3. The Climate Change (Annual Targets) (Scotland) Order 2010, SSI 2010 no.359




7. The Second Report on Proposals and Policies

8. Scotland's National Transport Strategy (2006), The Scottish Executive.


10. Greenhouse Gas Inventory for England, Scotland, Wales and Northern Ireland: 1990-2010 (2012), AEA Technology;

11. While not relevant to the transport sector, the full inventory includes the three other greenhouse gases - Hydrofluorocarbons (HFCs) Perfluorocarbons (PFCs) and Sulphur hexafluoride (SF6).

12. 'Annual European Union greenhouse gas inventory 1990-…2011 and inventory report 2013', EEA (2013)

13. This calculation uses the unadjusted Scottish emissions total for 2011- 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.

14. Includes national navigation and international shipping

15. Source: Scottish Transport Statistics, No 32, 2013 Edition, Table 7.1

16. For a full definition of exact vehicle types see: DfT vehicle definitions

17. Data for emissions in Norway in 2011 are not applicable. Hence for the sake of comparison the 2010 figure is used.

18. Source:

19. Emissions per passenger kilometre are calculated as the distance a vehicle travels and its fuel efficiency divided by the number of occupants travelling that distance.

20. Guidelines to Defra/DECC's GHG Conversion Factors for Company Reporting (2013), produced by AEA for the Department of Energy and Climate Change (DECC) and the Department of Environment, Food and Rural Affairs (Defra).

21. All car figures assume an average car occupancy rate of 1.53 passengers based on the Scottish Household Survey Travel Diary: 2010-2011. Bus and coach figures assume an average vehicle occupancy rate of 10.8 and 16.2 respectively based on Guidelines to Defra/DECC's GHG Conversion Factors for Company Reporting (2013).

22. Source: Scottish Transport Statistics, No 31, 32, 2012 and 2013 edition. Tables 5.1, 1.1, 11.2, 8.1, 9.1, 5.11; 2012 STS dataset 2013 STS dataset

23. Definition and series amended to include all vehicles not fuelled entirely by petrol and diesel, excluding mobility scooters.

24. Latest available data is up to 2009/10

25. 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

26. GROS population estimates for Scotland (mid 2011, 2010 and 2005) are 5,299,900, 5,222,100 and 5,094,800 respectively.

27. Design Manual for Roads and Bridges (2009): Highways Agency Design Manual for Roads and Bridges (DMRB)

28. Rail Emission Model (2001), AEA Technology Environment

29. The final report from the STPR was published in October 2009

30. Emissions figures have been updated since 2010 publication from Carbon emissions to CO2 emissions.

31. 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

32. 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.

33. 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.

34. 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.

35. 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.


37. [

38. Figure is based on the impact assessment of the 2009 APD reform.

39. Flights from Highland and Island airports are excluded

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.

43. Transport Scotland: Sustainability Report

44. Carbon Management Plan