Search results
1. Major Changes to the Conversion Factors The following table provides a summary of major changes in conversionfactors for the 2021 Greenhouse Gas (GHG) Conversion Factors, compared to the equivalent factors provided in the 2020 GHG Conversion Factors, and a short explanation for the reason for the change. We have considered
- 323KB
- 22
Table 41: Air freight CO 2 conversion factors for alternative freight allocation options for passenger flights for 2024 GHG Conversion factors (excluding distance and RF uplifts)..... 99 Table 42: Final average CO 2 conversion factors for all air freight for 2024 GHG Conversion factors
- Conversion factors for 2012 and 2013
- Re-baselining - latest guidance and the necessary data
- Overseas emissions – using Defra conversion factors to calculate
- Reporting on kWh of fuel – using the “Gross” or “Net” CV columns
- Therms - conversion factors, and how to convert kWh
- Natural gas - calorific value
- Accounting for emissions produced in own supply chain
- Refrigerant leakage – guidance and calculations
- Age of vehicles – using the right conversion factors
- Improving calculations – when you know the average mpg of your passenger vehicles as well as mileage
- Gross vehicle weight - definition
- Average payload – definition
- CRC reporting – using the right factors
- T&D – reporting
- Waste – which factors to use
- Accounting for emissions of materials purchased
- Waste/ recycling factors - why only emissions for collection and transportation of waste are considered
- Waste disposal factors - why many of these factors are the same value e.g. ‘1’ or ‘21’
- Procurement of goods – using the right factors
- Calculation of weight of waste
- Radiative forcing – inclusion of radiative forcing in air travel reporting
- ‘Passenger.km’ – definition
- Domestic, short-haul and long-haul flights – definition
- Why impact of flying in business class is higher than economy
- Factors for rail and taxis – where to find factors under ‘business travel’
- Shipment through a third party
- Supply chain factors - Why these factors are no longer located in the main conversion factor repository
Check you have downloaded the “Give me everything” version of the spreadsheet located on the furthest right tab at the bottom of the home page of the UK conversion factors webpage. The other tabs called “I want to choose my own set of carbon conversion factors” and “I want to see Defra’s frequently used conversion factors” will supply self-selected...
The latest guidance on re-baselining relates only to specific factors for electricity, heat and steam, other factors remain the same. Recent changes to the conversion factors are all listed on the ‘what’s new’ tab on the conversion factor spreadsheets listed on the website.
The UK conversion factors spreadsheet contains factors associated with overseas electricity generation (scope 2) and transmission and distribution (scope 3). Other global operational activities and fuels should be calculated using the most appropriate factors to the overseas operations, which should ideally be overseas conversion factors. For examp...
In general, unless you have specific knowledge about your fuels that would lead you to choose “Net CV”, organisations should use “Gross CV” factors by default.
Defra provide a specific conversion table at the back of these listings to allow organisations to convert the conversion factors into different units where required. Please see the ‘conversions’ listing.
Typical calorific values / densities of natural gas and most common fuels are listed under the fuel properties tab on any version of the downloadable spreadsheet.
Well to tank (WTT) fuels conversion factors should only be used to account for the upstream scope 3 emissions associated with extraction, refining and transportation of the raw fuel sources to an organisation’s site (or asset), prior to their combustion.
Further guidance on how to calculate refrigerant leakage is provided in Defra’s 'Environmental reporting guidelines'.
The conversion factors are based on information from the DfT (Department for Transport) who regularly analyse the mix of cars on the road in Britain through DVLA records and automatic number plate recognition (ANPR) data. The conversion factors are updated each year to reflect changes in the spectrum of cars of different types and ages being drive...
The mpg (miles per gallon) of the vehicle should be used to convert the distance travelled into litres of fuel used (refer to the ‘conversions’ listing to find values to assist this calculation). The conversion factor for litres of fuel can then be applied, which will give a more accurate view of the actual emissions from the vehicle (the conversi...
The gross vehicle weight value is the maximum operating weight of the vehicle including passengers, cargo and any additional body work i.e. a tail lift or box section. This excludes the weight of any additional trailers.
Payload is the weight of goods being transported by a vehicle – typically stated in tonnes. Average payload in this context is the average amount of goods a vehicle of a given type is carrying.
At this time factors for CRC reporting are not aligned with Defra’s conversion factors. If you are reporting to CRC you should refer to specific CRC guidance on conversion factors.
Organisations are advised to account for the major impacts associated with their organisation. For most organisations this would include reporting on electricity, and as such associated T&D may be reported. T&D is a scope 3 emissions source and as such is viewed as a ‘voluntary’ disclosure however it would be considered good practice to include t...
The material use factors are not appropriate for waste. For specific end of life figures please see the
These factors are appropriate as they cover the extraction (or sorting if they are secondary materials), primary processing, manufacture and transportation of materials to the point of sale.
This is in line with GHG Protocol Guidelines, with subsequent emissions attributed to electricity generation or recycled material production respectively. This is with the exception of landfill waste where the factors in the tables cover collection, transport as well as landfill emissions.
These factors frequently have the same value because they account for the emissions associated with disposing of the material (this includes the carbon associated with transport of the material to the recycling or waste facility and any preliminary processing), but do not take into account the actual recycling / waste process itself (with the excep...
The waste factors are not appropriate for procurement of goods. For specific procurement factors please see the ‘material use’ listing.
There are a variety of different methods to work out the amount of waste your organisation generates. Waste transfer/ consignment notes from your commercial waste collector are a good place to start as they may have specific information on the waste they collect from you, or they may be able to advise on an average weight you can apply given the w...
Whilst the factors including radiative forcing are not compulsory, inclusion of ‘RF’ is advisable.
This unit of measure relates to the distance travelled by one passenger via a particular mode of transport. This allows organisations to account for one person travelling on a train (who would be allocated a proportion of the train’s emissions) rather than reporting the emissions of the whole train.
Broadly speaking the definition of domestic flights, are those within the UK, short-haul are those within Europe and long-haul are outside of Europe
Air travel factors are calculated on the basis of the area of the plane each passenger takes up. If a plane is comprised totally of business class seats, as opposed to more closely packed economy class seats, fewer passengers can fly and therefore each passenger takes a larger share of the emissions.
Factors for rail and taxis as well as international rail, buses and motorbikes are located in the business travel – land tab of the “Give me everything” version of the conversion factor spreadsheet.
The ‘freighting goods’ tab should be used. Factors are available here for a whole vehicles’ worth of goods or per tonne of good shipped via a specific transport mode.
The conversion factors have been removed to guidance since their intention is the allow companies to identify large areas of supply chain GHG impact using spend data, then the organisations should ideally investigate their material impacts more thoroughly, applying more specific factors for individual activities. In effect these factors should be ...
The following prefixes are used for multiples of joules, watts and watt-hours: = 1012; peta (P) = 1015= 29.31kWhEnergy conversion factorsThe factors given below are taken from UK Government greenhouse gas conv. rsion factors for company reporting, published in June 2023.Factors given for all fuels are on a gross ca.
GWP values for refrigerant HFC blends should be calculated on the basis of the percentage blend composition (e.g. the GWP for R404a that comprises is 44% HFC125, 52% HFC143a and 4% HFC134a is 2800x0.44 + 3800x0.52 + 1300x0.04 = 3260). Carbon factors for fuels (UKPIA, 2004) Notes Emission factors calculated on a Net Calorific Value basis.
- 41KB
- 10
update to the GHG conversion factors. The conversion factors provided in these annexes provide broadly two types of data: 2006* etc. 2005 These factors are not for use with mandatory or legal reporting. (a) Emission factors provide in a time-series (e.g. Annex 3 - Electricity Factors): These should be
People also ask
Which conversion factors should be included in the UK conversion factors spreadsheet?
What is a conversion factor?
How are fuel conversion factors calculated?
How are air freight conversion factors calculated?
Do gCO2/km & Wh/km figures need to be adjusted?
What are SECR kWh conversion factors?
10.1 feet to meters multiple by 0.3048: 10.1 feet x 0.3048 = 3.07848 m. At this point it is good practice to keep all of the digits, especially if other mathematical operations or conversions will follow. Rounding should be the last step of the conversion process and should be performed only once.
