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<!--TERM 2001 Key messages 0A lKx76--x543 S 5 0E2 ?AfI v AYI x -g. Indicators on transport and environment integration in the EU Transport and environment reporting mechanism 3 os4KI -rraig f?2o?sn???2ffM22f?ifAs 1M K oCnRp-addrK7 -HCi. e h Initiated on request of the joint Transport and Environment Council and Cardiff Summit A cooperation between EEA, Eurostat, DG TREN, DG ENV Regular indicator - based monitoring of progress of integration of transport and environment policies Aims to streamline existing data systems, to put data to good use, and to help the transport sector become both more eco - efficient and accountable 1. 2. 3. 4. 5. 6. 7. Seven policy questions Is the environmental performance of the transport sector improvi ng? Are we getting better at managing transport demand and at improving the modal split? Are spatial and transport planning becoming better coordinated so as to match transport demand to the needs of access? Are we optimising the use of existing transport infrastructure capacity and moving towards a better balanced intermodal transport system? Are we moving towards a fairer and more efficient pricing system which ensures that external costs are internalised? How rapidly are improved technologies being implemented and how efficiently are vehicles being used? How effectively are environmental management and monitoring tools being used to support policy and decision making? 2Mh 1. 03 ... 1 3-0 --010- .02-424 ..- 31 4 4- 3 40 0 .30201201 . .0 -1043310 4. 4 3. 03-. 3 3 1. 2 1 3-0 - 3 4 3. 03-1 01 . .0 .1043310 1 3 0 13020..34 1.3 31 4 4- 3 0 10- .02- 3 1-- 4 --23 .-0 100.22 0 040 0100020.-.04. 1. 0 0300 04 2. 03 ..- 3 3-0 --010- .02- 24 0.. 1 4 4- 3 40 0 030201301 . 00 .1043310 1 3 0 03020..34 1. 11 4 4- 3 0 10- .02- . 3 1. 2 1 3-0 - 3 4 4. 03-1 34- . .211 1 -- 10 040 .-03..-10401. 0400.3 11 0-0 0.040404040 000 02..1 -404-104..04.3 1.. 1 04-1140300-.04. 1.01. 0 02040 01 -210.020.-104-4040 -01 1 3 0-0..1.4 103 10 1 -400- 040 00.4.1040 0. 11004.004. 2. 03 0.. 3-0 --010- .02- 34 0.. 11 4 4- 3 0 10- .02- 1 3 1. 2 1 3-0 - 3 4 4. 03-1 301 . 00 .1043310 2 3 0 13020.0 4-- 20 1 30 011--2 00004- -00. 1--.2-3.1..00. 1.0204-304- . . .2-400-00-0-0 0 10-0.1 00. 000 0.0-040 020 0..10003 1100 00 10.0 -31 3. 03 0.. 1 The TERM indicators were selected to provide answers to seven questions which policy-makers in the EU regard as key to understanding whether current policy measures and instruments are influencing transport/environment interactions in a sustainable direction. Monitoring progress to policy targets 2pp pxEpCIlM.Cps I2eal 53nxi A Implementation measures & targets fair and efficient pricing investments technology standards spatial planning information Measuring and evaluating progress to targets Measuring effectiveness of measures CTP, 6EAP, sustainable development strategy, energy supply strategy Objectives and SMART targets: stabilisation modal split; decoupling transport and economic growth; Kyoto, National emmission ceilings directive, Natura 2000 Promotion of renewable energy... The purpose of TERM is to monitor, on the basis of indicators, the progress towards policy targets. One of the difficulties is that at present there are few transport specific objectives and targets. Developing clear targets for the transport sector is essential. Targets should be Specific, Measurable, Achievable, Realistic and Timely (SMART). Monitoring of implementation can be performed against these SMART targets, showing whether we are improving or not and to what extent the various integration measures are being implemented effectively. Decoupling transport from economic growth and stabilising the modal split the share of the transport market taken by the different transport modes - at 1998 levels are the two transport objectives included in the Sustainable Development Strategy and the revised Common Transport Policy. It will be a challenge for TERM to monitor progress towards these targets and, most importantly, to assess whether these objectives are sufficient to result in significant environmental improvements. Is the environmental performance of the transport sector improving? 7y awi.vwvvMwkMcwv2 ?eRpot2 Transport eco efficiency Population exposed to exceedances of EU urban air quality standards 50 60 70 80 90 110 120 130 140 150 1990 1992 1994 1996 Index (1990=100) Energy consumption Freight transport Passenger transport Emissions of greenhouse gases tropospheric ozone precursors acidifying substances Land take by motorways 2010 1995 CO Benzene NO PM10 other sources traffic 0 % 20 % 40 % 60 % 80 % 100 % % of urban population potentially exposed The inexorable growth in road transport and, to a lesser extent, air travel has made the transport sector a major contributor to several important environmental problems. Fossil fuels remain by far the largest source of energy for transport, which contributes about one quarter of all anthropogenic emissions of carbon dioxide (CO2) in the EU. Growing emissions of greenhouse gases from the sector jeopardise the achievement of the EUs emissions reduction target under the Kyoto protocol. Road transport is the largest transport source of CO2 emissions, followed by aviation. The European Commissions voluntary agreement with the car industry to reduce CO2 emissions from new cars is expected to slow growth in emissions by passenger cars. Transport is one of the priority target areas for the Communitys action plan to improve energy efficiency and the European Climate Change Programme. The use of catalysts to reduce other exhaust emissions from new petrol-engined cars, and stricter emission regulations for diesel vehicles and for fuel quality have all been positive developments. Some environmental benefits, most notably significant improvements in urban air quality, have resulted. Nevertheless, urban air quality in most European cities remains poor, indicating the need for additional efforts. Road, rail and aviation transport are major causes of noise annoyance. Land take Road accident fatalities hectar es per day 15 25 1991 1993 1997 1980 1985 number of road fatalities (x 1 000) Road and rail infrastructure continues to take land from agriculture and urban use, and affects a wide range of designated natural sites and habitats. Road and rail infrastructure is increasingly fragmenting the EU territory: the average daily land take by motorways is still more than 10 hectares a day. Transport fatality rates are falling, but road accidents still claim 41 000 lives a year. Road traffic accident are the largest cause of death for persons under 40. NOx and NMVOC emissions have fallen, but more efforts needed to reach reduction targets of pollutants Fatality rates are falling, but still 41 000 road fatalities in 1999 Although urban air quality is improving, pollution levels still pose health risks. CO 2 emissions increased by 15 % 30 % of population exposed to annoying levels of traffic noise Infrastructure is increasingly fragmenting EU territory Accidents and illegal discharges of oil pollute our seas Are we getting better at managing transport demand and at improving the modal split? 7r The European Commissions Sustainable Development Strategy and the new Common Transport Policy call for the decoupling of transport growth from economic growth and stabilisation of the modal split at 1998 levels by 2010. Current trends point away from these objectives. Important driving forces for car passenger transport growth are growing car ownership, trends in transport prices and poor spatial planning (leading to urban sprawl). The shift towards car use and aviation is continuing; road and air transport have the fastest growth rates. Tourism is the fastest growing travel purpose. The main driving forces for the growth of freight transport are the globalisation of the economy, the liberalisation of the internal market, the complexity of trading networks, specialisation of production processes, preferences of customers and decreasing transport costs. The recently adopted railway package of legislation, aimed at opening international freight rail transport to competition, may help to increase rails share of the transport market. GDP tonne-km passenger - km index (1980=100) 200 250 2005 alking and cycling ater rail and light rail motorbikes buses/coaches 500 1 500 2 000 2 500 3 000 3 500 4 000 oil pipelines inland waterways short sea shipping billion passenger-km billion tonne-km S hort-sea shipping is becoming more important: in 1998 its share in total tonne-kilometres was 42 %, accounting for 6 % of total transported tonnes Passenger transport has increased by about 55 % over the past 20 years; only a slight decoupling from economic growth is expected by 2010. Passenger transport continues to shift to cars and aviation. Freight transport increased by 55 % between 1980 and 1998; this growth is expected to remain closely linked to economic growth. Road freight transport now accounts for 43 % of total tonne- kilometres, and 80 % of total tonnes transported. Are spatial and transport planning becoming better coordinated so as to match transport demand to the needs of access? ?v Average travel distance to basic services United Kingdom Denmark 12 14 16 1985/86 1989/91 1992/94 1996/98 1997/99 leisure commuting shopping education 18 More people are travelling further as distances between home, work, shops, schools and leisure centres increase. More car ownership encourages urban sprawl (and vice versa, creating a vicious circle). People generally prefer cars to more environment-friendly modes, even when distances are suitable for e.g. walking and cycling. For many, the car has become almost essential for access to basic services and the preferred mode for other purposes. European Community cohesion policies have an important link with spatial and transport planning. It is however contested that new transport infrastructure building automatically triggers growth in economic welfare and strengthens cohesion among regions. Several countries are improving coordination between regional, urban and transport planning. However, results can be expected only in the long term and trend reversal is not yet evident. Actions to promote better planning practices are included in the European Spatial Development Perspective, the Common Transport Policy and 6EAP. The new directive on strategic environmental assessment also aims to ensure that environmental concerns are integrated into spatial planning processes. Accessibility by road and rail to markets is still unbalanced among regions Road infrastructure building does not necessarily trigger socio-economic growth In some countries, urban sprawl is leading to longer trips to reach basic services Accessibility to basic services has decreased for households without a car Are we optimising the use of existing transport infrastructure capacity and moving towards a better-balanced intermodal transport system? 13 Motorway and railway length Infrastructure investments 160 180 rail lines airports maritime ports urban rail A we optimising the use of existing transport i infrastructure capacity and moving tow rds a i -better-balanced intermodal transport system? -mm-3-f AfdSEfdEKKcdSgfKKEAdHKcSKKdaKdIdEcIdESKAAAEtcgdEtcAdAaEAdEIdSgfdSdEKfEgIfgAd billion ecu (1995 prices) Decisions on transport infrastructure are still made mainly in response to problems of traffic bottlenecks. This reactive approach favours the extension of road and airport infrastructure. Rail receives a larger share of total investment than its share of total demand, but this has not made rail flexible enough to meet new transport demands. The quality of railway, intermodal and combined services and operations needs to be improved. The railway package aims at improving railway efficiency by developing legislation to open the access of the railway network to national freight services and to international passengers services, and to improve safety and interoperability. Most investment in the EUs trans-European transport network (TEN) is for motorways, although it was foreseen that 60 % would go to rail, mainly for the development of high-speed rail. There has been relatively high investment in urban rail, and more cycle tracks are being planned in some countries. Rails 28 % share of infrastructure investment is larger than its share of total transport, but its market share is still declining The length of the motorway network has increased by more than 70 % since 1980 The length of conventional railway lines and inland waterways decreased by about 9 %. Are we moving towards a fairer and more efficient pricing system, which ensures that external costs are internalised? B DK FIN F D EL IRL NL ES UK Air pollution Rail transport Aviation Water transport Road passenger Noise Non - fuel related transport taxes and charges The main objective of the EUs fair and efficient pricing policy is to internalise marginal social costs, including costs of environmental damage, accidents and congestion, in transport prices. However, this aim is far from being achieved: road and aviation in particular, the modes with the highest external costs per transport unit, thus receive an implicit subsidy from society. There are, however, signs of progress: most Member States are moving towards tax structures that differentiate between modes on the basis of environmental costs. Internalisation measures are concentrated mostly on air pollution in the road sector and noise in the aviation sector, with almost none on congestion and CO 2 emissions. Several tools can be used for setting the right prices. Shifting the burden from fixed taxes and charges (such as annual vehicle taxes or the payment of an annual ticket for motorways) to variable taxes and charges (such as tolls, fuel taxes, road kilometre charging) is generally considered to be the most appropriate way forward. Countries are establishing internalisation instruments, but implementation is still facing barriers. Trends in fuel prices do not encourage fuel-efficient driving; tax differentiation helps to promote the use of cleaner fuels External costs of transport estimated at 8 % of GDP; passenger cars, trucks and aviation have the highest external costs per transported unit. Price structures do not properly reflect the marginal social costs of In some countries, the price of car transport has increased by less than public transport during past decades. EU-15 How rapidly are improved technologies being implemented and how efficiently are vehicles being used? 17 Energy use per km: cars Energy use per tonne km: 0.5 1.0 1.5 2.0 2.5 MJ per passenger-km Austria France Germany Italy Netherlands 3.0 4.0 5.0 MJ per tonne-km Sweden Over the past two decades the energy efficiency of car transport (and its specific CO 2 emissions) has improved slightly. This is the result of technological advances and the voluntary agreement with the car industry on the reduction of CO emissions from new passenger cars. There has been no improvement in the energy efficiency of road freight transport, partly because of low load factors. Trucks consume significantly more energy per tonne-km than rail or ship transport. Stricter emission standards (e.g. the introduction of catalysts) and improvements in fuel quality have resulted in marked decreases in specific emissions of NOx by cars and trucks. Alternative fuels such as electricity, natural gas, fuel cells and biofuels are being developed but have low market penetration. The strategy for sustainable development aims to raise the share of alternative fuels in total road fuel consumption to 7 % by 2010 and 20 % by 2020. Ship and rail transport compares very favourably with road as regards energy efficiency per tonne-km. However, the energy efficiency of rail transport has changed little during the past two decades, suggesting that additional energy saving measures need to be explored even in the rail sector. The environmental impact of aviation is expected to increase as the gap between the rate of growth and the rate of technology and operational improvements is widening. The Commission has recognised that this trend is unsustainable and announced a strategy to enhance technical standards and (noise and emission) standards for aircraft Technological improvements and cleaner fuels have made vehicles less polluting per transport unit Slight improvement in the energy efficiency of passenger car transport but none for road freight transport Occupancy rates for cars and load factors for lorries remain low The average age of the car fleet has increased, slowing the penetration rate of new technologies Belgium Finland Greece Ireland Luxembourg Portugal Spain Member State Institutional cooperation Integrated transport strategies National transport environment monitoring systems Implementation of How effectively are environmental management and monitoring tools being used to support policy and decision-making? 19 UD (some Lnder) Note : UD under development. ? KbYoiYYmd - hba gagiahh Tl hba ATgUcaa CR Nieech ce Iiea 26660 efhh Ufiehgcah bTia UaiadffaU fg Tga i Uaiadffceb cehabgThaU hgTehffg Following the request by the Cardiff EU Summit in June 1998, most countries have developed or are developing integrated transport and environment strategies. However, many of these have yet to be fully approved, funded and implemented. Also, the national strategies are not always in line with EU strategies and policies. Most notable is the failure to implement internalisation of external costs. Concrete sectoral targets and objectives are often lacking. Regular transport and environmental indicators are prepared in six countries. Only Austria and Finland have set up a separate indicator reporting mechanism along the lines of TERM. Sweden, France and the German state of Baden-Wrttemberg are planning to do so. Several countries are moving towards systematic application of strategic environmental assessment of transport policies and plans at the national or regional level. This helps to integrate environmental considerations at various decision-making levels, and also enhances public information and involvement. Various countries are undertaking programmes to increase awareness of transport and environment issues, but public awareness does not always result in the desired changes in behaviour strong incentives are needed. National transport / environment monitoring systems are emerging At least 10 Member States are developing integrated T&E policies The practice of SEA is growing, but links with decision-making are weak. Cooperation between transport and environment ministries is being formalised in most countries, but needs to be enhanced Concrete targets and objectives for T&E policies are often lacking Public awareness does not always result in changes in behaviour Country differences 21 1l2 0pCeA-UTUrTUK- .vv?ki .23K -R 01?7mbSACMiuTeM o?- 0 I5bE tM Growth in transport CO 2 emissions 1990-1999 Change in transport NOx emissions 1990-1999 Ir Gr Luxembour EU15 -40 % -20 % EU-14 There are several common features at the Member State level. CO2 emissions from transport are increasing in all countries . Most countries have made considerable progress towards reducing NOx emissions . Exceptions are Spain, Greece, Ireland and Portugal. Terrestrial passenger - km : shares of rail, bus and iww Terrestrial tonne - km : shares of rail, iww, pipelines 10 % 25 % 50 % 1990 1998 Personal mobility, expressed as the average number of passenger-km per capita, increased in all Member States (except Finland). Differences between countries can be explained by differences in personal income, size of the country and location of holiday destinations. The modal split moved towards the less environment-friendly modes of transport, i.e. passenger cars and powered two-wheelers in most Member States. There are two notable exceptions: the Netherlands (where passenger transport by rail increased markedly) and Austria (where bus/coach transport increased considerably). Freight transport demand per unit of GDP (freight transport intensity) also increased in most Member States, with significant differences between countries. However, in Austria, Denmark, Finland and Portugal only, an increasing share of rail, inland waterways and oil pipelines can be observed There are substantial differences in approaches to adapting transport systems to better address sustainability concerns. For example, Nordic countries make much greater use of taxes, other pricing mechanisms and land-use planning than countries in southern Europe. Some countries, such as Austria, Denmark, Finland, the Netherlands and Sweden, have developed environmental action plans and set targets for the transport sector. Some have also established conditions for carrying out strategic environmental assessments of certain transport policies, plans and programmes. This enhances the integration of environmental concerns and ensures the involvement of environmental authorities and the public in decision-making. TERM 2001 summary 16M Transport is becoming less environmentally sustainable Growing greenhouse gas emissions from the sector jeopardise the achievement of the EU's emission reduction target under the Kyoto Protocol Impacts on air quality, noise nuisance and the increasing fragmentation of the EU's territory, are equally worrying Transport growth - which remains closely linked to economic growth - and the shift towards road and aviation are the main drivers behind this development Technology and fuel improvements prove to be only partly effective to reduce impacts They need to be complemented with measures to restrain the growth in transport and to redress the modal balance Internalisation of external costs, generally recognised as an essential integration tool, is still facing many barriers Clear sector targets should be set to steer the sector in a sustainable direction http://themes.eea.eu.int/theme.php/activities/transport http://www.europa.eu.int/comm/eurostat/ TERM 2001, and detailed indicator fact sheets, can be found on: TERM statistics are published by Eurostat TERM on the web --><OBJECT classid="clsid:D27CDB6E-AE6D-11cf-96B8-444553540000"
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