Do something for our planet, print this page only if needed. Even a small action can make an enormous difference when millions of people do it!
Skip to content. | Skip to navigation
The EEA Web CMS works best with following browsers:
Internet Explorer is not recommended for the CMS area.
If you have forgotten your password, we can send you a new one.
Personal tools
The annual average concentration of CO 2 , the most significant anthropogenic greenhouse gas, increased to 403 and 405 parts per million (ppm) in 2016 and 2017, respectively. The total concentration of all greenhouse gases, including cooling aerosols, reached a value of 449 ppm in CO 2 equivalents in 2016 — an increase of more than 4 ppm compared with 2015, and 33 ppm more than 10 years ago. If the concentrations of the different greenhouse gases continue to increase at current rates, the peak concentration levels required to stay below a temperature increase of 1.5 °C above pre-industrial levels, could be reached within the next 5-16 years. Peak concentration required to stay below a maximum 2 °C temperature increase could be reached in 17-40 years. Given the increasing concentration levels, negative emissions may become important to increase the probability of remaining below the Paris temperature objectives.
Read more
According to preliminary estimates, EU greenhouse gas emissions increased by 0.6 % in 2017, following a 0.4 % decrease in 2016. These 2017 levels correspond to a 22 % reduction from 1990 levels, which is more than the EU reduction target of 20 % by 2020. According to Member States’ projections reported in 2017 and 2018: greenhouse gas emissions in the EU are expected to decrease further by 2020 to 26 % below 1990 levels with the current measures that are already in place; a 32 % reduction of EU greenhouse gas emissions could be achieved by 2030, compared with 1990 levels. These projected reductions fall short of the 40 % target for 2030.
Passenger transport demand in the EU-28 increased by 2.5 % between 2015 and 2016, the second largest annual growth rate since 1999. Car passenger travel remains the dominant transport mode accounting for well over 70 % of total passenger transport. Air transport demand continues to grow and now boasts a modal share of passenger transport of over 10 % — the largest share since 1995. Compared with 2015, air transport grew by 6 % in 2016. Rail passenger travel is stable, accounting for 6.8 % of transport demand in 2016. Land-based passenger transport demand also grew in non-EU EEA member countries. In 2016, it grew by 16 % in Iceland, 3.3 % in Turkey, 2.1 % in Switzerland and less than 1 % in Norway compared with 2015, . In 2016, the main contributors to the increase in total freight transport were road and maritime freight (+5.2 % and 6.4 %, respectively). Total freight transport increased by 4.6 % compared with 2015, the largest annual increase since 2010. The modal share of freight transported over land remained largely constant and is still dominated by road transport (76 %), followed by rail (17 %) and inland waterways (6 %).
In 2016, the transport sector contributed 27 % of total EU-28 greenhouse gas emissions. The figure decreases to 20 % if international aviation and maritime emissions are excluded. Emissions from t ransport (including international aviation but excluding international shipping) in 2016 were 26 % above 1990 levels despite a decline between 2008 and 2013. Emissions increased by almost 3 % compared with 2015. International aviation experienced the largest percentage increase in greenhouse gas emissions over 1990 levels (+114 %), followed by international shipping (+33 %) and road transport (+22 %). EEA estimates show that emissions from transport (including aviation) further increased by 1.5 % in 2017. Emissions need to fall by around two thirds by 2050, compared with 1990 levels, in order to meet the long-term 60 % greenhouse gas emission reduction target as set out in the 2011 Transport White Paper.
Fluorinated greenhouse gases (F-gases) are amongst the most powerful greenhouse gases, with a global warming effect up to 23 000 times greater than carbon dioxide (CO 2 ). Hydrofluorocarbons (HFCs) account for 85 % of present F-gases supply. They are used primarily as refrigerants in refrigeration, air conditioning and heat pump equipment. Foam blowing and aerosols are other important uses of HFCs. The other F-gases are perfluorocarbons (PFCs), mainly used as a protective gas in electrical equipment and as etching agents in electronics manufacture, as well as sulphur hexafluoride (SF 6 ) and nitrogen trifluoride (NF 3 ). As part of its actions to fight climate change and reduce greenhouse gas emissions, the European Union is phasing down the use of HFCs. The supply of F-gases to the EU, measured in CO2 equivalents, has been overall decreasing since 2010 (HFC imports were extraordinarily high in 2014, prior to the EU-wide HFC phase-down coming into effect in 2015). Since 2015, the EU has complied with its annual targets under the EU F-Gas Regulation 517/2014 and is approaching the HFC consumption limit, which comes into effect in 2019 under the Montreal Protocol. Emissions of F-gases mainly occur by means of leakage of gases contained in products or equipment, or at the end of the lifetime of the product/equipment, where contained F-gases are not fully recovered and destroyed or re-used. Therefore, most applications of F-gases are characterised by a significant time lag between the supply of F-gases to their industrial uses and their emissions. For the first time in 2015, a decrease in the EU emissions of fluorinated greenhouse gases (F-gases) reported under the United Nations Framework Convention on Climate Change (UNFCCC) was observed, following 13 years of increases.
Despite a small increase in annual average CO 2 emissions from passenger cars in 2017, new cars are becoming more efficient. The average car sold in 2017 was almost 16 % more efficient than the average car sold in 2010. Average annual CO 2 emissions from new light commercial vehicles (vans) continued to decrease in 2017. The average van sold in 2017 was 13 % more efficient than one sold in 2012, when Regulation (EU) 510/2011 came in to force. The new 'Worldwide harmonized Light vehicles Test Procedure' (WLTP) was introduced in September 2017. It is anticipated that it will decrease the divergence between laboratory test and real world emissions.
A significant reduction in the consumption of ozone-depleting substances (ODS) has been achieved by the EEA-33 countries since 1986. This reduction has been largely driven by the 1987 United Nations Environment Programme (UNEP) Montreal Protocol. Upon entry into force of the Montreal Protocol, EEA-33 consumption was approximately 420 000 ozone-depleting potential tonnes (ODP tonnes). Consumption values around zero were reached in 2002 and have remained consistently so ever since. S ince the early 1990s, th e European Union (EU) has taken additional measures, in the shape of EU law, to reduce the consumption of ODS. In many aspects, the current EU regulation on substances that deplete the ozone layer (1005/2009/EC) goes further than the Montreal Protocol and it has also brought forward the phasing out of hydrochlorofluorocarbons (HCFCs) in the EU.
All A B C D E F G H I J K L M N O P Q R S T U V W X Y Z
For references, please go to https://www.eea.europa.eu/themes/climate/indicators or scan the QR code.
PDF generated on 20 Jul 2019, 04:35 PM
Engineered by: EEA Web Team
Software updated on 19 June 2019 13:19 from version 19.5.22
Software version: EEA Plone KGS 19.6.15
Code for developers
Legal notice
Creative commons license
CMS login
Document Actions
Share with others