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The table provides an overview of national and sectoral adaptation strategies and plans in Europe. On-line question from the self-assessment survey that was set up as an online questionnaire.
Each bar represents a national target for greenhouse gas emissions which are covered under the Effort Sharing Decision (i.e. not covered under the EU Emissions Trading System). Targets are annual for the period from 2013 until 2020. The graph represents the 2013 and 2020 targets.
Each bar represents a national target for the share of renewable energy sources in gross final energy consumption.
Europe 2016 - The biogeographical regions dataset contains the official delineations used in the Habitats Directive (92/43/EEC) and for the EMERALD Network set up under the Convention on the Conservation of European Wildlife and Natural Habitats (Bern Convention). Changes in this version: The Pannonian region of Serbia was missing in previous versions and this has been corrected in the 2016 version. Some Arctic islands which do not belong to the European part of Russia and which were erroneously included in previous versions have been removed.
At least 21 EEA member countries have developed national adaptation strategies (NAS) or plans and that such strategies are under development in at least five additional countries (Bulgaria, Czech Republic, Estonia, Italy and Liechtenstein). The transport sector is specifically addressed in most of those strategies and plans with some detail (including countries such as Austria, Belgium, Denmark, Finland, France, Germany, the Netherlands, Poland, Slovakia, Spain, Switzerland and United Kingdom)
The different types of emissions from vehicles, and a comparison of the relative amounts of selected pollutants released by the latest Euro 6 petrol and diesel vehicles.
Real-world NOX emissions from petrol cars in the EU have decreased significantly since 2000, in line with the increasingly stringent emission limits. In significant contrast, the emissions from diesel cars have not improved much over the same period, meaning reductions from diesels have not been as large in reality as originally foreseen in legislation.
Flexibilities exploited by manufacturers during the NEDC test cycle can be broadlygrouped into two categories: those relevant to the initial coast-down test and thoserelevant to the type approval test itself.
For references, please go to https://www.eea.europa.eu/data-and-maps/find/global or scan the QR code.
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