- Note: new versions of the publication are available!
-
- Rail and waterborne best for low-carbon motorised transport
- Transport and environment report 2020 - Train or plane?
- The first and last mile - the key to sustainable urban transport
- Electric vehicles from life cycle and circular economy perspectives - TERM 2018
- Progress of EU transport sector towards its environment and climate objectives
- Aviation and shipping — impacts on Europe's environment TERM 2017
- Monitoring progress of Europe's transport sector towards its environment, health and climate objectives
- Transitions towards a more sustainable mobility system - TERM 2016
- Evaluating 15 years of transport and environmental policy integration — TERM 2015: Transport indicators tracking progress towards environmental targets in Europe
- Focusing on environmental pressures from long‑distance transport - TERM 2014: transport indicators tracking progress towards environmental targets in Europe
- A closer look at urban transport – TERM 2013: transport indicators tracking progress towards environmental targets in Europe
- The contribution of transport to air quality - TERM 2012: Transport indicators tracking progress towards environmental targets in Europe
- Laying the foundations for greener transport — TERM 2011: transport indicators tracking progress towards environmental targets in Europe
- Towards a resource-efficient transport system — TERM 2009
- Transport at a crossroads. TERM 2008: indicators tracking transport and environment in the European Union
- TERM 2002 - Paving the way for EU enlargement - Indicators of transport and environment integration
Are we moving in the right direction? Indicators on transport and environmental integration in the EU: TERM 2000
Transport and prices
Indicator 14 (and 18): Transport price
|
Current prices encourage the use of the private car rather than public transport. Car transport is much cheaper relative to disposable income and public transport than it was 20 years ago. Figure 5.2: Real changes in the price of transport, Denmark and
Finland Objective Definition The costs of car use include all those that the motorist bears directly (i.e. purchase, maintenance, petrol, oil, tax, and insurance). |
Policy and targets
Pricing is a key policy tool for promoting an environment-friendly balance between transport modes and for managing transport demand. Because the environmental effects of transport vary across modes for example, air and road generally have greater environmental impacts than rail and shipping (EEA, 1995) prices should be differentiated accordingly.
Community legislation provides for differentiated motor fuel and freight road-use prices. Tax differentials on motor fuels aim at promoting cleaner fuels, and variable annual road charges (through the Eurovignette Directive (CEC, 1998b)) are higher for the heaviest and most polluting lorries. Some Member States (Austria, Denmark, Germany and Sweden) have different tax levels for motor vehicles depending on fuel consumption or air pollution performance (ECMT, 1999 draft).
However, price changes are only one factor affecting the growth in road traffic: convenience, comfort and security also have a strong influence on individual decisions on whether and how to travel.
Findings
Data is only available for Denmark, the United Kingdom and Finland. Changes in relative prices for these countries are shown in Figures 5.1 and 5.2.
In both the UK and Denmark, the costs of private car transport have remained stable in real terms whilst bus and rail fares have increased. In the UK, bus and rail fares have risen by less than disposable income, whereas in Denmark, bus fares have risen by more than, and rail fares by about the same as, disposable income. In both countries price incentives have shifted markedly towards car use.
The situation in Finland is rather different to that in the United Kingdom and Denmark, and probably in other EU countries. General tax increases in transport as well as the yearly vehicle tax (planned as an interim measure) were introduced in the early 1990s to cover a state budget deficit resulting from the recession. This affected private transport (but not public fares), thereby increasing its price. This, together with the privatisation of public transport in the largest cities, has increased the competitiveness of public transport prices. However, even here the rise in the price of car use has remained below that of public transport since 1986, so again incentives have shifted towards car use.
|
Box 5.1: Expenditure for personal mobility The proportion of household expenditure on transport reflects changes in income and consequent changes in lifestyle, as well as price increases. Household expenditure on transport is dominated by the purchase and operation of private cars, and amounted to about 12 % of total expenditure in 1996 (EU average). Such expenditure increased in the 1980s, but declined again in the 1990s. Household expenditure on public transport was less than 3 % in 1996 and has been more or less constant since the 1980s. In Belgium there has been little change in the proportion of total household income devoted to transport. In Denmark, Germany and the United Kingdom, the proportion has risen, but in France, Ireland and the Netherlands it has fallen. Greece and Portugal have also seen increases in the share of expenditure on transport because of increased vehicle purchase. Car ownership has the fastest EU growth rate in these two countries. It is the intention in future to develop this sub-indicator into a TERM indicator. This will however require the breakdown of expenditure according to various income groups. This data is currently lacking. Figure 5.3: Household expenditure on transport as share of total expenditure |
Future work
- Since 1995 Eurostat has collected harmonised monthly consumer price indices (CPIs) for passenger transport, and it is planned that EU-wide CPIs comparable to the UK and Denmark examples will be available from Eurostat in the mid-term.
- Similar data showing absolute rather than relative price levels would help to present overall EU figures for changes in transport price. There will however, be problems of aggregation, relating to differences in purchasing power and transport demand between Member States.
|
Data |
||||
|
Year |
Bus fares |
Rail fares |
Private car |
Disposable income |
|
1980 |
100.0 |
100.0 |
100.0 |
100.0 |
|
1981 |
98.9 |
102.2 |
101.1 |
99.5 |
|
1982 |
105.0 |
108.0 |
98.3 |
99.2 |
|
1983 |
106.1 |
109.5 |
100.4 |
101.7 |
|
1984 |
103.2 |
104.8 |
98.0 |
105.3 |
|
1985 |
101.5 |
105.0 |
96.7 |
108.9 |
|
1986 |
106.5 |
108.4 |
92.1 |
113.6 |
|
1987 |
108.2 |
109.5 |
93.7 |
117.5 |
|
1988 |
110.3 |
111.6 |
93.3 |
123.7 |
|
1989 |
110.4 |
113.0 |
91.4 |
129.1 |
|
1990 |
106.4 |
112.2 |
88.5 |
133.9 |
|
1991 |
114.6 |
117.1 |
89.8 |
135.9 |
|
1992 |
118.3 |
121.1 |
92.4 |
140.9 |
|
1993 |
121.5 |
127.6 |
95.0 |
145.1 |
|
1994 |
121.7 |
130.1 |
95.8 |
147.0 |
|
1995 |
122.0 |
131.3 |
94.4 |
150.9 |
|
1996 |
123.5 |
133.0 |
94.9 |
154.1 |
|
1997 |
124.1 |
132.0 |
96.9 |
160.0 |
|
1998 |
124.0 |
133.0 |
96.7 |
160.1 |
| Source: Department of the Environment, Transport and the Regions (United Kingdom) | ||||
|
Data |
||||
|
Year |
Bus fares |
Rail fares |
Private car |
Disposable income |
|
1980 |
100.0 |
100 |
100.0 |
100.0 |
|
1981 |
114.6 |
105.7 |
97.5 |
97.1 |
|
1982 |
120.3 |
111 |
99.7 |
99.2 |
|
1983 |
136.1 |
115.3 |
97.5 |
101.9 |
|
1984 |
148.1 |
121.1 |
95.5 |
106.8 |
|
1985 |
143.4 |
126.6 |
94.3 |
110.9 |
|
1986 |
145.0 |
129.5 |
94.2 |
115.2 |
|
1987 |
145.1 |
132.3 |
96.8 |
115.0 |
|
1988 |
155.8 |
134.2 |
96.7 |
118.9 |
|
1989 |
152.1 |
138.3 |
96.6 |
117.7 |
|
1990 |
150.5 |
147.8 |
94.3 |
118.5 |
|
1991 |
154.7 |
155.3 |
97.4 |
119.3 |
|
1992 |
159.0 |
160.2 |
97.9 |
121.3 |
|
1993 |
161.9 |
162.7 |
98.4 |
124.1 |
|
1994 |
163.9 |
165.3 |
100.3 |
130.3 |
|
1995 |
163.1 |
168.6 |
100.6 |
136.2 |
|
1996 |
163.2 |
172.3 |
100.8 |
140.6 |
|
1997 |
161.2 |
176 |
100.4 |
- |
|
1998 |
150.1 |
182.7 |
100.4 |
- |
| Source: Statistics Denmark (transport prices), Eurostat (disposable income) | ||||
|
Data |
||||
|
Bus fare |
Rail fares |
Private car |
Disposable income |
|
|
1980 |
100 |
100 |
100 |
100 |
|
1981 |
104.7 |
105.7 |
106.1 |
103.9 |
|
1982 |
108.5 |
111 |
109.2 |
108.4 |
|
1983 |
113.5 |
115.3 |
114.2 |
113.8 |
|
1984 |
117.1 |
121.1 |
117.6 |
118.8 |
|
1985 |
123.4 |
126.6 |
120.1 |
124.3 |
|
1986 |
124.1 |
129.5 |
115.7 |
129.2 |
|
1987 |
127.9 |
132.3 |
119.5 |
133.6 |
|
1988 |
132.6 |
134.2 |
123.8 |
138.3 |
|
1989 |
140.7 |
138.3 |
128.2 |
144.8 |
|
1990 |
149.7 |
147.8 |
135.5 |
151.8 |
|
1991 |
154.6 |
155.3 |
140.3 |
157.3 |
|
1992 |
152.8 |
160.2 |
142 |
159 |
|
1993 |
157.5 |
162.7 |
150.7 |
159.6 |
|
1994 |
158.9 |
165.3 |
149.8 |
161.6 |
|
1995 |
162.4 |
168.6 |
155.2 |
166 |
|
1996 |
164.8 |
172.3 |
163.4 |
170.2 |
|
1997 |
168.2 |
176 |
164 |
172.7 |
|
1998 |
173 |
182.7 |
164.1 |
176.7 |
| Source: Statistics Finland | ||||
Permalinks
- Permalink to this version
- 13ead47ed8e4be969cd88d13967d5622
- Permalink to latest version
- Q73P4JY5F1
For references, please go to https://www.eea.europa.eu/publications/ENVISSUENo12/page023.html or scan the QR code.
PDF generated on 24 Jul 2021, 05:08 PM
Document Actions
Share with others