Passenger car ownership in Slovenia has almost doubled over the last 20 years and has an above-average growth rate. It is closely connected to the use of passenger cars. Since 2008, passenger car ownership in Slovenia has been growing more slowly as a result of the economic recession. Also, motorisation level (expressed in the number of cars per thousand inhabitants) in Slovenia exceeds the average rate of motorisation in the EU as well as in numerous more economically developed EU countries.

The average age of passenger cars in Slovenia increased from 6.8 years in 1992 to 10.6 years in 2021. The share of passenger cars by age has also changed – every decade from 2001 for around 50 %. On the other hand, the share of passenger cars aged less than three years is decreasing for around 30 % every decade. The shares of other types of vehicles showed more fluctuations during the last two decades and smaller changes in respective shares. However, there are now in general more vehicles older than 12 years and less vehicles aged less than three years.

Since 2017, as a result of the introduction of the fuel price supplement due to the mixing of biofuels, use of biofuels has increased. In 2020, 10.9% RES share in the transport sector has been achieved. Biofuels contributed 94 % to this share, with some biofuels multiplied by multiplier factors in the calculation of the RES share. Biofuels accounted for less than 6% in 2020 in transport energy use, with one sixth of advanced biofuels.

Slovenia is at the infamous top of European countries in terms of the share of household expenditure on personal mobility. In Slovenia, households spent 17% of household funds on personal mobility. In 2021, namely 10% for operation and 6% for the purchase of vehicles. A smaller share, just over 0.5%, was allocated to public transport. This does not take into account the annual depreciation cost of the car, which is the main cost for personal mobility in many households.

Total revenues from taxes/charges from road, rail and inland water transport in the EU28 amounted to EUR 370 billion in 2016. This is approximately 2.5% of EU28 GDP in 2016. Aviation and maritime revenues are calculated only for a set of selected airports and ports, so it is not possible to determine the share of these revenues in total aviation and maritime tax/charges revenues of transport in the EU28.

Fuel prices could play an important role in the internalization of external transport costs, but this potential is not exploited in Slovenia. Determining the price of fuels has primarily an economic function and is not a tool of environmental policy. Fuel taxation is a function of the country's economic policy and responds to crude oil prices on the international market, which is a reflection of global supply and demand and geopolitical (in)stability.

The decrease in SO₂ emissions from transport is significantly influenced by the tightening of legislation governing the concentration of sulphur in liquid fuels (since 2009, it has been limited to 10 mg/kg for both petrol and diesel). The limit value of concentration of sulphur in fuels used in road transport in 2015 was not exceeded in Slovenia or in the EU-28; the same applies to air and maritime transport.

The main source of environmental (ambient) noise is transport. Road traffic is the most widespread source. Percentage of the population exposed to different noise levels is high. People in urban areas are exposed to the highest levels of noise, because of concentration of population and traffic in the cities. Most worrying is a significant increase in noise at night, because people are most sensitive to noise at that time.

Sustainable mobility planning at regional and local level has been rapidly gaining ground in the last decade. After joining the EU, this integrated approach to transport planning began to be implemented in Slovenia as well, and in the last decade the development of this area has experienced rapid progress. Nowadays, more and more municipalities respond to the incentives of the EU and of the Ministry of Infrastructure and are preparing and implementing Sustainable Urban Mobility Plans (SUMP), which are the central tool of the Sustainable urban mobility planning.