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The EU is not on track towards its target to reduce the greenhouse gas emission intensity of fuels sold for road transport to 6 % below 2010 levels by 2020. Between 2010 and 2019, the emission intensity decreased by 4.3 %, mostly due to the increased use of biofuels. If the indirect land use change (ILUC) effects of biofuel production are considered, the emission intensity of fuels sold in the EU also decreased between 2018 and 2019, due to a limited substitution of oil crops by sugars as feedstocks.

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By 31st of August each year the Member States must submit a summary of fuel quality monitoring data collected during the period January to December of the previous calendar year, in accordance with Article 8(1) of Directive 98/70/EC as amended by Directive 2009/30/EC. The delivery process is managed by EEA.

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The map describes the number OPS facilities available in the EEA area. The graph describes the number of ports equipped with OPS facilities in the EU and the total number of OPS facilities available.

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This map reports the NOx emissions from ships in sea areas of the EU (calculated as NO2) during the year 2019

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The Regulation (EU) No 2019/631 (and before that Regulation (EU) No 510/2011) requires Member States to record information for each new van registered in its territory. Every year, each Member State shall submit to the Commission all the information related to their new registrations. In particular, the following details are required for each new van registered: manufacturer name, type approval number, type, variant, version, make and commercial name, specific emissions of CO2, mass of the vehicle, wheel base, track width, fuel type and fuel mode. Additional information, such as engine power and engine capacity were also submitted. Data for EU-28 are reported in the main database. Since 2018 Iceland and since 2019 Norway are also included in the database.

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Following a steady decline until 2016, average CO 2 emissions from new passenger cars registered in Europe increased between 2017 and 2019. Key reasons include the growth in the sport utility vehicle segment and an increased average mass. In 2019, average CO 2 emissions from all new cars reached 122.3 g CO 2 /km. Although this is below the EU fleet-wide target of 130 g CO 2 /km set for the period 2015-2019, it is well above the 2021 target of 95 g CO 2 /km, phased-in in 2020. Most car manufacturers met their individual binding CO 2 emission targets for fleets of newly registered passenger cars in 2019.

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Following a steady decline until 2017 and a slight increase between 2017 and 2018, average specific CO 2 emissions from new vans registered in Europe remained stable at 158.0 g CO 2 /km in 2019. Although this is below the fleet-wide target of 175 g CO 2 /km that applied in the period 2014-2019, it is well above the 147 g CO 2 /km target which applies since 2020. In 2019, almost all van manufacturers met their binding CO 2 emissions target.

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• ILUC, indirect land use change. • The reduction target applies to values that exclude ILUC emissions only.

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Pollution changes a medium such as air, water or soil in a way that can make it harmful to people or nature. Different types of pollutants include chemicals, dust, noise and radiation. EEA Signals 2020 looks at pollution through different lenses related to the Agency’s work and EU legislation.

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Pollution changes a medium such as air, water or soil in a way that can make it harmful to people or nature. Different types of pollutants include chemicals, dust, noise and radiation. EEA Signals 2020 looks at pollution through different lenses related to the Agency’s work and EU legislation.

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Following a steady decline until 2016, average CO 2 emissions from new passenger cars registered in Europe increased between 2017 and 2019. Key reasons include the growth in the sport utility vehicle segment and an increased average mass. In 2019, average CO 2 emissions from all new cars reached 122.3 g CO 2 /km. Although this is below the EU fleet-wide target of 130 g CO 2 /km set for the period 2015-2019, it is well above the 2021 target of 95 g CO 2 /km, phased-in in 2020. Most car manufacturers met their individual binding CO 2 emission targets for fleets of newly registered passenger cars in 2019.

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Following a steady decline until 2017 and a slight increase between 2017 and 2018, average specific CO 2 emissions from new vans registered in Europe remained stable at 158.0 g CO 2 /km in 2019. Although this is below the fleet-wide target of 175 g CO 2 /km that applied in the period 2014-2019, it is well above the 147 g CO 2 /km target which applies since 2020. In 2019, almost all van manufacturers met their binding CO 2 emissions target.

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Greenhouse gas emissions from the EU’s transport increased in 2018 and 2019 and have not followed the EU’s general decreasing emissions trend. National projections compiled by the EEA suggest that transport emissions in 2030 will remain above 1990 levels, even with measures currently planned in Member States. Further action is needed particularly in road transport, the highest contributor to transport emissions, as well as aviation and shipping, where transport demand is driving emissions upward in both absolute and relative terms.

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This map reports the NOx emissions from ships in sea areas of the EU (calculated as NO2) during the year 2019

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The map describes the number OPS facilities available in the EEA area. The graph describes the number of ports equipped with OPS facilities in the EU and the total number of OPS facilities available.

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The map describes the number LNG facilities available in the EEA area. The graph describes the number of ports equipped with LNG facilities in the EU and the total number of LNG facilities available.

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The EU is not on track towards its target to reduce the greenhouse gas emission intensity of fuels sold for road transport to 6 % below 2010 levels by 2020. Between 2010 and 2019, the emission intensity decreased by 4.3 %, mostly due to the increased use of biofuels. If the indirect land use change (ILUC) effects of biofuel production are considered, the emission intensity of fuels sold in the EU also decreased between 2018 and 2019, due to a limited substitution of oil crops by sugars as feedstocks.

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• ILUC, indirect land use change. • The reduction target applies to values that exclude ILUC emissions only.

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The figure presents the total global stock of electric vehicles in key regions, including both battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs).

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