fallen in terms of real disposable income. However, vehicle purchase prices have also fallen steadily in relation to average consumer prices, making it easier for people to afford a car (see TERM020). So, overall, the number of passenger cars in the EU-28 continued to increase over the period. The growth of passenger cars per capita is also influenced by other important factors, including (a) a decreasing number of people per household, (b) an increasing number of cars per household and (c) increases in the average travel distance, lower accessibility to and flexibility of public transport, and changes in lifestyle patterns.

The share of diesel cars in the entire passenger car fleet continuously increased in most Member States between 2005 and 2013. In the entire EU-28 area, it increased from 27 % to 38 %, whereas the percentage for 2010 was 35 %. This 'dieselisation' is particularly high in France (68 %), Luxembourg (65 %) and Belgium (63 %), with Austria and Spain also showing values above 50 %. From an energy efficiency point of view, this means that less energy is consumed for the same transport activity (expressed in passenger-kilometres or tonne-kilometres). From a pollutant emissions point of view, 'dieselisation' results in a considerable increase in nitrogen oxides and particulate matter emissions, both strongly linked with poor air quality levels in EU cities. Some cities in Europe showed an increase in concentrations of NO₂ measured close to traffic, mainly due to the increasing number of diesel vehicles (see TERM004).

Over the last few years, alternative propulsion technologies have slowly penetrated the European vehicle fleet (TERM034). The number of new alternatively fuelled cars in the fleet is still very small (< 1 %) and electric vehicles (EVs) continue to constitute only a very small fraction of new registrations in the EU‑28 (0.3 %) compared with, for instance, liquefied petroleum gas (1.1 %). However, sales of 'pure' battery EVs increased by 57 % in 2014, compared with 2013, continuing a trend that has been increasing since 2008. Financial incentives, increased public acceptability and market availability, among other factors, are behind this rise.

The average level of powered two-wheeler (including mopeds and motorcycles) ownership in the EU-28 area increased by about one third between 2000 and 2013, whereas the increase between 2005 and 2013 amounted to just 20 %. The number of buses and coaches per 1 000 inhabitants remained almost constant between 2000 and 2013, whereas this number decreased by about 3 % between 2005 and 2013.

Freight transport vehicles

The number of trucks per unit of GDP (truck intensity) increased slightly between 2005 and 2013 and is considerably higher in the EU-13 than in the old EU-15 Member States, with Bulgaria and Poland displaying the highest values in 2013. The trend in 'own account' transport (i.e. operations in which a company transports its own goods from one place to another) in the EU-15 has declined over the years. On the other hand, EU-13 Member States have a relatively higher share of 'own account' road freight transport and, consequently, a lower share of 'hire or reward' transport (i.e. when the transport operator is not the owner of the goods) compared to EU-15 Member States. In principle, 'Hire or reward' transport companies would be in a better position to pick up different loads at the end of their routes, reducing the amount of journeys where they run empty. This means that a higher 'own account' share will require more trucks for the same amount of transport, which could explain the higher truck intensity in the EU-13 Member States.

The high number of trucks per unit of GDP observed in the Baltic States and the newest EU Member States (Bulgaria, Poland and Romania) is related to low GDP levels and the relatively high (road) freight transport intensity. Malta and Cyprus also show relatively high numbers of trucks per unit of GDP, which could be explained by the absence of alternative inland freight transport modes (there are no railways on these islands).