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Table 6.13 Emissions of greenhouse gases by type of transport allocated to Scotland 1
| 1990 | 1995 | 1998 | 1999 | 2000 | 2001 | 2002 | 2003 | 2004 | 2005 |
|---|
thousand tonnes of Carbon Dioxide equivalent |
Transport 2 |
|---|
Road transportation 3 | 9,165 | 9,347 | 9,838 | 9,702 | 9,811 | 9,796 | 10,097 | 10,145 | 10,264 | 10,334 |
|---|
Buses | 414 | 385 | 340 | 314 | 298 | 291 | 295 | 310 | 297 | 306 |
|---|
Passenger cars | 5,792 | 5,784 | 6,052 | 6,028 | 6,129 | 6,091 | 6,266 | 6,159 | 6,180 | 6,084 |
|---|
HGVs | 1,927 | 2,056 | 2,235 | 2,167 | 2,169 | 2,153 | 2,229 | 2,287 | 2,346 | 2,420 |
|---|
Light duty vehicles | 964 | 1,071 | 1,159 | 1,138 | 1,157 | 1,191 | 1,227 | 1,299 | 1,352 | 1,435 |
|---|
Mopeds & motorcycles | 46 | 30 | 32 | 34 | 34 | 35 | 37 | 40 | 36 | 38 |
|---|
Other 8 | 21 | 21 | 19 | 19 | 24 | 34 | 44 | 50 | 52 | 52 |
|---|
Railways | 192 | 182 | 215 | 223 | 226 | 219 | 195 | 209 | 229 | 241 |
|---|
National navigation 4 | 961 | 857 | 790 | 753 | 721 | 571 | 480 | 750 | 714 | 789 |
|---|
Domestic civil aviation 5 | 333 | 357 | 463 | 510 | 542 | 581 | 600 | 622 | 669 | 714 |
|---|
Other transport 6 | 517 | 398 | 328 | 321 | 301 | 303 | 313 | 293 | 300 | 294 |
|---|
Total transport | 11,168 | 11,141 | 11,634 | 11,510 | 11,602 | 11,470 | 11,686 | 12,020 | 12,175 | 12,372 |
|---|
Non-transport net emissions 7 | 53,270 | 51,059 | 50,732 | 47,279 | 49,840 | 49,508 | 45,883 | 45,475 | 43,162 | 42,151 |
|---|
Net emissions all sources 7 | 64,439 | 62,200 | 62,366 | 58,789 | 61,442 | 60,978 | 57,569 | 57,496 | 55,337 | 54,522 |
|---|
| percentage |
Transport % of Total net emissions 7 | 17.3 | 17.9 | 18.7 | 19.6 | 18.9 | 18.8 | 20.3 | 20.9 | 22.0 | 22.7 |
|---|
1. From the "Greenhouse Gas Inventories for England, Scotland, Wales and Northern Ireland: 1990 - 2005". Emissions are available annually only with effect from 1998.
2. Estimates of emissions from international shipping, and from international aviation, are not allocated to the countries of the UK. As a result, there are no estimates of their emissions in, around, to or from Scotland.
3. The method used to estimate emissions from road transport is based on vehicle kilometre travelled data constrained so that the sum of emissions across all parts of the UK equates to the total for the UK inventory where that total is derived from fuel sales data of petrol and DERV within the UK as specified in the reporting guidelines of the Intergovernmental Panel on Climate Change. A criticism of this method is that the presentation of results does not always provide a CO2 emission trend that is directly consistent with the vehicle kilometre trend data, as the fluctuations in UK fuel data have a more significant impact on the resultant emission trends. As an alternative, road transport CO2 emissions from the constituent countries of the UK may be estimated solely by vehicle kilometre data unconstrained to the UK total derived from fuel consumption data. In 1990, the estimated CO2 emissions from these two methods agreed closely. However, this agreement has deteriorated during the 1990s, and now the estimated CO2 emissions using the vehicle kilometre approach are approximately 7% greater than those estimated using a fuel sales data based approach. Information provided with the 2005 disaggregated inventory indicated that between 1990 and 2005, while constrained estimates of road transport carbon dioxide emissions increased by 9%, unconstrained emissions increased by 19%. The inventories are7subject to ongoing improvements in data collection and estimation techniques and work will continue with the aim of improving road transport emission estimates.
4. Coastal shipping activity.
5. Scotland's share of emissions from flights which are solely within the UK.
6. Includes emissions from miltary aircraft, aircraft support vehicles, railways stationary combustion and naval shipping.
7. Net emissions take account of removals of carbon dioxide due to Land Use, Land Use Change and Forestry ( LULUCF)
8. Includes LPG and road vehicle engines.
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