The average age of the passenger car fleet in Slovenia has been steadily increasing; over the past thirty years, it has risen by almost four years — from 6.8 years in 1992 to 11.1 years in 2023. Over the past two decades, the share of cars older than 12 years has been continuously growing, by around 50% each decade. At the same time, the share of cars less than three years old has been steadily declining — by roughly 30% per decade.

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 17,5 % of household funds on personal mobility in 2022, namely 11,6 % for operation and 5,2 % for the purchase of vehicles. A smaller share, 0,8 %, 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.

Sustainable mobility planning at both local and regional levels is rapidly gaining importance in Slovenia. Following the country’s accession to the EU and its related incentives, this approach began to take hold, and in the past decade it has made significant progress. An increasing number of municipalities and regions are responding to the encouragement of the EU and the competent ministry in Slovenia by developing and implementing Sustainable Urban Mobility Plans (SUMPs), which are the key instruments of mobility planning.

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In Slovenia and in other European countries the proportion of vehicle fleet that comply with the latest and most stringent emission standards increased sharply in period 2011-2020. Penetration of new technology is highest for the diesel cars.

One of the main sources of greenhouse gas emissions in Slovenia is road traffic, as passenger vehicles contribute as much as 20 % of all greenhouse gas emissions. It is estimated that, due to the smaller role of public passenger transport in Slovenia, it is necessary to achieve as much as 2/3 reduction of GHG emissions by electrifying the vehicle fleet, which dictates the replacement of existing vehicles with fossil fuels. with electric vehicles (battery and plug-in hybrids EV).