Footnotes

1. http://www.scotland.gov.uk/Publications/2011/09/13091128/0
2. http://www.scotland.gov.uk/Topics/Environment/climatechange/scotlands-action/climatechangeact
3. The Climate Change (Annual Targets) (Scotland) Order 2010, SSI 2010 no.359
4. http://scotland.gov.uk/Topics/Environment/climatechange/scotlands-action/lowcarbon/rpp
5. http://www.scotland.gov.uk/Publications/2010/11/15085756/0
6. http://www.legislation.gov.uk/ssi/2011/353/made
7. Scotland's National Transport Strategy (2006), The Scottish Executive.
8. http://www.transportscotland.gov.uk/stag/home
9. Greenhouse Gas Inventory for England, Scotland, Wales and Northern Ireland: 1990-2010 (2012), AEA Technology; http://www.naei.org.uk/reports.php
10. While not relevant to the transport sector, the full inventory includes the three other greenhouse gases - Hydrofluorocarbons (HFCs) Perfluorocarbons (PFCs) and Sulphur hexafluoride (SF₆).
11. This calculation uses the unadjusted Scottish emissions total for 2010 - i.e. excluding the impact of the EU Emissions Trading System (ETS). Including the ETS would lower Scotland's net emissions total and it is this adjusted total that is used in assessing Scotland's performance under the Climate Change (Scotland) Act.
12. The emissions from power stations will have been offset with the purchase of EU ETS allowances.
13. Domestic aviation and shipping, bus and rail
14. Includes national navigation and international shipping
15. Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting (2012), Produced by AEA for the Department of Energy and Climate Change (DECC) and the Department of Environment, Food and Rural Affairs (Defra)
16. Passenger Kilometres is the product of the distance a vehicle travels multiplied by the number of occupants travelling that distance.
17. All car figures assume an average car occupancy rate of 1.57 passengers based on the Scottish Household Survey Travel Diary: 2009-10.
18. Alternatively fuelled vehicles include all vehicles whose primary method of propulsion is neither petrol nor diesel.
19. Source: Scottish Transport Statistics, No 31, 2012 Edition. Tables 5.1, 1.1, 11.2, 8.1, 9.1, 5.11.
20. Definition and series extended to include all vehicles not fuelled entirely by petrol and diesel
21. Latest available data is up to 2009/10
22. Latest available data is up to 2010
23. Own calculation using population data from GROS, kilometres travelled from Scottish Transport Statistics and fuel data from DECC: Road fuel consumption at Local Authority level
24. GROS population estimates (mid 2011) for Scotland are 5,254,800.
25. Design Manual for Roads and Bridges (2009): Highways Agency Design Manual for Roads and Bridges (DMRB)
26. Rail Emission Model (2001), AEA Technology Environment
27. The final report from the STPR was published in October 2009
28. Emissions figures have been updated since 2010 publication from Carbon emissions to CO₂ emissions.
29. To be consistent with the scope of this document, these figures (both the average annual savings and the cumulative savings) relate to emissions in the transport sector only and exclude increased emissions in the electricity production and distribution sector associated with electrification. However, the estimated net impact at the overall Scottish level, even including these emissions, is to lower emissions over the longer term
30. The Edinburgh Tram network is the responsibility of the City of Edinburgh Council who are both Statutory Undertaker and operator of the two proposed tram lines under the respective Edinburgh Tram (Lines One and Two) Acts of 2006.
31. To be consistent with the scope of this document, these figures relate to emissions in the transport sector only and exclude increased emissions resulting from power consumption by the tram. If the CO₂ emissions resulting from power consumption by the tram are added to the additional emissions from road traffic, then the net emissions impact of the project increases by 8ktCO₂ and 11ktCO₂ p.a. in 2011 and 2031 respectively.
32. It is worth noting that without the tram, it is possible that the developments referred to would take place elsewhere, most likely in peripheral locations with a higher proportion of car usage and longer trip lengths. These 'dis-benefits' have not been accounted for. Without the effect of the larger assumed travel market in the 'with-tram' scenario, the increases in emissions would be approximately half of those reported.
33. All figures and analysis for the Edinburgh Trams Lines 1a and 1b refer to modelling of the original project scope and do not take account of decisions to be made through current contractual discussions.
34. Figure is based on the impact assessment of the 2009 APD reform.
35. Estimate of impact reported in RPP
36. The King Review of low carbon cars (2007), King, J.
37. The Gallagher Review of the indirect effects of biofuels production (2008), Renewable Fuels Agency
38. Budget 2008 announced that from April 2010, the biofuels duty differential will cease and support for biofuels will be provided by the RTFO. The exception to this is biofuels made form used cooking oil. Pre-Budget Report 2009 stated that a 20 pence per litre duty differential will continue on this until 2012.
39. A primary outcome of this intervention will be to facilitate the savings attributed to the 'New car CO₂ Regulation'.
40. The impacts from both VED and company car tax contribute to the delivery of the savings from the EU regulation on CO₂ from cars, as opposed to representing additional savings.
41. Including those measures whose expected emissions impacts has not been quantified on an individual basis, e.g. Freight Facilities Grant.
42. The reduction in emissions within the non-traded sector that are a result of EGIP have been added to the modelled output, as these benefits sit outside the scope of the modelling framework.