Türkiye, an upper-middle-income economy with a population of 87.5 million and a GDP (PPP) of $3.8 trillion in 2024, confronts a persistent air quality challenge linked to its transport sector. The annual average concentration of PM 2.5 increased from 25.9 micrograms per cubic meter in 2000 to 26.4 in 2023, exceeding both the WHO air quality guideline of 5 micrograms per cubic meter and the interim target of 25. Transport and international shipping accounted for approximately 7.9% and 1.1% of ambient PM 2.5 in 2019, respectively. Only 34% of Türkiye's urban population lives more than 500 meters from highways, leaving the majority exposed to sustained traffic-related pollution. The World Bank estimates that 41,524 people died prematurely due to exposure to ambient PM 2.5 in 2019, while at least 486 died in 2023 from occupational exposure to diesel engine exhausts—equivalent to six deaths per million population. The annual cost of health damages from ambient and household PM 2.5 exposure amounted to $133.9 billion in 2019, or roughly 6% of GDP, compared to healthcare spending of just 3.7% of GDP in 2022.

Despite economic growth averaging 8.4% annually since 2010, transport emissions trajectories reveal a mixed picture. PM 2.5 emissions from the transport sector grew by 1.3% between 2000 and 2010, then declined by 0.6% between 2010 and 2022, even as emissions from other sectors grew by 0.2% per year after 2010. By 2022, transport accounted for 7% of total PM 2.5 emissions in Türkiye. Road transport dominated, responsible for 73% of transport PM 2.5 emissions—up from 65% in 2010—while domestic navigation contributed 24%, rail 2%, and domestic aviation 2%. Heavy-duty vehicles generated 63% of road-sector PM 2.5 emissions in 2025, with buses contributing 24% and light-duty vehicles 12%. A troubling trend emerged in non-exhaust emissions: by 2022, resuspended dust, brake wear, and tyre wear contributed 51% of road-sector PM 2.5, nearly doubling from 25% in 2010. Domestic navigation's share fell from 32% in 2010 to 24% by 2022, with inland waterway vessels responsible for 67% of such emissions and large vessels for 33%.

Nitrogen oxide emissions from transport declined marginally by 0.1% between 2000 and 2010, then grew by 0.5% between 2010 and 2022, even as NOx emissions from other sectors surged by 4.1% annually after 2010. By 2022, transport represented 29% of total NOx emissions. Road transport accounted for 81% of transport NOx—up from 76% in 2010—while domestic navigation accounted for 13%, domestic aviation for 4%, and rail for 2%. Within the road sector, light-duty vehicles generated 46% of NOx emissions in 2025, heavy-duty vehicles 35%, and buses 19%. For sulfur oxides, transport emissions grew by 2.3% between 2000 and 2010 and by 0.7% between 2010 and 2022, with road transport's share rising from 33% in 2010 to 56% by 2022, while domestic navigation's share fell from 65% to 41%. Transport accounted for 4% of total SOx emissions by 2022. Methane emissions from transport grew by 2.2% between 2000 and 2010 and by 1.9% between 2010 and 2022, with 99% originating from the road sector. Non-methane volatile organic compound emissions declined by 7.3% between 2000 and 2010 and by 1.7% between 2010 and 2022, with road transport representing 97% of the total. Black carbon emissions grew by 0.5% between 2000 and 2010 and by 3.5% between 2010 and 2022, with road transport's share increasing from 77% to 89% and domestic navigation's share falling from 21% to 10%.

Energy consumption patterns underscore the dominance of petroleum-based fuels and the slow pace of modal and fuel diversification. In 2023, the road sector accounted for 94% of total transport energy consumption, with rail at 1%, domestic navigation at 1%, and domestic aviation at 4%. Oil products supplied 99% of transport energy in 2023, unchanged from 2010 and 2015. Biofuels and electricity each represented less than 1% of transport energy consumption. Electricity's share in the rail sector rose from 18% in 2010 to 57% by 2023, reflecting partial electrification of rail lines. Türkiye's grid emission factor stood at 470 grams of CO₂ per kilowatt-hour in 2024—lower than the Asia-Pacific average of 559 but slightly higher than the Others regional average of 492—and improved by 0.8% annually since 2015, slower than Asia-Pacific's 1.4% annual improvement. Fossil fuel subsidies impose additional external costs, 54% of which manifest as local air pollution. Fuel tax revenues account for approximately 5% of total government revenue and are expected to decline structurally as transport electrification advances.

Electric vehicle adoption remains incipient, with imports valued at $7.5 billion between 2017 and 2024, accounting for 14% of total road vehicle imports by 2024. Light-duty vehicles constituted 95% of EV imports, followed by goods vehicles and buses at 2% each, and two-wheelers at 2%. UNEP's E-mobility Readiness Index for Türkiye scores zero out of 100 across all sub-indices—technology and market, policy, energy, and financial instruments—indicating significant structural barriers to widespread electrification. Motorization increased from 259 vehicles per thousand population in 2000 to 314 by 2024, closely tracking the Asia-Pacific average of 317. Rapid transit coverage expanded from 6.1 kilometers per million urban population in 2015 to 8.6 by 2024, yet it remains insufficient to curb private vehicle dependence. Among 82 urban agglomerations, only 22% achieved an access level of 50% or higher, meaning half the population lived within 500 meters of public transport; in 49% of cities, 8 out of 10 residents lacked convenient access. This infrastructure deficit channels travelers toward private motorized modes, reinforcing pollution, congestion, and inequitable mobility outcomes.

EV in water transport

EV mandates/ procurement

Railway electrification

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