Transport, increasing oil consumption and greenhouse gas emissions hamper EU progress towards environment and climate objectives.
Date: 2020-02-24
Institutions: European Environment Agency
Subjects: adaptation to climate change, air quality, clean technology, climate change policy, energy consumption, environmental impact, environmental policy, greenhouse gas, motor vehicle pollution, reduction of gas emissions, report, transport policy, ultra-fine particle

Transport

Transport and Environment Reporting Mechanism (TERM)

Transport: increasing oil
consumption and
greenhouse gas emissions
hamper EU progress
towards environment and
climate objectives

Mobility plays a key role in the EU economy. However, the EU transport sector still relies heavily

on fossil fuels and is responsible for one quarter of Europes greenhouse gas (GHG) emissions 

a share that keeps growing. In addition, the sector is a significant source of air pollution despite

significant progress achieved since 1990, especially of particulate matter (PM) and nitrogen

dioxide (NO2), as well as the main source of environmental noise in Europe. Current efforts to limit

the sectors environmental and climate impacts in Europe are not sufficient to meet the EUs long-

term climate and environmental policy objectives.

Transport > Transport and Environment Reporting Mechanism (TERM) > Transport: increasing oil consumption and greenhouse gas
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Key messages

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GHG emissions from transport have increased every year since 2014. Estimates put

them at 29 % above 1990 levels in 2018. Achieving climate neutrality will need a 90 %

reduction in transport emissions by 2050.

GHG emissions from aviation increased the most rapidly of the transport modes  by an

average of over 3 % each year since 2013.

In 2018, average CO  emissions of new passenger cars increased for the second

2

consecutive year. Average CO  emissions of new vans started to follow a similar upward

2

trend in 2018.

Petrol cars are overtaking diesel ones in sales of new passenger cars, but the total

consumption of diesel fuel keeps increasing.

EU suppliers of fuel for road transport and non-road mobile machinery are making

insufficient progress in reducing the life-cycle GHG emissions of this type of fuel.

After a significant decrease between 2008 and 2015, GHG emissions from international

shipping increased by 5 % in 2 years (2015-2017).

The share of renewable energy used for transport in the EU rose from 7.4 % in 2017 to

8.1 % in 2018. This is well below the EU target of 10 % set for 2020.

Air pollutant emissions from transport were significantly reduced between 1990 and 2017.

More than 27 % of European citizens are exposed to transport noise levels of 55 dB or

higher, including 15-20 % for road traffic noise alone.

This briefing is based on the EEAs Transport and Environment Reporting Mechanism (TERM)
indicators, which have been used to monitor progress in integrating environmental objectives in
transport since 2000. It tracks the short- and long-term environmental performance of the transport
sector in the EU. It also assesses progress made towards key transport-related policy targets.

Transport greenhouse gas emissions continue to increase as
demand for mobility grows

GHG emissions from transport (including international aviation but excluding maritime
shipping ) account for around one quarter of the EUs total GHG emissions. Transport is the only
major European economic sector in which GHG emissions have increased. Preliminary data for

[1]

Transport > Transport and Environment Reporting Mechanism (TERM) > Transport: increasing oil consumption and greenhouse gas
emissions hamper EU progress towards environment and climate objectives

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2018 show that they were 29 % above 1990 levels. This increase is despite improvements in the
efficiency of vehicles and is in line with increases in economic activity  measured by gross
domestic product (GDP)  and increases in demand for passenger and freight transport (Figure
1).

Figure 1. EU greenhouse gas emissions in the transport sector

National total GHG
emissions

Total GHG (proxy)

Transport

Transport (proxy)

International aviation

Aviation (proxy)

International navigation

Other UNFCCC sectors (
aggregated)

Other sectors (proxy)

250%

200%

150%

)

%
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100%

50%

0%

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

2010

2012

2014

y 2018
2016
Prox

Data sources:

a. EEA. National emissions reported to the UNFCCC and to the EU Greenhouse Gas Monitoring
Mechanism
b. EEA. Approximated greenhouse gas emissions in 2018

Explore chart interactively

Note: UNFCCC, United Nations Framework Convention on Climate Change.

Sources: EEA (2019a, 2019b).

Demand for passenger and freight transport in the EU-28 saw a sustained period of growth until
2007-2008 for all modes. After the peak, in the period 2009-2012, demand for passenger transport

Transport > Transport and Environment Reporting Mechanism (TERM) > Transport: increasing oil consumption and greenhouse gas
emissions hamper EU progress towards environment and climate objectives

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remained broadly stable with only a slight overall reduction. In contrast, demand for freight
transport decreased by up to 11 % (between 2008 and 2009) as a result of the economic
recession. Ever since, demand for passenger and freight transport has been growing.

The modal split in passenger transport did
not change much in the decade 2010-2019
in the EU-28. Passenger cars largely
dominated (83 %) and accounted for most of
the increase in inland passenger transport
volumes, followed by aviation. The shares of
rail transport and bus and coach services in
the passenger modal split remained low
(8 % and 9 %, respectively), and did not
significantly change between 2005 and 2017
(+1 % and -1.4 %, respectively).

Find further information in the EEA
indicator Greenhouse gas
emissions from transport in Europe
(TERM 002).

Road freight and waterborne transport (inland waterways and maritime) were responsible for over
85 % of total freight transport volumes, followed by rail (11 %) (EC, 2019b). During the period 2000-
2017, among the other freight transport modes, freight transport by road increased the most (by
24 %). This was due to substantial growth in road freight in the EU-13, which tripled over the same
period.

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CO  emissions from new passenger cars and vans are
increasing

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In 2018, specific emissions from newly registered passenger cars increased for the second
consecutive year, reaching 120.4 gCO /km. After a steady decline from 2010 to 2016, by almost
22 gCO /km, average emissions from new passenger cars increased in 2017 by 0.4 gCO /km.
According to provisional data, the upward trend continued, with an additional increase of
2.0 gCO /km, in 2018. The main factors contributing to the increase in emissions from new
passenger cars in 2018 include the growing share of petrol cars in new registrations, in particular
sport utility vehicles (SUVs).

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2

2

Find further information in the EEA
indicator Average CO2 emissions
from newly registered vehicles
(TERM 017).

In 2018, petrol passenger cars were the
best-selling vehicles in the EU, constituting
almost 60 % of sales (up from 53 % in
2017). Diesel cars made up 36 % of new
passenger car registrations (95 % for new
vans). Market penetration of zero- and low-
emission vehicles, including electric cars,
remained slow in 2018. With the 2021 target
of 95 gCO /km approaching, we need much
faster deployment of cars with low

2

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emissions hamper EU progress towards environment and climate objectives

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emissions across Europe.

2

For the first time, average CO  emissions from new vans also increased. In 2018, according to
provisional data, average emissions increased by 2 gCO /km compared with 2017. This is the first
increase since the regulation came into force in 2011, following a sharp decrease in 2017.
However, during the period 2012-2018, average specific emissions decreased by 22 gCO /km or
12 %.

2

2

To meet the 2021 target of 95 gCO /km for passenger cars and the 2020 target of 147 gCO /km
for vans, average CO  emissions will need to decrease by a further 21 % for new passenger cars
and around 7 % for vans.

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2

2

Greenhouse gas emissions from aviation are rising fast

Aviation has experienced significant growth in recent decades. GHG emissions have more than
doubled since 1990 and were 29 % higher in 2017 than in 2000. Emissions from the sector have
increased over each of the last 5 years (2013-2017), at an average rate of 3 % each year. In 2017,
GHG emissions from aviation represented 3.9 % of EU GHG emissions.

Intra-EEA aviation is included in the Emissions Trading System (EU ETS). International flights are
to be covered by the Carbon Offsetting and Reduction Scheme for International Aviation
(CORSIA), developed by the International Civil Aviation Organization (ICAO).

The objective of CORSIA is to stabilise net CO  emissions from international aviation at 2020
2
levels by requiring airlines to compensate for any increase in their emissions beyond 2020 levels.
As stated in the European aviation environmental report (EASA et al., 2019), robust implementation
will be key to ensure the effectiveness of CORSIA. Although the EU will participate in the scheme
voluntarily before it becomes compulsory in 2027, the European Commission will also propose
reducing the EU ETS allowances allocated for free to airlines (EC, 2019a).

Monitoring, reporting and verification of greenhouse gas
emissions from shipping  in progress

GHG emissions from shipping peaked in 2008, followed by a reduction of almost 25 % up to 2015,
in large part due to economic recession and improvements in energy efficiency. Since 2015, these
emissions have been gradually increasing, amounting to 146 MtCO  in 2017. This is still 20 %
below 2008 levels.

2

A new system for monitoring, reporting and verification (MRV) of CO  emissions from maritime
transport (established by Regulation (EU) 2015/757, the EU MRV Regulation) started in 2018,
introducing obligations to report data on annual maritime CO  emissions and other relevant
information.

2

2

Moreover, in April 2018 the International Maritime Organization (IMO) adopted an initial strategy to

Transport > Transport and Environment Reporting Mechanism (TERM) > Transport: increasing oil consumption and greenhouse gas
emissions hamper EU progress towards environment and climate objectives

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reduce GHG emissions from ships by at least 50 % by 2050 compared with GHG emissions in
2008, with efforts to phase them out completely. Under the IMO, monitoring of fuel oil consumption
of ships, similar to that carried out by the EU via the MRV Regulation, began on 1 January 2019,
with the aim of adopting a revised strategy in 2023 (IMO, 2019).

Reducing oil consumption for transport remains challenging

Transport remains very dependent on oil: oil-derived fuels account for 95 % of energy consumption
in transport. After reaching a peak in 2007, transport oil consumption (including maritime bunkers)
decreased continuously until 2013, when it reached a level 12 % below that of 2007. This resulted
from: 

improvements in energy efficiency

the impacts of the economic recession and the consequent decline in demand for transport

a period of high oil prices after 2010

Since 2014, oil consumption from transport has been on an upward trend at an average rate of
2.2 % each year. In 2017, it was 4 % below 2008 levels.

Within the sector, road transport accounts
for the largest share of oil-derived fuels and
was responsible for 71 % of total EU
consumption in 2017. Despite a decrease
since 2007, energy consumption from road
transport in 2017 was still 28 % higher than
in 1990. The fraction of diesel used in road
transport continued to increase between
2000 and 2017, from 52 % to 72 % of total
fuel sales in road transport. This confirms
the increasing dieselisation of Europes
vehicle fleet over that period.

Find further information in the EEA
indicator Final energy consumption
in Europe by mode of transport
(TERM 001).

Transport > Transport and Environment Reporting Mechanism (TERM) > Transport: increasing oil consumption and greenhouse gas
emissions hamper EU progress towards environment and climate objectives

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Only two Member States have already achieved a 10 % share
of renewable energy in transport

The Renewable Energy Directive (2009/28/EC) sets a target of a 10 % share of renewable energy
in the transport sectors final energy consumption for each Member State by 2020. Only biofuels
complying with the sustainability criteria set in the Renewable Energy Directive and the Fuel
Quality Directive (2009/30/EC) are considered for this target.

Find further information in the EEA
indicator Use of renewable fuels in
transport in Europe (TERM 031).

According to preliminary EEA estimates for
2018, the share of renewable energy use in
transport grew from 7.4 % in 2017 to 8.1 %
in 2018. At the EU level, the trend in share of
renewable energy in transport remains
below that required to reach the 2020 goal.
The share of renewable energy in transport
varied across countries: from 32 %
(Sweden) to close to 0.4 % (Estonia).
Finland and Sweden are the only two

Member States that have already reached the goal of a 10 % share of energy from renewable
sources in transport.

Renewable energy in this sector comes overwhelmingly from biofuels (close to 90 %); electricity
still plays a limited role. A higher share of renewable electricity use in the transport sector would
reduce the pressure on biofuels to reach the EUs 10 % target (EEA, 2018).

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Slow progress in the lifecycle greenhouse gas emissions of
transport fuels

The Fuel Quality Directive (FQD) set out reporting requirements for:

the volume and type of fuels supplied for road transport and non-road mobile machinery

their lifecycle GHG emissions, including those resulting from indirect land use change

(ILUC) for biofuels

The FQD sets a target for fuel suppliers to reduce the lifecycle GHG emissions intensity of
transport fuels by a minimum of 6 % by 2020 compared with 2010 levels.

Based on data from 22 Member States, the average GHG intensity of the fuels consumed in 2017
was only 3.4 % lower than in 2010. This is well below the intermediate reduction target of 4 %,
which Member States may require suppliers to comply with to ensure that they meet the 2020
target. EU fuel suppliers are therefore not on track to achieve their objective of reducing the GHG
intensity of transport fuels by 6 % by 2020, compared with 2010 (EEA, 2019c).

Transport continues to be a significant source of air pollution

Between 2000 and 2017, the transport sector significantly reduced its emissions of certain air
pollutants (Figure 2):

carbon oxides (CO) and non-methane volatile organic compounds (NMVOCs) by 75 %

sulphur oxides (SO ) by 56 %

x

nitrogen oxides (NO ) by 31 %

x

PM (PM with a diameter of 10 µm or less, PM , by 35 % and with a diameter of 2.5 µm or

10

less, PM , by 44 %)
2.5

This was despite the gradual increase in passenger and freight volumes. Policy measures at EU
level have been taken to address transport-related air pollution. Regulating emissions by setting
emission standards (e.g. Euro 1‑6) or by establishing requirements for fuel quality are good
examples of such action at EU level.

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Figure 2. Trends in emissions of air pollutants from transport

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CO

NMVOC

NOx

PM2.5

SOx

SOx excluding international sh

Data sources:

a. EEA. National emissions reported to the Convention on Long-range Transboundary Air Pollution (LRTAP
Convention)
b. EEA  Indicator TERM003

Explore chart interactively

Source: EEA (2019d).

Despite these encouraging trends, transport remains responsible for 55 % of all NO  emissions
and significantly contributes to total emissions of the other air pollutants. Road transport, in
particular, continues to make a significant contribution to emissions of NO  (35 %). The

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emissions hamper EU progress towards environment and climate objectives

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contribution of road transport to harmful NO  concentrations, especially in urban areas, is
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considerably higher, because emissions occur close to the ground and mainly in densely
populated areas.

Although emissions from road transport are
mostly exhaust emissions arising from fuel
combustion, non-exhaust releases
contribute to both NMVOCs (from fuel
evaporation) and primary PM (from tyre and
brake wear and road abrasion). Emissions
of PM  from road transport have declined
by more than half since 2000. However, the
relative importance of non-exhaust
emissions has increased since the
introduction of vehicle particulate abatement technologies reduced exhaust emissions.

Find further information in the EEA
indicator Emissions of air pollutants
from transport (TERM 003).

2.5

Many Europeans are exposed to high levels of transport noise

113 million people in Europe (the 33 EEA countries excluding Turkey) are exposed to day-evening-
night noise levels of 55 dB or higher due to road traffic. Railway noise affects 22 million people,
aircraft noise 4 million and industry less than 1 million. Similarly, road traffic is by far the biggest
source of environmental noise during night time, followed by railway, air and industrial noise.

Find further information in the EEA
indicator Exposure of Europes
population to environmental noise
(TERM 005).

Considering only road traffic noise, these
figures indicate that at least 20 % of
Europeans are exposed to high levels of
noise during the day-evening-night period
and more than 15 % during the night-time
period, which can result in adverse health
effects. These values are likely to be
underestimated given that the
Environmental Noise Directive (2002/49/EC)
does not cover all urban areas or roads
across Europe.

There is also a considerable number of people exposed to rail, aircraft and industry noise.
However, it is difficult to estimate the total numbers exposed to high levels of noise across all
sources, as certain individuals may be exposed to a combination of noise sources, and thus a
simple summation would lead to double counting.

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emissions hamper EU progress towards environment and climate objectives

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Footnotes and References

[1] GHG emissions from international aviation and from international maritime shipping are not
included in official national total GHG emissions but are reported separately as memo items.
However, the calculation of transport GHG emissions presented here includes emissions from
international aviation, as those are covered by the EU domestic targets for reducing GHG emissions
by 2020 and 2030.

EASA et al., 2019, European aviation environmental report 2019, European Union Aviation Safety
Agency.

EC, 2019a,  Communication from the Commission to the European Parliament, the European
Council, the Council, the European Economic and Social Committee and the Committee of the
Regions  The European Green Deal (COM(2019) 640 final Brussels, 11.12.2019).

EC, 2019b. Statistical pocketbook 2019, Directorate General for Mobility and Transport (DG MOVE).

EEA, 2018, Renewable energy in Europe 2018: recent growth and knock-on effects, EEA Report No
20/2018, European Environment Agency.

EEA 2019a, National emissions reported to the UNFCCC and to the EU Greenhouse Gas Monitoring
Mechanism 1985-2017, European Environment Agency.

EEA, 2019b, Annual European Union approximated greenhouse gas inventory for the year 2018,
European Environment Agency.

EEA, 2019c, Quality and greenhouse gas intensities of transport fuels in the EU in 2017  Monitoring
under the Fuel Quality Directive in 2017 (2018 reporting), EEA Report No 5/2019, European
Environment Agency.

EEA, 2019d, National emissions reported to the Convention on Long-range Transboundary Air
Pollution (LRTAP Convention) 1990-2017, European Environment Agency.

IMO, 2019, Reducing greenhouse gas emissions from ships, International Maritime Organization.

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emissions hamper EU progress towards environment and climate objectives

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Identifiers

Briefing no. 15/2019
Title: Transport: increasing oil consumption and greenhouse gas emissions hamper
EU progress towards environment and climate objectives

PDF TH-AM-20-001-EN-N - ISBN 978-92-9480-208-8 - ISSN 2467-3196 -
doi: 10.2800/433449
HTML TH-AM-20-001-EN-Q - ISBN 978-92-9480-207-1 - ISSN 2467-3196 -
doi: 10.2800/375771

The withdrawal of the United Kingdom from the European Union did not affect the
production of this briefing. Data reported by the United Kingdom are included in all
analyses and assessments contained herein, unless otherwise indicated. 

Published on 03 Feb 2020

Transport > Transport and Environment Reporting Mechanism (TERM) > Transport: increasing oil consumption and greenhouse gas
emissions hamper EU progress towards environment and climate objectives

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