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Indicator Assessment
Between 2000 and 2014, the specific CO2 emissions of the road transport sector decreased by 10.3 % for passenger transport and by 9 % for freight transport. The energy efficiency and CO2 per passenger-kilometre (pkm) of passenger cars improved by 10.4 % over the same period, somewhat as a result of an early (now discontinued) voluntary agreement made by the automotive manufacturing industries, but more significantly following the introduction of the EU regulation (No. 443/2009). The reductions in road freight transport are because of technical improvements in light- and heavy-duty trucks (mainly in engine efficiency) and the increased activity of heavy-duty trucks (i.e. higher load factors).
Between 2000 and 2014, the combined effect of improvements in aircraft technology and increased load factors resulted in an overall decrease in the specific CO2 emissions from the air passenger transport sector of 17.9 %. Transport volumes and total emissions reached a peak in 2002 and have decreased slightly since then.
Rail is by far the most energy efficient mode of passenger transport. The specific CO2 emissions from the rail transport sector have decreased by about 54 % from 2005 to 2014 for passenger transport and by about 27 % for freight transport, mainly because of a shift from diesel to electric trains.
In the EU-28, CO2 emissions from the new passenger car fleet fell from 123.4 g to 119.5 g between 2014 and 2015, a decrease of 3.9 g CO2/km. The new passenger car fleet met the emission target of 130 g CO2/km set for 2015 two years early, but additional efforts are still required to meet the future target of 95 g CO2/km by 2020. The average mass of new passenger cars registered in the EU-28 has returned to 2010/2011 levels. The average mass of new cars sold in the EU (i.e. 1 381 kg) remained broadly the same in 2015 as in 2014. However, new cars are becoming more efficient; the average car sold in 2015 was almost 15 % more efficient than the average car sold in 2010.
The average van registered in 2015 emitted 168.3 g CO2/km, 0.9 g less than in 2014. While the reported annual reduction is small, emissions are nevertheless well below the EU’s 2017 target of 175 g CO2/km. This target was already met in 2013. Vans are also becoming more efficient; the average van sold in 2015 was more than 6 % more efficient than the average van sold in 2012. Further efficiency improvements still need to be achieved to reach the EU’s more stringent target of 147 g CO2/km set for 2020.
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-co2-9 or scan the QR code.
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