Key findings Demand trends Global passenger transport demand remained at similar levels between 2015 and 2017. Road transport accounted for 78% of this demand in 2017. More goods than ever before are being transported on trucks as freight activity has continued to grow, surpassing 120 trillion tonne-kilometres in 2017. Emission trends Increases in road vehicles (both passenger and freight), aviation and shipping were the leading factors behind the global growth in transport carbon dioxide (CO 2 ) emissions between 2000 and 2018. Transport accounted for 14% of total global greenhouse gas emissions in 2018. Asia experienced the highest increase in transport CO 2 emissions among world regions from 2010 to 2019, at 41%, while Europe’s emissions fell 2% during this period. International aviation and shipping emissions both recorded double-digit growth between 2010 and 2019. Between 2010 and 2019, annual growth in gross domestic product (GDP) averaged 2.9%, while transport CO 2 emissions increased only 2.0%. Policy measures Growing evidence shows that Avoid and Shift strategies can account for 40-60% of transport emission reductions, at lower costs than Improve strategies. Countries’ updated Nationally Determined Contributions (NDCs) under the Paris Agreement continue to focus strongly on Improve measures, which represent 52% of all measures, whereas Shift measures account for 38% and Avoid measures for only 10%. Impacts of the COVID-19 pandemic In total, transport emissions declined by 1.5 gigatonnes of CO 2 in 2020. For the transport sector, CO 2 emissions in 2020 fell 19.4% below 2019 levels, with emissions dropping 56.4% in international aviation, 31.9% in domestic aviation, 24.8% in international shipping and 14.6% in ground transport (road and railways). Sales of new vehicles dropped 14.5% below 2019 levels in 2020. As global emissions from the transport sector continue to rise, gaining a better understanding of the specific sources of these emissions, and how to address them, is critical. Which sub-sectors, regions and actions are leading to the increase in emissions? And where is progress being made towards decarbonisation? This section highlights global transport demand and emission trends, comparing them broadly across regions and framing the policy responses through the “Avoid-Shift-Improve” framework. The subsequent section dives deeper into the demand, emissions and policies of each region. (For detailed information by transport sub-sector, see Section 2 of this report.) 1.1 Global Transport and Climate Change Transport and Climate Change Global Status Report - 2nd edition
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Key findings
Demand trends
Global passenger transport demand remained at
similar levels between 2015 and 2017. Road transport
accounted for 78% of this demand in 2017.
More goods than ever before are being transported
on trucks as freight activity has continued to grow,
surpassing 120 trillion tonne-kilometres in 2017.
Emission trends
Increases in road vehicles (both passenger and freight),
aviation and shipping were the leading factors behind
the global growth in transport carbon dioxide (CO2)
emissions between 2000 and 2018.
Transport accounted for 14% of total global
greenhouse gas emissions in 2018.
Asia experienced the highest increase in transport CO2
emissions among world regions from 2010 to 2019,
at 41%, while Europe’s emissions fell 2% during this
period.
International aviation and shipping emissions both
recorded double-digit growth between 2010 and 2019.
Between 2010 and 2019, annual growth in gross
domestic product (GDP) averaged 2.9%, while
transport CO2 emissions increased only 2.0%.
Policy measures
Growing evidence shows that Avoid and Shift
strategies can account for 40-60% of transport
emission reductions, at lower costs than Improve
strategies.
Countries’ updated Nationally Determined
Contributions (NDCs) under the Paris Agreement
continue to focus strongly on Improve measures, which
represent 52% of all measures, whereas Shift measures
account for 38% and Avoid measures for only 10%.
Impacts of the COVID-19 pandemic
In total, transport emissions declined by 1.5 gigatonnes
of CO2 in 2020.
For the transport sector, CO2 emissions in 2020 fell
19.4% below 2019 levels, with emissions dropping
56.4% in international aviation, 31.9% in domestic
aviation, 24.8% in international shipping and 14.6% in
ground transport (road and railways).
Sales of new vehicles dropped 14.5% below 2019
levels in 2020.
As global emissions from the transport
sector continue to rise, gaining a better
understanding of the specific sources of these
emissions, and how to address them, is critical.
Which sub-sectors, regions and actions are
leading to the increase in emissions? And
where is progress being made towards
decarbonisation? This section highlights
global transport demand and emission trends,
comparing them broadly across regions
and framing the policy responses through
the “Avoid-Shift-Improve” framework. The
subsequent section dives deeper into the
demand, emissions and policies of each
region. (For detailed information by transport
sub-sector, see Section 2 of this report.)
1.1
Global Transport and Climate Change
Tr a n s p o r t a n d C l i m a t e C h a n g e G l o b a l S t a t u s R e p o r t - 2 n d e d i t i o n
EDGAR provides estimates for fossil CO2 emissions from all
anthropogenic activities with the exception of land use, land-use
change, forestry and the large-scale burning of biomass. The
main activities covered are CO2 emissions emitted by the power
sector (i.e., power and heat genertion plants), by other industrial
combustion (i.e., combustion for industrial manufacturing and fuel
production) and by buildings and other activities such as industrial
process emissions, agricultural soils and waste. Transport activities
covered within EDGAR include road transport, non-road transport,
domestic aviation, and inland waterways on a country level, as well
as international aviation and shipping.1
For the world, regions and countries, the CO2 emission data
(provided by EDGAR) span through 2019. In a few places in the
report, CO2 data for 2020 are shown to illustrate the impact of the
COVID-19 pandemic; however, these data are based on a different
methodology than the EDGAR dataset and should not be compared
directly with the data from previous years.
The latest CO2 emission data for individual transport modes are for
2018 and have been compiled only at the global level. For passenger
and freight transport, the data on global CO2 emissions are for 2017,
as this is the latest year with robust data. Data on passenger activity
(passenger-kilometres) and freight activity (tonne-kilometres) –
provided mainly in the country fact sheets – are based on the latest
available year, as indicated in the report analysis.
Information on greenhouse gas emissions – provided in CO2 equivalent
(CO2eq) – include not only CO2 but also methane, nitrous oxide, and
industrial gases such as hydrofluorocarbons, perfluorocarbons, sulphur
hexafluoride and nitrogen trifluoride.2 These data are less up-to-date. As
of 31 May 2021, data on greenhouse gas emissions were not readily
available for the period 2019-2020. In some cases, additional data
sources were used to provide detailed information about other climate
pollutants besides CO2.
All data on CO2 and other greenhouse gas emissions, as well as
CO2eq, are provided in metric tonnes.
Time period for data:
The report strives to utilise the most recent
publicly available data and information
just prior to the time of publication (as of
31 May 2021). The figures in the report
were developed between September and
December 2020 using the most recent
data available.
Secondary data:
SLOCAT relies on secondary data and
information collected and provided
by SLOCAT partners and other entities
and does not make use of any internal
modelling tools.
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Tr a n s p o r t a n d C l i m a t e C h a n g e G l o b a l S t a t u s R e p o r t - 2 n d e d i t i o n
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Data on car ownership
Information on car ownership rates is based on a global dataset
from the International Organization of Motor Vehicle Manufacturers
(OICA), with the latest release (as of 31 May 2021) dating from
2015.3 Although newer information is available for some individual
countries, using these data would hinder accurate global
comparisons. Data on passenger and commercial vehicle sales
were available only up to 2019.
Policy landscape data
The policy-related information presented in this report is not intended
to be comprehensive. The data for the policy landscape indicators
provided in Section 3 were gathered through desk research unless
otherwise indicated. Barriers to accessing such information include
language and limited availability of information through online
media (e.g., websites, press releases and news articles).
Data in country fact sheets
Information in the fact sheets is based on desk research and
on contributions from the national focal points. The data were
collected to the best of the authors’ knowledge and based on data
availability, and thus may not be complete or show the most recent
status. When no information was available for a given indicator, the
term “Not available” is used.
Data gaps
Major data gaps exist in areas where there is no globally accepted
data collection methodology. For example, the mapping of cycling
and walking infrastructure is not currently done in all regions.
Also, the modal share can be surveyed through different methods,
leading to inconsistencies in available data. In addition, data on
paratransit (informal transport), a predominant form of transport
in many parts of the world, are largely lacking. This results in an
incomplete picture of the impact of transport on climate change and
sustainable development.
Methodological approachCountries and regions
The report follows the M49 Standard of the United Nations Statistics
Division.4 In total, 196 countries have official United Nations
membership and are also party to the United Nations Framework
Convention on Climate Change. The available data have been put in
a common structure for the United Nations member countries, regions
and income groups to enable a consistent assessment. Income groups
are based on the World Bank’s classification of 2019.5
Economic calculations
The per capita and gross domestic product (GDP) calculations are
based on the United Nations World Population Prospects 2019 and
on World Bank GDP data using constant 2010 USD.6
Spatial and temporal scales
The geographic scale (global, national, city-level, etc.) as well as time
scale (annual, monthly, daily) used in this report depends largely on
the available dataset, as noted in the relevant figures and text. The
detailed data forming the basis of the calculations and analysis are
provided in the SLOCAT Transport Knowledge Base.7
Criteria for selection
The report covers policies, targets, emission reductions (achieved or
envisioned) and market measures. To merit inclusion in the analysis,
the policies, projects and trends must have been announced or
completed between 2018 and 2020. Significant developments from
January through May 2021 were included when deemed relevant, with
the understanding that the next edition of the Transport and Climate
Change Global Status Report will cover a period starting in 2021.
Pre- and post-COVID-19 pandemic trends
The year 2020 was pivotal for the world, and the COVID-19
pandemic has had substantial impacts on many of the transport
trends monitored in this report. This edition attempts to differentiate
between long-term trends and impacts due to the pandemic. To the
extent possible, the analysis notes “pre-pandemic” (up to the end
of 2019 or latest by February 2020) and “during pandemic” trends
(starting in March 2020 until the end of 2020), as in some cases the
pandemic led to reversals in long-term trends, at least for a specific
period of time. In each section, a box describes the impacts that the
pandemic has had on specific regions and sub-sectors.
Assembling the reportGlobal Strategy Team
This edition of the report was guided by a global strategy team
consisting of 20 experts in the field who provided inputs over the
span of six meetings between September 2019 and October 2020.
Additionally, small group consultations were organised in February
2021, following the peer review process.
Authors and contributors
The report was collaboratively drafted by 22 authors and contributors
from 16 organisations, led by the SLOCAT Secretariat. This includes
additions and high-level inputs from the copy editor and from the
special advisor who also co-authored the Executive Summary.
Authors researched and compiled relevant facts and figures for
the five sections of the report, including the Focus Features, with
supporting review and inputs from several other organisations.
Peer review: A peer review process was carried out from 18
December 2020 to 20 January 2021 with 1,700 comments received
from 74 reviewers. Each comment was individually reviewed by the
SLOCAT Secretariat and considered in finalising the report.
National focal points: The report benefited from the contributions
of voluntary national focal points, or experts from various regions
and countries who have been essential to overcome language
and information barriers. A public call for participation to provide
information on policies and data resulted in several hundred initial
registrations. Out of these registrations, 78 national focal points
provided inputs through a first survey from 24 January to 3 February
2020; and through a second survey (focused on the country fact
sheets) from 6 to 30 August 2020. All national focal points that
contributed to the surveys are listed in the Acknowledgements.
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1.1 Global Transport and Climate Change
1 M. Crippa et al. (2020), Fossil CO2 Emissions of All World Countries, JRC Science for Policy Report, Publications Office of the European Union, Luxembourg, https://ec.europa.eu/jrc/en/publication/eur-scientific-and-technical-research-re-ports/fossil-co2-emissions-all-world-countries-2020-report.
2 International Energy Agency (IEA) (2020), Energy Technology Perspectives 2020, Paris, https://www.iea.org/reports/energy-technology-perspectives-2020; IEA (2020), Tracking Transport 2020, Paris, https://www.iea.org/reports/tracking-trans-port-2020.
3 IEA (2021), “Global energy review: CO2 emissions in 2020,” https://www.iea.org/articles/global-energy-review-co2-emissions-in-2020 (accessed 20 April 2021); Z. Liu et al. (2021), “Global daily CO2 emissions for the year 2020,” arXiv, submitted 3 March, http://arxiv.org/abs/2103.02526.
4 Transport CO2 emission reductions (for whole sector, ground transport, interna-tional aviation, domestic aviation and shipping) calculated using data provided in Liu et al., op. cit. note 3. Box 1 based on the following sources: decline in global energy demand and emissions from IEA, op. cit. note 3; change in CO2 concentra-tions from R. Betts et al. (2020), “Analysis: What impact will the coronavirus pan-demic have on atmospheric CO2?” Carbon Brief, 7 May, https://www.carbonbrief.org/analysis-what-impact-will-the-coronavirus-pandemic-have-on-atmospher-ic-co2; reductions for 2020 and Figure 10 from Liu et al., op. cit. note 3; vehicle sales from SLOCAT Partnership on Sustainable Low Carbon Transport (SLOCAT) calculations based on International Organization of Motor Vehicle Manufactur-ers (OICA), “Global sales statistics 2019-2020,” https://www.oica.net/category/sales-statistics (accessed 15 April 2021); freight activity and emissions from International Transport Forum (ITF) (2020), How Badly Will the Coronavirus Crisis Hit Global Freight? OECD Publishing, Paris, https://www.itf-oecd.org/sites/default/files/global-freight-covid-19.pdf; 4% decline from International Road Federation, “Freight,” https://www.gtkp.com/themepage.php&themepgid=466 (accessed 20 April 2021); international aviation from International Civil Aviation Organization (ICAO) and ADS-B Flightaware, “Flights among months Including passenger & cargo – domestic & international,” https://data.icao.int/coVID-19/operational.htm (accessed 21 April 2021); aviation declines from ICAO (2021), “Effects of Novel Coronavirus (COVID-19) on Civil Aviation: Economic Impact Analysis,” Montreal, https://www.icao.int/sustainability/Documents/COVID-19/ICAO_Coronavirus_Econ_Impact.pdf; aviation emissions from Liu et al., op. cit. note 3.
5 SLOCAT calculations based on OICA, op. cit. note 4.
6 Ibid.
7 Ibid.
8 Ibid.
9 United Nations Environment Programme (UNEP) (2020), Used Vehicles and the Environment: A Global Overview of Used Light Duty Vehicles: Flow, Scale and Regulation, Nairobi, https://www.unep.org/resources/report/global-trade-used-ve-hicles-report.
10 IEA (2016), Energy Technology Perspectives 2016, Paris, https://www.iea.org/reports/energy-technology-perspectives-2016; IEA (2019), The Future of Rail, Paris, https://www.iea.org/reports/the-future-of-rail.
11 IEA (2019), op. cit. note 10.
12 Figure 1 based on the following sources: IEA (2016), op. cit. note 10; IEA (2019), op. cit. note 10; ICAO (2018), “The World of Air Transport in 2017,” Annual Report 2017, Montreal, https://www.icao.int/annual-report-2017/Pages/the-world-of-air-transport-in-2017.aspx.
13 UNEP (2020), “Electric two and three wheelers,” https://www.unep.org/pt-br/node/562 (accessed 15 April 2021).
14 Figure 2 based on the following sources: IEA (2016), op. cit. note 10; IEA (2019), op. cit. note 10; ICAO, op. cit. note 12.
16 Figure 3 from IEA (2020), “Transport sector CO2 emissions by mode in the Sus-tainable Development Scenario, 2000-2030,” https://www.iea.org/data-and-statis-tics/charts/transport-sector-co2-emissions-by-mode-in-the-sustainable-develop-ment-scenario-2000-2030, updated 22 November 2019.
19 Figure 4 from ICLEI–Local Governments for Sustainability (2020), “What is urban freight,” https://drive.google.com/file/d/1_M0HfPWK-comVK9KgNbsOT-O-BEt-fJ24/view (accessed 28 September 2020).
20 ITF (2019), ITF Transport Outlook 2019, OECD Publishing, Paris, https://www.oecd-ilibrary.org/transport/itf-transport-outlook-2019_transp_outlook-en-2019-en.
21 N. A. Janssen et al. (2012), Health Effects of Black Carbon, World Health Organi-zation (WHO) Regional Office for Europe, Copenhagen, https://www.euro.who.int/__data/assets/pdf_file/0004/162535/e96541.pdf.
22 M. Crippa et al. (2019), EDGAR v5.0 Global Air Pollutant Emissions, European Commission, Joint Research Centre (JRC), http://data.europa.eu/89h/377801af-b094-4943-8fdc-f79a7c0c2d19 (accessed 21 April 2021).
23 WHO Regional Office for Europe, “What are the effects on health of transport-re-lated air pollution?” http://www.euro.who.int/en/data-and-evidence/evidence-in-formed-policy-making/publications/hen-summaries-of-network-members-reports/
what-are-the-effects-on-health-of-transport-related-air-pollution (accessed 15 April 2021).
24 Figure 5 from SLOCAT calculations based on Crippa et al., op. cit. note 1.
25 Ibid.
26 Ibid.
27 Ibid.
28 Figure 6 from Ibid.
29 ICAO, op. cit. note 12; ICAO (2019), “The World of Air Transport in 2018,” Annual Report 2018, Montreal, https://www.icao.int/annual-report-2018/Pages/the-world-of-air-transport-in-2018.aspx.
30 SLOCAT calculations based on Crippa et al., op. cit. note 1.
31 United Nations Conference on Trade and Development (2019), Review of Mari-time Transport 2019, United Nations Publications, New York, https://unctad.org/system/files/official-document/rmt2019_en.pdf.
32 Data for 2018 based on International Maritime Organization (2020), Fourth IMO GHG Study 2020, https://www.imo.org/en/OurWork/Environment/Pages/Fourth-IMO-Greenhouse-Gas-Study-2020.aspx (accessed 4 May 2021); 2019 data are a SLOCAT calculation based on Crippa et al., op. cit. note 1.
33 Figure 7 based on World Bank (2020), “GDP (constant 2010 USD),” https://data.worldbank.org/indicator/NY.GDP.MKTP.KD (accessed 28 September 2020), and on Crippa et al., op. cit. note 1.
34 World Bank, op. cit. note 33; Crippa et al., op. cit. note 1.
35 World Bank, op. cit. note 33; Crippa et al., op. cit. note 1.
36 World Bank, op. cit. note 33; Crippa et al., op. cit. note 1.
37 Figure 8 based on H. Dalkmann and V. Brannigan (2007), Transport and Climate Change: Module 5e, Sustainable Transportation Sourcebook: A Sourcebook for Policy-makers in Developing Countries, Deutsche Gesellschaft für Technische Zusammenarbeit (GTZ) GmbH, Eschborn, http://www.transferproject.org/wp-con-tent/uploads/2014/05/GIZ-Module-5e_Transport-and-Climate-Change.pdf.
38 Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH (2019), Sustainable Urban Transport: Avoid-Shift-Improve (A-S-I), Eschborn, https://www.transformative-mobility.org/assets/publications/ASI_TUMI_SUTP_iNUA_No-9_April-2019.pdf.
39 Figure 9 from SLOCAT, Deep Dive on Novelties: Detailed Memos, Brussels, http://slocat.net/wp-content/uploads/2021/02/Deep_Dive_on_Novelties_Compilation_of_Memos_Jan_2021.pdf.
40 GIZ and SLOCAT (2021), “Transport in Nationally Determined Contributions,” https://slocat.net/ndcs.
41 SLOCAT (2020), Strategic Development Plan, Brussels, http://slocat.net/wp-con-tent/uploads/2020/07/Strategic-Development-Plan-2020-2022.pdf.
1 M. Crippa et al. (2020), Fossil CO2 Emissions of All World Countries, JRC Science for Policy Report, Publications Office of the European Union, Luxembourg, https://ec.europa.eu/jrc/en/publication/eur-scientific-and-technical-research-reports/fos-sil-co2-emissions-all-world-countries-2020-report.
2 US Energy Information Administration (2020), “Energy and the environment explained: Greenhouse gases,” https://www.eia.gov/energyexplained/ener-gy-and-the-environment/greenhouse-gases.php (accessed 14 April 2021).
3 International Organization of Motor Vehicle Manufacturers (OICA), “Definitions”, https://www.oica.net/wp-content/uploads/DEFINITIONS-VEHICLE-IN-USE1.pdf (accessed 20 May 2021).
4 United Nations Statistics Division, “Standard country or area codes for statistical use (M49)”, https://unstats.un.org/unsd/methodology/m49 (accessed 20 May 2021).
5 World Bank (2021), “World Bank Country and Lending Groups”, https://datahelp-desk.worldbank.org/knowledgebase/articles/906519 (accessed 20 May 2021).
6 United Nations (2019), “World Population Prospects 2019”, https://population.un.org/wpp (accessed 20 May 2021); World Bank, “GDP (constant 2010 US$)”, http://data.worldbank.org/indicator/NY.GDP.MKTP.KD (accessed 20 May 2021).