TERM EEA-31 Transport emissions of greenhouse gases by mode

Transcription

1 Indicator factsheet TERM EEA-31 Transport emissions of greenhouse gases by mode In the area of EEA-31, emissions of greenhouse gases (GHGs) from transport (excluding international transport) increased by 20 % between 1990 and The EU Member States make up 86 % of the total EEA-31 transport emissions and they increased by 21 % in the period In the EEA-EFTA countries the emissions increased by 24 % while in the acceding countries the increase was 7 %, and in the candidate countries 16 %. The EEA-EFTA group has the highest increase in emissions, followed by EU-15, CC-3 and AC-10. EU-15 is the only country group with data on change in modal split. In EU-15, domestic aviation was the fastest growing transport mode, while rail transport was the fastest decreasing one. In the EU, the transport sector was responsible for 21 % of the total GHG emissions in 2001 while in the acceding countries the transport sector contributed only by 9 % to the total GHG emissions. In the EEA-EFTA countries this figure was 20 %. Figure 1: Total EEA-31 greenhouse gas emissions from transport Index (1990=100) EU15 EEA-EFTA AC10 CC3 80 EEA NB: EU-15 refers to EU Member States, EEA-EFTA to the EFTA countries, Iceland, Liechtenstein and Norway, AC- 10 to acceding countries (Czech Republic, Estonia, Hungary, Latvia, Lithuania, Malta, Poland, Slovakia and Slovenia no data available from Cyprus) and CC-3 to candidate countries (Bulgaria, Romania and Turkey). Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database,

2 Figure 2: Change in total GHG emissions from transport -43% -36% -29% -28% Bulgaria Lithuania Estonia Latvia -1% Cyprus Liechtenstein Finland Poland AC10 United Kingdom Sweden Germany Hungary CC3 Iceland Denmark France EU15 Romania Netherlands Italy EEA-EFTA Norway Greece Belgium Slovakia 0% 0% 1% 4% 7% 8% 8% 11% 15% 16% 18% 18% 19% 21% 22% 22% 24% 24% 25% 25% 26% Turkey Malta Austria Spain Slovenia 38% 46% 49% 57% 59% Czech Republic Luxembourg Portugal Ireland 70% 76% 81% 124% -60% -40% -20% 0% 20% 40% 60% 80% 100% 120% 140% % change

3 NB: Change refers to last available year for Iceland (2000), Liechtenstein (1999), Lithuania (1999), Slovenia (1996) and Turkey (2000). EEA-31 GHG emissions from transport EU-15: Emissions of GHGs from transport increased by 21 % between 1990 and 2001, contributing to a fifth of the total GHG emissions in 2001 in the EU. The main contributor to transport GHG emissions is CO 2 (97 %) and road transport is, in turn, the largest contributor to these emissions (92 % in 2001). Air transport and road transport are the fastest growing contributors to transport CO 2 emissions between 1990 and Transport is also a small, but rapidly growing source of N 2 O emissions. Since transport is not a large source of N 2 O, this will not have a major impact on the overall trend of total EU GHG emissions. EEA-EFTA: Norway, Iceland and Liechtenstein together account for 1.5 % of the total GHG emissions from transport in the EEA-31 area. The GHG emissions from transport in these three countries were 24 % above the 1990 levels in AC-10: Transport GHG emissions increased by 7 % in the AC-9 (no data for Cyprus available) between 1990 and 2001 as a consequence of increased transport demand in the AC. The most important GHG is CO 2, with a 97 % share of total GHG emissions from the transport sector. These CO 2 emissions increased by 6 % between 1990 and Road transport is a small, but rapidly growing source of N 2 O emissions, due to the penetration of three-way catalysts. CC-3 makes up 6 % of the total GHG emissions from transport in the EEA-31 area. The GHG emissions from transport in CC-3 increased by 17 % between 1990 and Figure 3: Contribution to change in total EU-15 GHG transport emissions by mode and pollutant, Other transport Domestic aviation Domestic navigation -9.8 Rail transport Road transport N2O CH CO % NB: Modal split is based on EU-12 and excludes emissions from international bunkers. See the note to Table 5 for details. Other transport includes pipeline and some off-road transport. For other country groups no modal split available. For changes in emissions from transport see Table 4. Source: EEA, 2003b. 3

4 Results and assessment Policy relevance The EU Kyoto protocol target for is a reduction of 8 % from 1990 levels for the basket of six GHGs. In June 1998, EU Member States agreed a system of burden sharing or target sharing. These targets for Member States were reaffirmed in Council Decision 2002/358/EC ( 1 ). This indicator analyses the trend in transport GHG emissions from 1990 to 2001 (excluding international aviation and maritime transport). The indicator is aimed to evaluate the trend in EU transport GHG emissions as well as to analyse relative importance of different GHGs and modes. No overall targets for emissions of GHGs from transport have been agreed in the EU. Policy context, EU-15 The main framework for policy action at EU level is the European climate change programme (ECCP), which was established in June 2000 to help identify the most cost-effective additional measures (at costs less than EUR 20 per tonne of CO 2 equivalent) to meet the EU target, using a multi-stakeholder consultative process that focused on the energy, transport, industry and agriculture sectors and on the cross-cutting issue of emission trading within the EU. The ECCP is one of the instruments to implement the sixth environmental action programme. ECCP reports (European Commission, 2001a) identify a number of policies and measures, resulting in proposals for directives on emission trading; biofuels; promotion of renewable energy sources, energy performance of buildings, energy-efficient public procurement and proposals on fluorinated gases. The second ECCP progress report (European Commission, 2003a) gives an overview of the latest results of the ECCP, including the status of implementation of the range of measures investigated since the start of the programme. It forms the basis for the Commission to prepare further actions in those areas that are most promising and it keeps the focus on cost-effective measures. Furthermore, a directive on the principles and structure of an infrastructure-charging system for road transport (heavy duty vehicles) including a common methodology for setting charging levels and cross-financing was proposed by the Commission in 2003 (European Commission, 2003b). A proposal to introduce special tax arrangements for diesel fuel used for commercial purposes and to align the excise duties on petrol and diesel fuel was already proposed by the Commission in 2002 (European Commission, 2002b) but has received a negative opinion from the European Parliament and has not so far been adopted by the Council. However, in October 2003 the Council reached agreement on a directive (2003/96/EC) restructuring the Community framework for the taxation of energy products and electricity. The directive will widen the scope of the Community minimum rate system, currently limited to mineral oils (including motor fuels), to all energy products, chiefly coal, gas and electricity, as well as updating the minimum rates for mineral oils which have not been revised since Member States will be allowed to differentiate between commercial and non-commercial diesel, which will allow them, for example, to provide for a lower rate of duty on commercial diesel, as long as the minimum levels set by the directive are observed and as long as the rate for ( 1 ) OJ L 130, , p. 1. 4

5 commercial diesel does not fall below the national level of taxation in force on 1 January This possibility to differentiate will also enable Member States to reduce the gap in excise duty levels between non-commercial diesel used in cars and petrol. As far as commercial diesel is concerned, the Commission considers that it is necessary for Member States to continue working on the Commission proposal for a directive for the harmonisation of taxation of commercial diesel fuel. The energy tax directive only provides for minimum rates of taxation, and minimum rates do not remedy the problem of distortion of competition on road haulage markets, which stems from the significant differences in the rates of diesel taxation in the Member States. In December 2003, the Commission proposed a new directive on energy efficiency and energy services in the EU. The objective is to save an additional fixed amount of energy every year equal to at least 1 % of previous consumption in each Member State, leading in 2012 to an annual improvement in energy efficiency of around 6 %. Although not the main focus, transport energy consumption is within the scope of the directive as proposed (European Commission, 2003c). The communication on transport and CO 2 (European Commission, 1998) identifies a series of measures to reduce CO 2 emissions, such as: improved logistics and more efficient freight operations, technical improvements, promotion of rail, short sea shipping, walking, cycling and public transport, and air traffic management. The Commission also adopted a strategy to reduce CO 2 emissions from passenger cars and improve fuel economy, which was endorsed by the Council in It aims at achieving an average CO 2 emission figure for new passenger cars of 120 g CO 2 /km by 2005, and 2010 at the latest. An important element in the implementation of this strategy is the voluntary commitments made by the automobile manufactures on achieving an average CO 2 emission of 140 g CO 2 /km by 2008 for ACEA members (2009 for the JAMA and KAMA). A mid-term review was initiated in 2003 to consider the scope for further reductions towards reaching the Commission target of 120 g CO 2 /km (see TERM 27 Overall energy efficiency and specific CO 2 emissions for passenger and freight transport per passenger-km and per tonne-km and by mode). Policy context, EEA EFTA According to the Kyoto Protocol of the United Nations Framework Convention on Climate Change (UNFCCC), the EEA EFTA countries are committed to emission limitations of 1 % (Norway), 10 % (Iceland) and 8 % (Liechtenstein) from the base-year levels by Policy context, AC-10 According to the Kyoto Protocol of the United Nations Framework Convention on Climate Change (UNFCCC), adopted in 1997, the AC are committed to emission reductions of 6 % (Hungary and Poland) or 8 % (all other countries) by In accordance with decision 9/CP.2 under the UNFCCC, some AC use base years other than 1990: Hungary (average ), Poland (1988) and Slovenia (1986). Cyprus and Malta have no reduction targets. Policy context, CC-3 According to the Kyoto Protocol of the UNFCCC, Bulgaria and Romania are committed to emission reductions of 8 % from the base years 1988 and 1989 respectively by Turkey has no reduction target. Environmental context There is mounting evidence that emissions of GHGs are causing global and European surface air temperature increases, resulting in climate change (IPCC, 2001). The potential consequences at the global level of further increased temperatures include rising sea levels, floods and droughts, changes in biota and food productivity and increase of infectious diseases. These effects will have impacts on socioeconomic sectors, such as agriculture and on water 5

6 resources. Efforts to reduce or limit the effects of climate change are focused on limitation of the emissions of all GHGs. In the transport sector, CO 2 emissions are the result of burning petrol, diesel and kerosene in internal combustion engines. The most important anthropogenic GHG is CO 2. The links between transport, energy use and CO 2 emissions can be characterised by the following equation: CO 2 emissions from transport are equal to the product of transport activity (measured as passenger-kilometres or tonne-kilometres), modal structure (the share of each activity by transport mode), modal energy intensity (energy use per unit of passenger or freight travel by mode), and the emission rate (CO 2 emissions per unit of energy consumed) (IEA, 2000). Developed countries typically show rising CO 2 emissions from transport, which are mainly due to rising transport activities and an increase in the share of road transport. Fuel efficiency increases have not been able to outweigh this increase. The transport sector is a small, but rapidly rising source of N 2 O as the implementation of the three-way catalysts fitted to petrol-engined motor vehicles increases N 2 O emissions. Methane (CH 4 ) from transport is a negligible GHG source. Assessment GHG emissions from transport increased by 20 % between 1990 and 2001 in the EEA-31 countries. Emissions increased faster in the EEA EFTA and EU countries than in the acceding and candidate countries. In EU-15, GHG emissions from transport increased by 21 %; they contribute 86 % of total EEA- 31 transport emissions. The second largest group is the acceding countries with a share of 7 % in total EEA-31 transport emissions and an increase of 6 % between 1990 and A sharp decline in 1991 was followed by a slow reduction until Since 1995, GHG emissions from transport have been rising again, although there was a small reduction in The main reason for the emission reductions in the first half of the decade was the economic downturn after the fall of the Iron Curtain. The candidate countries account for 6 % of total EEA-31 transport emissions and increased their emissions by 16 % between 1990 and The increase is mainly due to a growth of Turkish CO 2 emissions by 38 %. Also Romanian GHG emissions from transport increased (+ 23 %), whereas the Bulgarian emissions declined considerably during the 1990s ( 43 %). The EEA EFTA countries, Norway, Iceland and Liechtenstein, together account for 1.5 % of the total GHG emissions from transport in the EEA-31 area. The GHG emissions from transport in these three countries were 24 % above the 1990 levels in The emissions are dominated by Norway with an increase of 25 %. The strong growth in the total GHG emissions is mainly attributable to the growth of road transport (both passenger and freight). With 96.4 % in EEA-31, CO 2 is by far the most important GHG within the transport sector, followed by N 2 O (2.9 %) and CH 4 (0.8 %). As catalytic converters lead to a decrease in CH 4 emissions, this fell by 34 % between 1990 and In contrast, the introduction of the catalytic converter has increased N 2 O emissions from transport (see sub-indicator N 2 O emissions from transport). Sub indicator: CO 2 emissions from transport in EEA-31 Emissions of CO 2 from transport (excluding international aviation and maritime transport) increased by 19 % in EEA-31 between 1990 and In 2001, CO 2 emissions constituted 96 % of total EEA-31 GHG emissions from transport. Emissions of CO 2 from transport increased in all other countries except Lithuania, Bulgaria, Estonia, Latvia, Slovakia and Liechtenstein. 6

7 In the EU, the CO 2 emissions from transport were 20 % above 1990 levels in Similarly, in the Acceding countries, emissions of CO 2 from transport increased by 6 % in the same period. In the acceding countries, emission cuts were achieved mainly in the first half of the decade mainly due to the economic downturn in the countries. Since 1995, CO 2 emissions from transport have been rising again. The CC-3 CO 2 emissions from transport increased by 16 % between 1990 and The emissions from Norway, Iceland and Liechtenstein increased by 20 % in the same period. Figure 4: EU-15 CO 2 emissions from transport by mode, 1990 and Domestic navigation 2.4% Domestic aviation 3.1% Other transport 1.8% 1990 Domestic navigation 1.8% Domestic aviation 3.3% Other transport 1.6% 2001 Rail transport 1.3% Rail transport 0.8% Road transport 91.3% Road transport 92.4% NB: Modal split is based on EU-12 and excludes emissions from international bunkers. See the note to Table 3 for details for other country groups. Other transport includes pipeline and some off-road transport. Source: EEA, 2003b. 7

8 Figure 5: Change in CO 2 emissions from transport in EEA-31, (%) -45% -43% Lithuania Bulgaria -29% -27% Estonia Latvia -4% -2% Cyprus Finland Poland United Kingdom AC10 Sweden Germany Hungary Iceland Denmark CC3 France EU15 EEA-EFTA Norway Netherlands Italy Belgium Romania Greece Slovakia Liechtenstein 0% 1% 3% 5% 6% 8% 10% 14% 15% 16% 16% 18% 20% 20% 21% 22% 23% 23% 23% 24% Turkey Malta Austria Spain Slovenia 38% 45% 48% 55% 58% Czech Republic Luxembourg Portugal Ireland 66% 73% 78% 120% -60% -40% -20% 0% 20% 40% 60% 80% 100% 120% 140% % change

9 NB: Change refers to last available year for Iceland (2000), Liechtenstein (1999), Lithuania (1999), Slovenia (1996) and Turkey (2000). Source: Data for Bulgaria, Romania, Norway and Iceland from Eionet and MM 2003; for Liechtenstein UNFCCC database; for Turkey EMEP database Results and assessment, EEA-31 EU-15: In 2001, road transport was the main source of CO 2 emissions contributing by 92.4 % to the EU transport CO 2 emissions. Domestic air transport is the second main source with 3.3 %, while inland navigation (1.8 %), other transportation (1.6 %) and rail transport (0.8 %) have a comparatively smaller contribution to the total EU transport CO 2 emissions. The mode with the largest increase in CO 2 emissions between 1990 and 2001 is domestic air transport (28 %). Road transport emissions increased by 21 % in the same period. Note that these figures have to be regarded with care, as they are calculated on the basis of the EU-12 data. The general upward trend in CO 2 emissions from transport is due mainly to growing traffic volumes (see TERM EU Passenger transport and TERM EU Freight transport), as there has been very little change in average energy use per vehicle-km. In the future, policies such as the voluntary commitments made by the ACEA, JAMA and KAMA are expected to result in decreases in average energy use (see also TERM EU Energy efficiency and specific CO 2 emissions). In 2001, the largest emitter of CO 2 from transport in the EU was Germany accounting for 21 % of total EU CO 2 emissions from transport, followed by France (17 %), and the United Kingdom and Italy (15 % each). Although all Member States saw their CO 2 emissions from transport increase between 1990 and 2001, there are significant differences in the Member State performances. In Finland, the United Kingdom and Sweden, emissions grew by less than 10 % from 1990 to 2001 probably due to rapidly growing fuel prices, whereas Ireland doubled its CO 2 emissions from transport, which is related to the strong increase in transport demand. AC-10: In 2001, road transport was the main source of CO 2 emissions contributing 93 % to total transport-related CO 2 emissions. Rail and Other transport (including, for example, pipeline transport) are the second sources with 2.4 and 2.9 %, respectively. Domestic aviation (1.1 %) and domestic navigation (0.8 %) have comparatively low shares in total transport CO 2 emissions. Compared with EU-15, the share of road transport is about the same in the acceding countries, the share of rail is higher, whereas the share of domestic aviation is lower than in the EU. These figures have to be interpreted with care as well since they are based on 2000 figures from AC-8. The acceding countries showed great variety in change of transport-related CO 2 emissions. Large decreases occurred in the Baltic States (Estonia 29 % and Latvia 27 %). Latvia also had the largest falls in GDP; despite recoveries in recent years. In 2000, its GDP was still more than 20 % below 1990 levels. In contrast to this, the Czech Republic increased CO 2 emissions from transport by 66 % and Malta by 45 % between 1990 and Czech CO 2 emissions from transport grew more rapidly than economic growth. The largest economy in the region, Poland, showed a remarkable economic recovery after In 2001, transport-related emissions in Poland were 3 % above the 1990 level. CC-3 and EEA EFTA: The two groups, CC-3 and EEA EFTA, have both increases in the total CO 2 emissions from transport between 1990 and The CC-3 total increase was 16 % and in the area of Norway, Iceland and Liechtenstein 20 %. Largest CO 2 emission reductions from transport were achieved in Bulgaria ( 43 %) and Liechtenstein ( 2 %). All other countries increased their emissions. Turkey had the largest increase with + 38 %. 9

10 Sub-indicator: Projections of CO 2 from transport Projections for EU-15 suggest that the transport sector will continue to counteract the attempts to reach the overall GHG emission reduction targets. Emissions of CO 2 from transport are projected to be 39 % above 1990 levels in In AC-10, CO 2 emissions from transport will be 62 % above 1990 levels in Also in the candidate countries, CO 2 emissions from transport will increase substantially by Results and assessment for EU-15 Figure 6: Emissions of CO 2 per transport mode, 1990 and 2010 (projected) in EU-15 (Primes baseline projection) 1200 Million tonnes of CO2 equivalent Road transport Rail transport Inland navigation Air transport baseline Source: Primes baseline projection, Projections of transport-related GHG emissions for EU-15 exist from two sources: (1) projections of CO 2 emissions made with the Primes model are available for all EU Member States; (2) Member States own projections on GHG emissions are available for 11 Member States. Primes projections: Under the Primes baseline scenario, CO 2 emissions from transport are projected to increase in the EU by 39 % by 2010 compared with Road transport CO 2 emissions are expected to increase by 36 % between 1990 and Emissions of CO 2 from trains will decrease by 56 % due to increased electrification (and the allocation of these emissions to the electricity generating sector). Aviation CO 2 emissions will increase by 85 %. Note that the Primes projections include both emissions from domestic and international aviation. Emissions of CO 2 from inland navigation are projected to decrease by 10 %. For all EU Member States, CO 2 emissions from transport are projected to increase under the Primes baseline scenario. The largest emission increases are projected for Ireland (+ 171 %), Luxembourg (+ 127 %) and Portugal (+ 119 %). The lowest increases are projected for Denmark (+ 13 %), Finland (+ 15 %) and Sweden (+ 16 %). Comparison with Member States own projections: Eleven EU Member States provide emission projections for the transport sector in their third national communications to the 10

11 UNFCCC. Based on these data, EU transport emissions are projected to increase by 34 % compared with 1990 with the existing policies and measures (excluding emissions from international transport). Ireland, Spain and Belgium project the strongest growth, with Ireland expecting that emissions will more than double by Ireland, Italy, Spain and the United Kingdom expect that additional measures will significantly reduce the projected growth in emissions. For the other Member States, all other additional measures are more limited in their effect (EEA, 2003a). One main reason for the difference between the Primes baseline scenario and the Member States projections is that Primes includes international aviation, whereas Member States projections do not. At EU level the difference is rather small (+ 39 % for Primes compared with + 34 % for the aggregate Member States projections). At the Member State level, however, large differences between the projections exist. In terms of percentage points, the largest differences are between the projections for Luxembourg, the Netherlands and Denmark. The Danish projection results in emissions that are about 20 percentage points higher than the Primes baseline, whereas the Netherlands and Luxembourg project much lower emissions than the Primes baseline projection (27 and 74 percentage points respectively). These differences might be explained, at least partly, in particular in the case of Luxembourg, by different model assumptions about tank-tourism (EEA, 2003a). Results and assessment for AC-10 Figure 7: Emissions of CO 2 per transport mode, 1990 and 2010 (projected) in AC-10 (Primes baseline projection) Million tonnes of CO 2 equivalent Road transport Rail transport Inland navigation Air transport baseline Source: Primes baseline projection, Only the projections of CO 2 emissions made with the Primes model are available for AC-10. Under the Primes baseline scenario, CO 2 emissions from transport are projected to increase in AC-10 (including Cyprus) by 62 % by 2010 compared with Road transport CO 2 emissions are expected to increase by 82 % between 1990 and Emissions of CO 2 from trains will decrease by 70 % due to increased electrification (and the allocation of these emissions to the electricity generating sector). Aviation CO 2 emissions will increase by 21 %. Note that the Primes projections include both emissions from domestic and international aviation. Emissions of CO 2 from inland navigation are projected to decrease by 91 %. For all AC, CO 2 emissions from transport are projected to increase under the Primes baseline scenario except for Latvia. The largest emission increase are projected for the Czech Republic 11

12 (+ 132 %) and Slovakia (+ 97 %). For Latvia, emission reductions of 12 % are projected under the Primes baseline scenario. 12

13 Results and assessment for CC-3 Figure 8: Emissions of CO 2 per transport mode, 1990 and 2010 (projected) in CC-3 (Primes baseline projection) Mt of CO Road transport Rail transport Inland navigation Air transport baseline Source: Primes baseline projection, Only the projections of CO 2 emissions made with the Primes model are available for CC-3. Under the Primes baseline scenario, CO 2 emissions from transport are projected to increase in CC-3 by 63 % by 2010 compared with Road transport CO 2 emissions are expected to increase by 67 % between 1990 and Emissions of CO 2 from trains will decrease by 22 % and aviation CO 2 emissions will increase by 85 %. Note that the Primes projections include both emissions from domestic and international aviation. Emissions of CO 2 from inland navigation are projected to decrease by 48 %. For all CC-3, CO 2 emissions from transport are projected to increase under the Primes baseline scenario. The largest emission increase is projected for Turkey (+ 81 %), the second largest increase for Romania (+ 48 %) and the third largest increase for Bulgaria (+ 14 %). Norwegian CO 2 emissions from transport are projected to be 20 % above 1990 levels in For Iceland and Liechtenstein no projections are available. Sub-indicator: N 2 O emissions from (road) transport The transport sector is a small (8 %) but rapidly increasing source of nitrous oxide emissions, a side effect of the use of three-way catalysts fitted to petrol-engined motor vehicles, which caused a doubling of emissions between 1990 and

14 Figure 9: EU-15 emissions of N 2 O from transport, Index (1990=100) Gg N 2 O emissions Source: EEA, 2003b. Results and assessment Emissions of N 2 O from the transport sector, although only responsible for 8 % of total N 2 O and 0.6 % of total GHG emissions, increased from to tonnes between 1990 and 2001, due to the introduction of catalytic converters, which reduce cars exhaust emissions of certain air pollutants but produce N 2 O as a by-product. This occurs mainly during the period when the converter is heating up. The first catalytic converters emitted some 0.05 g N 2 O per km while the three-way catalytic converters are estimated to emit some 0.03 g/km. It is likely that the light-off phase the time needed for the catalytic converter to reach the appropriate temperature it needs to work of the newer catalytic converters (Euro III and IV) is somewhat shorter, and the emissions will be smaller. There is also some evidence that by lowering the sulphur content of fuels, N 2 O emissions would be reduced. Thus, the lowering of sulphur content in petrol in the EU might have a positive impact on N 2 O emissions (European Commission, 2001b). Sub-indicator: Projections of N 2 O from transport Figure 10: Emissions of N 2 O in 1990 and 2010 (projected) per transport mode in EU tonnes of N2O Inland navigation Air transport Rail transport Road transport Source: European Commission, 2001b. 14

15 Results and assessment Emissions of N 2 O from transport are expected to rise substantially between 1990 and 2010 due mainly to the increase in passenger cars equipped with catalytic converters, and their higher N 2 O emissions. Emissions from aviation are also expected to increase substantially as a result of the increase in air transport. Emissions from rail are projected to increase as well (European Commission, 2000a). However, since N 2 O emissions from transport account for less than 1 % of total EU GHG emissions, this will not have a major impact on the overall trend of total EU GHG emissions. References EEA, 2002a, Comparison between national and central estimates for air emissions from road transport for TERM, Technical report No 74 by ETC/ACC for the European Environment Agency, Copenhagen, Denmark, 2002 ( %20report %2074 %20high % 20for %20the %20www.pdf). EEA, 2002b, Environmental signals 2002, European Environment Agency. Copenhagen. EEA, 2003a, Analysis of greenhouse gas emissions and projections in Europe, EEA Technical report, Copenhagen in preparation. EEA, 2003b, Annual European Community greenhouse gas inventory and inventory report 2003, EEA Technical Report 95, Copenhagen. Eionet and MM, 2003, Data provided by the acceding countries under the Eionet or under Council Decision 99/296/EC for a monitoring mechanism of Community CO 2 and other greenhouse gas emissions, June EMEP, 2003, Data provided by Turkey under the EMEP programme under the international Convention on Long-Range Transboundary Air Pollution, cooperation to solve transboundary air pollution problems ( European Commission, 1998, Communication on transport and CO 2 Developing a Community approach, COM(1998) 204, 1998, Office for Official Publications of the European Communities, Luxembourg. European Commission, 1999a, Car labelling directive. European Parliament and Council Directive 1999/94/EC of 13 December 1999 relating to the availability of consumer information on fuel economy and CO 2 emission in respect of the marketing of new passenger cars, OJ L 12, Luxembourg, 18 January European Commission, 1999b, Commission recommendation of 5 February 1999 on the reduction of CO 2 emissions from passenger cars, COM(1999) 107, OJ L 40/49, 13 February European Commission, 2000a, Action plan to improve energy efficiency in the European Community, COM(2000) 247, communication from the Commission to the Council, the European Parliament, the Economic and Social Committee and the Committee of the Regions, Brussels. European Commission, 2000b, Commission recommendation of 13 April 2000 on the reduction of CO 2 emissions from passenger cars (JAMA), COM(2000) 803, OJ L 100/57, 20 April European Commission, 2000c, Commission recommendation of 13 April 2000 on the reduction of CO 2 emissions from passenger cars (KAMA), COM(2000) 801, OJ L 100/55, 20 April European Commission, 2000d, Implementing the Community strategy to reduce CO 2 emissions from cars, first annual report on the effectiveness of the strategy, COM(2000) 615, Brussels. European Commission, 2000e, Report under Council Decision 1999/296/EC for a monitoring mechanism of Community greenhouse gas emissions, COM(2000) 749, Brussels. European Commission, 2001a, Communication from the Commission on the implementation of the first phase of the European climate change programme, COM(2001) 580, Brussels. 15

16 European Commission, 2001b, Economic evaluation of sectoral emission reduction objectives for climate change, Economic evaluation of emissions reductions in the transport sector of the EU, contribution by AEA and NTUA to a study for the Environment DG, March European Commission, 2002, Implementing the Community strategy to reduce CO 2 emissions from cars, Third annual report on the effectiveness of the strategy, COM(2002) 693 final, Brussels. European Commission, 2002b, Proposal for a Council directive amending Directive 92/81/EEC and Directive 92/82/EEC to introduce special tax arrangements for diesel fuel used for commercial purposes and to align the excise duties on petrol and diesel fuel, COM(2002) 410 final, Brussels. European Commission, 2003a, Second ECCP progress report, Can we meet our Kyoto targets? April 2003 ( European Commission, 2003b, Proposal for a directive of the European Parliament and of the Council amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructure, COM(2003) 448 final, Brussels. European Commission, 2003c, Proposal for a directive of the European Parliament and of the Council on energy end-use efficiency and energy services, COM(2003) 739 final. IEA, 2000, The road from Kyoto. Current CO 2 and transport policies in the IEA, International Energy Agency (IEA), Paris. IEA, 2002, CO 2 emissions from fuel combustion International Energy Agency (IEA). Paris, France. IPCC, 1999, Aviation and the global atmosphere, IPCC/WMO/UNEP. IPCC, 2001, Climate change, Third assessment report, climate change 2001: The scientific basis, summary for policymakers, WMO/UNEP/IPCC. UNFCCC, 2001a, Guidelines on reporting and review, UNFCCC Secretariat, Bonn. UNFCCC, 2001b, Report on national greenhouse gas inventory data from Annex 1 parties for 1990 to 1999, UNFCCC Secretariat, Bonn. UNFCCC, 2002, UNFCCC database, Unpublished electronic update, January UNFCCC, 2003, UNFCCC database, July 2003 ( EMISSION OF GREENHOUSE GASES Table 1: Total GHG emissions from national transport, Unit: Million tonnes of CO 2 equivalent Year Change (%) Austria Belgium Denmark Finland France Germany Greece Ireland Italy Luxembourg Netherlands Portugal

17 Spain Sweden United Kingdom Iceland Norway Liechtenstein Czech Republic Cyprus Estonia Hungary Latvia Lithuania Poland Slovakia Slovenia Malta Bulgaria Turkey Romania EU EEA EFTA AC CC Total Index NB: To derive totals for the country groups, the following gap filling was carried out: EEA EFTA: Gap filling: Iceland year 2000 was used for 2001; Liechtenstein year 1999 was used for years AC-10: Gap filling for Lithuania (1999 was used in place of 2000 and 2001) and Slovenia (1996 was used in place of ). CC-3: Gap filling for Turkey (2001). The column Change refers to the last available year for the abovementioned countries. Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database, Table 2: Greenhouse gas emissions from national transport split by gas, 2001 Unit: Million tonnes of CO 2 equivalents and % EU-15 AC-10 CC-3 EEA EFTA Pollutant Mt CO 2 equiv % Mt CO 2 equiv % Mt CO 2 equiv % Mt CO 2 equiv % CO CH N 2 O Total NB: AC-10: Cyprus, Lithuania and Slovenia not included. EEA EFTA: Gap filling: Iceland year 2000 was used for 2001; Liechtenstein year 1999 was used for years Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database, Table 3: GHG emissions from national transport split by mode, 2001 Unit: Million tonnes CO 2 equivalents and % 17

18 EU-15 AC-10 CC-3 EEA EFTA Mode Mt CO 2 equiv % Mt CO 2 equiv % Mt CO 2 equiv % Mt CO 2 equiv % Road transport Rail transport Domestic navigation Domestic aviation Other transport Total NB: EU-15: The modal split is based on EU-12 (CRF 1a1a-d). No data available for Belgium, Italy and Luxembourg. AC-10: Cyprus, Lithuania and Slovenia not included. EEA EFTA: The modal split is based on Norway (year 2001) and Iceland (year 2000). No data available for Liechtenstein. Emissions from international aviation and maritime bunkers are excluded. Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database, Table 4: Contribution to change by pollutant in total GHG emission from national transport between 1990 and 2001 Unit: Mt CO 2 equivalents and % change EU-15 AC-10 CC-3 EEA EFTA Pollutant % % % % CO CH N 2 O NB: AC-10: without Cyprus. CC-3: data for Turkey from EMEP (years ). EEA EFTA: Gap filling; Iceland year 2000 was used for 2001; Liechtenstein year 1990 was used for years Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database, Table 5: Unit: Contribution to change by mode in total GHG emission from national transport between 1990 and 2001 Mt CO 2 equivalents and % change EU-15 AC-10 CC-3 EEA EFTA Mode % % % % Road transport , Rail transport , Domestic navigation , Domestic aviation , Other transport , NB: EU-15: The modal split is based on EU12 (CRF 1a1a-d). No data available for Belgium, Italy and Luxembourg. Emissions from international aviation and maritime bunkers are excluded. AC-10: Cyprus, Lithuania and Slovenia not included. EEA EFTA: The modal split is based on Norway (year 2001) and Iceland (year 2000). No data available for Liechtenstein. Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database, Table 6: GHG emissions from international transport 18

19 Unit: Mt CO 2 equivalents and % change EU-15 AC-10 CC-3 EEA-EFTA Mode % % % % Aviation , Maritime shipping , NB: EU-15 refers to EU-14 (Italy not included). AC-10: no data from Cyprus, Lithuania, Slovakia and Slovenia, incomplete data from Czech Republic, Estonia, Hungary, Malta and Poland. EEA EFTA: 1990 refers to Norway only, 2001 to Norway and Iceland (for Iceland year 2000 was used), no data for Liechtenstein available. CC-3: only data from Bulgaria (incomplete). Source: EEA, 2003b. EMISSION OF CO 2 Table 7: Total CO 2 emissions from national transport, Unit: Million tonnes of CO 2 equivalent Change Year (%) Austria Belgium Denmark Finland France Germany Greece Ireland Italy Luxembourg Netherlands Portugal Spain Sweden United Kingdom Iceland Norway Liechtenstein Czech Republic Cyprus Estonia Hungary Latvia Lithuania Poland Slovakia Slovenia Malta Bulgaria

20 Turkey Romania EU EEA EFTA AC CC Total Index NB: To derive totals for the country groups, the following gap filling was carried out: EEA EFTA: Gap filling: Iceland year 2000 was used for 2001; Liechtenstein year 1999 was used for years AC-10: Gap filling for Lithuania (1999 was used in place of 2000 and 2001) and Slovenia (1996 was used in place of ). CC-3: Gap filling for Turkey (2001). The column Change refers to the last available year for the abovementioned countries. Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database, Table 8: Emissions of CO 2 from national transport split by mode, 2001 Unit: Million tonnes CO 2 and % EU-15 AC-10 CC-3 EEA EFTA Mode Mt CO 2 % Mt CO 2 % Mt CO 2 % Mt CO 2 % Road transport Rail transport Domestic navigation Domestic aviation Other transport Total NB: EU-15: The modal split is based on EU-12 (CRF 1a1a-d). No data available for Belgium, Italy and Luxembourg. AC-10 is based on year 2000 without Cyprus and Lithuania. EEA EFTA: The modal split is based on Norway (year 2001) and Iceland (year 2000). No data available for Liechtenstein. Emissions from international aviation and maritime bunkers are excluded. Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database, Table 9: Unit: Contribution to change by mode in total CO 2 emission from national transport between 1990 and 2001 Mt CO 2 and % change EU-15 AC-10 CC-3 EEA EFTA Mode % % % % Road transport , Rail transport , Domestic navigation , Domestic aviation , Other transport , NB: EU-15: The modal split is based on EU-12 (CRF 1a1a-d). No data available for Belgium, Italy and Luxembourg. Emissions from international aviation and maritime bunkers are excluded. 20

21 Source: Eionet and MM, 2003; IPCC tables, 2003; UNFCCC database, 2003; EMEP database, EMISSION OF N 2 O Table 10: EU-15 N 2 O emissions from transport, Unit: Gigagrams Index Emissions Source: EEA, 2003b. Table 11: AC-10 N 2 O emissions from transport, Unit: Gigagrams Index Emissions Source: EEA, 2003b. Table 12: CC-3 N 2 O emissions from transport, Unit: Gigagrams Index Emissions NB: CC-3 without emissions from Turkey. Source: EEA, 2003b. PROJECTIONS Table 13: Projections of CO 2 emissions from transport, 1990 and 2010 Unit: Mt and % change EU-15 AC-10 CC-3 EEA EFTA Mode % % % % Air transport Inland navigation Rail transport Road transport Total NB: Source: 2010 refers to the Primes baseline scenario. Data on international maritime transport are not included. The aviation figure includes domestic and international aviation. Primes baseline scenario. Table 14: Projections of N 2 O emissions from transport, 1990 and

22 Unit: Mt and % change EU-15 AC-10 CC-3 EEA EFTA Mode % % % % Air transport Inland navigation Rail transport Road transport Total Source: European Commission, 2001b. File: TERM EEA-31 Transport emissions of greenhouse gases.xls 22

23 Metadata EEA-31 Technical information 1. Data source: EU Member States: The referenced reports/documents use official data of national total and sectoral emissions to UNFCCC and EU monitoring mechanism, as compiled by the EEA in the report (and related database) European Community greenhouse gas inventory , Technical Report 95 (EEA, 2003b). Projected data for CO 2 emissions from the Primes baseline scenario (2003) and for N 2 O from economic evaluation of sectoral emission-reduction objectives for climate change, economic evaluation of emissions reductions in the transport sector of the EU, contribution by the AEA and NTUA to a study for the Environment DG, March 2001 (European Commission, 2001b). Norway, Iceland, Liechtenstein and acceding and candidate countries: officially reported national total and sectoral emissions under the Eionet and/or Council Decision 99/296/EC (Eionet and MM, 2003) or taken from the UNFCCC (2003) and EMEP (2003) databases. For Slovenia, IPCC tables (7A ) provided by the country were used. For Malta, the IPCC tables (from were used. Projections of CO 2 emissions from the Primes baseline scenario Description of data: Annual emissions of CO 2, CH 4, N 2 O, HFCs, PFCs and SF 6 in UNFCCC reporting format (in million tonnes) converted to their global warming potential where necessary (100-year time horizon) for addition and comparison with the Kyoto protocol targets. 3. Geographical coverage: EEA Temporal coverage: Historical data: All EU Member States reported emissions of CO 2, N 2 O and CH 4 for For Iceland, Liechtenstein, AC-10 and CC-3 data gaps exist. Cyprus did not provide any data. Projected data: Methodology and frequency of data collection: Annual official data submission to UNFCCC and EU monitoring mechanism. 6. Methodology of data manipulation, including making early estimates : This data was multiplied by GWP weights (CO 2 1, CH 4 21, N 2 O 310, SF ) to give total GWP emissions in million tonnes CO 2 equivalent. EU Member States: modal split has been calculated on basis of EU-12 data (without Belgium, Italy and Luxembourg). Acceding and candidate countries: to calculate country group totals, data gaps were filled either by interpolation, in case that data were missing in between reported data, or by using the first (or last) reported emission value. For Lithuania and Slovenia, CO 2 for 2000 emissions were estimated on basis of the percentage change of IEA (2002) data. Modal split is available for the year 2000 for eight acceding countries (not Cyprus and Lithuania). Quality information 7. Strength and weakness (at data level). Strength: officially reported data following agreed procedures, e.g. regarding source sector split. The GWP weighting is the agreed UNFCCC and EU monitoring mechanism procedure. Weakness: data are not available in full detail for all EU Member States. Therefore, the modal split of transport emissions is based on EU-12 modal split without Belgium, Italy and Luxembourg. For other EEA-31 countries the main data gaps are as follows: Cyprus ( ), Czech Republic ( , 1995), Hungary (2001), Lithuania ( , ), Slovenia ( ), Bulgaria ( ), Turkey (N 2 O: ), Iceland (2001), Liechtenstein ( , ). Modal split is not available for all acceding countries and not for all years. 8. Reliability, accuracy, robustness, uncertainty (at data level): The IPCC suggests that the uncertainty in GWP weighted emission estimates, in Europe, is likely to be better than ± 20 %. While uncertainties in the estimates of some of the gases are much larger than this, the dominance of CO 2 in the GWP emissions results in a lower uncertainty. For AC-9, however, data gaps increase the uncertainties (especially of N 2 O emissions). In addition, inconsistencies with energy data exist, which cannot be explained (see Box 1 on data quality). 9. Overall scoring (give 1 to 3 points: 1 = no major problems, 3 = major reservations): 2 23