Sustainable Transport Perspectives for Estonia

The document finds that Estonian transport trends are unsustainable, characterized by rapid increases in private car use and road freight, leading to transport fuel use per unit of GDP that is twice the EU average. It argues that current policies are insufficient to meet EU greenhouse gas (GHG) emission limits for 2020 and proposes a combined approach of technical vehicle efficiency improvements and modal shifts to achieve sustainability.

• Estonia's transport and mobility trends are not sustainable, driven by urban sprawl, a decline in walking and public transport, and a rapid rise in road freight and private car use. Consequently, Estonia is among the most transport and energy intensive economies in the EU, consuming twice as much transport fuel per unit of GDP as the EU average.
• The transport sector accounts for 25% of Estonia's final energy demand, with cars and trucks representing 94% of that figure. The country has already exceeded the potential 11% GHG emissions growth limit set by the EU for 2020, and national and local governments have not yet integrated measures for efficient transport energy use or sustainable mode choices.
• New cars registered in Estonia are less fuel-efficient than the EU average, consuming approximately 20% more fuel. Specifically, the average CO2 emission for new cars in Estonia is 170 g/km, compared to 155 g/km in Finland, with the least efficient vehicles concentrated in Harju and Tartu counties.
• Transitioning to electric vehicles would not significantly reduce GHG emissions in Estonia as long as the electricity mix remains dependent on oil shale. Because producing 1 kWh of electricity in Estonia emits 1.18 kg CO2 (compared to the EU average of 0.34 kg), an electric car powered by oil shale would emit 250-300 g CO2/km, which is double the EU 2015 target.
• The report analyzed three scenarios for 2020: the BASE scenario (continuing current trends), which predicts a 36% increase in GHG emissions compared to 2005; the TECHNO scenario, focusing on vehicle efficiency and biofuels; and the EFFECT scenario, focusing on modal shifts. The analysis concludes that neither the TECHNO nor EFFECT scenarios are feasible alone; sustainability requires the simultaneous implementation of both.
• To achieve the 11% GHG emissions cap under the EFFECT scenario, approximately 2 million vehicle kilometres (about 20% of forecast total mileage) would need to be shifted to sustainable transport modes. This shift would result in an 18% saving in energy efficiency and an 18% reduction in GHG and PM emissions.

APA

Jüssi, M., & Sarv, K. (2011). Sustainable Transport Perspectives for Estonia. Stockholm Environment Institute. https://www.sei.org/wp-content/uploads/2018/02/4412.pdf

Chicago

Jüssi, Mari, and Kaur Sarv. Sustainable Transport Perspectives for Estonia. Stockholm Environment Institute, 2011. https://www.sei.org/wp-content/uploads/2018/02/4412.pdf.

Wikipedia

{{cite report |last1=Jüssi |first1=Mari |last2=Sarv |first2=Kaur |title=Sustainable Transport Perspectives for Estonia |publisher=Stockholm Environment Institute |date=2011 |url=https://www.sei.org/wp-content/uploads/2018/02/4412.pdf |access-date=17 August 2026 |via=Climate Insights Directory}}

BibTeX

@techreport{jssi2011sustainable, author = {Jüssi, Mari and Sarv, Kaur}, title = {{Sustainable Transport Perspectives for Estonia}}, institution = {Stockholm Environment Institute}, year = {2011}, url = {https://www.sei.org/wp-content/uploads/2018/02/4412.pdf}, urldate = {2026-08-17}, note = {Indexed by Climate Insights Directory} }