Review of the Rural Petrol Stations Grant Scheme Final Report
Footnotes
1. Roberts, D., Farrington, J., Gray, D. and Martin, S. (1999) The Distributional Effects of Fuel Duties: The Impact on Rural Households in Scotland. Regional Studies, 33(3), 281-288.
2. New Earnings Survey : workplace based statistics by SOC 2000 occupation, Nomis 2003
3. Services in Rural Scotland, A report to Ministers by the Scottish National Rural Partnership's Sub-Group on Rural Services, December 2000. http://www.scotland.gov.uk/library3/development/snrp-03.asp
4. Availability of Services in Rural Scotland, October 2002, http://www.scotland.gov.uk/library5/rural/asrs-00.asp
5. Poverty and Social Exclusion in Rural Scotland: A Report by the Rural Poverty and Inclusion Working Group, Scottish Executive, September 2001
6. Predominant sources for this information: http://www.ruralgateway.org.uk/topics/fundingguide.html and http://www.ruraltayside.org/
7. http://www.communitiesscotland.gov.uk/web/site/home/Home.asp
8. Petrol station information consultant. www.catalyst.co.uk provides more information.
9. Deadweight is that proportion of funding that is not generating the benefits of its stated objectives. For RPSGS this could arise from two main sources. The first is if grants have been awarded to projects that are not essential for the continued operation of the business, to items other than those eligible for award or to businesses that have other ways to fund the entire cost. In this instance, all of the funding is deadweight as the benefits could have been achieved if the grant scheme were not in place. The second possibility is that businesses could have funded a higher proportion (but not all) of the works from other means, so although the benefits that arise do so only because of the grant, they could have been achieved for less cost to the grant.
10. Survey findings have been factored by 55/38 (we received 38 survey responses from the 55 successful applicants to date)
11. In each case, the reasons for the cost increase were different, so no trends can be identified here.
12. This assumes an average petrol price of 83.8 pence for rural Scotland (compared to 80.1 in Scotland and 80.1 UK), as reported by the AA. This is an average of prices for Higher Octane Unleaded, Unleaded 95 Octane and Diesel fuels and does not include LPG. http://www.theaa.com/allaboutcars/fuel/
13. Social inclusion and young people in rural Scotland, Feb 2000, JRF, http://www.jrf.org.uk/knowledge/findings/socialpolicy/210.asp
14. Assuming that each staff member whose job partly includes assisting with fuel sales works an average of half time on this task.
15. Approximated to 4 FTE jobs for the remainder of our reporting.
16. Note: subject to the business continuing to trade at all - refer to impacts on employment section above.
17. Refer to derivation of this in Appendix B
18. Average fuel sales were 885,000 litres per annum for surveyed businesses, at an assumed 45 litres per transaction.
19. Assuming that, on average, half of existing non-fuel services are retained.
20. Greater than 100% due to many people making purchases of multiple types of goods.
21. 39% x 85% = 33%
22. The social and economic effects of air fares and frequencies in the Scottish Islands. Steer Davies Gleave on behalf of HIE. 2003
23. Source: Highland Visitor Survey, Full Year Report May 2002 to April 2003. George Street Research on behalf of Highlands and Islands Enterprise et al.
24. Note that no survey work was undertaken with tourists not currently visiting the area.
25. Controlled waters include all watercourses, lakes, lochs, coastal waters, and groundwater.
26. Source: 'Petrol Vapour Recovery Stage II - Consultation (DEFRA)
27. Derivation given in Appendix B
28. No figures are available for particulates
29. As LPG vehicles account for such a low proportion of fuel sales, this has not been included in the average, which includes petrol and diesel vehicles only.
30. Obtained from customer survey responses.
31. Source: LPG Association, http://www.lpga.co.uk/automotive_new.htm
32. There are reported to be a small (non-zero) number of stations that operate unstaffed at times, although we have not been able to ascertain how many there are in total, or in rural areas.
33. As many petrol stations currently report that LPG sales remain at a very low level.
34. Again, it is recognised that it is road, not straight line, distance that should be utilised for RPGS eligibility. The data shown in the section should therefore be used for comparative, rather than absolute, numbers of eligible stations.
35. In our business survey work, fuel sales accounted for an average of 21% of profit but 56% of turnover.
36. Proportion of funding that is deadweight in non-LPG applications to date
37. Accepting that, in some areas, LECs are highly active and that it may not be necessary to market to every rural petrol station - just those that are at risk from lack of knowledge of the scheme.
38. The average does not include LPG fuel, as these prices are much lower due to lower taxation because of its environmental benefits.
39. Source: Department for Transport 'Focus on Personal Travel' 2001. http://www.dft.gov.uk/stellent/groups/dft_transstats/documents/page/dft_transstats_505809.pdf