2020 Carbon Management Implementation Plan
The University of Warwick
Date: March 2014
Version: Final Draft
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Contents
Foreword by Professor Nigel Thrift, Vice Chancellor ........................................................................ 5
Foreword from the Carbon Trust .................................................................................................... 6
Executive summary ........................................................................................................................ 7
1.
2.
3.
4.
Introduction.......................................................................................................................... 10
1.1
Purpose of this plan................................................................................................................. 10
1.2
Process of producing the 2011 Carbon Management Implementation Plan.......................... 10
1.3
Process of updating the 2011 Carbon Management Implementation Plan............................ 11
1.4
Achievements so far ................................................................................................................ 12
1.5
Definitions ............................................................................................................................... 13
Carbon Management Strategy ............................................................................................... 15
2.1
Context and drivers for carbon management......................................................................... 15
2.2
Strategic themes...................................................................................................................... 17
2.3
Targets..................................................................................................................................... 17
Scope 1 and 2 Emissions Baseline and Projections.................................................................. 18
3.1
Scope ....................................................................................................................................... 18
3.2
Baseline and assumptions ....................................................................................................... 18
3.3
Campus expansion................................................................................................................... 20
3.4
Emissions projections.............................................................................................................. 21
3.5
Value at stake .......................................................................................................................... 21
Scope 3 ................................................................................................................................. 22
4.1
Objectives................................................................................................................................ 22
4.2
Supply Chain - Procurement.................................................................................................... 22
4.3
Process of Data Collation......................................................................................................... 22
4.4
Strategic Drivers ...................................................................................................................... 22
4.5
Existing Initiatives.................................................................................................................... 23
4.6
Water Use................................................................................................................................ 25
4.6.1
Background ......................................................................................................................... 25
2
4.6.2
Emissions’ calculation ......................................................................................................... 25
4.6.3
Future Activities.................................................................................................................. 25
4.7
Waste....................................................................................................................................... 26
4.7.1
Background ......................................................................................................................... 26
4.7.2
Methodology....................................................................................................................... 26
4.7.3
Emissions’ calculation ......................................................................................................... 27
4.7.4
Ongoing and Future Management ..................................................................................... 27
4.8 Commuting .................................................................................................................................... 27
4.8.1
Background ......................................................................................................................... 27
4.8.2
Methodology....................................................................................................................... 28
4.8.3
Emissions’ Calculation......................................................................................................... 28
4.8.4
Ongoing and Future Management ..................................................................................... 28
4.9 International Student Travel ......................................................................................................... 28
4.9.1
Background ......................................................................................................................... 29
4.9.2
Methodology....................................................................................................................... 29
4.9.3
Emissions’ Calculation......................................................................................................... 29
4.9.4
Future Management........................................................................................................... 30
4.10 Business Air Travel....................................................................................................................... 30
4.10.1 Background ......................................................................................................................... 30
4.10.2 Methodology....................................................................................................................... 30
4.10.3 Emissions’ Calculation......................................................................................................... 31
4.10.4 Ongoing and Future Management ..................................................................................... 31
5
Carbon Management Projects ............................................................................................... 31
5.1
Projects to reduce carbon emissions ...................................................................................... 31
5.2
Ownership and Responsibility ................................................................................................. 32
5.3
Projected achievement towards emissions reduction target ................................................. 32
5.4
Other potential carbon reduction measures........................................................................... 32
5.5
Corporate strategy and Policy alignment................................................................................ 32
5.6
Financial costs and sources of funding.................................................................................... 33
5.7
Additional resources................................................................................................................ 33
3
6.
7.
5.8
Success factors ........................................................................................................................ 34
5.9
Benefits and savings – quantified and unquantified............................................................... 34
Embedding Carbon Management........................................................................................... 35
6.1
Governors sign-off, reporting and delivery of the plan........................................................... 35
6.2
Data management................................................................................................................... 35
6.3
Curriculum and research links................................................................................................. 35
6.4
Succession planning for key roles............................................................................................ 36
6.5
Behavioural change ................................................................................................................. 36
Conclusion ............................................................................................................................ 38
Appendices .................................................................................................................................. 39
Appendix A: University Submission to EMS for 2005-06................................................................. 40
Appendix B: Waste Calculation .................................................................................................... 41
Appendix C: ARUP Carbon Assessment Report – Commuting ........................................................ 45
Appendix D: International Student Air Travel ............................................................................... 71
Appendix E: Business Air Travel ................................................................................................... 74
Appendix F: Carbon Management Matrix – Embedding. Current status highlighted........................ 77
Appendix G: Document Change Record 2013 - 2014 ...................................................................... 78
4
Foreword by Professor Nigel Thrift, Vice Chancellor
The University of Warwick is firmly committed to the principles of sustainability, with environmental,
social and economic factors forming a key part of the University’s ongoing Strategy. The mitigation of,
and adaptation to, the effects of future climate change permeates a large part of the University’s
operation. We are actively engaged in developing low carbon solutions to address these challenges,
through our research, teaching and consulting activities.
It is imperative that we “practice what we preach” and this 2020 Carbon Management
Implementation Plan provides our carbon reduction roadmap to 2020. Having had a pioneering
involvement in the first tranche of the Carbon Trust’s Higher Education Carbon Management
Programme, the University has now set an aspirational target in seeking to more than halve its existing
direct carbon emissions in less than ten years. There is also the commitment to incorporate indirect
carbon emissions into the Plan in due course.
In order to achieve the carbon reduction target, this Plan necessarily encompasses a wide variety of
initiatives. These range from highly technical infrastructure enhancements to behavioural change
projects. It is incumbent on all members of Warwick’s community to take responsibility for reducing
carbon emissions and to consider ways of enhancing our future performance in a carbon-constrained
world
I am delighted that through the successful implementation of this Plan, the University of Warwick will
retain its position at the forefront of carbon management efforts across the sector and beyond.
Professor Nigel Thrift
Vice-Chancellor, University of Warwick
5
Foreword from the Carbon Trust
Cutting carbon emissions as part of the fight against climate change should be a key priority for
universities - it's all about getting your own house in order and leading by example. The UK
government has identified the university sector as key to delivering carbon reduction across the UK in
line with its Kyoto commitments.
The University of Warwick partnered with the Carbon Trust on this Carbon Management Energy
Efficiency programme in order to save money on energy and putting it to good use in other areas,
whilst making a positive contribution to the environment by lowering its carbon emissions. This
Carbon Management Plan commits the university to a target of reducing CO2e emissions in absolute
terms by 60% by 2020/21 compared to the 2005/6 baseline and underpins potential financial savings
to the University in excess of £7 million per annum by 2020/21.
There are those that can and those that do. Universities can contribute significantly to reducing CO 2e
emissions. The Carbon Trust is very proud to support the University of Warwick in their ongoing
implementation of carbon management.
Richard Rugg
Head of Public Sector, Carbon Trust
6
Executive summary
Through this 2014 update to the Carbon Management Implementation Plan, the University of
Warwick aims to continue to transform its estate, operations and behaviours to deliver a low carbon
campus by 2020. This Plan is the successor to the University’s original Plan which covered the period
from 2006-07 to 2010-11 and resulted in the successful completion of a wide variety of projects aimed
at reducing the University’s carbon footprint. This update also provides the methodology for the
annual updating of the plan with the results being presented in an appendix which will be published
annually.
In 2005-06, Scope 1 and Scope 2 carbon emissions across the University of Warwick amounted to
46,540 tonnes CO2e. By 2008-09, they had reduced by 3% to 45,187 tonnes CO2e. When corrected for
growth in staff and student numbers, this corresponds to a 7.1% reduction and when corrected for the
growth in the University’s gross income this equates to a 19.7% reduction. The current baseline
calculations only cover Scope 1 and Scope 2 emissions sources and omit emissions associated with
Scope 3. The University is, however, already undertaking actions to minimize its emissions in many of
these areas.
HEFCE has undertaken analysis of the sector’s recent carbon emissions. As the sector has grown
extensively since 1990 it considers that a sector wide target of 43% reduction in emissions by 2020/21
compared to 2005/6 should be considered equivalent to the existing UK Government target.
Notwithstanding this, the University of Warwick has available data relating to 1990 and has grown
faster than the sector average during the intervening period. As such, the University has committed to
match the Government target of a 34% reduction against 1990 levels. It has therefore committed to
achieve a 60% reduction in emissions by 2020/21 compared to a 2005/6 baseline.
The Estates Master plan sets out the University’s plans to grow over the period to 2020. Assumptions
for the campus expansion based on the Master Plan are used to project the increase in emissions up
to 2020/21. This projection is subsequently used to set the reduction required in Scope 1 and Scope 2
emissions to achieve the carbon reduction target and will be reviewed annually.
Energy costs are projected to 2020/21 accounting for planned estate changes and price increases for
two scenarios. 1) if no action is taken and 2) if the carbon reduction target is achieved. The cost
benefit, the value at stake in achieving the carbon reduction target, is then updated annually and
published in the Appendix to this document.
The scale of indirect (scope 3) emissions arising from specific aspects of the University’s activities has
been identified and the range of ongoing and planned management activities to mitigate their impact
has been highlighted.
The following table summarises the calculations that have been undertaken. A methodology is being
prepared to provide consistent updates Scope 3 emissions figures and update for 2012/13:
7
Water
International Student Travel
Business Air Travel
Commuting
Waste/Recycling
Calculated Emission (Tonnes
CO2e) for 2010-11
628 tonnes
8,503 tonnes
2,768 tonnes
15,799 tonnes
3,927 tonnes
Total
31,625 tonnes
Emission Source
A suite of potential carbon reduction projects have initially been identified to reduce Scope 1 and 2
emissions, ranging from building refurbishments and improved controls, to behavioural change
initiatives and low carbon energy generation. The list of projects underpinning this implementation
plan is not exhaustive, with all projects subject to scrutiny to ensure their ongoing appropriateness
from economic, social and/or environmental perspectives. These will be reviewed annually to ensure
cost and carbon reduction effectiveness is achieved. The expected emissions reduction will be
reviewed annually to confirm the percentage of the carbon reduction target which has been identified
and if significant further projects are required an options appraisal will be presented.
Funding is available to implement approved projects: Revenue and capital funding is allocated by the
University through the Estates Office for general energy saving projects. The level of funding is
reviewed yearly as part of the University financial planning process. The Carbon Management
Implementation Plan also benefits from £650,000 from the HEFCE/Salix Finance Revolving Green Fund;
an additional sum of £660,000 over the next eight years for general energy efficiency measures in
residences, conference venues and retail areas is included in the Estates Commercial Group 10 year
plan; and, subject to approval of viable projects, the University has made an outline commitment to
£2M per annum for “Energy Efficiency Related Improvements” over a five year period. £8.5M has
been committed to a new Energy Centre at the University. It is anticipated that new combined heat
and power engines will reduce the University’s annual Carbon emissions by 3,644 tonnes, equating to
10% of the 2020/21 target reduction.
Whilst these funds will allow implementation of many projects, significant additional investment will
be required to be made directly by the University if all the projects (particularly those requiring major
capital investments) are to be implemented. Robust business cases for these projects will be formally
presented to Finance & General Purposes Committee for the University to approve their funding.
The Carbon Challenge Group will, through its quarterly meetings, monitor the University’s carbon
emissions and ensure that they reduce as planned and recommend the necessary remedial actions if
they do not. This will be achieved through recommendations passed to the University’s Building
Committee for approval and ultimately through to Council (the University’s Governing body), who will
formally sign off the University’s approval of this plan. The University’s Environmental Policy and
Energy Policy both already address carbon reduction, and the University Strategy also makes explicit
reference to the requirement to reduce carbon emissions by over 50% by 2020.
It will also be important to ensure that staff and students continue to play their part in carbon
reduction through further inclusion of sustainability and carbon reduction into curriculum
8
development and undertaking research projects which address carbon reduction. There will be
continued innovation in the methods used to engage staff and students, delivering the required
behavioural change for achievement of this ambitious carbon reduction plan.
9
1. Introduction
This Carbon Management Plan aims to provide a continuing impetus for the University of Warwick to
put climate change into context for its community of staff and students, bringing the issue of reducing
carbon emissions to the forefront. This Plan will ensure that the University continues to measure,
monitor and reduce its carbon footprint over the next ten years.
1.1
Purpose of this plan
In April 2005, the University of Warwick joined 19 other Universities in a pilot programme for Higher
Education Institutions run by the Carbon Trust. The Higher Education Carbon Management
Programme (HECMP) resulted in the derivation of a carbon emissions baseline for 2004-05 and the
compilation of a Carbon Management Implementation Plan which was subsequently endorsed by the
Carbon Trust.
The original carbon management implementation plan ran for 5 years from 2006-07 to 2010-11 and
resulted in the successful completion of a wide variety of projects aimed at reducing the University’s
carbon footprint. The University achieved a relative reduction in carbon emissions which is presented
in detail in section 3.4. However, given the growth of the campus, absolute carbon emissions rose by
circa 2% per annum.
It should be noted that this original carbon management programme covered activities at the main
campus only. It specifically excluded the Horticultural Research International (HRI) sites at
Wellesbourne, Warwickshire and Kirton, Lincolnshire which were acquired in April 2004 by the
University of Warwick. HRI Kirton is no longer owned by the University but the Wellesbourne campus
has been included in the Department of Life Sciences and is now included in this plan.
In January 2010, HEFCE published its Statement of Policy: “Carbon reduction target and strategy for
higher education in England” (HEFCE 2010/01) and subsequently established the link between capital
funding and demonstrable carbon reduction. This included a requirement for institutions to “set their
own targets for 2020 for scope 1 and 2 emissions against a 2005 baseline”.
This document is the 2013 progress update to the 2011 Carbon Management Implementation Plan,
which described how the University of Warwick plans to reduce its carbon emissions. It builds on the
wealth of knowledge acquired through the HECMP.
1.2
Process of producing the 2011 Carbon Management Implementation Plan
During 2010/11 the University worked through a process to update the carbon management plan
comprising:
1. Key members of the Estates Energy and Environment team within the University worked
together with the Carbon Trust to produce the 2005-6 baseline, agree the likely projections of
emissions accounting for the Masterplan and to develop a suitable carbon reduction target for
the University, in line with UK Government targets.
2. Existing planned and potential projects to reduce carbon emissions were explored and further
ideas were generated by a workshop held within the University’s Estates Department. This
was developed into a programme of carbon reduction measures, providing a cost effective
route to emissions reduction.
10
3. The 2011 carbon management plan was then produced together with the Carbon Trust to
summarize the above steps and provide a record of the University’s carbon reduction
activities.
1.3
Process of updating the 2011 Carbon Management Implementation Plan
A methodology was developed to allow consistent annual updates to be produced to the 2011 Carbon
Management Implementation Plan (CMIP) (following the end of each academic year). All updates to
this plan are provided in the document “2020 Carbon Management Implementation Plan 20xx
Progress Update – Appendix”. The methodology comprises the following six steps:
1. Updating the carbon footprint from scope 1 and 2 emissions sources
a) Compile the additional year’s emissions data for the University covering the scope 1 and 2
emissions sources described in section 3.1 of the CMIP.
b) Ensure any changes in greenhouse gas emissions factors from Defra/DECC are accounted for.
Data to be taken from the latest “Guidelines to Defra/DECC’s GHG conversion factors for
company reporting”.
c) Calculate both the change in absolute terms of the emissions and also relative to “staff and
student FTE” and “£ turnover”.
d) Review for any trends and describe any known major occurrences that account for changes in
emissions, quantifying where possible. For example, the CHP being out of operation for an
extended period lead to increased use of grid electricity of an estimated “x” tonnes or
unusually cold winter weather. Also, explain any implications of the changes in electricity
emissions factors as the national grid reduces the carbon intensity of electricity.
2. Updating the projected emissions accounting for planned estate changes
a) Review assumptions for rate of increase of carbon emissions based upon predicted University
growth in floor area/new building energy intensity. Data to be taken from the latest “Estates
Office: Growth Assumptions for direct cost budgets, Five Year Plan”. Any significant changes of
assumptions should be explained.
b) Account for any other significant new equipment or changes in activities at the University.
c) Assess any significant changes in the predicted rate at which the national grid will reduce the
carbon intensity of electricity.
d) Re-calculate the emissions savings needed to be made if the University is to achieve its carbon
reduction target, accounting for the planned estate changes. (The University is seeking to
match the Government target of a 34% reduction against 1990 levels and is therefore
committing to achieve a 60% reduction in emissions by 2020/21 compared to a 2005/6
baseline.)
3. Updating the value at stake
a) Review the current energy price predictions from Central Finance, accounting for any known
energy contract periods and using current assumptions for increases thereafter.
b) Update the future cost predictions and value at stake if the carbon reduction target is
achieved. Outline any additional savings in relation to carbon taxes (e.g. CRC EES, EU ETS and
CCL) or other energy provision costs.
11
4. Updating the carbon reduction projects
a) Update the carbon reduction project list ensuring particularly the completion stage, carbon
savings and costs are up to date. Particularly ensure that major projects are reviewed.
b) Update the NPV calculation using latest data from Central Finance.
c) Ensure any changes in greenhouse gas emissions factors from Defra/DECC are accounted for.
Data to be taken from the latest “Guidelines to Defra/DECC’s GHG conversion factors for
company reporting”. Particularly ensure any mixed fuel or unusual CO2e calculations included
are updated especially where this does not happen automatically.
d) Assess any significant changes in the predicted rate at which the national grid will reduce the
carbon intensity of electricity.
e) Review the utility prices and update with current prices where required.
f) Re-evaluate the NPV check to determine which projects are cost effective.
g) Update any changed persistence factors using data from, in order of priority, a) Salix Finance
b) Carbon Trust c) other sources.
h) Evaluate lifetime CO2e savings to determine which the most significant carbon reduction
projects are.
i) Update the MACC curve to analyse most cost and carbon effective projects and verify whether
sufficient projects have been identified to reach carbon reduction target. If insufficient
projects are identified, present options appraisal of potential solutions.
j) Use the MACC curve to update project implementation schedule and graph of achievement
towards carbon reduction target.
k) Update the risk register with significant risks (including legislative factors, incentives/taxes,
grid electricity carbon intensity changes, weather) to success of the carbon reduction projects.
l) Present a summary of the updated 5 year carbon reduction plan including: the total impact of
projects completed to date; planned projects for next 2 years and those under feasibility for
years 3 to 5 and strategy for any significant projects in later years.
5. Updating the carbon reduction financing
a) Provide an update on the funding availability.
b) Outline any additional resources required.
6. Embedding carbon management
c) Provide an update on progress in embedding carbon management into the University’s daily
operations.
d) Outline any significant plans or proposals for improvements.
1.4
Achievements so far
Installation of the combined heat and power (CHP) system in 2001 was significant in reducing the
University’s carbon emissions. The system provides the heat for buildings, domestic hot water and
cooling using absorption chilling as well as approximately 50% of the campus annual electricity
consumption. Heating upgrades enabled the removal of inefficient boilers in residences as they were
linked to the district heating, also resulting in reduced maintenance costs. Efficiency of the district
12
heating system has been further improved through a £0.75 million extension to provide new cooling
facilities and thermal stores.
Design work has begun on a further expansion of the University’s district heating network. A new
energy centre on the Cryfield side of the campus will increase the University’s combined heat and
power capacity and has been projected to reduce annual Carbon emissions by 3,644 tonnes and
Utilities expenditure by approximately £650k per annum.
Numerous awareness-raising measures have also been implemented in recent years. In 2010/11, the
“Let's Make It Happen” environmental awareness programme aimed to reduce energy consumption
across the University through engagement of both staff and students. The programme has resulted in
significant energy, carbon and financial savings. Awareness raising has been led by the Carbon
Challenge Group. Awareness measures taken have included:
 switch it off week and energy saving week;
 a Departmental energy saving competition;
 a campaign to reduce our base load energy consumption on Christmas Day using data from
the last 10 years; and
 participating for the last 4 years in the Student Switch Off campaign, run in partnership with
NUS. Halls of residence within the University compete against each other to save energy.
The University invested in five fully electric MegaVans, used for Food & Drink delivery, waste
collection around the campus, and by the University Security team. These have reduced emissions
compared to using conventional vehicles as they are powered by electricity produced on-site by the
CHP. The University was also highly commended in Business in the Community's 2010 Regional
Excellence Award for Sustainable Travel implemented as a result of its Green Travel Plan.
Implementing the car share scheme has saved millions of car miles and significant carbon emissions
have been avoided.
1.5
Definitions
The terms “carbon”, “carbon dioxide”, “CO2” and “CO2e” are used interchangeably in this document to
mean carbon dioxide gas that is emitted either directly from the fuel combustion process (such as
engine exhaust fumes), or where appropriate as an equivalent for emissions of other greenhouse
gases. It should be noted that over the last few years, greenhouse gas conversion factors have been
revised annually (most recently in October 2011). In addition, reporting requirements for different
bodies vary. The 2005/06 baseline is reported in carbon dioxide equivalents (CO 2e) and it is the
intention to standardize all future reporting and business case derivation to CO2e.
Through the original carbon management programme, the University has identified the activities
responsible for carbon emissions being released into the atmosphere. Convention divides these
activities into three groups (known as “scopes”). The three scopes are:
Scope 1 (Direct emissions): Activities owned or controlled by the University that release emissions
straight into the atmosphere. They are direct emissions. Examples of scope 1 emissions include
emissions from combustion in owned or controlled boilers, CHP engines, vehicles; emissions from
chemical production in owned or controlled process equipment.
Scope 2 (Energy indirect): Emissions being released into the atmosphere associated with the
University’s consumption of purchased electricity, heat, steam or cooling. These are indirect emissions
13
that are a consequence of the University’s activities but which occur at sources that are not owned or
controlled.
Scope 3 (Other indirect): Emissions that are a consequence of the University’s actions, which occur at
sources which are not owned or controlled and which are not classed as scope 2 emissions. Examples
of scope 3 emissions are business travel by means not owned or controlled by the University, waste
disposal, or purchased materials.
14
2. Carbon Management Strategy
The University has developed this updated carbon management plan to respond to a range of drivers,
both internal and external. These are outlined in this section and their significance discussed. Also
outlined are the strategic themes, which explain the key areas in which the University will respond to
the drivers for carbon management. Finally, the target which will be adopted for carbon reduction
which quantifies the University’s response is explained.
2.1
Context and drivers for carbon management
Climate Change
Human-induced climate change is high on the agenda of many nations, with potentially devastating
environmental, social and economic repercussions. The release of carbon dioxide and other
‘greenhouse gases’ is very likely to be the main cause of global warming, thus it is imperative that
individuals and institutions take action to minimise contributions to atmospheric carbon dioxide. It is
likely that changes to the climate of the UK and the rest of the world will affect Warwick both directly
and indirectly in the future. It is in the interests of the University’s corporate responsibility to reduce
its contribution to the problem and to take a leading role in utilising low-carbon technology.
The UK committed, through the Kyoto Protocol, to reduce greenhouse gas emissions. A more stringent
domestic target was set under the Climate Change Act, requiring a reduction of 80% of UK CO 2e
emissions by 2050, and by 34% of 1990 levels by 2020 (1990 baseline). The University of Warwick’s
emissions reduction efforts should be observed in the wider context of these national Governmental
targets.
Sustainable Development
The University has made explicit reference to sustainability in its overall strategy, with the University
Environmental Policy having definite objectives and aims to progress over the coming years. The
Carbon Management Programme is an opportunity to quantify progress made in sustainable
development, and also provides a tangible objective.
Rising energy costs
The University’s energy bill reached about £8.7 million in 2008/9. Although the contracts for electricity
and gas have been fixed until the end of 2013 further campus expansion, volatile energy markets and
carbon taxes are likely to bring about substantial future increases in utility expenditure.
Future Funding
HEFCE has committed the Higher Education Sector to Government targets in respect of scope 1 and
scope 2 emissions. It has estimated that, given the growth of the sector since 1990, the Government
target base year, that this is equivalent to a 43% reduction against 2005/6 levels. HEFCE also proposes
that the HE sector commits to making reductions in scope 3 emissions, with the intention of setting
targets for these emissions when measurement technology permits. The Department for Education
and Skills mandated HEFCE to promote sustainable development actively and to reflect it in the
second capital funding allocation (CIF2) for Universities.
Value for money
15
As the public sector finances tighten, it is important that efficient use of public funds is made and cost
savings are made wherever possible. Many carbon reduction measures correspond to efficiency
improvements, yielding cost savings.
Climate Change Levy
Climate Change Levy (CCL) adds a (tax) cost to overall utility expenditure. The impact of the CCL on the
University remains limited due to the operation of the Combined Heat and Power installation which it
was announced in the Budget 2012 will remain exempt from the Carbon Price Support rate applying to
CCL. The CCL paid currently is an unnecessary expenditure that can be curtailed with investment in
low-carbon energy supplies.
Reduced ETS allowances in the future
Phase II of the EU Emissions Trading Scheme runs from 2008 to 2012 and it covers Scope 1 emissions
from combustion only as it accounts for energy consumption and generation. Its aim is to act as a cap
and trade emissions scheme to encourage energy efficiency. The University is included on the basis of
the size of its CHP and district heating network, with an allowance of about 25,000 tonnes which it
largely consumes, the majority (70 to 80%) being for the gas utilised in the CHP. However future
reductions in emissions’ allowances could lead to a shortfall in credits, which combined with energy
price rises, could be costly. However there is also the opportunity for Warwick to meet its target,
accumulate the extra credits and trade them, providing additional revenue.
Carbon Reduction Commitment Energy Efficiency Scheme (CRC EES)
Since April 2010 any organisation that consumed more than 6,000 Mega Watt hours of half hourly
monitored electricity during 2008 has been legally obliged to participate in the CRC EES, the
Government’s carbon trading scheme. This will cover the University’s emissions which are not already
reported under EU ETS. Participants in CRC EES will need to buy carbon allowances each year, based
on their energy consumption, to cover their emissions. The Government is currently reviewing the
scheme with the aim of reducing the administrative burdens on business.
EU Energy Performance of Buildings Directive (EPBD)
This came into force on 4th January 2006 and sets out to ‘promote the improvement of the energy
performance of buildings within the EU through cost effective measures’ and to ‘promote the
convergence of building standards towards those Member States which already have ambitious levels’
implemented through specific measures and standards in the UK. The measures are:
 calculating the energy performance of buildings;
 the introduction of regular inspections of cooling, heating and boiler installations;
 a set of performance standards applicable to both new and existing buildings; and
 a certification scheme for both new and existing buildings.
Energy performance certification is required for all new buildings and when existing buildings are
rented out or sold on. There is also a requirement for public buildings (down to 250 m 2 in 2015) to
show a display energy certificate (DEC) in a prominent position within the building. This certificate
must be renewed annually.
Building Regulations – Part L
They set out requirements for energy efficiency and the effective control of buildings and associated
plant. These regulations apply to both new buildings and refurbishments.
Campus expansion
The Estates’ Masterplan sets out the University’s plans to grow covering the period to 2020. Increasing
the building area on the campus will lead to increases in energy consumption, and resultant increases
16
in carbon dioxide emissions unless sufficient counter measures are taken. The assumptions used in
estimating the impact of the planned changes is explained in section 3.3.
Reputation and Image
It is important that institutional reputation and appeal for future recruitment of both students and
staff is considered. Further, the reputation to external stakeholders in taking action to reduce carbon
emissions should be promoted going forward through effective communication of a coherent strategy.
This will comprise:
 an improved corporate image for the University (as a ‘green university’) through continued
participation in initiatives such as the People and Planet’s “Green League” and "Universities
that Count" in which the University was ranked in the top 5 in the 2010 benchmarking
exercise for its environmental and social responsibility;
 continuing to encourage environmentally aware behaviour in staff and students; and
 exploring the potential for more inclusive environmental progress across campus (integrating
departments in the progression towards our carbon reduction objective).
2.2
Strategic themes
The strategic themes in reducing the University’s carbon emissions are:
1. Ensuring that the expansion of the University outlined in the Masterplan is as low carbon as
possible.
2. Ensuring that current activities are conducted as efficiently as possible so that emissions are
minimised.
3. That energy costs are minimised, providing efficient use of the University’s funding.
These themes will be explored in detail in this report.
2.3
Targets
HEFCE has undertaken analysis of the sector’s recent carbon emissions, as the sector has grown
extensively since 1990. It considers that a sector wide target of 43% reduction in emissions by
2020/21 compared to 2005/6 should be considered equivalent to the existing UK Government target.
However, the University of Warwick has available data relating to 1990 and has grown faster than the
sector average during the intervening period.
The University is seeking to match the Government target of a 34% reduction against 1990
levels and is therefore committing to achieve a 60% reduction in emissions by 2020/21 compared
to a 2005/6 baseline.
17
3. Scope 1 and 2 Emissions Baseline and Projections
The carbon emissions included in the baseline are explained and the significance of different sources
discussed. Then, the effect of the future growth of the University on its carbon emissions is explored.
Finally, the significance of achieving the carbon reduction target is explained in terms of both
reduction in carbon emissions and energy costs.
3.1
Scope
This baseline covers emissions from activities at the main campus and the HRI Wellesbourne site.
Material carbon emissions sources accounted for in this baseline (Scope 1 and 2 emissions only) are:
Scope 1
 natural gas – gas-fuelled CHP (“energy centre gas”) and decentralised boilers, kitchens and
laboratories (“firm gas”);
 fuel oil – heating oil; and
 vehicle fuel oil – diesel, petrol.
Scope 2
 grid electricity.
The emissions from gas, electricity and fuel oil use within buildings are based on the data submitted as
part of the Estate Management Statistics (www.opdems.ac.uk) (reproduced in Appendix A) and the
2005/06 University of Warwick Energy Report.
Given the specific nature of this baseline calculation (for Scope 1 and Scope 2 emissions only), it
currently omits fugitive emissions (for example, from air conditioning systems). Following
appropriation of the necessary data, these will, in time, be included in the carbon reduction
programme.
3.2
Baseline and assumptions
The following represents a summary of the direct Scope 1 carbon emissions produced by the
University of Warwick in 2005-06:
Fuel Use
Main campus
HRI
Total
Emission Factor
Carbon Emission (tonnes)
Oil (kWh)
0
492,819
492,819
0.258
127
Gas (kWh)
131,992,705
12,506,525
144,499,230
0.185
26,732
Fleet Vehicles
Number of vehicles
Main campus
125
HRI
51
Total
Emission Factor
Carbon Emission (tonnes)
176
2*
352
18
* The fleet emissions are estimated as 352 tonnes CO2e based upon a general 2 tonnes per vehicle per
annum, the number of vehicles operating across the University and the previous estimate of fleet
emissions calculated as part of the previous carbon management programme.
In 2005-06, Scope 1 carbon emissions across the University of Warwick amounted to: 27,212 tonnes
CO2e.
The following represents a summary of the indirect Scope 2 carbon emissions associated with the use
of bought-in (grid) electricity at the University of Warwick in 2005-06:
Electricity
Grid Electricity
(kWh)
Main
campus
29,899,372
HRI
Total
7,347,640 37,247,012
Emission
Factor
Carbon Emission
(tonnes)
0.519**
19,328
** Revised carbon emission factor (DEFRA, 2013) – average of 2005 and 2006 figures
In 2005-06, Scope 2 carbon emissions across the University of Warwick amounted to 19,328 tonnes
CO2e.
In 2005-06, Scope 1 and Scope 2 carbon emissions across the University of Warwick amounted to
46,540 tonnes CO2e.
The following pie chart illustrates the composition of the scope 1 and 2 baseline carbon footprint from
2005-06 and shows that emissions from buildings dominate the fleet emissions:
Scope 1 and 2 carbon emissions 2005-06
Data has also been compiled for the scope 1 and 2 carbon emissions for subsequent years and will be
summarized in an annually updated appendix to this report.
In 2008-09, Scope 1 and Scope 2 carbon emissions across the University of Warwick amounted to
45,187 tonnes CO2e i.e. reduced by 3% compared to 2005/6.
19
The University however grew from 2005/6 to 2008/9 as shown in the following table:
Staff and student FTE
£ income
2005/6
2006/7
2007/8
2008/9
20,979
20,881
21,275
21,920
£310,601,000 £330,511,000 £350,181,000 £375,656,000
This therefore means that the emissions reduced to a greater extent in relative terms as illustrated in
the following table:
2005/6
2006/7
2007/8
2008/9
Reduction
from 2005/6
to 2008/9
(%)
46,540
44,662
46,497
45,187
2.9
Per staff and student FTE
2.22
2.14
2.19
2.06
7.1
Per £1000 income
0.150
0.135
0.133
0.120
19.7
Emissions in absolute
terms (tonnes CO2e)
Both the absolute and relative progress in emissions reduction will be provided in the annually
updated appendix to this report.
3.3
Campus expansion
The Estates Masterplan sets out the University’s plans to grow covering the period to 2020. The main
relevant issue is that there is planned to be an additional 171,000 m² of building space.
For the purposes of this plan, it has been assumed that:

this new building space will be highly efficient, meeting BREEAM Excellent and EPC A rated
target;

this will however involve additional consumption of energy; and

there will be energy used for the buildings plus the new activities occurring within them.
This has resulted in the following being used to model the potential increase in carbon emissions:

47kWh/m2 per annum for electricity and 122 kWh/m2 per annum for heating, based upon
metered consumption in CTU, Bluebell Residences and MAS buildings.

that the increase in area, therefore emissions, is based on new buildings included in the latest
5 year plan and linear thereafter to 2020/21; and
20

that there was no change in energy consumption from the existing buildings.
These assumptions will be reviewed annually against the “Estates Office: Growth Assumptions for
direct cost budgets, Five Year Plan”. Any significant changes, for example, once actual construction
plans for a year are known, will be incorporated into these assumptions and will be provided in the
annually updated appendix to this report.
3.4
Emissions projections
The assumptions for the campus expansion (which are taken from Estates Office: Growth Assumptions
for direct cost budgets, Five Year Plan) together with any other significant changes will result in the
projection of emissions to 2020/21. This is updated annually and will be presented in the annually
updated appendix to this report. The reduction in CO2e emissions required to achieve the target
emissions reduction will then be calculated.
3.5
Value at stake
Data was obtained from the Estates Office records for the cost of energy consumption for 2008/9 to
2010/11. The University’s predictions of energy cost increases for subsequent years were obtained
from the University Central Finance Office. Estimates were then made for the corresponding increases
in energy cost accounting for the increase in energy consumption corresponding to the planned estate
changes and allowing for cost increases each year. Similarly, estimates were made of the reduction in
energy cost accounting for the reduction in consumption corresponding to achieving the carbon
reduction target and allowing for cost increases each year. This allows the value at stake (in terms of
annual energy cost savings) if the carbon reduction target is achieved to be calculated. This is updated
annually and will be presented in the annually updated appendix to this report. The cost of carbon
taxes (CCL, CRC EES, EU ETS etc.) are not included in this value at stake calculation due to their long
term uncertainty. To deliver the energy savings, a series of projects will be implemented as described
in section 5. The cost of carbon taxes is included in the corresponding business cases.
21
4. Scope 3
For this update of the Carbon Plan the 2012 document “Addendum to 2020 Carbon Management
Implementation Plan – Indirect (Scope 3) Carbon Emissions” has been amalgamated into this
document.
4.1
Objectives
This element of the carbon management plan seeks to:


quantify the scale of indirect emissions arising from the University’s activities; and
highlight the range of ongoing and planned management activities to mitigate the impact
associated with these activities.
The Addendum considers the following indirect sources of carbon emissions:






waste generated by the University;
materials recycling (paper, glass, metals etc not entering the general waste stream);
water use across the University;
commuting ( by staff and students);
international student transfer to/from University; and
business air travel (by staff).
4.2
Supply Chain - Procurement
The following indirect sources of carbon emissions have not been included at the present time:



suppliers’ travel ( for site works and goods supply);
conference delegate travel; and
embedded carbon of goods purchased on behalf of the University.
It is intended to develop the University of Warwick base line for the emissions above in line with the
guidelines issued by HEFCE and HESA.
4.3
Process of Data Collation
The University has worked through a process in establishing robust indirect carbon emissions’ data to
input into this carbon management plan comprising:

Key members of the University administration have provided quantitative data in relation to
their areas of activity;
Existing methods of capturing quantitative data have been used wherever possible – for
example travel survey data, academic statistics etc; and
Professional expertise in relation to specific areas of activity has been sought where required.



suppliers’ travel ( for site works and goods supply);
conference delegate travel; and
embedded carbon.


4.4
Strategic Drivers
22
Sustainability remains a significant feature and core goal of the University Strategy, with the overall
carbon reduction target constituting one of the key objectives therein. The carbon management
strategy also links to other areas of policy, including energy, transport, waste, procurement,
recruitment etc. Only by adopting a holistic approach to the management of this area can we
realistically move towards lower carbon operations.
4.5
Existing Initiatives
At the time of publication of the 2020 Carbon Management Implementation Plan, , the University was
already undertaking actions to minimize its emissions in many of these areas, setting targets as part of
its overarching Environmental Policy. Some quantitative data was already available to enable the
calculation of the associated carbon emissions. This was largely driven by the requirement to
complete annual return as part of the Estates Management Statistics. Other areas however required
processes to be set up to capture the required information and, in the intervening twelve month
period; some of this work has been undertaken.
The table overleaf provides a summary of the data that was already being collated across the
University:
23
Emissions source
Waste generated by the
University
Status at March 2011
Data available (tonnes of waste to landfill and incinerated).
Waste minimisation activities have been undertaken and continue to
reflect positively upon total waste volumes.
Materials recycling (paper, Data already available (tonnes of waste recycled, by material).
glass and metals not Recycling targets have already been set and exceeded as recycling has
entering the general waste increased and is in excess of 30%.
stream)
Indirect emissions
associated with water use
across the University
Data already available (m3 water).
Targets have been established to reduce relative water consumption.
Commuting ( by staff and
students)
A travel survey was done in 2005 and repeated in December 2010 with
a high response rate. The impact of these journeys is being addressed
by the Green Travel Plan through measures such as student car share,
ensuring bus services cover campus, encouraging use of bikes, electric
scooters and public transport. A target has been set to continue to
introduce initiatives.
Data relating to the transport of international students to and from the
University is included in the Academic Statistics, but the environmental
impact of this transport had not been quantified.
Travel (by staff)
A travel survey was done in 2005 and repeated in December 2010 with
a high response rate. This had not been used together with the staff
numbers to extrapolate the total number of daily commuting journeys.
Data was to be made available on travel for business purposes from
the approved travel suppliers. Investigations were being made to find
the best way to capture information on business travel booked by
individuals independently through travel expense reclaims.
Suppliers’ travel (for site Data was not available for these journeys. Some work had however
works and goods supply)
been undertaken, for example in the rationalisation of the stationery
supply chain and waste compactor removal from across the campus to
significantly reduce delivery vehicle movements onto and around the
campus.
Conference delegate travel
Data was not available for these journeys.
Embedded carbon through
procurement
Quantitative data relating to the goods and services procured on
behalf of the University was not available.
24
4.6
Water Use.
4.6.1
Background
The University of Warwick is aware of the direct and indirect effects associated with the water used in
its day-to-day operational activities. Overall water use has been monitored, measured and reported in
its Annual Energy Audit since the early 1980’s. Water efficiency techniques have been deployed
across the University’s operation, primarily to reduce water use and consequently to make financial
savings.
Severn Trent Water Ltd is responsible for supplying potable water to the University. In 2010-11,
operations on the main campus consumed a total of 589,021 cubic metres of potable water. In the
same period, the Wellesbourne campus consumed 15,235 cubic metres of potable water. Total
potable water use across the University has therefore been calculated to be 604,256 cubic metres.
4.6.2
Emissions’ calculation
In order to calculate Scope 3 emissions associated with the supply and treatment of water across the
University, reference has been made to Annex 9 of DEFRA / DECC’s GHG Conversion Factors for
Company Reporting (2011).
The following carbon emission factors have been applied to the water supplied to and subsequently
treated from the University:


Water supply - 0.340 kgCO2e per cubic metre;
Water treatment - 0.700 kgCO2e per cubic metre
The following Scope 3 total indirect greenhouse gases are therefore associated with the University’s
water use during academic year 2010-11:
Volume (m3)
Total kg CO2e
Water supply
604,256
205,447
Water treatment
604,256
422,979
Total
628,426
The total indirect carbon emissions associated with the supply and treatment of water across the
University of Warwick in 2010-11 was therefore 628 tonnes.
4.6.3
Future Activities
As an integral part of its Environmental Policy, the University is committed to ongoing improvements
in its use of water. The range of activities will include:


Preventative maintenance of the University distribution network;
Ongoing replacement of inefficient equipment with lower water use alternatives;
25




Regular leak detection surveys;
Logging of differential pressures and flows across the distribution network to identify
anomalies;
Completion of a water balance across the main campus to further define water distribution;
Prioritisation of effort in worst performing areas of the University Estate.
4.7
Waste
4.7.1
Background
The University of Warwick is responsible for the production of a wide range of different waste
streams. Waste volumes emanating from day to day operational activities are monitored, measured
and reported annually. The figures for academic year 2010-11 have been used to estimate Scope 3
emissions arising from this source.
Although monitoring of hazardous waste and capital project-related construction waste is undertaken,
these figures are not collated centrally and have not been incorporated at this stage.
4.7.2
Methodology
In order to calculate Scope 3 waste-related emissions, reference has been made to Annex 9 of DEFRA /
DECC’s GHG Conversion Factors for Company Reporting (2011). There were significant changes to the
methodologies and assumptions used in deriving the emission factors between the previous (2010)
and the 2011 update and, as a result, some of the factors changed significantly.
Data relating to the following waste streams, emanating from day to day operational activities, is
collated centrally:









Batteries (post-consumer, non-automotive)
Glass
Scrap Metal
Mixed commercial and industrial waste
Mixed municipal waste
Paper
Textiles
Mixed WEEE (waste electrical and electronic equipment)
Wood
The destinations of these materials having left the University are also recorded. With this information,
it has been possible to complete Table 9d of Annex 9. The table including waste data from the
University for 2010-11 is included as Appendix B.
The table is split into two halves, with the top half containing the emissions factors for different
materials and treatment technologies. These are then used to calculate the emissions which are
calculated in the bottom half of the table. A figure for the total net CO2e emissions is produced, which
can then be reported.
26
4.7.3
Emissions’ calculation
The grand total net Scope 3 CO2e emissions produced as a result of the operational waste and recycling
activities across the University is 3,927 tonnes.
4.7.4
Ongoing and Future Management
Over the last five years, the University has focused much attention on attempts to optimise its waste
management processes. It has set targets to reduce the amount of waste materials emanating from
its operational activity and also increase the percentage rate of recycling. During this time, the
general waste volume has shown a downward trend and the recycling rate has risen from circa 22% to
35%.
The waste and recycling targets were reviewed in autumn 2011 and now comprise:


For the University recycling rate to exceed 50% by 2012-13; and
To reduce waste to landfill to 5% of total “waste” produced by 2012-13.
The new operational waste and recycling contract (effective from 1st January 2012) will see even
greater emphasis placed on the improvement of recycling processes across the University. A focus on
the segregation of food waste and the removal of organic contaminants should enable dry mixed
recycling rates to also increase. The University will continue to favour closed loop recycling over open
loop recycling.
Work is also ongoing to effect front-end procurement modifications, such that the disposal of surplus
materials (especially packaging) are not the University’s responsibility. In specifying take-back clauses
in supply contracts, it is hoped that these materials are diverted away from disposal and made
available for reuse.
4.8 Commuting
During 2010-11, the University of Warwick employed over 4,300 members of staff and had 18,900
students (FTE). The environmental impact associated with the commuting journeys of these staff and
student members to and from the University is significant. This section highlights the indirect carbon
emissions associated with commuting to and from the University on a periodic (largely daily) basis.
4.8.1
Background
Through its planning obligations, Warwick’s future strategic development depends on the successful
implementation of a sustainable transport strategy and its Green Travel Plan. In terms of targets to
demonstrate progress, there are a series of future modal share targets that the University must meet.
Biennial comprehensive travel surveys of staff and students provide the evidence base. The original
survey to support the development masterplan was undertaken by ARUP in 2005 and followed up by
the same professional services consultancy in Autumn 2010.
The Autumn 2010 database provided the opportunity to estimate indirect carbon emissions associated
with this travel. ARUP was therefore engaged to review the data, adopt a suitable methodology in line
with industry-best practice and estimate the quantum of emissions involved. A copy of the full ARUP
carbon assessment report is reproduced in Appendix C.
27
4.8.2
Methodology
A three stage methodology was developed to estimate the total carbon produced by staff and
students, as a result of commuter journeys to the University:



Stage 1 utilised the results of the 2010 survey to produce typical distances travelled by each
transport mode;
Stage 2 applied the Stage 1 results to the total staff and student populations in 2010 to
produce a total annual distance travelled by each mode; and
Stage 3 then converted the annual distance travelled to a carbon dioxide equivalent (CO 2e) of
greenhouse gases.
Although there are inherent difficulties in the completion of such an exercise, the adopted
methodology was considered as robust as could be expected and has been shown to be broadly in line
with recommendations published on behalf of HEFCE in January 2012 (Measuring scope 3 carbon
emissions – transport: A guide to good practice (HEFCE 2012/02)).
4.8.3
Emissions’ Calculation
The detailed calculations undertaken to quantify total carbon emissions associated with staff and
student commuting are reproduced in Appendix B. These are broken down into staff, undergraduate
and postgraduate students. The results for 2010-11 showed that a total of 15,799 tonnes of CO2e was
produced by staff and students commuting to the University. Per capita emissions were 1.36 tonnes
for staff, 0.37 tonnes for undergraduate students and 0.79 tonnes for postgraduate students.
4.8.4
Ongoing and Future Management
The Green Travel Plan requirements are summarised as follows:





Appoint Travel Coordinator (Completed);
Reduce availability of car parking and increase cost (In progress);
Encourage car sharing and improve social links across departments (In progress);
Encourage public transport use, walking and cycling (In progress);
Other measures - business mileage, pool vehicles, work practices (In progress).
By the end of 2010, the University had already exceeded its 2013 targets for car driver modal share
(all), public transport use (all), walking (staff) and cycling (students). This bears testament to the
ongoing promotion of sustainable transport alternatives and is backed up by traffic count data at key
junctions in the vicinity of the main campus.
Progress against the requirements of the Green Travel Plan will continue to be regularly reported
through the University’s risk management and governance structures.
4.9 International Student Travel
This section highlights the indirect carbon emissions associated with air travel undertaken by
international students to and from the UK to undertake studies at the University of Warwick.
28
4.9.1
Background
The ambition to make “every student an international student” forms an integral part of the University
of Warwick’s ongoing strategy. In 2010-11, approximately 34% of those students enrolling at the
University were deemed to be overseas students (originating from countries outside the UK). As a
consequence of this strategic aim, the University is indirectly responsible for emissions associated with
the transport of these students to/from Warwick. Given the starting location of international
students, this travel to/from the University for the start of the academic year and back home at the
end of the year is predominantly by air.
4.9.2
Methodology
The International Office is largely responsible for monitoring and reporting the intake of international
students to Warwick, together with their welfare whilst at the University. The country of origin of all
students arriving at the University in 2010-11 is recorded in Table 2.4 of the annually-produced
Academic Statistics. The figures for 2011 were used as the basis for the calculation of Scope 3
emissions associated with international student travel.
Given the current availability of data, the following assumptions were necessarily made:





All international students travelled by air to the UK.
UK students did not travel to the University by air;
Each international student took a single flight to and a single flight from the UK during the
academic year;
Since information relating to the departure airport is currently not recorded, the distance
calculation was based on a generic distance from the country of origin; and
The arrival airport in the UK is Heathrow.
Using an air travel calculator, distances from countries to Heathrow were calculated for each student.
These passenger air kilometres were then used to calculate indirect Scope 3 emissions using Table 6l
of Annex 6 of DEFRA / DECC’s GHG Conversion Factors for Company Reporting (2011).
Given the nature of the student population involved, it was considered safe to assume that the vast
majority of flights would be in economy class. The passenger km distance was initially multiplied by
1.09 (9% km uplift factor) to take into account non-direct routes and then by the respective CO 2e
emission factor for short haul international flights from European countries and long haul
international flights from non-European countries. Table 6l shows the following average figures:


Short haul international (European) flights - 0.09229 kgCO2e per passenger km
Long haul international (non-European) flights - 0.08137 kgCO2e per passenger km.
4.9.3
Emissions’ Calculation
The detailed calculations undertaken to quantify total air kilometres are reproduced in Appendix D.
29
These calculations show that, in 2010-11, the total emission associated with international student air
travel to and from the University was estimated to be 8,503 tonnes of CO2e.
4.9.4
Future Management
The indirect carbon emissions associated with international student travel are considered an
inevitable consequence of the University’s global leadership aspirations. Notwithstanding this, the
University of Warwick is committed to:

Sector-leadership in the provision of distance and online learning alternatives to traditional
teaching methods;
Awareness-raising regarding the variation in emissions associated with the fleets maintained by
different airline operators.
4.10 Business Air Travel
This section highlights the indirect carbon emissions associated with business-related air travel
undertaken by staff and some students through their work at the University of Warwick.
4.10.1 Background
As a leading global University, Warwick prides itself on its international connectivity. The University
strategy articulates the desire “to make Warwick an international beacon by embedding
internationalism into every area of the University's mission”. Business travel by staff and students is
an essential consequence of this strategy.
During 2008, the University conducted a tender exercise to provide the University of Warwick with
travel advice and bookings. Co-operative Travel Management and Key Travel were successful in the
tendering process. A stipulation of the contract award was that management information relating to
the environmental impact of the travel undertaken was to be provided. As such, annual reports are
now provided to the University detailing the travel bookings made and the resultant carbon emissions
resulting from these bookings.
4.10.2 Methodology
The carbon-related management information reports for 2010-11 have been provided by both Co-op
and Key. A selection of these reports is reproduced in Appendix E.
Data relating to travel booked independently by staff members (and reclaimed through expenses) and
travel paid for by third parties is currently not collated centrally.
The calculations undertaken are based on data included in Table 6l of Annex 6 of DEFRA / DECC’s GHG
Conversion Factors for Company Reporting. The 9% km uplift factor (to take into account non-direct
routes) has been applied to the distance figures and then multiplied by the respective carbon emission
30
factor.
4.10.3 Emissions’ Calculation
The detailed calculations undertaken to quantify total air kilometres are summarized below:
Travel Company
Total Passenger Air Kilometres
Recorded
Co-operative Travel
Management
Calculated Emissions
(Tonnes of CO2e)
17,201,777
1,905 tonnes
Key Travel
7,185,256
863 tonnes
Total
24,387,033
2,768 tonnes
4.10.4 Ongoing and Future Management
Indirect carbon emissions associated with business travel are considered an inevitable consequence of
the University’s core business. Notwithstanding this, efforts are ongoing to reduce the requirement for
staff members to travel.
A variety of communication methods are currently used to aid decision making. For example, the
following information is displayed on the Purchasing Office website – “Please help reduce trips; please
ensure staff travel only when necessary; where possible, travel should be avoided and video
conferencing should be arranged as an alternative”.
In recent years, the University has invested significantly in video conferencing and telepresence suites.
In addition to five state-of-the-art videoconferencing suites, the following information is provided on
the IT Services site: “Warwick is leading the way with telepresence and this service will be the first of
its kind in UK higher education. The aims of providing such facilities are to significantly reduce travel
expenditure and wasted time while supporting increased internal and external collaboration”.
As the University’s carbon management strategy and carbon accounting techniques develop further,
the University of Warwick will undertake further work to categorise and quantify other Scope 3 carbon
emission sources and further develop plans to reduce emissions from these sources.
5
Carbon Management Projects
Successfully reducing the University’s carbon emissions by the amount necessary to achieve the target
will require the implementation of projects across all aspects of the University’s activities. The
measures are described and their cumulative effect shown.
5.1
Projects to reduce carbon emissions
A suite of potential carbon reduction projects, categorized in a series of eight themes, have initially
been identified. It should be stressed that the list of projects underpinning this implementation plan
31
is not exhaustive, with all projects subject to ongoing refinement and assessment to ensure their
continued appropriateness from economic, social and/or environmental perspectives. The
methodology outlined in section 1.3 will be used to continuously assess the projects viability and
priority.
A summary of the project themes and the ownership of each area are given below with the full details
of the projects outlined the annually updated appendix to this report:








Building improvement to reduce heat consumption (Director of Estates)
IT services reduction of electricity consumption (Director of IT Services)
Lighting reduction of electricity consumption (Director of Estates)
Cooling changes to reduce heat and electricity consumption (Director of Estates)
Behaviour changes in academic and non-academic areas to reduce utilities demand (Carbon
Challenge Group)
Low carbon energy generation (Director of Estates)
Estates Modifications to reduce Utilities Demand & Cost (Director of Estates)
Fleet (Director of Estates)
The success of the projects will be ensured by regular monitoring of building energy performance by
the Energy Manager and fleet fuel consumption by the Transport Manager to ensure that the changes
result in the reductions expected. This is explained further in section 6.2.
5.2
Ownership and Responsibility
The successful implementation of this plan will demand collaboration across the entire University.
Strategic responsibility for specific delivery areas is detailed above in section 5.1. Monitoring of
performance against planned reductions will be the responsibility of the Carbon Challenge Group, as
detailed in section 6.1.
5.3
Projected achievement towards emissions reduction target
The estimated effect of implementing the projects outlined above on the University’s carbon
footprint, accounting for the project phasing, investment and payback information is detailed in the
annually updated appendix to this report. It shows the cumulative effect of the projects identified in
terms of a percentage of the University’s carbon reduction target that has been identified for action
through the projects identified.
5.4
Other potential carbon reduction measures
In addition to the measures outlined above there are measures which have been identified but the
savings from which have not yet been quantified. These will be described in the annually updated
appendix to this report. In the case of significant projects being required an options appraisal will be
presented.
5.5
Corporate strategy and Policy alignment
32
The University of Warwick is firmly committed to delivering all aspects of sustainability. The University
Strategy (Vision 2015) commits Warwick to becoming a "living demonstration of the principles of
environmental sustainability".
In May 2007, the University developed its Environmental Targets against which to effectively measure
its environmental performance. The Environment & Amenities' Committee reviews and updates the
Environmental Policy and targets on an annual basis. The University’s Environmental Policy already
has carbon reduction embedded into it. The targets cover areas including awareness, energy use,
carbon reduction and green transport. The Environmental Policy is also supported by an Energy Policy
which sets specific aims and objectives for improving energy efficiency and reducing carbon emissions.
The University Strategy makes explicit reference to the requirement to reduce carbon emissions:
“Halve projected carbon emissions by 2020. Environmental sustainability and energy reduction remain
a key focus for the University. Even better use will be made of new and existing buildings and facilities.
We will halve the University’s projected carbon emissions by 2020 and everyone will be encouraged to
take an active role in achieving key environmental goals.”
5.6
Financial costs and sources of funding
To implement the carbon reduction projects described in section 5.1 will require significant capital
investment. A summary of the planned project phasing, estimated investment costs and projected
savings is given in the annually updated appendix to this report.
A budget in excess of £150,000 per year is allocated by the University through the Estates Office for
general energy saving projects and major maintenance works whose specification embeds energy and
carbon efficiency. In addition, there is £650,000 available through the HEFCE/Salix Finance Revolving
Green Fund, with savings to be reinvested in compliant energy-saving projects. The University has
also received £857,000 in Salix loans which are repayable through savings achieved. An additional
sum for general energy efficiency measures in residences, conference venues and retail areas is
included in the Estates Commercial Group 10 year plan. Over the next eight years, this amounts to
£660,000 (average £82,500 per year).
During early 2011, and subject to approval of viable projects, the University made an outline
commitment to at least £2 million per annum for “Energy Efficiency Related Improvements” over a
five year period. This approval will take account of economic, social and environmental factors in
ensuring optimal benefit for the University.
Whilst these identified funds will allow implementation of many projects significant additional
investment will be required to be made directly by the University if all the projects (particularly those
requiring major capital investments) are to be implemented. Robust business cases for these projects
will be formally presented to Finance & General Purposes Committee for the University to approve
their funding.
5.7
Additional resources
33
In addition to the capital investment and operational costs of these measures, it is essential that
sufficient staff time and resource is devoted to implement the measures. As such many Estates
Department staff will be involved with the technical management and implementation of the planned
measures. In addition, the Environment Manager, Energy Manager and Transport Manager will be
involved in ensuring the detailed programme of measures are successful and the planned reductions
achieved.
5.8
Success factors
There are a range of factors which are key to ensuring the successful achievement of the carbon
reduction target:
 some projects are only cost effective if they are implemented at the time of other building
refurbishment activities. Therefore, for some projects it will be important that their phasing is
linked to these refurbishments;
 the assumptions around the energy consumption of the new building will depend upon the
types of building that are required which is not known at this stage;
 currently the specific types of new activities that will be undertaken in the campus expansion
are not known. They will significantly influence the future energy demands depending upon
their nature and are currently not accounted for in the projections; and
 behavioural change savings require continued effort and innovation to ensure their continued
delivery. Ensuring staff and student buy-in is key to their delivery. The proposed measures to
ensure this are described in section 6.5.
5.9
Benefits and savings – quantified and unquantified
The successful implementation of the carbon reduction projects described in section 5.1 will result, by
2019/20 in significant annual savings as shown in the annually updated appendix to this report.
As well as quantified benefits there are additional benefits which cannot be measured in terms of
reduced emissions or cost savings. These are:



enhanced reputation for the University;
improved building comfort for staff and students; and
reduced exposure to volatility in energy costs.
34
6.
Embedding Carbon Management
Appendix F contains the carbon management embedding matrix. The highlighted entries summarise
the current status of the University for each area in relation to carbon management. This plan aims to
improve the rating in each area as follows:
Area
Current status
Policy
Anticipated status by
end of plan
Sections detailing how
this is achieved
4
5
5.5
Organisation
3 to 4
5
5.7, 6.1, 6.3, 6.5
Information and data
3 to 4
5
4, 6.1, 6.2
Communication and
training
4
5
6.5
Finance
4
5
5.6, 5.8, 5.9
4 to 5
5
6.1
Monitoring and
evaluation
6.1
Governors sign-off, reporting and delivery of the plan
The Carbon Challenge Group will ensure the successful implementation of this carbon management
plan. Under the Chairmanship of Professor Tim Jones, the Group will meet quarterly.
The remit of the Carbon Challenge Group is to monitor the University’s carbon emissions and ensure
that they reduce as planned and recommend the necessary remedial actions if they do not. They will
make recommendations to achieve this which will be passed to the University’s Building Committee
for approval and through ultimately to Council (the University’s Governing body) who will formally
sign off the University’s approval of this plan. The Group will consider carbon reduction projects, and
agree their prioritization and scheduling. It will then recommend them for funding through the
appropriate routes.
6.2
Data management
The Estates Office already maintains records on utility use and the fleet. The University is developing a
remote monitoring system and, to raise awareness, will publicise the data collected. Approximately
50% of all of electricity supplies and just over 62% of all of gas supplies are viewable online together
with an estimate of the CO2e emissions for these supplies. This information will allow improved
analysis of building energy consumption by staff and students, as well as by Estates Office staff.
6.3
Curriculum and research links
The University already has integrated carbon reduction, energy management and sustainability into its
wide variety of curricula, for example through the Warwick Business School Global Energy MBA and
35
optional undergraduate module in Business Ethics. There is scope for further inclusion of sustainability
and carbon reduction into curriculum development.
There are a range of research projects across the University which address carbon reduction:
 Science City Energy Efficiency Project: This involves capital investment in research
infrastructure relating to the development and demonstration of energy efficient
technologies. The new facilities and equipment can be accessed by any interested academics
and businesses. The investment aims to develop and promote a regional hub for academic and
industrial expertise in energy efficiency and demand reduction as part of the Government’s
mission to achieve a strong knowledge-based economy.
 Low Carbon Society Initiative: This is a cross-faculty group, focusing upon the development
and deployment of new technology, the establishment of national and international political
frameworks, the use of economic instruments, and behavioural change.
 Nuclear fusion power: The Department of Physics is working together with UKAEA Culham on
a new centre of excellence in fusion plasma physics. The project will develop the
understanding of hot plasmas required to sustain nuclear fusion.
 Renewable Energy: The School of Engineering has expertise in renewable energy sources
(wind, water, and hydrogen), heat transfer and energy efficiency while the Warwick
Manufacturing Group specialises in the development of fuel cells and energy efficiency in
transportation, including novel technologies and hybrid drive trains.
 Warwick Institute for Sustainable Energy and Resources (WISER): WISER provides a forum for
the development and pursuit of energy-related multidisciplinary research, development,
demonstration and deployment activities. It incorporates research staff from across the
University. Including on electric and hybrid vehicles, biofuels and materials for energy storage.
Centre for the study of globalisation and regionalization runs a series of climate change policy
seminars.
 Energy Policy: Within Warwick Business School there are a variety of research interests around
energy policy, sustainable development, climate change and economic regulation.
 Warwick Manufacturing Group’s International Automotive Research Centre is researching
using locally-produced materials, such as agricultural crops, industrial waste and substances
such as supermarket vegetable oils as the basis for fuels, composites and plastics, with the
main emphasis on applications within the automotive industry.
 The Water & Environmental Resources Research Group undertakes engineering design for
developing countries, (animal traction, water/ wind power), low cost transport, appropriate
technology.
 The School of Life Sciences offers numerous undergraduate modules, postgraduate courses
and research opportunities around climate change mitigation and adaptation.
6.4
Succession planning for key roles
Ensuring continuity of action is essential for successful implementation of this carbon management
plan. The chair of the Carbon Challenge Group will be responsible for ensuring that replacement
members are appointed in a timely manner to its committee.
The Director of Estates will ensure that succession planning for key staff (Environment, Energy and
Transport Managers) is undertaken and that they are fully conversant with this Carbon Management
Plan.
6.5
Behavioural change
36
The University has already undertaken a range of programmes designed to promote behavioural
change. Many of these are led by the Environment/Transport/Energy Managers working together with
staff and students. The current measures include:













High profile digital displays of energy use;
Energy monitor loan scheme;
Switch It Off Week;
Departmental energy saving competition;
Warwick Footprint campaign;
Energy Saving Week;
Campaign to reduce the base load energy consumption on Christmas Day;
Student Switch Off in residences;
Sustainability advice available upon the Environment section of the website;
Environmental E-Bulletin published twice a year; and
Measures to promote sustainable travel.
Education and awareness. Through programs such as Green Steps @ Warwick and by
collaboration with academia to develop Education for Sustainability.
Staff engagement through the energy champion network.
New methods to engage staff and students will be developed on an ongoing basis throughout the
period of this carbon management plan. In particular it will be necessary to develop targeted
awareness campaigns to engage key groups such as cleaners and laboratory users on the specific
working practice changes that they can make. A Behaviour Action Plan is being developed, with a
presentation already made to the University Carbon Challenge Group. A set of communication
material/intranet pages are being prepared and resource (1/2 FTE) is in place to support the
implementation.
37
7.
Conclusion
Through implementing the measures described in this carbon management plan, the University of
Warwick aims to play its part in taking action to mitigate the effects of climate change. The University
will reduce significantly its scope 1 and 2 carbon emissions (by 60% by 2020/21 compared to its
2005/6 baseline) in order to match current Government targets. The base line analysis and further
work required to reduce Scope 3 emissions is embedded in the present report and will be subject to
the same monitoring and reporting as scopes 1 and 2.
38
Appendices
39
Appendix A: University Submission to EMS for 2005-06
40
Appendix B: Waste Calculation
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting; Annex 9 - Other UK Conversion Factor Tables; Table 9d
Life-Cycle Conversion Factors for Waste Disposal
Waste fraction
Aggregates (Rubble)
Batteries (Post Consumer Non Automotive)
Books
Glass
Metal: Aluminium cans and foil (excl forming)
Metal: Mixed Cans
Metal: Scrap Metal
Metal: Steel Cans
Mineral Oil
Mixed commercial and industrial waste
Mixed municipal waste
Organic Waste: Food and Drink Waste
Organic Waste: Garden Waste
Organic Waste: Mixed Food and Garden Waste
Paper and board: Board (Av. board: 78% corrugate, 22%
Paper and board: Mixed (assumed 25% paper, 75% board)
Paper and board: Paper
Plasterboard
Plastics: Average plastics
Plastics: Average plastic film (incl bags)
Plastics: Average plastic rigid (incl bottles)
Plastics: HDPE (incl forming)
Plastics: LDPE and LLDPE (incl forming)
Plastics: PET (incl forming)
Plastics: PP (incl forming)
Plastics: PS (incl forming)
Plastics: PVC (incl forming)
Silt / Soil
Textiles 5
Tyres
WEEE - Fridges and Freezers
WEEE - Large
WEEE - Mixed
WEEE – Small
Wood
Scope 3
Production Emissions
(avoidance excl
disposal), kg CO2e 2
8
No Data
955
895
9,844
4,778
3,169
2,708
1,401
1,613
2,053
3,590
1,038
1,017
955
120
3,179
2,591
3,281
2,789
2,612
4,368
3,254
4,548
3,136
4
22,310
3,410
3,814
537
1,149
1,761
666
Additional Information
Net kg CO2e emitted per tonne of waste treated / disposed of (including avoided impacts) by method 1:
(Preparation for)
Re-use, kg
CO2e
Recycling
Open
Loop3,6
Closed
Loop3
-4
No Data
No Data
No Data
No Data
-197
257
No Data
No Data
No Data
-282
-447
-230
-433
-458
-187
12
368
14
16
-13,769
-2,900
No Data
No Data
No Data
No Data
-599
23
-656
-1,249
-1,357
-1,465
No Data
Net Benefit of
Net Benefit of
Recycling Versus Recycling Versus
Landfill
Landfill Alternative
Energy Recovery
-157
-366
-9,245
-3,889
-2,241
-1,702
-725
-1,082
-1,679
-240
-219
-157
-67
-1,171
-1,042
-1,170
-1,127
-1,064
-1,671
-914
-1,205
-854
-13,769
0
-523
Combustion
Anaerobic
Digestion (AD)
Composting
Landfill
1,197
1,057
1,057
1,057
1,057
1,833
1,357
1,067
1,833
35
600
0
75
580
26
21
21
20
21
0
199
290
450
213
254
580
580
580
72
34
34
34
34
34
34
34
34
34
20
300
-4
-487
-736
-392 (Col'r Sep'd)
-9,267
-3,911
-2,261
-1,723
-725
-1,281
-1,969
-489 (Compost)
-255 (Compost)
-296 (Compost)
-820
-799
-736
-139
-1,205
-1,076
-1,204
-1,161
-1,098
-1,705
-948
-1,240
-888
-24
-14,069
-656
No Data
No Data
No Data
-817
17
17
17
17
792
No Data
-529
26
31
31
29
31
-1,195
-347
-37
-89
-63
-67
-529
-529
-529
57
-50
-50
-162
-119
-126
-30
-15
-39
-42
-42
57
57
57
285
-1,266
-1,374
-1,482
-1,244
Recycling
(Open Loop)
excl. avoided
impacts
4
No Data
No Data
-223 (Mix'd Col's)
-612 (AD)
-331 (AD)
-380 (AD)
257
798
798
798
714
620
620
620
620
620
1.957
620
16
31
3,142
-712
-209
295
285
Waste fraction
Aggregates (Rubble)
Batteries (Post Consumer Non Automotive)
Books
Glass
Metal: Aluminium cans and foil (excl forming)
Metal: Mixed Cans
Metal: Scrap Metal
Metal: Steel Cans
Mineral Oil
Mixed commercial and industrial waste
Mixed municipal waste
Organic Waste: Food and Drink Waste
Organic Waste: Garden Waste
Organic Waste: Mixed Food and Garden Waste
Paper and board: Board (Av. board: 78% corrugate, 22% cartonboard)
Paper and board: Mixed (assumed 25% paper, 75% board)
Paper and board: Paper
Plasterboard
Plastics: Average plastics
Plastics: Average plastic film (incl bags)
Plastics: Average plastic rigid (incl bottles)
Plastics: HDPE (incl forming)
Plastics: LDPE and LLDPE (incl forming)
Plastics: PET (incl forming)
Plastics: PP (incl forming)
Plastics: PS (incl forming)
Plastics: PVC (incl forming)
Silt / Soil
Textiles 5
Tyres
WEEE - Fridges and Freezers
WEEE - Large
WEEE - Mixed
WEEE - Small
Wood
Total Net kgCO2e emissions by category
Grand Total Net kgCO2e emissions
Total Tonnes of
waste PRODUCED
(Preparation for)
Re-use, kg
CO2e
314.5
11.1
Tonnes of waste treated /disposed of by method 4:
Recycling
Energy Recovery
Open
Loop3,6
Closed Loop3
Combustion (incl
avoided impacts)
Anaerobic
Digestion
Composting
Landfill
315
11
88.9
89
56.8
57
9.6
223.0
1,655.4
10
223
208
290.7
189
1,258
291
5.9
6
37.7
38
28.9
4,504,764
29
-98,546
53,513
-530,234
-46,612
0
0
44,377
Total Net kgCO2e
emissions by waste
fraction
2,516
0
0
46,969
0
0
52,694
0
6,490
404,076
3,086,904
0
0
0
0
0
231,979
0
0
0
0
0
0
0
0
0
0
0
50,394
0
0
0
43,313
0
1,928
Key
HDPE
High-density
polyethylene
LDPE
Low-density
polyethylene
LLDPE
Linear Low-density
polyethylene
PET
Polyethylene
terephthalate
PP
Polypropylene
PS
Polystyrene
PVC
Polyvinyl Chloride
WEEE
Waste Electrical and
Electronic Equipment
3,927,263
Sources The life-cycle conversion factors for waste disposal were collated and developed by WRAP (2011) More information on WRAP can be found at: http://www.wrap.org.uk/
Notes
The data summarised in the table covers the life cycle stages highlighted below. It excludes use of the product as this will be variable. For example, plastic may be used as automotive parts or as drinks packaging amongst other things. If
it is used as drinks packaging it will require filling. As it is not known what the final use of the material is, this section of the life cycle is excluded for all materials. For some products forming is also excluded. Metals may be made into various
products by different methods, excluded from these figures. There have been significant changes to the methodologies and assumptions used in deriving the emission factors between the previous (2010) and the current (2011) update. As a
result, some of the factors have changed significantly. Further more detailed information will be provided in the methodology paper for the 2011 update to be made available from Defra's website at:
http://www.defra.gov.uk/environment/economy/business-efficiency/reporting
There are essentially zero Scope 1 emissions for waste.
1
Impact of other treatments can be found in: http://www.defra.gov.uk/publications/files/pb13548-economic-principles-wr110613.pdf
2
Savings from embodied fossil energy resulting from avoiding waste are the negative of these figures.
3
Open loop recycling is the process of recycling material into other products. Closed loop recycling is the process of recycling material back into the same product.
4
On average in the UK 88% of non-recycled waste goes to landfill and 12% goes to energy recovery (combustion).
5
The waste production figure for textiles currently does not account for the split of material types on the UK market. Improvements will be made to this figure in future updates. Benefit of recycling and reuse is based on 60% reused, 30% recycled
(replacing paper towels), 10% landfill. Of the items reused, 80% are assumed to avoid new items.
6
For Open Loop Recycling, any calculation of impact should include the avoided raw material (e.g. if glass is used in aggregate, the impact is the open loop recycling emissions, minus the production of aggregates and any avoided waste management
emissions). The figures presented in the main table include estimates resulting from avoided raw material based on the typical/average expected situation for different waste fractions.
The figures presented separately (under 'Additional Information') for Open Loop Recycling excluding avoided impacts have been provided for to facilitate more precise bespoke calculations (not included in these Annexes) consistent with PAS
2050 if this is required, as opposed to the default assumptions.
Page 6 of 7
Further additional information on Life Cycle Conversion Factors for Waste Disposal:
Table 9d provides emissions factors for reporting on emissions from waste disposal. These emissions would fall into the Scope 3 emissions of a reporting
company. As with all Scope 3 emissions, these are life-cycle emissions factors and therefore cannot be directly compared to Scope1 or 2 /direct emissions factors in
other annexes. These figures are estimates to be used in the absence of data specific to your goods and services. If you have more accurate information for your
products, then please refer to the more accurate data for reporting your emissions.
The table is split into two halves. The top half contains all the emissions factors which are used to calculate the emissions which are calculated in the bottom half of
the table. The (yellow) box in the bottom right corner gives the total net CO2 emissions which can be reported in your GHG emissions report.
It is essential that, where possible, data is used to cover both the production of the materials used by an organisation, and the waste generated by an organisation.
See diagram below for the life cycle stages covered.
The first column of figures include emissions related to the materials purchased by an organisation that are subsequently transferred to the waste stream for
treatment or disposal. This includes the emissions from the following life cycle stages: extraction, primary processing, manufacturing and transportation. It
excludes the use phase. The first column (yellow) will automatically total the tonnes of material sent through for waste treatment or disposal and is used to
calculate the emissions associated with the production of the original materials. The rest of the blue columns deal with the emissions from different waste disposal
routes. Enter the tonnes of waste sent to each waste disposal stream in the relevant blue boxes. The totals are calculated in the yellow boxes.
By quantifying both material use and emissions from waste management, the benefits of waste prevention and more effective management may be estimated. If
only waste management emissions are calculated, the benefit of waste prevention will not be adequately covered.
Some of the figures in table 9d are negative numbers. This is because the recycling or energy recovery process avoids the production of primary materials and
combustion of fossil fuels. The figures do not include avoided emissions from alternative waste management.
These figures should be used for site based reporting only. They should not be added together along a supply chain, as material use would be counted several times
along a supply chain.
The data provided for recycling, energy recovery and landfill are based on absolute emissions for these options. Therefore, to identify the benefit of one option
versus another (e.g. recycling versus landfill), the benefit is the difference between the two columns.
For further information on the factors in table 9d, please refer to the methodology paper for the 2011 update, which will be made available from:
http://www.defra.gov.uk/environment/economy/business-efficiency/reporting
A high level overview of the life cycle of materials and products is shown in figure 1 below. Figure 1:
Appendix C: ARUP Carbon Assessment Report – Commuting
The University of Warwick
Carbon Assessment
Carbon Produced as a Result of
Commuting by Staff and Students
2010
Rev A | 8 November 2011
Ove Arup & Partners Ltd
The Arup Campus
Blythe Gate
Blythe Valley Park
Solihull
West Midlands
B90 8AE
United Kingdom
www.arup.com
This report takes into account the particular
instructions and requirements of our client.
It is not intended for and should not be relied
upon by any third party and no responsibility is
undertaken to any third party.
Job number
115438
The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Contents
Page
Executive Summary
i
1
Introduction
1
2
Methodology and Analysis
2
2.1
2.2
2.3
2.4
2
2
2
3
3
Results
3.1
3.2
4
Source Data
Methodology
Key Assumptions
Utilising the 2010 Survey
6
Total GHG Emissions 2010
Per Capita GHG Emissions 2010
Summary and Conclusions
Appendices
Appendix A
Rail - Journey to Origin Station Mode Assumptions
Appendix B
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company
Reporting
Report | Rev A | 8 November 2011
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6
9
10
The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Executive Summary
As part of its 2020 Carbon Management Programme, the University of Warwick
commissioned Arup to undertake an initial assessment of the emissions resulting
from commuting to the University by staff and students. A methodology was
developed to calculate the average distances commuted by each mode using
postcode and mode information from the 2010 staff and student travel survey. The
results were then factored to represent the total staff and student populations of
the University and a further factor applied to convert distance by mode into Green
House Gas emissions of CO2E in accordance with Defra guidelines.
The results for 2010 showed that 15,799.4 metric tonnes of CO2e in total was
produced by staff and students commuting to the university. Per capita emissions
were 1.36 metric tonnes for staff, 0.37 metric tonnes for undergraduate students
and 0.79 metric tonnes for postgraduate students.
Future staff and student travel surveys, planned in order to measure the impact of
the Travel Plan, will facilitate monitoring of GHG emissions. The 2010 travel
survey data is robust and gives a good baseline for going forward and future
assessments.
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Page i
The University of Warwick
1
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Introduction
For some years the University of Warwick (the University), along with 19 similar
institutions, has been involved in a voluntary programme to consider carbon
emissions resulting from its activities. In 2006, the University produced its first
Carbon Management Implementation Plan which ran for 5 years from 2006-07 to
2010-11 and resulted in the successful completion of a wide variety of projects
aimed at reducing the University’s carbon footprint.
In January 2010, the Higher Education Funding Council for England (HEFCE)
published its Statement of Policy: ‘Carbon reduction target and strategy for higher
education in England’ and subsequently established a link between capital funding
and demonstrable carbon reduction. This included a requirement for institutions to
set targets for direct emissions (Scope 1) and indirect energy emissions (Scope 2).
In terms of Scope 3 emissions, (indirect emissions that are a consequence of the
University’s actions but which occur at sources which are not owned or
controlled) HEFCE has commissioned consultants to consider appropriate
baselines and targets.
The University’s second Carbon Management Implementation Plan, covering the
period up to 2020, was launched in March 2011 and aims to reduce Scope 1 and 2
emissions by 60% (against 2005-06 levels) by 2020. The plan sets out actions to
facilitate capture of information in order to incorporate Scope 3 emissions in the
University’s future carbon reduction programme and prepare for the likely
requirement to include Scope 3 targets in future HEFCE submissions.
In July 2011 the University commissioned Arup to undertake an initial assessment
of the emissions resulting from commuting to the University by staff and students.
Following this introduction;
Chapter 2 sets out the methodology followed,
Chapter 3 provides the results, and
Chapter 4 gives a summary and conclusions.
Appendices are provided at the back of the report.
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Page 1
The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
2
Methodology and Analysis
2.1
Source Data
The key sources of data on which this assessment is based are:

‘2010 Staff and Student Travel Survey’ (Arup, May 2011) containing
details of travel mode, postcode and days travelled per week;

Staff information comprising postcodes and numbers in Full Time
Equivalents provided by the University

Student postcode information provided by the University;

Student numbers in Full Time Equivalents taken from the statutory
accounts 2010/11; and

‘2011 Guidelines to Defra / DECC’s GHG Conversion Factors for
Company Reporting’ (AEA, August 2011).
2.2
Methodology
A three-stage methodology has been developed to estimate the total carbon
produced by staff and students as a result of commuter journeys to the University.
Stage 1 utilises the results of the 2010 survey to produce typical distances
travelled by each mode.
Stage 2 then applies the Stage 1 results to the total staff and student populations in
2010 to produce a total annual distance travelled by each mode.
Stage 3 then converts the annual distance travelled to a Carbon Dioxide equivalent
(CO2e) of green house gases (GHG).
The outputs are presented in a series of tables and graphs showing GHG as CO2e
in total and disaggregated by mode and staff/students.
2.3
Key Assumptions
The key assumptions used in this assessment are listed below:

The staff and students that responded to the 2010 travel survey are
representative of the total staff and student populations in that year in
terms of travel patterns;

Walking and cycling do not produce CO2 impact in terms of commuting
and have not been assessed. However, they have been retained in the
survey population to maintain the correct modal shares;

Staff and students that normally travel to the Life Sciences site at
Wellesbourne are excluded as insufficient data was available;

It is assumed that staff attend the University for 46 weeks of the year; and

It is assumed that undergraduate and postgraduate students attend the
University for 30 weeks of the year.
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2.4
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Utilising the 2010 Survey
The 2010 Travel Survey provided the basis for calculating the typical distance
travelled by the following modes to the University:

Car;

Motorcycle;

Taxi;

Bus; and

Rail
All road-based modes were assessed using the same methodology but a different
approach was employed for rail travel in order to include the non-rail portions of
the journey between home and station, and the University and station.
2.4.1
Road-based Modes Methodology
The general methodology used for all modes (excluding rail) is detailed below:

The data was filtered to remove any incomplete data entries;

Based on the postcodes entered in the survey, the direct distance between
the home location and the University was calculated based on national grid
coordinates;

These distances were then calculated into a typical daily commute
distance, factored by the number of days travelled to the University by
each mode; and

A random sample of 50 postcodes was used to generate a conversion
factor of 1.46 in order to factor up the direct distance to the true driven
distance.
The typical journey distance by each non-rail mode is shown in Table 1.
Table 1: Typical Daily Distance (km) Travelled by (Non –Rail) Mode
Car
Car Share
Taxi
Motorcycle
Bus
Staff
36.4
12.9
11.0
30.4
20.8
Undergraduate Student
35.9
8.3
0.0
9.8
24.1
Postgraduate Student
38.3
7.5
0.0
0.0
16.2
2.4.2
Rail Mode Methodology
The available data does not contain information about the modes used to travel
from home location to origin rail station for those who travel the majority of their
commute by train. The mode used for the home to station part of the journey was
estimated based on the home postcode location compared to the origin railway
station. These assumptions are shown in Appendix A.
Based on these assumptions the following process was followed;
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The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010

The rail travel distance was measured between origin and destination
stations (given in the survey);

The distance from destination station to the University was calculated by
mode (given in the travel survey);

The travel distances for the various modes used for the complete journey
were calculated; and

The road based modes used for the journey to the station were factored to
take into account differences between direct distance and driven distance.
The typical complete journey travel distances for rail users are shown in Table 2.
Table 2: Typical Daily Distance (km) Travelled by Mode for Rail Users
Train
Car
Bus
Tube
Taxi
Staff
88.6
0.7
13.8
3.1
0.3
Undergraduate Student
52.8
0.0
12.7
0.0
0.0
Postgraduate Student
40.5
3.8
14.7
7.1
0.0
2.4.3
2010 Annual Distance Calculation
Following the calculation of the typical daily distance by each mode, the outputs
were converted to annual distance by applying the following steps. The Full Time
Equivalents of staff and student numbers provided by the University are shown in
Table 3.
Table 3: 2010 Staff and Student Numbers
2010
Staff (FTE)
4375
Undergraduate (FTE)
12,392
Postgraduate (FTE)
6759
The number of people who travel by each mode has been calculated based on the
modal split from the travel survey. This is shown in Table 4.
Table 4: Number of people by each CO2 producing mode (ie. excludes walking &
cycling)
Car
Car share as driver
or passenger
Taxi
Motorcycle
Bus
Train
Staff
2476
580
3
31
518
139
Undergraduate
1084
1207
61
20
7321
41
Postgraduate
836
563
0
0
2560
154
The figures in Table 4 are combined with Tables 1 and 2 to calculate the distance
travelled by each mode for a typical day, as shown in Table 5.
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The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Table 5: Typical Day Commuted Distance (km)
Car
Taxi
Motorcycle
Bus
Train
Tube
Staff
97,688.20
78.60
937.80
12,675.31
12,288.32
431.63
Undergraduate
48,932.70
0.00
200.79
177,214.56
2,161.02
0.00
Postgraduate
36,879.87
0.00
0.00
43,754.22
6,223.09
1,095.37
Based on the assumption that staff attend site 46 weeks of the year and students
30 weeks of the year, the daily commuted distance has been factored to give the
annual figures shown in Table 6.
Table 6: Annual Commuted Distances (km)
Annual Total (km)
Car
Taxi
M/c
Bus
Train
Tube
Staff
22,468,287
18,077
215,694
2,915,321
2,826,313
99,276
Undergraduate
7,339,905
0
30,119
26,582,183
324,153
0
Postgraduate
5,531,981
0
0
6,563,133
933,463
164,306
Total
35,340,173
18,077
245,813
36,060,637
4,083,929
263,581
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The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
3
Results
3.1
Total GHG Emissions 2010
The annual commuted distances have been combined with rates in the ‘2011
Guidelines to Defra / DECC’s GHG Conversion Factors for Company Reporting’
(see Appendix B) to provide the following outputs, as shown in Table 7.

Carbon dioxide (CO2) - calculated as part of the direct emissions;

Methane (CH4) and Nitrous Oxide (N2O) - both calculated as part of the
direct emissions and expressed as CO2e;

Direct emissions – from the combustion of the fuel, it is assumed that
these will also fall into Scope 3 as vehicles are not owned or controlled by
the University. These are expressed as CO2e;

Indirect emissions – those associated with production, transport and retail
of the fuel. These are expressed as CO2e; and

Grand total GHG expressed as CO2e.
Table 7: Annual carbon outputs for staff and students 2010 (metric tonnes)
Popn
Mode
CO2
(m tonnes
CO2)
CH4
(m tonnes
CO2e)
N2O
(m tonnes
CO2e)
Total
Direct
GHG
(m tonnes
CO2e)
Total
Indirect
GHG
(m tonnes
CO2e)
Grand
Total
GHG
(m tonnes
CO2e)
Staff
Car
4,568.3
2.7
25.8
4,596.8
830.7
5,427.4
Taxi
2.1
0.0
0.0
2.1
0.4
2.6
M/C
25.0
0.5
0.1
25.7
4.5
30.2
Bus
249.7
0.2
1.6
251.6
48.0
299.5
Train
150.9
0.2
8.6
159.7
23.0
182.7
Tube
7.3
0.0
0.0
7.3
1.0
8.3
Car
1,492.3
0.9
8.4
1,501.7
271.4
1,773.0
Taxi
0.0
0.0
0.0
0.0
0.0
0.0
M/C
3.5
0.1
0.0
3.6
0.6
4.2
Bus
2,277.0
2.1
14.9
2,294.0
437.3
2,731.3
Train
17.3
0.0
1.0
18.3
2.6
21.0
Tube
0.0
0.0
0.0
0.0
0.0
0.0
Car
1,124.8
0.7
6.4
1,131.8
204.5
1,336.3
Taxi
0.0
0.0
0.0
0.0
0.0
0.0
M/C
0.0
0.0
0.0
0.0
0.0
0.0
Bus
3,089.0
2.9
20.2
3,112.0
593.2
3,705.2
Train
218.1
0.2
12.4
230.7
33.3
264.0
Tube
12.0
0.0
0.1
12.1
1.6
13.7
U/G
P/G
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The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
This gives the total GHG for commuting to the university in 2010 of 15,799.4
metric tonnes of CO2e, as shown in Table 8.
Table 8: Total GHG emissions 2010 (metric tonnes)
Mode
Total GHG CO2e
(metric tonnes)
Car
8,536.8
Taxi
2.6
Motorcycle
34.4
Bus
6,736.1
Train
467.6
Tube
22.0
Total
15,799.4
Figures 1, 2 and 3 show the proportion of GHG CO2e produced by the
commuting of staff, undergraduate and postgraduate students.
Figure 1: Staff Commuting – Total GHG (2010)
2010 Staff - Total GHG CO2e
Proportions by Mode
1%
5%
3%
0%
0%
Car
Taxi
Motorcycle
Bus
91%
Train
Tube
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The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Figure 2: Undergraduate commuting – Total GHG (2010)
2010 Undergraduate - Total GHG
CO2e Proportions by Mode
1%
0%
Car
39%
Taxi
Motorcycle
60%
Bus
Train
Tube
0%
0%
Figure 3: Postgraduate commuting – Total GHG (2010)
2010 Postgraduate - Total GHG
CO2e Proportions by Mode
0%
5%
25%
Car
0%
0%
Taxi
Motorcycle
Bus
70%
Train
Tube
In summary, the major source of GHG emissions for staff comes from commuting
by car. This is in contrast to undergraduate and postgraduate students where the
major source of GHG emissions results from commuting by bus.
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The University of Warwick
3.2
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Per Capita GHG Emissions 2010
The total GHG emissions have been divided by the FTE numbers of staff,
undergraduate students and postgraduate students in 2010 as shown in Table 3 to
produce 2010 GHG emissions per head of population, as shown in Table 9.
Table 9: Annual per capita GHG emissions 2010 (metric tonnes)
Annual GHG CO2e per capita 2010
(metric tonnes)
Staff
1.360186
Undergraduate Student
0.365512
Postgraduate Student
0.787046
Commuting by staff produce the largest amount of GHG emissions per head of
population at 1.36 metric tonnes, followed by postgraduate students at 0.79 metric
tonnes and by undergraduate students 0.37 metric tonnes. This reflects the
relatively high level of car use by staff compared to the student groups.
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The University of Warwick
4
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Summary and Conclusions
As part of its 2020 Carbon Management Programme, the University of Warwick
commissioned Arup to undertake an initial assessment of the emissions resulting
from commuting to the University by staff and students. A three-stage
methodology was developed:

Stage 1 utilised the results of the 2010 staff and student travel survey to
produce typical distances travelled by each mode;

Stage 2 then applied the Stage 1 results to the total staff and student
populations for 2005 and 2010 to produce a total annual distance travelled
by each mode; and

Stage 3 then converted the annual distance travelled to a Carbon Dioxide
equivalent (CO2e) of green house gases (GHG).
The results for 2010 showed that 15,799.4 metric tonnes of CO2e in total was
produced by staff and students commuting to the university. Per capita emissions
were 1.36 metric tonnes for staff, 0.37 metric tonnes for undergraduate students
and 0.79 metric tonnes for postgraduate students.
Future staff and student travel surveys, planned in order to measure the impact of
the Travel Plan, will facilitate monitoring of GHG emissions. The 2010 travel
survey data is robust and gives a good baseline for going forward and future
assessments.
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Page 10
Appendix A
Rail - Journey to Origin Station
Mode Assumptions
The University of Warwick
Carbon Assessment
Carbon Produced as a Result of Commuting by Staff and Students 2010
Respondent ID
Origin Station
Mode for 1st leg of journey
1246579034
London
Tube
1246521283
London
Tube
1246510257
New Street
Bus
1245162769
Derby
Bus
1245009106
Rugby
Cycle
1244908676
London
Tube
1244901140
London
Tube
1244899093
New Street
Bus
1244898723
Rugby
Cycle
1243658619
Banbury
Cycle
1241370960
Leicester
Walk
1241008690
New Street
Bus
1240953962
Long Eaton
Car
1238558414
Oxford
Cycle
1238554192
Bedworth
Cycle
1237147971
New Street
Bus
1235751538
New Street
Bus
1234596839
Reading
Bus
1234498535
London
Tube
1234322532
London
Cycle
1234101361
New Street
bus
1233236406
London
Tube
1244937811
New Street
Bus
1242301652
New Street
Bus
1237739913
London
Tube
1237729093
Leicester
Cycle
1233070113
London
Tube
1248621108
New Street
Bus
1246199971
New Street
bus
1244911902
New Street
Cycle
1244895930
New Street
bus
1238551053
New Street
Bus
1237443043
Rugby
Walk
1237184017
New Street
Bus
1235691184
New Street
Bus
1234258528
New Street
Bus
1234159745
New Street
Bus
1233545767
New Street
Bus
1233161795
New Street
Bus
1233046469
New Street
Cycle
1242564519
New Street
Cycle
1238633889
Berkswell
Car
1236526980
Derby
Cycle
1233216288
Bedworth
Car
1235479028
Leamington Spa
Bus
1240934508
Oxford
Bus
1245689984
Paddington
Tube
1243601606
Bicester
Car
1241461600
Oxford
Bus
1233653727
Oxford
Bus
1235445052
Leamington Spa
Car
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Page A1
Appendix B
2011 Guidelines to Defra /
DECC's GHG Conversion
Factors for Company Reporting
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Last updated:
Jun-11
How to use this Annex
Emissions can be calculated either from fuel use (see Table 6a), which is the most accurate method of calculation, or estimated from distance travelled using UK
average emission factors for different modes of transport (other Tables 6b - 6j). For public transport (Tables 6k and 6l) emissions are presented per passenger,
rather than per vehicle. Therefore enter passenger kilometres travelled to calculate emissions (e.g. if one person travels 500km, then passenger kilometres
travelled are 500. If three people travel the same distance passenger kilometres travelled are 1500).
Simply multiply activity (either fuel used, kilometres travelled or passenger kilometres travelled) by the appropriate conversion factor. An excel spreadsheet is
provided for ease of use at http://www.defra.gov.uk/environment/economy/business-efficiency/reporting
Annex 6 Scopes & Boundaries:
Scope 1: Direct emissions of CO 2, CH4 and N 2O from the combustion of fuel from owned/controlled transport.
Scope 3: Indirect emissions associated with the extraction and transport of primary fuels as well as the refining, distribution, storage and retail of finished fuels.
Emission factors are based on data from the JEC Well-To-Wheels study, for further information see:
http://ies.jrc.ec.europa.eu/jec-research-collaboration/about-jec.html
Scope 1 OR Scope 3: Direct emissions from transport can fall into either Scope 1 or Scope 3, depending on the vehicle ownership/level of control. For vehicles
owned or directly controlled by a reporting company, direct emissions should be reported under Scope 1. However, emissions resulting from transport-related
activities in vehicles not owned or controlled by the reporting entity should be reported under Scope 3. Examples of direct emissions from passenger transport that
would be reported under Scope 3 include:
- Employee business travel by non-owned means, i.e. public transport such as: bus, rail, ferry and taxi and air travel (except for the companies actually
owning/controlling the fleet / operating the services);
- Employees commuting to and from work;
In general it is recommended that the 'control' approach is used in order to decide whether to report emissions as Scope 1 or Scope 3. The control approach is
itself divided into two methods – financial and operational (where the financial control approach is the one most commonly recommended).
- A company has financial control over an operation if the company has the ability to direct the financial and operating policies of the operation with a view to
gaining economic benefits from its activities.
- A company has operational control over an operation if the company or one of its subsidiaries has the full authority to introduce and implement its operating
policies at the operation.
In the transport sector, ‘open book accounts’ provide a very good illustration of the financial and operational control methods. In the case of an open book account,
a transport operator provides vehicles to a customer, but the customer pays the fuel bill for those vehicles directly, rather than simply paying the transport operator
for the logistics service.
In the open book situation, the customer has financial control, but the transport operator has operational control. The customer and the transport operator will have
to decide whether the emissions resulting from these transport operations are the customer’s or the transport operator’s Scope 1. Whichever method is used, it is
very important that it is clearly stated in all reporting, and that it is consistently applied by both organisations.
A further consideration is the treatment of leased assets (e.g. vehicles), which depends on the organisational boundaries set and the control approach.
Further information on scopes, control and leased assets is available in the introduction to these Annexes, and from Defra's website in the guidance on reporting
at:
http://www.defra.gov.uk/environment/economy/business-efficiency/reporting
OR from the Greenhouse Gas Protocol's website at:
http://www.ghgprotocol.org/standards/corporate-standard
How do I determine UK rail travel distances (in miles) where start and destination stations are known?
1. Click on web link: http://www.networkrail.co.uk/aspx/3828.aspx
2. Select the Route Index under Train Timetables
3. Use your mouse cursor to click on the appropriate train route in the 'Table' column that matches your starting and destination stations. This should open a
corresponding timetable with rail distances.
4. In the timetable, refer to the 'Miles' columns on the left to determine mileage between your starting and destination stations.
How were these factors calculated?
For further explanation on how these emission factors have been derived, please refer to the GHG conversion factor methodology paper available here:
http://www.defra.gov.uk/environment/economy/business-efficiency/reporting
Page 1 of 9
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Last updated:
Jun-11
Table 6a
Standard Road Transport Fuel Conversion Factors
Fuel used*
Total units used
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
All Scopes
Grand Total
GHG
kg CO2e per
unit
Petrol (retail station biofuel blend)
litres
2.2352
0.0034
0.0064
2.2450
0.4220
2.6670
Petrol (100% mineral petrol)
litres
2.3018
0.0034
0.0065
2.3117
0.4110
2.7227
Diesel (retail station biofuel blend)
litres
2.5530
0.0012
0.0183
2.5725
0.5348
3.1073
Diesel (100% mineral diesel)
litres
2.6480
0.0012
0.0184
2.6676
0.5085
3.1761
Compressed Natural Gas (CNG)
kg
2.7020
0.0040
0.0016
2.7076
0.3988
3.1064
Liquid Petroleum Gas (LPG)
litres
1.4884
0.0010
0.0023
1.4918
0.1868
1.6786
Scope 1 OR Scope 3
CO2
Total kg CO 2
Total
0
Sources
UK Greenhouse Gas Inventory for 2009 (AEA, 2011), available at: http://naei.defra.gov.uk/
Digest of UK Energy Statistics 2010 (DECC), available at:
http://www.decc.gov.uk/en/content/cms/statistics/publications/dukes/dukes.aspx
Carbon factors for fuels (UKPIA, 2004)
Notes
1 imperial gallon (UK) = 4.546 litres
Emission factors for petrol and diesel from public refuelling stations have been estimated based on information from the most recent reporting
on the Renewable Transport Fuels Obligation (RTFO). See Annex 1 for more detailed information.
* Note: In the UK biofuels are added to virtually all of the transport fuel sold by filling stations (and by most fuel wholesalers) and this has the effect of slightly reducing the
greenhouse gas emissions of the fuel. This is reflected in the emission factors above. For fuel purchased at filling stations you should use the factor labelled "retail station biofuel
blend". If you are purchasing pure petrol or diesel which you know has not been blended with biofuels then you should use the factor labelled "100% mineral fuel".
Table 6b
Passenger Road Transport Conversion Factors: Petrol Cars
1
Size of car
Total units travelled
Small petrol car, up to 1.4 litre engine
Medium petrol car, from 1.4 - 2.0 litres
Large petrol cars, above 2.0 litres
Average petrol car
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
All Scopes
Grand Total
GHG
kg CO2e per
unit
miles
x
0.27378
0.00026
0.00135
0.27539
0.04888
0.32427
km
x
0.17012
0.00016
0.00084
0.17112
0.03037
0.20149
miles
x
0.33972
0.00026
0.00135
0.34133
0.06066
0.40199
km
x
0.21109
0.00016
0.00084
0.21209
0.03769
0.24978
miles
x
0.47970
0.00026
0.00135
0.48131
0.08563
0.56694
km
x
0.29807
0.00016
0.00084
0.29907
0.05321
0.35228
miles
x
0.33416
0.00026
0.00135
0.33577
0.05966
0.39543
km
x
0.20764
0.00016
0.00084
0.20864
0.03707
0.24571
CO2
Total kg CO 2
Passenger Road Transport Conversion Factors: Diesel Cars
1
Medium diesel car, from 1.7 to 2.0 litre
Large diesel car, over 2.0 litre
Average diesel car
CH4
Total kg
CO2e
0
Table 6c
Small diesel car, up to 1.7 litre or under
0
Total units travelled
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
All Scopes
Grand Total
GHG
kg CO2e per
unit
miles
x
0.23064
0.00008
0.00269
0.23340
0.04424
0.27764
km
x
0.14331
0.00005
0.00167
0.14503
0.02749
0.17252
miles
x
0.28844
0.00008
0.00269
0.29121
0.05535
0.34656
km
x
0.17923
0.00005
0.00167
0.18095
0.03439
0.21534
miles
x
0.38877
0.00008
0.00269
0.39154
0.07459
0.46613
km
x
0.24157
0.00005
0.00167
0.24329
0.04635
0.28964
miles
x
0.30870
0.00008
0.00269
0.31147
0.05922
0.37069
km
x
0.19182
0.00005
0.00167
0.19354
0.03680
0.23034
Total for diesel cars
0
0
N2O
Total kg
CO2e
0
0
0
CO2
Total kg CO 2
CH4
Total kg
CO2e
0
0
0
0
All Scopes
Grand Total
GHG
Total kg CO 2e
0
Scope 3
Total Indirect
GHG
Total kg CO 2e
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
All Scopes
Grand Total
GHG
Total kg CO 2e
0
Scope 3
Total Indirect
GHG
Total kg CO 2e
Total Direct
GHG
Total kg CO 2e
Scope 1 OR Scope 3
0
Page 2 of 9
Scope 3
Total Indirect
GHG
Total kg CO 2e
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
Scope 1 OR Scope 3
Total for petrol cars
Size of car
CH4
Total kg
CO2e
0
0
All Scopes
Grand Total
GHG
Total kg CO 2e
0
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Last updated:
Jun-11
Table 6d
Passenger Road Transport Conversion Factors: Alternative Fuel Cars
1
Type of alternative fuel car
Total units travelled
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
All Scopes
Grand Total
GHG
kg CO2e per
unit
Medium petrol hybrid car
miles
x
0.18870
0.00014
0.00135
0.19019
0.03370
0.22389
Medium petrol hybrid car
km
x
0.11725
0.00009
0.00084
0.11818
0.02094
0.13912
Large petrol hybrid car
miles
x
0.33722
0.00018
0.00135
0.33875
0.06021
0.39896
Large petrol hybrid car
km
x
0.20954
0.00011
0.00084
0.21049
0.03741
0.24790
Average petrol hybrid car
miles
x
0.22217
0.00017
0.00135
0.22370
0.03967
0.26337
Average petrol hybrid car
km
x
0.13805
0.00011
0.00084
0.13900
0.02465
0.16365
Medium LPG car
miles
x
0.30574
0.00055
0.00185
0.30814
0.03829
0.34643
Medium LPG or CNG car
km
x
0.18998
0.00034
0.00115
0.19147
0.02379
0.21526
Large LPG car
miles
x
0.43172
0.00055
0.00185
0.43412
0.05406
0.48818
Large LPG or CNG car
km
x
0.26826
0.00034
0.00115
0.26975
0.03359
0.30334
Average LPG car
miles
x
0.34049
0.00055
0.00185
0.34289
0.04263
0.38552
Average LPG or CNG car
km
x
0.21157
0.00034
0.00115
0.21306
0.02649
0.23955
Medium CNG car
miles
x
0.27177
0.00129
0.00185
0.27491
0.03985
0.31476
Medium LPG or CNG car
km
x
0.16887
0.00080
0.00115
0.17082
0.02476
0.19558
Large CNG car
miles
x
0.38375
0.00129
0.00185
0.38689
0.05626
0.44315
Large LPG or CNG car
km
x
0.23845
0.00080
0.00115
0.24040
0.03496
0.27536
Average CNG car
miles
x
0.30265
0.00129
0.00185
0.30579
0.04437
0.35016
Average LPG or CNG car
km
x
0.18806
0.00080
0.00115
0.19001
0.02757
0.21758
Scope 1 OR Scope 3
CO2
Total kg CO 2
CH4
Total kg
CO2e
Scope 3
Total Indirect
GHG
Total kg CO 2e
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
All Scopes
Grand Total
GHG
Total kg CO 2e
Total for alternative fuel cars
0
Table 6e
Passenger Road Transport Conversion Factors: Cars (unknown fuel)
1
Size of car
Average small car (unknown fuel)
Average medium car (unknown fuel)
Average large car (unknown fuel)
Average car (unknown fuel)
Total units travelled
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
miles
x
0.26659
0.00023
0.00166
0.26847
0.04781
0.31628
km
x
0.16565
0.00014
0.00103
0.16682
0.02971
0.19653
miles
x
0.32224
0.00019
0.00187
0.32430
0.05863
0.38293
km
x
0.20023
0.00012
0.00116
0.20151
0.03643
0.23794
miles
x
0.43129
0.00016
0.00211
0.43356
0.07936
0.51292
km
x
0.26799
0.00010
0.00131
0.26940
0.04931
0.31871
miles
x
0.32721
0.00019
0.00185
0.32926
0.05950
0.38876
km
x
0.20332
0.00012
0.00115
0.20459
0.03697
0.24156
Total for average cars
Sources
Notes
All Scopes
Grand Total
GHG
kg CO2e per
unit
CO2
Total kg CO 2
CH4
Total kg
CO2e
0
Factors developed by AEA and agreed with Department for Transport (2011)
These factors are estimated average values for the UK car fleet in 2010 travelling on average trips in the UK. They are calculated based on data from SMMT on
new car CO2 emissions from 1998 to 2010 combined with factors from TRL as functions of average speed of vehicle derived from test data under real world
testing cycles and an uplift of 15% agreed with DfT to take into account further real-world driving effects on emissions relative to test-cycle based data. Further
work is ongoing to understand this uplift in more detail and revise it if necessary in the future.
According to the Energy Saving Trust (EST), LPG and CNG cars results in 10-15% reduction in CO2 relative to petrol cars, similar to diesel vehicles. New factors
for LPG and CNG cars were calculated based on an average 12.5% reduction in CO2 emissions relative to the emission factors for petrol cars from Table 6b. Due
to the significant size and weight of the LPG and CNG fuel tanks only medium and large sized vehicles are available.
Real world effects not covered in regular test cycles include use of accessories (air conditioning, lights, heaters, etc), vehicle payload (only driver +25kg is
considered in tests, no passengers or further luggage), poor maintenance (tyre under inflation, maladjusted tracking, etc), gradients (tests effectively assume a
level road), weather, harsher driving style, etc.
More accurate calculation of emissions can be made using the actual fuel consumed, where available, and the emission factors in Table 6a. Alternatively if a
figure for a specific car's fuel consumption (e.g. in miles per gallon, mpg) is known, then the CO 2 can be calculated from the total mileage and the Table 6a factors.
Emission factors for CH 4 and N 2O are based on UK Greenhouse Gas Inventory values for 2009 (AEA, 2011), available at: http://naei.defra.gov.uk/
Page 3 of 9
0
0
0
Scope 1 OR Scope 3
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
0
0
0
Scope 3
Total Indirect
GHG
Total kg CO 2e
0
0
0
All Scopes
Grand Total
GHG
Total kg CO 2e
0
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Last updated:
Jun-11
Table 6f
Passenger Road Transport Conversion Factors: Petrol Cars by Market Segment
2
Market segment of car
Total units travelled
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
All Scopes
Grand Total
GHG
kg CO2e per
unit
A. Mini
miles
x
0.25233
0.00026
0.00135
0.25394
0.04506
0.29900
A. Mini
km
x
0.15679
0.00016
0.00084
0.15779
0.02800
0.18579
B. Supermini
miles
x
0.27357
0.00026
0.00135
0.27518
0.04884
0.32403
B. Supermini
km
x
0.16999
0.00016
0.00084
0.17099
0.03035
0.20134
C. Lower Medium
miles
x
0.32272
0.00026
0.00135
0.32433
0.05763
0.38196
C. Lower Medium
km
x
0.20053
0.00016
0.00084
0.20153
0.03581
0.23734
D. Upper Medium
miles
x
0.36799
0.00026
0.00135
0.36960
0.06571
0.43531
D. Upper Medium
km
x
0.22866
0.00016
0.00084
0.22966
0.04083
0.27049
E. Executive
miles
x
0.43559
0.00026
0.00135
0.43719
0.07778
0.51497
E. Executive
km
x
0.27066
0.00016
0.00084
0.27166
0.04833
0.31999
F. Luxury
miles
x
0.55593
0.00026
0.00135
0.55754
0.09926
0.65681
F. Luxury
km
x
0.34544
0.00016
0.00084
0.34644
0.06168
0.40812
G. Sports
miles
x
0.40950
0.00026
0.00135
0.41111
0.07311
0.48422
G. Sports
km
x
0.25445
0.00016
0.00084
0.25545
0.04543
0.30088
H. Dual Purpose 4x4
miles
x
0.46006
0.00026
0.00135
0.46167
0.08214
0.54381
H. Dual Purpose 4x4
km
x
0.28587
0.00016
0.00084
0.28687
0.05104
0.33791
I. MPV
miles
x
0.37091
0.00026
0.00135
0.37251
0.06622
0.43874
I. MPV
km
x
0.23047
0.00016
0.00084
0.23147
0.04115
0.27262
Scope 1 OR Scope 3
CO2
Total kg CO 2
Total for petrol cars
0
Table 6g
Passenger Road Transport Conversion Factors: Diesel Cars by Market Segment
2
Market segment of car
A. Mini
CH4
Total kg
CO2e
Total units travelled
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
All Scopes
Grand Total
GHG
kg CO2e per
unit
miles
x
0.16620
0.00008
0.00269
0.16897
0.03191
0.20088
A. Mini
km
x
0.10327
0.00005
0.00167
0.10499
0.01983
0.12482
B. Supermini
miles
x
0.22845
0.00008
0.00269
0.23121
0.04387
0.27509
B. Supermini
km
x
0.14195
0.00005
0.00167
0.14367
0.02726
0.17093
C. Lower Medium
miles
x
0.26207
0.00008
0.00269
0.26483
0.05032
0.31516
C. Lower Medium
km
x
0.16284
0.00005
0.00167
0.16456
0.03127
0.19583
D. Upper Medium
miles
x
0.28868
0.00008
0.00269
0.29145
0.05544
0.34689
D. Upper Medium
km
x
0.17938
0.00005
0.00167
0.18110
0.03445
0.21555
E. Executive
miles
x
0.33993
0.00008
0.00269
0.34269
0.06527
0.40797
E. Executive
km
x
0.21122
0.00005
0.00167
0.21294
0.04056
0.25350
F. Luxury
miles
x
0.40069
0.00008
0.00269
0.40346
0.07694
0.48041
F. Luxury
km
x
0.24898
0.00005
0.00167
0.25070
0.04781
0.29851
G. Sports
miles
x
0.27933
0.00008
0.00269
0.28210
0.05364
0.33574
G. Sports
km
x
0.17357
0.00005
0.00167
0.17529
0.03333
0.20862
H. Dual Purpose 4x4
miles
x
0.42467
0.00008
0.00269
0.42744
0.08155
0.50899
H. Dual Purpose 4x4
km
x
0.26388
0.00005
0.00167
0.26560
0.05067
0.31627
I. MPV
miles
x
0.32932
0.00008
0.00269
0.33209
0.06325
0.39534
I. MPV
km
x
0.20463
0.00005
0.00167
0.20635
0.03930
0.24565
Total for diesel cars
0
0
Scope 1 OR Scope 3
CO2
Total kg CO 2
CH4
Total kg
CO2e
0
Page 4 of 9
0
Scope 3
Total Indirect
GHG
Total kg CO 2e
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
0
0
0
Scope 3
Total Indirect
GHG
Total kg CO 2e
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
0
All Scopes
Grand Total
GHG
Total kg CO 2e
0
0
All Scopes
Grand Total
GHG
Total kg CO 2e
0
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Last updated:
Jun-11
Table 6h
2
Passenger Road Transport Conversion Factors: Cars (unknown fuel) by Market
Segment
Total units travelled
Market segment of car
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
A. Mini
Scope 3
Total Indirect
GHG
kg CO2e per
unit
All Scopes
Grand Total
GHG
kg CO2e per
unit
miles
x
0.25112
0.00024
0.00145
0.25281
0.04406
0.29688
A. Mini
km
x
0.15604
0.00015
0.00090
0.15709
0.02738
0.18447
B. Supermini
miles
x
0.26866
0.00023
0.00166
0.27055
0.04772
0.31826
B. Supermini
km
x
0.16694
0.00014
0.00103
0.16811
0.02965
0.19776
C. Lower Medium
miles
x
0.30397
0.00021
0.00175
0.30594
0.05539
0.36133
C. Lower Medium
km
x
0.18888
0.00013
0.00109
0.19010
0.03442
0.22452
D. Upper Medium
miles
x
0.33143
0.00019
0.00187
0.33349
0.06177
0.39525
D. Upper Medium
km
x
0.20594
0.00012
0.00116
0.20722
0.03838
0.24560
E. Executive
miles
x
0.38945
0.00016
0.00211
0.39171
0.07068
0.46240
E. Executive
km
x
0.24199
0.00010
0.00131
0.24340
0.04392
0.28732
F. Luxury
miles
x
0.51336
0.00016
0.00211
0.51563
0.08658
0.60222
F. Luxury
km
x
0.31899
0.00010
0.00131
0.32040
0.05380
0.37420
G. Sports
miles
x
0.40472
0.00016
0.00211
0.40699
0.06206
0.46904
G. Sports
km
x
0.25148
0.00010
0.00131
0.25289
0.03856
0.29145
H. Dual Purpose 4x4
miles
x
0.43787
0.00016
0.00211
0.44014
0.08180
0.52194
H. Dual Purpose 4x4
km
x
0.27208
0.00010
0.00131
0.27349
0.05083
0.32432
I. MPV
miles
x
0.34828
0.00018
0.00198
0.35043
0.06481
0.41524
I. MPV
km
x
0.21641
0.00011
0.00123
0.21775
0.04027
0.25802
Scope 3
Total Indirect
GHG
Total kg CO 2e
Scope 1 OR Scope 3
CO2
Total kg CO 2
CH4
Total kg
CO2e
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
All Scopes
Grand Total
GHG
Total kg CO 2e
Total for cars (unknown fuel)
0
Sources
Notes
Factors developed by AEA and agreed with Department for Transport (2011)
The market segment categories are the standard segments as defined by SMMT (UK Society of Motor Manufacturers and Traders). These factors are estimated
average values for the UK car fleet in 2010 travelling on average trips in the UK. They are calculated based on data from SMMT on new car CO2 emissions from
1998 to 2010 by SMMT. An uplift of 15% agreed with DfT to take into account further real-world driving effects on emissions relative to test-cycle based data (as
under Tables 6b-6e). Further work is ongoing to understand this uplift in more detail and revise it if necessary in the future.
There is a substantial variation in emission factors across market classes due to significant variations in engine size and vehicle weight. The Department for
Transport considers the emission factors by fuel and engine size to often be a closer match to actual emissions. It is preferable to use the emission factors by
engine size provided in Tables 6b and 6c over the market class based factors where possible.
More accurate calculation of emissions can be made using the actual fuel consumed, where available, and the emission factors in Table 6a. Alternatively if a
figure for a specific car's fuel consumption (e.g. in miles per gallon, mpg) is known, then the CO 2 can be calculated from the total mileage and the Table 6a factors.
Emission factors for CH 4 and N 2O are based on UK Greenhouse Gas Inventory values for 2009 (AEA, 2011), available at: http://naei.defra.gov.uk/
Page 5 of 9
0
0
0
0
0
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Last updated:
Jun-11
Table 6i
Passenger Road Transport Conversion Factors: Vans (Light Commercial Vehicles)
3
Type of van
Total units travelled
Petrol van (Class I), up to 1.305 tonne
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
All Scopes
Grand Total
GHG
kg CO2e per
unit
miles
x
0.32292
0.00052
0.00204
0.32548
0.06251
0.38799
km
x
0.20065
0.00032
0.00127
0.20225
0.03884
0.24109
miles
x
0.33980
0.00052
0.00204
0.34236
0.06574
0.40810
km
x
0.21114
0.00032
0.00127
0.21273
0.04085
0.25358
miles
x
0.41326
0.00057
0.00458
0.41842
0.08035
0.49877
km
x
0.25679
0.00035
0.00285
0.25999
0.04993
0.30992
Petrol van up to 3.5 tonne
miles
x
0.34287
0.00052
0.00237
0.34577
0.06640
0.41217
Petrol van up to 3.5 tonne
km
x
0.21305
0.00033
0.00148
0.21485
0.04126
0.25611
Diesel van (Class I), up to 1.305 tonne
miles
x
0.25049
0.00009
0.00173
0.25232
0.04846
0.30078
km
x
0.15565
0.00006
0.00108
0.15678
0.03011
0.18689
miles
x
0.36201
0.00009
0.00250
0.36460
0.07002
0.43462
km
x
0.22494
0.00006
0.00155
0.22655
0.04351
0.27006
miles
x
0.43163
0.00009
0.00298
0.43470
0.08348
0.51818
km
x
0.26820
0.00006
0.00185
0.27011
0.05187
0.32198
Diesel van up to 3.5 tonne
miles
x
0.40252
0.00009
0.00278
0.40539
0.07784
0.48323
Diesel van up to 3.5 tonne
km
x
0.25011
0.00006
0.00173
0.25190
0.04837
0.30027
LPG van up to 3.5 tonne
miles
x
0.42265
0.00111
0.00325
0.42701
0.05359
0.48060
LPG or CNG van up to 3.5 tonne
km
x
0.26262
0.00069
0.00202
0.26533
0.03330
0.29863
CNG van up to 3.5 tonne
miles
x
0.38239
0.00262
0.00325
0.38826
0.05731
0.44557
LPG or CNG van up to 3.5 tonne
km
x
0.23761
0.00163
0.00202
0.24126
0.03561
0.27687
Average van up to 3.5 tonne
miles
x
0.39882
0.00012
0.00276
0.40169
0.07714
0.47883
Average van up to 3.5 tonne
km
x
0.24781
0.00007
0.00171
0.24960
0.04793
0.29753
Petrol van (Class II), 1.305 to 1.74 tonne
Petrol van (Class III), 1.74 to 3.5 tonne
Diesel van (Class II), 1.305 to 1.74 tonne
Diesel van (Class III), 1.74 to 3.5 tonne
Scope 1 OR Scope 3
CO2
Total kg CO 2
Total for vans
Sources
Notes
CH4
Total kg
CO2e
0
0
Scope 3
Total Indirect
GHG
Total kg CO 2e
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
0
0
All Scopes
Grand Total
GHG
Total kg CO 2e
0
0
Factors developed by AEA and agreed with Department for Transport (2011)
Emission factors for petrol and diesel light good vehicles (vans up to 3.5 tonnes) were calculated based on the new emission factors used in the National
Atmospheric Emissions Inventory (NAEI) and Greenhouse Gas Inventory for 2009 (AEA, 2011). These test cycle based emission factors were then uplifted by
15% to represent ‘real-world’ emissions, consistent with the approach used for cars agreed with DfT. Emission factors for LPG and CNG vans were estimated to
be similar to diesel vehicles, as indicated by EST for cars. The average van emission factor was calculated on the basis of the relative NAEI vehicle km for petrol
and diesel LGVs for 2009.
Emission factors for CH 4 and N 2O are based on UK Greenhouse Gas Inventory values for 2009 (AEA, 2011), available at: http://naei.defra.gov.uk/
Table 6j
Passenger Road Transport Conversion Factors: Motorcycles
4
Size of motorcycle
Total units travelled
Units
Scope 1 OR Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
unit
per unit per unit unit
Scope 3
Total Indirect
GHG
kg CO2e per
unit
Small petrol motorbike
(mopeds/scooters up to 125cc)
miles
x
0.13678
0.00393
0.00058
0.14128
0.02443
0.16571
km
x
0.08499
0.00244
0.00036
0.08779
0.01518
0.10297
Medium petrol motorbike
(125-500cc)
miles
x
0.16602
0.00436
0.00100
0.17138
0.02964
0.20102
km
x
0.10316
0.00271
0.00062
0.10649
0.01842
0.12491
Large petrol motorbike
(over 500cc)
miles
x
0.22087
0.00332
0.00100
0.22518
0.03945
0.26463
km
x
0.13724
0.00206
0.00062
0.13992
0.02451
0.16443
Average petrol motorbike
(unknown engine size)
miles
x
0.18678
0.00396
0.00097
0.19171
0.03335
0.22506
km
x
0.11606
0.00246
0.00060
0.11912
0.02072
0.13984
Total for motorcycles
Sources
Notes
All Scopes
Grand Total
GHG
kg CO2e per
unit
Scope 1 OR Scope 3
CO2
Total kg CO 2
CH4
Total kg
CO2e
0
Factors developed by AEA and agreed with Department for Transport (2011)
These factors are based on calculations of average emissions data by size category, based data provided by Clear (http://www.clear-offset.com ) of almost 1200
datapoints, over 300 different bikes from 50-1500cc, and from 25 manufacturers from a mix of magazine road test reports and user reported data.
More accurate calculation of emissions can be made using the actual fuel consumed, where available, and the emission factors in Table 5a. Alternatively if a
figure for a specific motorbike's fuel consumption (e.g. in miles per gallon, mpg) is known, then the CO2 can be calculated from the total mileage and the Table 6a
factors.
Emission factors for CH 4 and N 2O are based on UK Greenhouse Gas Inventory values for 2009 (AEA, 2011), available at: http://naei.defra.gov.uk/
Page 6 of 9
0
Scope 3
Total Indirect
GHG
Total kg CO 2e
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
0
0
0
All Scopes
Grand Total
GHG
Total kg CO 2e
0
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Jun-11
Last updated:
Table 6k
Scope 3
Taxi, Bus, Rail and Ferry Passenger Transport Conversion Factors
5
Method of travel
Taxi 2
Vehicle km
travelled (vkm)1
Taxi
per vkm
1
1
vkm
vkm
0.00005
0.00167
0.21212
0.02431
0.24157
0.00005
0.00167
0.24329
0.04639
Regular taxi
Local bus (not London)
3
5
x kg CO2 per kg CO2e kg CO2e kg CO2e per
pkm
per pkm per pkm pkm
kg CO2e per
pkm
x
0.15029
0.00004
0.00119
0.15151
0.02886
0.18038
x
0.19871
0.00011
0.00056
0.19938
0.03548
0.23486
x
0.18433
0.00020
0.00135
0.18588
0.03540
0.22128
x
0.08566
0.00008
0.00056
0.08630
0.01645
0.10275
x
0.14754
0.00016
0.00107
0.14877
0.02833
0.17710
0.03000
0.00007
0.00057
0.03064
0.00576
0.03641
x
0.05340
0.00006
0.00303
0.05649
0.00815
0.06464
International rail (Eurostar)7
x
0.01502
0.00001
0.00009
0.01512
0.00200
0.01712
x
0.07101
0.00003
0.00044
0.07148
0.00944
0.08092
London Underground
9
x
0.07313
0.00003
0.00045
0.07361
0.00972
0.08333
Foot passengers
x
0.01912
0.00001
0.00015
0.01928
0.00324
0.02252
Car passengers
x
0.13216
0.00004
0.00102
0.13322
0.02243
0.15565
Average (all passengers)
x
0.11516
0.00004
0.00088
0.11608
0.01954
0.13562
Sources
Notes
Department for Transport, Transport for London and AEA (2011)
1
2
3
4
5
6
CO2
Total kg CO 2
CH4
Total kg
CO2e
N2O
Total kg
CO2e
Total kg CO 2
Total kg
CO2e
Total kg
CO2e
0
Total
vkm (vehicle-km) is a measure of vehicle activity, representing the movement of a vehicle over a distance; pkm (passenger-km) is a measure of the total distance
travelled by passengers on a vehicle and is calculated by multiplying the number of passengers by the vehicle-km.
Emission factors for taxis were estimated on the basis of an average of the emission factors of medium and large cars from Table 6c and occupancy of 1.4 (CfIT,
2002). The emission factors for black cabs are based on the large car emission factor (consistent with the VCA dataset for London Taxis International vehicles)
and an average passenger occupancy of 1.5 (average 2.5 people per cab from LTI website, 2008).
The factor for local buses was calculated based on actual fuel consumption data submitted by bus operators to the DfT as part of their Bus Service Operators
Grant (BSOG) claims and DfT bus statistics.
The London bus factor is calculated using the same methodology as for other local buses using DfT's BSOG dataset and statistics.
The emission factor for coach transport is the figure from the National Express Group's Corporate Responsibility Report, available at:
http://www.nationalexpressgroup.com/nx1/corporate/environment/climate . National Express are responsible for the majority of long-distance coach services in the
UK, so this figure is expected to be broadly representative of the overall average.
The national rail factor refers to an average emission per passenger kilometre for diesel and electric trains in 2007/08. The CO2 value for passenger rail is based
on currently available information on CO2 emissions by diesel and electric passenger trains in the UK in 2007/08 produced by ORR (Office of the Rail Regulator)
and is available in Chapter 9 of National Rail Trends at http://www.rail-reg.gov.uk/server/show/nav.2026
Emission factors for freight rail (from the same source) are provided in Annex 7, Table 7f.
7
The emission factor for international rail is based on electricity grid average emission factors. Eurostar's published figures differ from the figure quoted in the table
above as they are calculated using the individual conversion factors as specified by each electricity supplier across each network section upon which they operate.
For further information please visit:
http://www.eurostar.com/UK/uk/leisure/about_eurostar/environment/greener_than_flying.jsp
8
The light rail and tram factors were based on an average of factors for the Docklands Light Rail (DLR) service, the Manchester Metrolink, Tyne and Wear Metro,
Glasgow Underground, Supertram, Midland Metro and the Croydon Tramlink. The factors for the Tyne and Wear, Glasgow, Midland, Supertram and Manchester
tram and light rail systems were based on annual electricity consumption and passenger km data provided by the network operators in 2008 (referring mostly to
consumption in 2007/08) and a CO2 emission factor for grid rolling average electricity from Table 3c. DLR and Croydon Tramlink figures were recalculated using
the updated 2009 grid rolling average from those available in the Transport for London 2010 environmental report available at:
http://www.tfl.gov.uk/corporate/about-tfl/publications/1478.aspx
9
The London Underground rail factor is recalculated using the updated 2009 grid rolling average from figures in the Transport for London 2010 environmental
report available at: http://www.tfl.gov.uk/corporate/about-tfl/publications/1478.aspx
10
The factors for RoPax ferries (Roll-on Roll-off ferries with additional passenger capacity) are based on data provided by Best Foot Forward from work for the
Passenger Shipping Association (PSA) carried out in 2007/8. The calculated figure is based on ferry service operator provided data on fuel consumption and
passengers transported, but does not include any data for passenger only ferry services, which would be expected to have significantly higher emission factors per
All: Emission factors for CH 4 and N 2O are based on UK Greenhouse Gas Inventory values for 2009 (AEA, 2011), available at: http://naei.defra.gov.uk/
Page 7 of 9
All Scopes
Grand Total
GHG
Total kg CO 2e
Total kg CO 2e
Total kg CO 2e
Total kg CO 2e
0.28968
x
Light rail and tram
Scope 3
Total Indirect
GHG
Total kg CO 2e
0.23643
kg CO2e per
pkm
National rail 6
8
Total Direct
GHG
Total kg CO 2e
Scope 3
vkm
0.21040
Passenger km
travelled (pkm)
All Scopes
Grand Total
GHG
kg CO2e per
1
x
Coach
Ferry (Large RoPax) 10
per vkm
1
x
Local London bus 4
Average local bus
Rail
vkm
1
Black cab
Black cab
Bus
1
Scope 3
Total Indirect
GHG
kg CO2e per
Regular taxi
Method of travel
2
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
0
0
0
0
0
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Jun-11
Last updated:
Table 6l
10
Air Passenger Transport Conversion Factors
6
Method of travel
Passenger km travelled x km uplift factor
(pkm)
12
Scope 3
Total Direct
GHG
CO2
CH4
N2O
x kg CO2 per kg CO2e kg CO2e kg CO2e per
13
per pkm per pkm pkm
pkm
Scope 3
Total Indirect
GHG
kg CO2e per
pkm
Cabin class
Domestic 14
Average
Short-haul international 14
Average
x
109% x
0.09589
0.00001
0.00094
0.09684
0.01783
0.11467
Economy class
x
109% x
0.09138
0.00001
0.00090
0.09229
0.01699
0.10928
Business class
x
109% x
0.13707
0.00001
0.00135
0.13843
0.02549
0.16392
x
109% x
0.16313
0.00010
0.00161
0.16484
0.03034
x
109% x
0.11037
0.00001
0.00109
0.11146
0.02053
Economy class
x
109% x
0.08057
0.00000
0.00079
0.08137
0.01498
0.09635
Premium economy class
x
109% x
0.12891
0.00001
0.00127
0.13019
0.02397
0.15416
Business class
x
109% x
0.23365
0.00001
0.00230
0.23596
0.04345
0.27941
First class
x
109% x
0.32227
0.00002
0.00317
0.32546
0.05994
0.38540
Total Direct
GHG
Total kg CO 2e
N2O
Total kg
CO2e
Scope 3
Total Indirect
GHG
Total kg CO 2e
All Scopes
Grand Total
GHG
Total kg CO 2e
0.13199
0
Developed by AEA (2011) using the methodology developed in discussion with the Department for Transport and the airline industry, 2009.
EMEP/EEA air pollutant emission inventory guidebook 2009 (EEA, 2009)
Civil Aviation Authority (2010)
These emissions factors are intended to be an aggregate representation of the typical emissions per passenger km from illustrative types of aircraft for the 3 types
of air services. Actual emissions will vary significantly according to the type of aircraft in use, the load, cabin class, specific conditions of the flight route, etc.
10
The emission factors refer to aviation's direct carbon dioxide (CO 2), methane (CH 4) and nitrous oxide (N 2O) emissions only. There is currently uncertainty over the
other non-CO 2 climate change effects of aviation (including water vapour, contrails, NOx etc) which may indicatively be accounted for by applying a multiplier. The
appropriate factor to apply is subject to uncertainty but was estimated by the IPCC in 1999 to be in the range 2-4, with current best scientific evidence suggesting
a factor of 1.9. This factor is derived from Table 1 of Aviation radiative forcing in 2000: and update on IPCC (1999), Sausen R. et al (2005):
http://elib.dlr.de/19906/1/s13.pdf
If used, this factor would be applied to the emissions factor for CO 2 set out here.
11
The indicative emissions factors by passenger seating class have been produced to allow passengers to build an understanding of how emissions per passenger
km are affected by load factors and seat configurations. This is in response to feedback on the previous version of the Act on CO 2 calculator.
Emission factors by passenger seating class were developed on the basis of detailed analysis of the seating configurations of 24 aircraft model variants from 16
major airlines providing services within/to/from the UK. Indicative emission factors were calculated via the relative area on the aircraft occupied by different seating
classes compared to an economy class equivalent per passenger. Figures are only indicative averages and will vary considerably between different specific airline
and aircraft configurations.
These indicative factors will be updated as further evidence comes to light on how these factors could more accurately be estimated. There are several ways in
which these factors could be estimated, which will be kept under review.
12
The 9% uplift factor comes from the IPCC Aviation and the global Atmosphere 8.2.2.3 , which states that 9-10% should be added to take into account non-direct
routes (i.e. not along the straight line great circle distances between destinations) and delays/circling:
http://www.ipcc.ch/ipccreports/sres/aviation/121.htm#8223
Airline industry representatives have indicated that the percentage uplift for short-haul flights will be higher and for long-haul flights will be lower, however specific
data is not currently available to provide separate factors. This is under investigation for future versions of these guidelines.
13
The emissions factors are based on typical aircraft fuel burn over illustrative trip distances listed in the EMEP/EEA air pollutant emission inventory guidebook 2009
(EEA, 2009) – available at the EEA website at: http://www.eea.europa.eu/publications/emep-eea-emission-inventory-guidebook-2009 . This information is
combined with data from the Civil Aviation Authority (CAA) on average aircraft seating capacity, loading factors, and annual passenger-km and aircraft-km for 2007
(most recent full-year data available). The provisional evidence to date suggests an uplift in the region of 10-12% to climb/cruise/descent factors derived in the
EEA publication is appropriate in order to ensure consistency with estimated UK aviation emissions as reported in line with the UN Framework on Climate Change,
covering UK domestic flights and departing international flights. This uplift has already been included in these emissions factors.
These emissions are based on bunker fuel consumption and are closely related to fuel on departing flights. This uplift is therefore based on comparisons of
national aviation fuel consumption from this reported inventory, with detailed bottom up calculations in DfT modelling along with the similar NAEI approach, which
both use detailed UK activity data (by aircraft and route) from CAA, and the CORINAIR fuel consumption approach. Therefore for this version of the Defra CO 2
emission factors an uplift of 10% is applied to the emissions from the Cruise, Climb and Decent of the aircraft based on provisional evidence. The CORINAIR
uplift is in addition to the assumption that Great Circle Distances are increased by 9% to allow for sub-optimal routing and stacking at airports during periods of
heavy congestion. It should be noted that work will continue to determine a more robust reconciliation and this will be accounted for in future versions of these
factors.
14
CH4
Total kg
CO2e
0.19518
Average
Total
Notes
Scope 3
CO2
Total kg CO 2
11
Flight type 14
Long-haul international 14
Source
All Scopes
Grand Total
GHG
kg CO2e per
pkm
The long haul estimate is based on a flight length from the EMEP/EEA Guidebook of 6482 km, short haul 1108km and domestic 463km. Actual flight distances do
however vary significantly, as demonstrated in the examples in the following tables. Domestic flights are between UK airports, short haul international flights are
typically to Europe (up to 3700km distance), and long haul international flights are typically to non-European destinations (or all other international flights over
3700km distance).
Page 8 of 9
0
0
0
0
0
2011 Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting
Annex 6 - Passenger Transport Conversion Tables
Last updated:
Jun-11
Illustrative long haul flight distances
From London to:
Source
Distance (km)
Area
Airport
North Africa
Abu Simbel/Sharm El Sheikh, Egypt
3300
Southern Africa
Johannesburg/Pretoria, South Africa
9000
Middle East
Dubai, UAE
5500
North America
New York (JFK), USA
5600
North America
Los Angeles California, USA
8900
South America
Sao Paulo, Brazil
9400
Indian sub-continent
Bombay/Mumbai, India
7200
Far East
Hong Kong
9700
Australasia
Sydney, Australia
17000
Distances based on International Passenger Survey (Office for National Statistics) calculations using airport geographic information.
Illustrative short haul flight distances
From London to:
Source
Area
Airport
Europe
Amsterdam, Netherlands
Europe
Prague (Ruzyne), Czech Rep
1000
Europe
Malaga, Spain
1700
Europe
Athens, Greece
1500
Distance (km)
400
Distances based on International Passenger Survey (Office for National Statistics) calculations using airport geographic information.
Emission factors for CH 4 and N 2O are based on UK Greenhouse Gas Inventory values for 2009 (AEA, 2011), available at: http://naei.defra.gov.uk/
Page 9 of 9
Appendix D: International Student Air Travel
Table 2.4 Summary of Enrolments by Country of Domicile by Level of Study, split by Government supported and Independently funded Courses
10/11
Government Supported
Africa
Botswana
Burkina-Faso (Upper Volta)
Cameroon
Congo, Democratic Republic of
Cote d'Ivoire
Cote d'Ivoire (Ivory Coast)
Ethiopia
Ghana
Guinea
Kenya
Madagascar
Malawi
Mauritania
Mauritius
Mozambique
Namibia
Nigeria
Rwanda
Seychelles
South Africa
Swaziland
Tanzania
Uganda
Zambia
Zimbabwe
Distance (miles)
5271
2653
3213
3725
3006
3006
3739
2996
2891
4132
5695
4928
2259
6054
5256
5167
2897
4093
5073
5736
5708
4479
3956
4930
5254
Total
Associated States of Russia
Armenia
Azerbaijan
Belarus
Georgia
Kazakhstan, Republic of
Moldova (Moldavia)
Turkmenistan
Ukraine
Uzbekistan
2294
2382
1204
2151
2962
1358
2938
1437
3067
Total
Caribbean
Bahamas
Barbados
Belize
Bermuda
British Virgin Islands
Guyana
Jamaica
Martinique
Montserrat
St Kitts and Nevis
Trinidad and Tobago
Turks & Caicos Islands (for Home/EU fee payers onl
Turks and Caicos Islands
4319
4193
5226
3442
4128
4622
4691
4173
4112
4105
4416
4260
4260
Total
East Asia
China, P. R.
China, People's Republic of
Hong Kong
Japan
Korea, Republic of (South Korea)
Macao
Mongolia
Taiwan
5082
5082
6007
5965
5577
5989
4395
6175
Total
EU & Non-EU & Norway
Albania
Austria
Belgium
Bosnia and Herzegovina
Bulgaria
Bulgaria (for Overeseas feepayers only)
Croatia
Cyprus
Cyprus (European Union)
Cyprus (Non-European Union)
Czech Republic
Denmark
Estonia
Finland
France
Germany,
Germany, Federal Republic of
Gibraltar
Greece
Hungary
Iceland
Ireland, Republic of
Italy
Kosovo
Latvia
Lithuania
Luxembourg
Macedonia, The Former Yugoslav Republic of
Malta
Monaco
Netherlands
Norway
Poland
Portugal
Romania
Romania (for Overeseas fee payers only)
Serbia
Serbia and Montenegro
Slovakia
Slovenia
Spain
Sweden
Switzerland
1211
683
199
999
1324
1324
852
2008
2008
2008
710
530
1149
1291
394
411
411
1083
1384
972
1126
337
862
1181
1092
1039
314
1246
1302
648
274
828
876
903
1216
1216
1119
1081
905
799
810
931
491
Total
Europe - UK
Grand Total
Total
Postgraduate Research
1
3
0
3
1
4
7
0
0
0
0
0
1
0
1
1
1
0
0
1
0
2
1
3
4
0
0
0
0
0
2
0
2
2
0
0
0
0
1
0
1
0
0
0
0
0
2
0
2
2
0
0
18
18
0
2
0
2
20
5
3
0
8
0
18
0
18
26
0
1
0
0
0
0
0
1
0
1
1
44
2
5
51
0
33
1
34
85
0
0
0
0
0
1
0
1
1
0
0
1
0
5
0
5
1
6
0
0
0
0
0
1
0
1
1
37
3
2
42
0
4
0
4
46
1
0
1
2
0
1
0
1
3
0
1
0
1
0
0
0
0
1
48
22
11
81
0
191
1
192
273
0
0
0
0
0
1
0
1
1
0
0
1
0
0
0
0
1
2
1
2
5
0
26
1
27
32
1
0
0
1
0
0
0
0
1
8
2
3
13
0
10
0
10
23
7
1
0
8
0
15
0
15
23
1
4
5
5
1
2
8
0
4
0
4
12
163
37
45
245
0
328
5
333
0
1
0
1
0
0
0
0
1
6
3
0
9
0
11
0
11
20
2
0
0
1
0
4
0
1
0
2
4
0
3
0
0
0
0
0
0
2
0
2
2
32
13
2
47
0
35
0
35
3
82
7
3
0
0
3
0
0
0
0
1
0
0
1
0
0
0
0
1
10
1
0
11
0
7
0
7
18
1
0
0
1
0
0
0
0
1
55
18
4
77
0
58
0
58
0
0
0
0
0
2
0
2
2
1
2
1
4
0
1
0
1
5
1
0
0
1
0
0
0
0
1
3
0
0
3
0
2
0
2
5
1
1
1
3
0
0
0
0
3
0
0
0
0
0
5
0
5
5
0
2
0
2
0
1
0
1
3
0
0
1
1
0
0
0
0
0
1
0
1
0
0
0
0
0
0
1
1
0
0
0
0
1
4
1
2
7
0
7
0
7
14
1
0
0
1
0
0
0
0
1
1
0
0
1
0
1
0
1
2
12
7
6
25
0
19
0
19
1
0
0
1
0
1
0
1
2
451
172
80
703
52
479
3
534
1,237
425
32
7
464
0
144
2
146
610
17
3
6
26
0
19
2
21
47
37
7
16
60
0
34
4
38
98
8
2
0
10
0
3
0
3
13
0
0
1
1
0
1
0
1
2
9
13
14
36
0
56
0
56
92
948
229
124
1,301
52
737
11
800
3
1
1
2
0
0
2
0
3
0
3
5
24
2
2
28
0
19
0
19
47
71
22
104
4
7
82
0
21
1
0
0
1
1
0
1
0
1
2
75
5
0
80
0
19
0
19
99
0
0
0
0
0
2
0
2
2
3
0
7
0
5
0
5
12
39
0
8
47
0
4
0
4
51
21
4
20
8
49
0
11
1
12
61
0
1
2
3
0
2
0
2
5
11
2
3
16
0
10
0
10
26
4
1
2
7
0
22
0
22
29
5
0
2
0
2
18
1
2
21
0
10
0
10
31
125
5
23
10
158
0
42
1
43
201
0
0
0
0
0
0
0
7
0
7
7
7
113
28
39
119
299
180
0
119
0
4
1
0
5
0
0
0
0
5
27
34
30
91
0
67
0
67
158
8
4
5
17
0
8
0
8
25
1
1
0
2
0
0
0
0
2
17
16
10
43
0
77
1
78
121
34
13
43
90
0
43
1
44
134
1
0
0
1
0
0
0
0
1
21
2
0
23
0
1
0
1
24
76
1
1
78
0
5
0
5
83
22
3
1
26
0
1
0
1
27
0
0
0
0
0
1
0
3
3
8
14
0
5
0
2
0
0
2
0
0
0
0
2
22
4
4
30
0
48
0
48
78
1
1
5
19
19
2
3
24
0
16
0
16
40
55
18
19
92
0
25
0
25
117
15
8
10
33
0
17
0
17
50
21
3
2
26
0
18
0
18
44
1
0
0
1
0
3
0
3
3
1
2
6
0
3
0
3
0
0
0
0
0
2
0
2
2
8
0
1
9
0
16
0
16
25
2
0
0
2
0
7
0
7
9
27
5
8
40
0
47
0
47
87
55
2
7
64
0
30
0
30
94
44
3
0
214
238
47
1,452
0
0
44
783
0
5
44
4
9
91
0
4
0
2
0
2
6
788
11,719
23
2,539
58
2,620
14,339
Guernsey
17
0
0
17
0
2
0
2
19
Isle of Man (The)
10
1
1
12
0
0
0
0
12
Jersey
17
0
0
17
0
1
0
1
Northern Ireland
40
14
5
59
0
34
0
34
93
16
20
75
0
81
0
81
156
238
30
23
291
2
56
0
58
349
Total
9,640
1,717
837
12,194
25
2,715
58
2,798
0
4
5
9
0
5
1
6
15
2
0
3
5
0
7
0
7
12
0
1
7
8
0
4
0
4
12
1
5
5
11
0
14
0
14
25
0
1
0
1
0
1
0
1
0
0
1
1
0
1
0
1
0
0
0
0
0
1
0
1
1
0
1
10
11
0
8
0
8
19
1
0
0
1
0
0
0
0
1
2
0
1
3
0
1
0
1
4
1
0
0
1
0
0
0
0
1
Ecuador
El Salvador
Falkland Islands
Mexico
Panama
Peru
Uruguay
Venezuela
7087
5331
7049
5212
5771
5413
7886
5467
5286
6145
6720
4743
Total
Afghanistan
Bahrain
Egypt
Iran
Iraq
Israel
Jordan
Kuwait
Lebanon
Libya
Morocco
Oman
Qatar
Saudi Arabia
Sudan
Syrian Arab Republic
Tunisia
United Arab Emirates
Yemen, Republic of
3460
3179
2317
2989
2559
2253
2328
2890
2180
2046
1364
3708
3234
3001
3088
2213
1296
3426
3663
Total
Canada
United States
United States of America
3414
4489
4489
Total
No information provided Overseas
Total
1000
( Blank )
British Antarctic Territories
Greenland (Faroe Islands)
Not Known
7886
769
1000
Total C (tonnes)
118,767
8,540
41,369
23,981
9,676
19,352
240,708
250,738
9,306
1,130,535
18,332
95,176
7,271
896,407
50,755
16,632
2,545,751
13,175
16,329
590,832
18,373
331,599
292,879
79,345
202,944
11
1
4
2
1
2
21
22
1
100
2
8
1
80
5
1
226
1
1
52
2
29
26
7
18
623
7,384
153,347
27,129
13,848
781,814
13,114
9,457
83,260
9,872
1
14
2
1
69
1
1
7
1
97
27,805
67,484
16,822
55,397
39,863
74,388
45,299
13,432
13,236
13,214
199,004
13,712
27,425
2
6
1
5
4
7
4
1
1
1
18
1
2
54
32,717
20,235,277
11,794,845
902,429
1,759,266
250,612
28,294
1,828,646
3
1,795
1,046
80
156
22
3
162
3,267
19,490
103,329
66,618
6,431
421,918
8,524
32,910
329,639
394,274
32,318
59,421
49,474
25,889
128,823
254,916
9,261
395,565
17,430
703,879
78,219
7,249
131,256
371,806
3,801
84,360
277,587
27,290
4,011
79,629
4,172
68,794
106,609
329,909
145,332
172,223
15,657
32,417
6,959
72,827
23,147
226,834
281,697
143,823
2
10
7
1
42
1
3
33
40
3
6
5
3
13
26
1
40
2
71
8
1
13
37
0
8
28
3
0
8
0
7
11
33
15
17
2
3
1
7
2
23
28
14
579
342,183
205,918
272,279
419,420
37,152
34,848
25,384
334,355
17,015
79,120
21,631
122,137
30
18
24
37
3
3
2
30
2
7
2
11
170
11,137
102,328
186,454
394,471
8,237
65,269
52,455
74,421
77,189
105,373
21,953
71,614
145,738
454,013
79,519
192,331
12,515
937,370
11,791
1
9
17
35
1
6
5
7
7
9
2
6
13
40
7
17
1
83
1
266
1,032,990
28,899
1,907,341
92
3
169
263
18
39
Wales
Argentina
Total Kms
788
0
Colombia
Not Known
Postgraduate Taught
1
1,656
Chile
Not European Union or Commonwealth
Undergraduate
4
Brazil
North America
Independently Funded
Total
Postgraduate Research
9,275
Scotland
Mid East / North Africa
Postgraduate Taught
1
1,000
Channel Islands
England
Latin America
Undergraduate
2
2
1
1
1
3
0
5
0
5
8
13
33
54
0
47
1
48
0
0
0
0
0
1
0
1
1
5
0
0
5
0
5
0
5
10
8
1
1
4
6
0
19
0
19
25
4
8
14
26
0
15
0
15
41
0
1
0
1
0
0
0
0
1
5
1
1
7
0
2
0
2
3
1
0
4
0
2
1
3
2
0
0
2
0
6
0
6
8
1
0
2
3
0
8
0
8
11
0
2
6
8
0
8
0
8
16
4
0
0
4
0
1
0
1
3
0
1
4
0
2
0
2
6
2
1
0
3
0
11
0
11
14
2
4
12
18
0
28
1
29
47
0
1
0
1
0
6
1
7
8
0
11
27
9
7
5
9
7
16
0
10
1
0
0
0
0
0
3
0
3
3
25
6
0
31
0
54
0
54
85
1
0
0
1
0
0
0
0
58
35
47
140
0
181
4
185
30
3
15
48
0
45
1
46
94
0
0
0
0
0
2
0
2
2
132
1
22
16
23
61
0
71
0
71
52
19
38
109
0
118
1
119
1
0
0
1
0
3
0
3
4
1
0
0
1
0
3
0
3
4
12,876
1
1
8
4
1
13
0
4
0
4
0
0
0
0
0
1
0
1
1
0
0
0
0
0
1
0
1
1
5
3
0
8
0
11
0
11
19
25,384
2,475
61,159
2
0
5
8
Not Known
Total
ROW Australia and New Zealand
Australia
New Zealand
13
9495
11661
Total
Russia
Russia (Russian Federation)
3578
Total
South Asia
Bangladesh
India
Maldive Islands
Nepal
Pakistan
Sri Lanka
4964
4618
5547
4509
3817
5475
Total
South East Asia
Brunei
Burma (Myanmar)
Cambodia
Indonesia
Malaysia
Phillippines
Singapore
Thailand
Vietnam
7030
5316
6169
7775
6537
6692
6756
5856
6044
Total
Turkey
Turkey
Total
1907
5
7
1
1
21
4
10
0
0
17
11
0
17
0
11
4
0
0
4
0
6
0
6
9
1
4
14
0
17
0
17
39
10
1
50
0
67
0
67
39
10
57
33
90
1,347,507
120
120
415,442
7,372,935
53,565
101,598
2,334,428
652,065
37
654
5
9
207
58
969
1,267,209
17,112
39,715
725,777
8,206,309
150,785
6,437,039
3,374,107
1,595,303
112
2
4
64
728
13
571
299
141
1,935
675,224
60
60
95,092,925
8,503
8,503
21
10
50
0
67
0
8
3
8
19
0
7
0
7
26
184
96
21
301
0
195
0
195
496
2
1
0
3
0
0
0
0
3
1
2
3
6
0
1
0
1
7
22
126
75
29
1
641,829
375,354
117
64
190
27
1
2
30
0
7
0
7
37
297
132
56
485
0
274
0
274
44
6
3
53
0
3
0
3
56
1
0
0
1
0
0
0
0
1
0
0
0
0
1
0
10
3
5
18
0
11
0
11
29
3
22
243
98
49
0
147
390
2
2
0
4
0
3
0
3
7
171
10
2
183
0
113
0
113
296
26
16
12
54
0
122
3
125
179
66
4
44
1
64
218
538
1
0
67
1
5
75
0
6
1
7
50
632
98
308
4
410
13
22
11
46
0
63
1
64
13
22
11
46
0
63
1
64
2
82
110
22,833
Appendix E: Business Air Travel
University of
Warwick
New
Report
Booking type:
Flight
From Date:
01/08/2010
To Date:
31/07/2011
Used Date:
Departure Date
Returned rows:
All
Departments:
Multiple
Bookers:
Multiple
PNR
Invoice Number
Flight return
date
18/09/2010
Flight Destination
148862 University of Warwick - Computer Science
Flight departure
date
18/09/2010
Flight Origin
YO2R7X
PITTSBURGH
BOSTON
Y6HW4Q
7ZNVJI
4DEU2H
25ZCN5
2OHJ3N
163862
203783
250547
175885
250638
30/09/2010
03/02/2011
22/06/2011
24/10/2010
14/06/2011
11/10/2010
04/02/2011
22/06/2011
31/10/2010
19/06/2011
BIRMINGHAM
BIRMINGHAM
BARCELONA
LONDON
LONDON
MELBOURNE
ZURICH
MADRID
PISA
CORFU
5ZGBB2
5ZGBB2
190171 University of Warwick - Warwick Legal Training
190171 University of Warwick - Warwick Legal Training
10/12/2010
10/12/2010
10/12/2010
10/12/2010
BIRMINGHAM
BIRMINGHAM
ABERDEEN
ABERDEEN
288OAN
156009 University of Warwick - Development Technology Unit
05/09/2010
25/09/2010
BIRMINGHAM
ENTEBBE/KAMPALA
02/09/2010
03/09/2010
LONDON
07/06/2011
01/03/2011
06/09/2010
13/10/2010
13/10/2010
11/06/2011
02/03/2011
06/09/2010
13/10/2010
13/10/2010
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
01/12/2010
01/12/2010
03/12/2010
03/12/2010
BIRMINGHAM
BIRMINGHAM
5TBLT4
ZVDVGN
3YHZ7Z
43MYJR
3PN8AX
3PN8AX
59LS5C
59LS5C
Department
University of Warwick - Health Sciences Research Institute
University of Warwick - Warwick Medical School
University of Warwick - Sociology
University of Warwick - Computer Science
University of Warwick - Warwick Business School
8011129 University of Warwick - Centre for Caribbean Studies
213876
198821
152343
161530
161530
University of Warwick - Clinical Sciences Research Institute
University of Warwick - Warwick Business School
University of Warwick - Warwick Medical School
University of Warwick - Warwick Business School
University of Warwick - Warwick Business School
8013518 University of Warwick - Warwick Business School
8013518 University of Warwick - Warwick Business School
Flight Distance
Uplift Km
Flight CO2 (KG)
796.57
868.26
84.08
34992.93
1841.4
482.73
2295.95
4033.31
38142.29
2007.13
526.18
2502.59
4396.31
4,251.34
194.37
50.95
242.35
490.01
528.74
528.74
576.33
576.33
55.81
55.81
14389.92
15685.01
1,748.25
GEORGETOWN
7502.45
8177.67
911.48
SALZBURG
DUBLIN
GLASGOW
BELFAST
BELFAST
2348.87
643.04
418.27
727.04
727.04
2560.27
700.91
455.91
792.47
792.47
247.94
67.88
75.15
76.74
76.74
AMSTERDAM
AMSTERDAM
884.24
884.24
963.82
963.82
93.34
93.34
2RUAJX
Y4IQIH
4GF6HT
3HMNS7
254774
162970
126627
149666
University of Warwick - Sociology
University of Warwick - Warwick Medical School
University of Warwick - Warwick Business School
University of Warwick - Warwick Ventures
30/06/2011
15/09/2010
12/09/2010
29/08/2010
01/07/2011
17/09/2010
12/09/2010
02/09/2010
BELFAST
BIRMINGHAM
HAMBURG
LONDON
BIRMINGHAM
GLASGOW
BIRMINGHAM
CATANIA
727.04
836.54
794.47
3876.48
792.47
911.83
865.97
4225.36
76.74
88.30
83.86
470.96
45ZK3T
249889 University of Warwick - Warwick Business School
06/07/2011
06/07/2011
LONDON
GOTHENBURG
1068.28
1164.43
112.76
245MIW
245MIW
245MIW
245MIW
155707
155707
155707
155707
University of Warwick - Library Department
University of Warwick - Library Department
University of Warwick - Library Department
University of Warwick - Library Department
08/10/2010
08/10/2010
08/10/2010
08/10/2010
08/10/2010
08/10/2010
08/10/2010
08/10/2010
AMSTERDAM
AMSTERDAM
AMSTERDAM
AMSTERDAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
442.12
442.12
442.12
442.12
481.91
481.91
481.91
481.91
79.44
79.44
79.44
79.44
245MIW
155707 University of Warwick - Library Department
08/10/2010
08/10/2010
AMSTERDAM
BIRMINGHAM
442.12
481.91
79.44
768YI9
8LUABK
6D4AID
Z3S3OJ
2UOCDZ
5VO44X
3QP7ZO
4OZ26N
296EY6
296EY6
225150
225217
184019
197816
207623
231374
218895
194433
166483
166483
University of Warwick - Health and Social Studies
University of Warwick - Health and Social Studies
University of Warwick - Warwick Business School
University of Warwick - Warwick Business School
University of Warwick - Politics and International Studies
University of Warwick - Health Sciences Research Institute
University of Warwick - Warwick Business School
University of Warwick - Warwick Business School
University of Warwick - Politics and International Studies
University of Warwick - Politics and International Studies
13/06/2011
13/06/2011
07/12/2010
02/03/2011
07/04/2011
15/06/2011
15/04/2011
14/02/2011
09/11/2010
09/11/2010
16/06/2011
16/06/2011
07/12/2010
04/03/2011
07/04/2011
15/06/2011
15/04/2011
18/02/2011
10/11/2010
10/11/2010
LONDON
LONDON
VIENNA
BIRMINGHAM
STOCKHOLM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BELFAST
BELFAST
LONDON
EDINBURGH
LONDON
EDINBURGH
EDINBURGH
BELFAST
AMSTERDAM
AMSTERDAM
1005.06
1005.06
1250.37
805.71
1461.96
402.86
402.86
727.04
884.24
884.24
1095.52
1095.52
1362.90
878.22
1593.54
439.12
439.12
792.47
963.82
963.82
106.09
106.09
131.98
85.05
154.32
72.38
72.38
76.74
93.34
93.34
X4F5G6
4ZVC9I
2TBAYT
4DYYLF
162722
167438
207747
199438
University of Warwick - Economics
University of Warwick - Warwick Systems Biology Centre
University of Warwick - Health and Social Studies
University of Warwick - Warwick Business School
05/11/2010
12/12/2010
15/03/2011
10/04/2011
07/11/2010
16/12/2010
16/03/2011
13/04/2011
BIRMINGHAM
BIRMINGHAM
BELFAST
BIRMINGHAM
AMSTERDAM
AMSTERDAM
LONDON
DUBLIN
884.24
884.24
1122.76
643.04
963.82
963.82
1223.81
700.91
93.34
93.34
118.51
67.88
49LQJZ
201006 University of Warwick - Warwick Business School
10/04/2011
12/04/2011
BIRMINGHAM
DUBLIN
643.04
700.91
67.88
238DCL
171542 University of Warwick - Library Department
09/11/2010
12/11/2010
BIRMINGHAM
EDINBURGH
805.71
878.22
85.05
2IWXF4
3BCKPG
155360 University of Warwick - Department of Physics
218317 University of Warwick - Warwick Business School
03/09/2010
18/04/2011
03/09/2010
18/04/2011
FRANKFURT
LONDON
BIRMINGHAM
ZURICH
764.72
788.43
833.54
859.39
80.72
83.22
237V8U
170692 University of Warwick - Library Department
10/11/2010
12/11/2010
LONDON
EDINBURGH
1065.7
1161.61
112.49
5BBAVK
178636 University of Warwick - Warwick Business School
31/10/2010
02/11/2010
BIRMINGHAM
LONDON
1019.99
1111.79
107.67
YD7IPY
192873 University of Warwick - Computer Science
30/12/2010
30/12/2010
BIRMINGHAM
9352.58
10194.31
1,136.26
44PTOL
ZZT9SN
253752 University of Warwick - Engineering
227104 University of Warwick - Engineering
21/06/2011
26/05/2011
22/06/2011
26/05/2011
NANKING
SEATTLE/TACOMA
PUDONG
INTERNATIONAL
LONDON
SALT LAKE CITY
9102.2
1106.75
9921.40
1206.36
1,105.84
116.82
ZZU88N
ZUIBWZ
4GFXFE
485582
Z42M7Z
227221
135358
126586
191499
197819
University of Warwick - Engineering
University of Warwick - Health and Social Studies
University of Warwick - Warwick Business School
University of Warwick - Department of Physics
University of Warwick - Warwick Business School
26/05/2011
07/09/2010
29/08/2010
17/01/2011
02/03/2011
26/05/2011
08/09/2010
29/08/2010
21/01/2011
06/03/2011
SEATTLE/TACOMA
BELFAST
BIRMINGHAM
LONDON
BIRMINGHAM
SALT LAKE CITY
LONDON
FRANKFURT
PISA
EDINBURGH
1106.75
1005.06
764.72
2295.95
805.71
1206.36
1095.52
833.54
2502.59
878.22
116.82
106.09
80.72
242.35
85.05
Z42M7Z
5VPDYE
4PAKRZ
4QENWI
4QENWI
5MYQ4P
X34XRV
2UCJX5
3J3RZI
YGZHH4
2HRSWX
6ZVIIB
197819
231375
251583
229497
229497
201019
204829
229792
229795
149265
124285
202532
University of Warwick - Warwick Business School
University of Warwick - Health Sciences Research Institute
University of Warwick - Warwick Medical School
University of Warwick - Engineering
University of Warwick - Engineering
University of Warwick - Warwick Business School
University of Warwick - Warwick Business School
University of Warwick - Warwick Medical School
University of Warwick - Warwick Business School
University of Warwick - Warwick Medical School
University of Warwick
University of Warwick - Department of Physics
02/03/2011
15/06/2011
19/07/2011
01/06/2011
01/06/2011
10/04/2011
10/04/2011
22/06/2011
26/06/2011
05/09/2010
17/09/2010
09/02/2011
06/03/2011
17/06/2011
19/07/2011
01/06/2011
01/06/2011
13/04/2011
13/04/2011
23/06/2011
29/06/2011
08/09/2010
26/09/2010
12/02/2011
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
SALT LAKE CITY
SALT LAKE CITY
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
LONDON
BIRMINGHAM
GENEVA
EDINBURGH
EDINBURGH
GLASGOW
SEATTLE/TACOMA
SEATTLE/TACOMA
DUBLIN
DUBLIN
GLASGOW
DUBLIN
BELFAST
AMSTERDAM
BIRMINGHAM
805.71
805.71
836.54
1106.75
1106.75
643.04
643.04
836.54
643.04
1005.06
884.24
1788.53
878.22
878.22
911.83
1206.36
1206.36
700.91
700.91
911.83
700.91
1095.52
963.82
1949.50
85.05
85.05
88.30
116.82
116.82
67.88
67.88
88.30
67.88
106.09
93.34
188.79
4KEL7R
4XHBRA
4XHBRA
142283 University of Warwick - Warwick Business School
210908 University of Warwick - Warwick Systems Biology Centre
210908 University of Warwick - Warwick Systems Biology Centre
20/09/2010
29/03/2011
29/03/2011
24/09/2010
31/03/2011
31/03/2011
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
PARIS
EDINBURGH
EDINBURGH
975.06
805.71
805.71
1062.82
878.22
878.22
102.92
85.05
85.05
4XHBRA
7W8BNE
7W8BNE
210908 University of Warwick - Warwick Systems Biology Centre
213781 University of Warwick - Warwick Systems Biology Centre
213781 University of Warwick - Warwick Systems Biology Centre
29/03/2011
29/03/2011
29/03/2011
31/03/2011
31/03/2011
31/03/2011
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
EDINBURGH
EDINBURGH
EDINBURGH
805.71
805.71
805.71
878.22
878.22
878.22
85.05
85.05
85.05
Z7KHXP
X9IY2J
246352 University of Warwick - Economics
194714 University of Warwick - Engineering
11/07/2011
20/01/2011
16/07/2011
01/02/2011
BIRMINGHAM
BIRMINGHAM
AMSTERDAM
AMSTERDAM
884.24
884.24
963.82
963.82
93.34
93.34
2EKH2S
2QMB3I
226099 University of Warwick - Computer Science
171755 University of Warwick - Mathematics
13/04/2011
14/11/2010
28/04/2011
17/11/2010
BIRMINGHAM
BIRMINGHAM
ORLANDO
AMSTERDAM
17031.63
884.24
18564.48
963.82
2,069.20
93.34
YPZDYJ
YPZDYJ
6UBUUO
4JXL2U
YB3K7X
ZPMHPL
6CNM36
155780
155780
222952
191446
153077
216673
211462
23/08/2010
23/08/2010
17/05/2011
12/02/2011
21/10/2010
06/07/2011
01/05/2011
24/08/2010
24/08/2010
21/05/2011
26/02/2011
24/10/2010
09/07/2011
01/05/2011
BRISTOL
BRISTOL
TOULOUSE
LONDON
BIRMINGHAM
LONDON
FRANKFURT
GLASGOW
GLASGOW
PARIS
BUCHAREST
FRANKFURT
GOTHENBURG
BIRMINGHAM
1023.54
1023.54
1143.68
4223.21
1529.43
2136.56
764.72
1115.66
1115.66
1246.61
4603.30
1667.08
2328.85
833.54
108.04
108.04
120.72
513.08
161.44
225.53
80.72
4ZEGAY
143407 University of Warwick - Library Department
09/08/2010
10/08/2010
BIRMINGHAM
DUNDEE
904.42
985.82
95.47
X2T2PI
YE5OHT
173354 University of Warwick - Economics
148293 University of Warwick - Politics and International Studies
06/11/2010
03/10/2010
07/11/2010
03/10/2010
BIRMINGHAM
GOTHENBURG
AMSTERDAM
BIRMINGHAM
884.24
1061.6
963.82
1157.14
93.34
112.06
2J7VML
3OK79O
135364 University of Warwick - Health and Social Studies
136836 University of Warwick - Health and Social Studies
07/09/2010
06/09/2010
08/09/2010
08/09/2010
STOCKHOLM
STOCKHOLM
LONDON
LONDON
2923.92
2923.92
3187.07
3187.07
308.64
308.64
4MBUKO
143362 University of Warwick - Mathematics
18/09/2010
25/09/2010
BIRMINGHAM
AMSTERDAM
884.24
963.82
93.34
4CFGV9
249271 University of Warwick - Economics
06/07/2011
14/07/2011
MANCHESTER
LISBON
3405.44
3711.93
413.73
4CFEJC
249272 University of Warwick - Economics
24/06/2011
30/06/2011
MANCHESTER
LISBON
3405.44
3711.93
413.73
3Z295G
195472 University of Warwick - Warwick Medical School
01/02/2011
01/02/2011
BIRMINGHAM
GLASGOW
836.54
911.83
88.30
Z5FM5H
X43RL3
ZWW2QV
149714 University of Warwick - Warwick Business School
216225 University of Warwick - Engineering
198932 University of Warwick - Sociology
31/08/2010
09/03/2011
10/02/2011
03/09/2010
11/03/2011
28/02/2011
LONDON
LONDON
BIRMINGHAM
1958.32
707.67
17279.58
2134.57
771.36
18834.74
206.71
74.70
2,099.32
Y4IQIH
Y3FZE8
129696 University of Warwick - Warwick Medical School
129700 University of Warwick - Warwick Medical School
15/09/2010
13/09/2010
17/09/2010
17/09/2010
BIRMINGHAM
BIRMINGHAM
COPENHAGEN
AMSTERDAM
PORT BLAIR
ANDAMAN ISL.
GLASGOW
GLASGOW
836.54
836.54
911.83
911.83
88.30
88.30
7OYPSS
ZII5Y5
556JJL
185758 University of Warwick - Warwick Systems Biology Centre
206075 University of Warwick - Politics and International Studies
183727 University of Warwick - Warwick Business School
18/12/2010
09/03/2011
16/03/2011
23/12/2010
12/03/2011
30/03/2011
AMSTERDAM
AMSTERDAM
LONDON
BIRMINGHAM
BIRMINGHAM
STOCKHOLM
884.24
2923.92
0.00
963.82
3187.07
0.00
93.34
308.64
206670 University of Warwick - Comparative American Studies
26/05/2011
29/05/2011
BIRMINGHAM
SHANNON
07/07/2011
24/11/2010
07/07/2011
28/11/2010
BUDAPEST
LONDON
LONDON
BARCELONA
14/01/2011
15/08/2010
09/10/2010
09/10/2010
09/10/2010
14/01/2011
20/08/2010
16/10/2010
16/10/2010
16/10/2010
DUBLIN
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
BIRMINGHAM
PARIS
EDINBURGH
EDINBURGH
EDINBURGH
ZGC37P
2HOTGB
YHO4GE
YPHGKQ
ZDXV5W
ZP5LC3
ZP5LC3
ZP5LC3
University of Warwick - Warwick Medical School
University of Warwick - Warwick Medical School
University of Warwick - Health and Social Studies
University of Warwick - Computer Science
University of Warwick - Centre for Studies in Democratisation
University of Warwick - Warwick Business School
University of Warwick - Center for Discrete Mathematics and its Applications
227621 University of Warwick - Engineering
8012564 University of Warwick - Warwick Business School
195474
144305
158905
158905
158905
University of Warwick - Warwick Business School
University of Warwick - Computer Science
University of Warwick - Warwick Systems Biology Centre
University of Warwick - Warwick Systems Biology Centre
University of Warwick - Warwick Systems Biology Centre
971.08
1058.48
102.50
1488.94
2296.89
1622.94
2503.61
157.17
242.45
643.04
975.06
805.71
805.71
805.71
700.91
1062.82
878.22
878.22
878.22
67.88
102.92
85.05
85.05
85.05
Warwick University Air Carbon Foot Print Aug 10 - Jul 11
From
BHX
AMS
LHR
SIN
BHX
DUB
LHR
JNB
LGW
VRN
EDI
LGW
LGW
VCE
BHX
FRA
YYC
FRA
BHX
AMS
ACC
AMS
LHR
ADD
MQX
ADD
JNB
ADD
BHX
AMS
JNB
AMS
LHR
DUS
FRA
ATH
LGW
LHR
AMS
MNL
KUL
AMS
MNL
BKK
To
AMS
BHX
SIN
LHR
DUB
BHX
JNB
LHR
VRN
LGW
LGW
EDI
VCE
EDI
FRA
YYC
FRA
BHX
AMS
ACC
AMS
BHX
ADD
MQX
ADD
JNB
ADD
LHR
AMS
JNB
AMS
BHX
DUS
FRA
ATH
LHR
VCE
AMS
MNL
KUL
AMS
LHR
BKK
KUL
Miles
KM
276
276
6765
6765
200
200
5621
5621
646
646
357
357
696
994
477
4692
4692
477
276
3230
3230
276
3675
313
313
2516
2516
3675
276
5584
5584
276
313
117
1130
1510
696
231
6479
1546
6363
231
1361
754
KGC02
444
444
10885
10885
322
322
9044
9044
1039
1039
574
574
1120
1599
767
7549
7549
767
444
5197
5197
444
5913
504
504
4048
4048
5913
444
8985
8985
444
504
188
1818
2430
1120
372
10425
2488
10238
372
2190
1213
73
73
1213
1213
53
53
1008
1008
101
101
56
56
108
155
74
841
841
74
73
579
579
73
659
49
49
451
451
659
73
1001
1001
73
49
31
176
235
108
61
1162
241
1141
61
212
117
Appendix F: Carbon Management Matrix – Embedding. Current status
highlighted.
POLICY
5
Specific
sustainability /
climate change
policy with targets
signed off and
implemented.
Action plan with
clear goals and
regular reviews to
confirm actions
undertaken and
targets
achieved/being
progressed.
4
Specific
sustainability /
climate change
policy with targets
developed and
signed off, but not
implemented
ORGANISATION
Accountabilities for
sustainability /climate
change defined at senior
level
Sustainability / climate
change responsibilities
integrated into
responsibilities of relevant
people in different
departments, e.g.
Teaching, Finance, Estates
Sustainability / climate
change responsibilities
integrated into
responsibilities of relevant
people in different
departments, e.g.
Teaching, Finance, Estates
INFORMATION AND
DATA
COMMUNICATION AND
TRAINING
CO2e emissions
compiled for all main
HEI sources for a
baseline year and
regular collation of
annual emissions
data.
Formalised
communication and
training plan for all staff
on carbon and energy
related matters,
including integration in
induction and other
normal training
processes.
Data externally
verified.
CO2e emissions
compiled for all main
HEI sources for a
baseline year (i.e.
buildings, transport
and commuting, etc.
Data internally
reviewed.
3
Sustainability /
Climate change
included in wider
policy documents
Communication on
carbon and energy
related matters with the
academic and student
body and other key
business partners
FINANCE
Use of innovative
external funding
mechanisms for
carbon related
projects.
Development of
internal financing
mechanisms, e.g.
self sustaining
fund, specifically
for carbon related
projects
MONITORING &
EVALUATION
Management
Review of carbon
management
process by senior
management.
Regular reviews by
core team on
progress with
carbon
management.
Formalised
communication and
training plan for all staff
on carbon and energy
related matters,
including integration in
induction and other
training, and awareness
raising
Strategic plan for
developing internal
financing
mechanisms and
obtaining funds
from external
sources
Regular reviews on
progress with
carbon
management (e.g.
review of actions,
check against
emissions profile
and targets,
addition of new
opportunities etc.)
Some internal
financing on an ad
hoc basis for
carbon and/or
energy efficiency
related projects
Ad hoc assessment
of all aspects of
carbon/energy
policies/strategies,
targets and action
plans
Sustainability / climate
change/ carbon
management is part-time
responsibility of moderate
ranking personnel, e.g.
Energy Manager,
Sustainability/Environment
Officer
CO2e emissions data
compiled for some
sources for a
baseline year (e.g.
buildings) and source
data available for
other sources (e.g.
transport)
Ad hoc communication
and training delivered to
all staff/students on
carbon and energy
related matters
Review conducted
on applicable
external funding
sources
2
Sustainability /
Climate change as
an aspiration in
non-policy
documents
Sustainability / climate
change/carbon
management is part-time
responsibility of low
ranking personnel
No CO2e emissions
data compiled for
any sources but
energy data
compiled on a
regular basis
Communication and
training to specific
groups in the HEI (e.g.
environment team) on
carbon/energy related
matters
Some internal
financing on an ad
hoc basis for
carbon and/or
energy efficiency
related projects
Ad hoc reviews of
specific aspects of
carbon/energy
policies/strategies,
targets and action
plans
1
No sustainability /
climate change
policy or strategy
and no mention of
climate change in
policy/strategy
documents
No individual with
responsibility for
sustainability / climate
change issues
No CO2e emissions
data compiled for
any sources and
energy data not
compiled on a
regular basis
No communication or
training to staff/students
on carbon or energy
related matters
No internal
financing or
funding for carbon
and/or energy
efficiency related
projects
No monitoring of
carbon/energy
policies/strategies,
targets and action
plans
Appendix G: Document Change Record 2013 - 2014
Executive Summary.
 2005 - 06 Baseline emissions changed from 47,028 to 46,540 tonnes based on 2013 update to DEFRA
document “2013 Government GHG Conversion Factors for Company Reporting: Methodology Paper for
Emission Factors: July 2013” and guidance therein on historical reporting of emissions related to grid
electricity.
 2008 – 09 Emissions figure updated according to above document.
 Projections for Carbon Savings from Cryfield Energy Centre reduced in line with latest modelling.
1.4 Achievements So Far.
 Projections for Carbon Savings from Cryfield Energy Centre reduced in line with latest modelling.
3.2 Baseline and assumptions
 2005-6 Baseline emissions from electricity changed from 20,076 to 19,816 based on 2012 update to DEFRA
document “Greenhouse Gas Conversion Factors for Company Reporting” and guidance therein on historical
reporting
 2008-9 Emissions data updated according to changes in historical grid electricity emissions factor published
by DEFRA in 2012