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Indicator Assessment
The combined effect of improvements in aircraft technology and increased load factors has resulted in a decrease in specific CO2 emissions of air passenger transport by 26 % between 1995 and 2007. But because transport volumes have grown faster than efficiency improvements the total emissions are still growing.
Rail is the most energy efficient mode of passenger transport and the second most efficient for freight transport (after maritime). Specific CO2 emissions of rail transport have decreased by about 12 % from 1995 to 2007 for both passenger and freight transport. For passenger transport this is mainly due to shifting from diesel to electric trains, while for freight transport this is a result of both technological improvements and increased load factors. The CO2 emission factors for electricity production represent the emissions incurred during the whole production and supply process from fuel extraction to electricity transport to the sub-stations feeding the railway network.
The energy efficiency of maritime shipping has only recorded slight changes of the order of 2 % in the time period considered.
Specific CO2 emissions are defined as emissions of CO2 per transport unit (passenger-km or tonne-km), specified by mode (road, rail, inland, maritime, air).
CO2 emissions from new passengers cars are expressed in grams of CO2 per km (g CO2/km). The data, which are experimental, are measured in the vehicle type approval procedure.
For passenger transport, specific CO2 emissions are expressed in g per passenger-kilometre (g/pkm).
For freight transport, specific CO2 emissions are expressed in g per tonne-kilometre (g/tkm).
For new passenger cars, tailpipe emissions are expressed in g per kilometre (g/km).
Since specific CO2 emissions are expressed per transport unit, occupancy rates and load factors have a considerable effect on specific emissions produced from passenger and freight transport respectively. Reductions of specific emissions can be achieved by increasing occupancy rates and load factors and/or by decreasing emissions per vehicle-km (e.g. by setting stricter emission standards and introducing more energy efficient technologies such as hybrid, plug-in hybrids, electric vehicles, etc).
There are no specific objectives or targets related to energy efficiency or specific CO2 emissions. Policy objectives are only set with respect to the CO2 emissions of passenger cars and light commercial vehicles. Regulation No 443/2009 specifies that each vehicle manufacturer must achieve a fleet-average CO2 emission target of 130 g/km by 2015 for all new cars registered in the EU. In order to meet the CO2 emission target of 120 g/km, additional measures, such as the use of biofuels, aim to further reduce emissions by of 10 g/km. The Regulation also defines a long-term target of 95 g/km to be reached after 2020.
The Vans Regulation No 510/2011 specifies a fleet-average CO2 emission target of 175 g/km to be phased in between 2014 and 2017 for newly registered vans in the EU. A long-term target of 147 g/km is specified for 2020.
As an additional incentive for the introduction of more energy efficient technologies (hybrid, plug-in hybrids, electric vehicles, electric vehicles with a range extender), vehicles with CO2 emissions below 50 g/km receive super-credits. For passenger cars, each such vehicle is counted as 3.5 cars in 2012 and 2013, 2.5 cars in 2014, 1.5 cars in 2015 and 1 car from 2016 onwards. For vans, each vehicle with CO2 emissions below 50 g/km is counted as 3.5 cars in 2014 and 2015, 2.5 cars in 2016, 1.5 cars in 2017, and 1 car from 2018 onwards.
No related policy documents have been specified
For passenger transport, specific emissions are calculated by dividing the CO2 emissions of each mode (i.e. road, rail, maritime and air transport) by the respective passenger-kilometres.
For freight transport, specific emissions are calculated by dividing the CO2 emissions of each mode (i.e. road, rail, inland shipping and maritime transport) by the respective tonne-kilometres.
For CO2 emissions from new passenger cars, data are compiled from DG-CLIMA monitoring 2000-2009, and from the EEA from 2010.
Passenger- and tonne-kilometres and CO2 emissions are modelled and therefore no gap filling is necessary.
No methodology references available.
COPERT 4 is used for emissions calculations in EC4MACS. CO2 emissions are consistent with UNFCCC submissions.
Since the data on CO2 emissions, passenger-km and tonne-km are modelled rather than measured, the data must be treated as estimates. Data on CO2 emissions are less uncertain, as they are calibrated against statistical fuel consumption. Hence, the uncertainty of the passenger-km and tonne-km data characterises the overall uncertainty of the indicator. EC4MACS is not so accurate for calculating vehicle and tonne kilometres. This means that the overall uncertainty of passenger-km and tonne-km (as a modelled output) depends on the uncertainty of the underlying statistical data provided as input to the model. The latter may vary significantly among different countries, depending on the way data are collected and reported.
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For references, please go to https://www.eea.europa.eu/data-and-maps/indicators/energy-efficiency-and-specific-co2-emissions/energy-efficiency-and-specific-co2-1 or scan the QR code.
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