Indicators

Historical greenhouse gas emissions from the EU buildings sector show a decreasing trend since 2005. This is the result of the implementation of higher standards for new buildings, measures to increase energy efficiency in existing buildings (e.g. through changing of heating systems, thermal insulation and more efficient heating systems), measures to decarbonise the electricity sector but also warmer temperatures. These reductions were partly offset by the increase in dwellings and by a larger average floor area in buildings. The trend in reducing emissions is expected to continue in the future, but a very strong increase in the renovation rate is needed to meet the overall EU 2030 emissions target.

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Through its land use, land use change and forestry (LULUCF) activities, the EU currently removes a net total of 249 Mt CO 2 e from the atmosphere every year, equivalent to 7% of its annual greenhouse gas emissions. The sector will play a crucial role in helping the EU achieve net zero emissions by 2050. Doing so will require reversing the current decreasing trend of the EU's  carbon sink . According to national projections from EU Member States, current measures in place will not be sufficient to achieve this, with an average removal of 200 Mt CO 2 e per year in 2030. However, implementing the national measures currently at planning stage could increase the current EU carbon sink by 3%.

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Greenhouse gas emissions from the agriculture sector are covered by national annual emission targets. Between 2005 and 2019, the EU’s agriculture emissions remained stable. Current national projections only foresee a modest decline of 2% by 2030, compared with 2005 levels, and a 5% reduction with the implementation of currently planned measures. This projected progress remains largely insufficient and highlights the need for further action if Member States are to reach their binding annual targets and the EU its climate neutrality goal by 2050.

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The Covid-19 pandemic had a profound impact on energy consumption in the European Union. In 2020, the EU’s primary energy consumption (for all energy uses) experienced a historical drop following 2 years of moderate reductions. Final energy consumption (by end users) also saw a significant decrease, albeit less pronounced. This contributed to the EU meeting their 2020 energy efficiency targets for both primary and final energy consumption. A rebound must be avoided; and long-term reductions remain necessary to achieve the EU’s energy and climate objectives for 2030 and 2050.

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In 2019, the EU was not on track to meet 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, emission intensity decreased by 4.3%, mostly due to the increased use of biofuels. Finland and Sweden are the only Member States whose emission intensities decreased by more than 6%, with the Netherlands reporting a 5.8% reduction in 2019. 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 the limited substitution of oil crops as feedstocks by sugars.

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The share of energy from renewable sources used for transport in the EU increased from under 2% in 2005 to almost 9% in 2019. Preliminary EEA data indicate that in 2020, this increased further to 10.1%. This suggests that collectively the EU countries reached the 10% target for share of energy from renewable sources in all forms of transport. However, EEA preliminary estimates show that this target was actually achieved by less than half of EU Member States.

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Greenhouse gas emissions in the EU decreased by 31% between 1990 and 2020 — exceeding the EU’s 2020 target by 11 percentage points. This overshoot was propelled by steep emission cuts in 2019 and 2020. While the cut in 2019 was strongly driven by fossil fuel price effects and policy measures, the decline in 2020 was additionally related to the Covid-19 pandemic. EU greenhouse gas emissions are expected to further decline until 2030. Member States have not yet realigned their ambitions to the new net 55% reduction target for 2030, and the further implementation of impactful policies and measures will be important to bring the new 2030 target within reach.

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EU greenhouse gas emissions covered by national reduction targets decreased by 15% between 2005 and 2020, which is significantly more than the 10% reduction foreseen in the Effort Sharing Decision (ESD). These reductions were largely driven by improvements in energy efficiency and the switch to less carbon intensive fuels, including renewable energy. Preliminary emissions data for 2020 show that 21 EU Member States are expected to be below their national emission targets for that year. Six Member States are expected to have emissions above their 2020 target levels, despite the effects of the measures to address the pandemic.

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Greenhouse gas emissions from the EU’s transport sector increased steadily between 2013 and 2019, a trend that diverges significantly from those in other sectors during that period. Preliminary estimates for 2020 indicate a substantial drop in transport emissions, due to decreased activity during the Covid-19 pandemic. It is anticipated that transport emissions will rebound after 2020. National projections compiled by the EEA indicate that even with measures currently planned in the Member States, domestic transport emissions will only drop below their 1990 level in 2029. International transport emissions (aviation and maritime) are projected to continue increasing.

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The greenhouse gas emission intensity of power generation in the EU has been continuously decreasing over the last three decades: generating 1 kilowatt hour in 2020 emitted, on average, half as much CO 2 as in 1990. Policies have been playing an important role in driving this shift towards less carbon-intensive energy sources, in particular those addressing climate change, renewable energy supply and efficient energy use, and industrial emissions. The Covid-19 pandemic hardly affected electricity use in 2020, but the continued growth of renewable electricity caused a further drop in the greenhouse gas emission intensity of electricity generation.

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In 2020, the EU continued to actively phase out ozone-depleting substances (ODS), in line with its commitment under the Montreal Protocol. Data for 2020 show that consumption of ODS in the EU remained negative (-2,023 metric tonnes), meaning that more substances were destroyed or exported than were produced or imported. The EU´s consumption of these substances has been negative since 2012. For more information and data reported by companies under the Ozone Regulation,  see the online ODS data viewer .

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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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After increasing for 13 years, fluorinated greenhouse gas (F-gas) emissions in the EU decreased for the first time in 2015, and fell by 5 % in 2018 compared to 2017. This can be partly attributed to the EU-wide hydrofluorocarbon (HFC) phase-down set out in the F-gas Regulation, which aims to reduce F-gas emissions and mitigate global warming. HFCs account for the majority of F-gas emissions and the EU is on track to meet targets and phase down HFC use by 2030. It is also on track to meet its international obligation to reduce HFC consumption, in effect since 2019, under the Montreal Protocol.

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The total concentration of all greenhouse gases and other forcing agents, including cooling aerosols, reached 457 parts per million CO 2 equivalents in 2018. If this concentration continues to increase at the present decadal rate, concentrations could, in the next few years, exceed the peak level that the Intergovernmental Panel on Climate Change states should not be exceeded if — with a 67 % likelihood — the global temperature increase is to be limited to 1.5 o C above pre-industrial levels by the end of the century. The peak concentrations corresponding to a temperature increase of 2 o C could be exceeded before 2034.

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The uptake of electric vehicles in Europe is increasing, in line with the EU’s policy objective of reducing greenhouse gas emissions from transport. However, market penetration remains relatively low. In 2019, electric car registrations were close to 550 000 units, having reached 300 000 units in 2018. This represents an increase from 2 to 3.5 % of total car registrations. The uptake of electric vans also increased, from 0.8 % of total registrations in 2018 to 1.3 % in 2019. Battery electric vehicles, rather than plug-in hybrid, accounted for the majority of electric vehicle registrations in 2019 for cars and vans.

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