The Department for Transport’s Decarbonisation Plan: 'Setting the Challenge' document lists place-based decarbonisation as one of its six key pillars. But what does place-based decarbonisation mean and how might it shape the final Decarbonisation Plan? The DecarboN8 Network was set up in September 2019 in recognition of the need for a place-based approach to decarbonisation. These webinars will launch the network’s framework for taking a place-based approach and why this is critical if we are to hit a zero carbon pathway. These events are also an opportunity to hear from partners across the North about what this means to them and to discuss how to bring place-based decarbonisation to life. These slides were presented during the 2nd event in Sept 2020. Additional slides from Claire Stocks presentation can be found here: https://docs.google.com/presentation/d/1ZLOADaekLOLliMZTDMSEkSSWRKtRRNg3FN6EUdKnJ0I/edit?usp=sharing Speakers: Greg Marsden, University of Leeds ITS Richard Walker, Department for Transport Noel Collings, West Yorkshire Combined Authority Jack Snape & Peter Cole, Transport for the North Claire Stocks, Walk Ride Greater Manchester Mark Jessop and Helen Firth, East Riding of Yorkshire Council

1. Professor Greg Marsden
Institute for Transport Studies
University of Leeds
Place-based Transport Decarbonisation

2. Carbon Reduction
2020 20402030 2050
Surface Transport
Emissions A Clear National
Framework is
Essential

4. Key Element #1: Different functions

5. Key Element #2: Different transport systems

6. Key Element #3: Different built environments
Terraced houses:
51% on-street parking
Half of these “inadequate”
Up to 45% of private
rented accommodation in
some areas

7. Key Element #4: Different populations and cultures
Bradford – 25% Asian/Asian British
Wakefield – 2% Asian/Asian British
South Lakeland 24% U25, 28% 65+
Newcastle Upon Tyne 39% U25, 14% 65+

8. Key Element #5: Different politics

9. Key Element #6: Different pathways
Recent LGA workshop

10. 2020 20402030 2050
Surface Transport
Emissions
2020 20402030 2050
Surface Transport
Emissions
£150/tonne carbon
£50/tonne carbon
£40/tonne carbon
£220/tonne carbon
£100/tonne carbon
£40/tonne carbon
A B
Key Element #7: Different costs of action

11. Key Element #8: Everyone and Everywhere
The Lake District
Newcastle-Upon-Tyne

12. Thank You
E-Mail: decarbon8@leeds.ac.uk
g.r.Marsden@its.leeds.ac.uk
Twitter: @N8Decarbo
Web: Decarbon8.org.uk

13. Transport carbon emissions
variation by local authority
district in the North of
England:
analysis of MoT test data
Richard Walker
DecarboN8 Network team, University of Leeds

14. This presentation
1. Per head levels of carbon emissions from cars in local authority districts
in the North, based on MoT test annual mileage data. Data is from 2011.
2. Analysis of the drivers of the observed variation.
3. Categorising LA districts by demographic/socio-economic and population
density/built environment characteristics
4. Trying to work out a metric for:
• places doing well, given their basic characteristics
• places doing badly, given their basic characteristics
…and therefore
5. Identifying the space in which local policy and initiative has made a
difference and can do so going forward.

15. Variation between districts on car emissions per head
• Car emissions per head of resident population vary widely between districts across the North, from 335kg/yr in the City of
Manchester to 939kg/yr in Selby. The mean per head across the North as a whole is 582kg/yr. The average district of the
72 districts in the North is 619kg/yr.
• This compares with the average for England as a whole of 698kg/yr, varying between 208kg/yr in Hackney to 1,071kg/yr in
South Northamptonshire.
• NB The data is for 2011 and is for cars only, so carbon emissions from bus and taxi use are excluded.
12 Highest Districts kg CO2e
61 East Riding of Yorkshire 772
62 Cheshire East 775
63 Harrogate 780
64 Craven 788
65 Cheshire West and Chester 792
66 South Lakeland 812
67 Richmondshire 827
68 Ribble Valley 844
69 Eden 874
70 Ryedale 913
71 Hambleton 917
72 Selby 939
Middle 12 Districts kg CO2e
30 Bury 581
31 York 583
32 Scarborough 588
33 Wigan 590
34 Pendle 594
35 St. Helens 595
36 Wirral 600
37 Carlisle 601
38 Lancaster 601
39 Darlington 604
40 Halton 613
41 Trafford 623
12 Lowest Districts kg CO2e
1 Manchester 335
2 Liverpool 361
3 Kingston upon Hull 402
4 Newcastle upon Tyne 406
5 Salford 452
6 South Tyneside 461
7 Blackpool 463
8 Oldham 467
9 Sheffield 473
10 Knowsley 475
11 Gateshead 479
12 Bradford 483

16. Drivers of per head car carbon emissions (1)
• Population density and deprivation are two relatively independent variables which both have an inverse
relationship with carbon emissions per head: on average, people living in places with a lower Index of Multiple
Deprivation (IMD) score, or living at lower population density, emit more carbon from their use of cars.
• It follows that the top emitters are prosperous districts in low population density countryside, such as
Hambleton, Ryedale and Ribble Valley, as shown on the previous slide.

17. Drivers of per head car carbon emissions (2)
• A key driver of carbon emissions is household car ownership: people in places with a lower Index of Multiple
Deprivation (IMD) score, or living at lower population density, buy more cars.
• Average miles per year per car does vary between districts, from 6,300 to 9,100, but not in the way that might be
expected. In districts with a high number of cars per head, the average number of miles each car is driven broadly
tends to increase, despite the fact that in these districts more cars will be a household’s second or third car.

18. Categorising LA districts by type
By IMD score (NB maps show 2019)
By population
density
By categorising districts by their population density
and prosperity/deprivation, we can compare the
emissions performance of districts with similar
characteristics. Do some districts have lower or
higher emissions per head than we might ‘expect’?
What categorisation by type is the most useful?

19. LA districts: Defra rural/urban & ONS area classifications
The Defra rural/urban categorisation of LA districts (RUCLAD) looks at a small area
sub-district level providing a better categorisation of districts by their population
density characteristics than district-wide population per sq km.
The ONS area classification combines socio-economic, demographic and
settlement-type elements to arrive at a categorisation of districts blending density
and deprivation characteristics helpful to analysing car carbon emissions/head.

20. Population, miles driven and emissions by
ONS area classification of district
• The ‘Countryside Living’ districts in the North include the four national parks and other farming areas. They tend to have
low deprivation. The ‘Town & Country Living’ districts cover ‘exurban’ areas of town and countryside on the edge of
conurbations, such as Cheshire, West Lancashire and Selby. Both categories have above average car emissions/head.
• ‘Services and Industrial Legacy’ used to be called depressed areas, and include former coalfields plus steel, chemicals and
fishing towns. The ‘Urban Settlements’ category in the North is a close fit with former mill towns. ‘Business, Education
and Heritage centres’ include both core cities (regional commercial capitals) and historic cities. They are a close fit with
the N8 group of universities. They tend to be high income but the core cities also have the worst concentrations of
poverty and deprivation. They all have below average car emissions/head.
Area classification of districts
No. of
dists
2011 pop
(m)
Car
emissions
2011
(mt CO2)
Share of
2011 pop
Share of
total car
emissions
Avg car
emissions
/head
2011
(kg CO2)
Countryside Living 14 1.66 1.27 11.3% 14.8% 787
Town and Country Living 9 1.76 1.31 12.0% 15.3% 757
Services and Industrial Legacy 25 4.95 2.89 33.6% 33.7% 579
Urban Settlements 16 3.53 1.83 23.9% 21.3% 525
Business, Education and Heritage Centres 7 2.83 1.27 19.2% 14.8% 461
All districts in North of England 71 14.73 8.58 100.0% 100.0% 619

21. Average population density, car ownership,
deprivation & cycling/walking take up by area type
• The ‘exurb’ areas are hardly distinguishable from the ‘true countryside’ areas on average car ownership, deprivation and
emissions. The university/core cities show significantly more walking and cycling than anywhere else.
• A low IMD score indicates lower levels of deprivation and vice-versa. It doesn’t give an indication of extremes of wealth
and poverty: although ‘Business, Education & Heritage centres’ and ‘Services & Industrial Legacy’ districts average to the
same score, they have quite different characteristics. Further analysis could also look at age and household income.
Area classification of districts
Cars
emissions
/head
(kg CO2)
Pop
density
(hd/
sq km)
Cars/thou
res pop
IMD
score
(2015)
Walk for
travel
1x/mth
2018
Cycle for
travel
1x/mth
2018
Countryside Living 787 125 431 16 39% 6%
Town and Country Living 757 688 432 17 43% 6%
Services and Industrial Legacy 579 1241 351 29 42% 4%
Urban Settlements 525 1634 325 30 43% 5%
Business, Education and Heritage Centres 461 2153 285 31 55% 9%
All districts in North of England 619 1129 365 25 43% 5%

22. ‘Countryside living’ places by emissions/head
District Cars
emissions/
head res
pop 2011
(kg CO2)
2011 pop
density
(hd/sq
km)
IMD -
Average
score
(2015)
Cars/
thou
res pop
Miles/yr
driven
per regd
car
Walk for
travel
1x/mth
2018
Cycle for
travel
1x/mth
2018
Scarborough 588 133 25.2 359 7,168 41.2 7.2
Wyre 684 382 19.4 422 7,015 36.7 7.0
Northumberland 732 63 20.5 395 8,310 35.6 5.0
Allerdale 738 78 22.6 410 8,072 32.1 4.4
Fylde 748 456 14.4 450 7,197 36.9 4.5
East Riding of Yorkshire 772 139 15.8 428 7,958 44.2 7.6
Harrogate 780 121 10.4 436 7,731 44.8 5.4
Craven 788 47 12.5 433 7,983 45.8 5.3
South Lakeland 812 68 12.2 452 7,862 44.0 5.0
Richmondshire 827 39 13.3 408 8,883 39.5 4.9
Ribble Valley 844 98 10.2 459 8,101 34.2 4.6
Eden 874 25 15.4 451 8,438 39.2 4.9
Ryedale 913 34 15.5 457 8,527 37.0 8.1
Hambleton 917 68 12.7 469 8,569 38.4 4.1

23. ‘Town and country living’ places by em/hd
District Cars
emissions/
head res
pop 2011
(kg CO2)
2011 pop
density
(hd/sq
km)
IMD -
Average
score
(2015)
Cars/
thou
res pop
Miles/yr
driven
per regd
car
Walk for
travel
1x/mth
2018
Cycle for
travel
1x/mth
2018
Stockport 626 2,248 19.1 416 6,622 50.9 6.1
Warrington 710 1,117 19.3 420 7,548 46.5 7.4
South Ribble 722 965 13.7 441 7,303 43.2 7.1
North Lincolnshire 735 198 21.4 408 7,837 36.5 5.2
West Lancashire 743 319 20.0 418 7,778 37.5 4.1
Chorley 768 528 17.4 429 7,929 36.2 4.8
Cheshire East 775 317 14.1 456 7,356 43.0 3.1
Cheshire West and Chester 792 359 18.1 442 7,860 53.3 8.6
Selby 939 139 12.9 456 9,080 37.3 7.7

24. ‘Services & industrial legacy’ places by em/hd
District Cars
emissions/
head res
pop 2011
(kg CO2)
2011 pop
density
(hd/sq
km)
IMD -
Average
score
(2015)
Cars/
thou
res pop
Miles/yr
driven
per regd
car
Walk for
travel
1x/mth
2018
Cycle for
travel
1x/mth
2018
South Tyneside 461 2,314 30.6 300 6,917 41.7 4.9
Blackpool 463 4,059 42.0 317 6,339 42.2 4.7
Knowsley 475 1,677 41.4 287 7,557 49.7 4.8
Gateshead 479 1,410 25.9 297 7,320 47.4 3.8
Barrow-in-Furness 497 886 31.4 336 6,465 45.7 6.4
Sunderland 500 2,011 29.7 310 7,325 46.5 4.4
North Tyneside 531 2,449 21.3 334 7,225 48.0 6.2
North East Lincolnshire 540 831 30.9 346 6,913 39.7 7.6
Hartlepool 544 979 33.2 323 7,568 39.9 5.4
Sefton 562 1,766 25.7 359 6,918 47.3 7.0
Wigan 590 1,691 24.9 372 7,103 38.3 4.7
St. Helens 595 1,289 29.8 376 7,149 44.5 2.4

25. ‘Services & industrial legacy’ places by em/hd
District Cars
emissions/
head res
pop 2011
(kg CO2)
2011 pop
density
(hd/sq
km)
IMD -
Average
score
(2015)
Cars/
thou
res pop
Miles/yr
driven
per regd
car
Walk for
travel
1x/mth
2018
Cycle for
travel
1x/mth
2018
Wirral 600 2,037 26.9 372 7,118 44.7 3.9
Carlisle 601 103 22.5 372 7,277 38.0 4.2
Darlington 604 536 23.6 356 7,674 42.4 2.5
Halton 613 1,592 31.9 361 7,709 37.9 4.6
Barnsley 624 703 29.6 366 7,546 40.2 3.1
Wakefield 626 961 26.9 365 7,644 38.3 3.7
Doncaster 627 532 29.1 349 7,947 42.5 4.8
Rotherham 634 896 28.3 371 7,490 38.4 2.5
County Durham 641 231 25.7 359 8,106 36.6 3.4
Stockton-on-Tees 643 935 24.6 374 7,748 38.8 4.9
Redcar and Cleveland 656 552 28.6 381 7,660 38.1 3.2
Copeland 658 96 25.9 390 7,633 36.1 4.3
Rossendale 720 493 23.2 390 8,231 35.0 1.0

26. ‘Urban settlements’ districts by emissions/hd
District Cars
emissions/
head res
pop 2011
(kg CO2)
2011 pop
density
(hd/sq
km)
IMD -
Average
score
(2015)
Cars/
thou
res pop
Miles/yr
driven
per regd
car
Walk for
travel
1x/mth
2018
Cycle for
travel
1x/mth
2018
Kingston upon Hull 402 3,611 41.2 270 6,607 53.8 10.7
Salford 452 2,412 33.0 285 7,049 49.5 6.9
Oldham 467 1,584 30.3 303 6,868 43.4 2.4
Bradford 483 1,427 33.2 294 7,251 44.8 5.1
Tameside 505 2,129 29.4 342 6,551 44.4 4.8
Blackburn with Darwen 506 1,077 34.2 299 7,464 41.6 3.4
Middlesbrough 507 2,563 40.2 301 7,614 37.6 6.0
Rochdale 521 1,340 33.7 317 7,329 41.5 3.2
Burnley 537 784 36.1 325 7,494 37.7 1.7
Hyndburn 545 1,106 32.1 335 7,331 34.5 3.3
Bolton 545 1,977 28.4 338 7,162 42.0 2.5
Kirklees 562 1,033 24.0 342 7,313 44.2 4.5
Calderdale 577 560 24.6 354 7,234 49.2 3.6
Bury 581 1,869 21.8 368 7,146 44.3 4.2
Pendle 594 529 29.6 340 7,798 32.5 2.4
Trafford 623 2,138 15.4 394 6,933 54.7 9.9

27. Business education & heritage centres
District Cars
emissions/
head res
pop 2011
(kg CO2)
2011 pop
density
(hd/sq
km)
IMD -
Average
score
(2015)
Cars/
thou
res pop
Miles/yr
driven
per regd
car
Walk for
travel
1x/mth
2018
Cycle for
travel
1x/mth
2018
Manchester 335 4,337 40.5 209 7,026 59.1 11.0
Liverpool 361 4,164 41.1 232 7,045 58.1 8.4
Newcastle upon Tyne 406 2,479 28.3 250 7,283 56.9 10.9
Sheffield 473 1,502 27.6 304 6,890 54.2 6.0
Preston 522 987 27.4 319 7,245 47.4 6.6
Leeds 529 1,361 26.6 317 7,478 55.2 5.9
York 583 728 12.2 346 7,454 61.9 18.3
Lancaster 601 240 23.3 362 7,302 51.8 11.0

28. Places doing well & doing badly
compared to their level of deprivation
District Cars
emissions/
head res
pop 2011
(kg CO2)
North
Em/hd
rank
North
IMD
rank
North
Diff
IMD
York 583 31 70 39
North Tyneside 531 21 50 29
Newcastle upon Tyne 406 4 28 24
Gateshead 479 11 35 24
Sheffield 473 9 29 20
Trafford 623 41 61 20
Bury 581 30 48 18
Kirklees 562 28 42 14
Leeds 529 20 33 13
Calderdale 577 29 41 12
South Tyneside 461 6 17 11
Preston 522 19 30 11
District Cars
emissions/
head res
pop 2011
(kg CO2)
North
Em/hd
rank
North
IMD
rank
North
Diff
IMD
Ryedale 913 70 59 -11
Hyndburn 545 25 13 -12
Pendle 594 34 21 -13
Hartlepool 544 24 10 -14
Burnley 537 22 7 -15
St. Helens 595 35 19 -16
Copeland 658 50 34 -16
Rotherham 634 46 27 -19
Barnsley 624 42 22 -20
Doncaster 627 45 24 -21
Redcar and Cleveland 656 49 25 -24
Halton 613 40 14 -26

29. Places doing well & doing badly
compared to their population density
District Cars
emissions/
head res
pop 2011
(kg CO2)
North
Em/hd
rank
North
Density
rank
North
density
diff
Scarborough 588 32 60 28
Carlisle 601 37 62 25
Barrow-in-Furness 497 13 38 25
Burnley 537 22 40 18
Lancaster 601 38 55 17
North East Lincolnshire 540 23 39 16
Calderdale 577 29 43 14
Blackburn with Darwen 506 16 30 14
Copeland 658 50 64 14
Gateshead 479 11 24 13
Sheffield 473 9 22 13
Preston 522 19 32 13
District Cars
emissions/
head res
pop 2011
(kg CO2)
North
Em/hd
rank
North
Density
rank
North
density
diff
Middlesbrough 507 17 5 -12
Cheshire West & Chester 792 65 52 -13
North Tyneside 531 21 7 -14
Bury 581 30 16 -14
Selby 939 72 58 -14
Wigan 590 33 18 -15
South Ribble 722 54 34 -20
Halton 613 40 20 -20
Wirral 600 36 13 -23
Warrington 710 52 28 -24
Trafford 623 41 11 -30
Stockport 626 44 10 -34

30. Conclusion
More analysis is needed but preliminary conclusions relevant to place-based
transport decarbonisation solutions include:
• Although much of the variation between places in the same category is due to
socio-economic and built environment characteristics, some proportion of it
must be due to local authority planning & transport policies, and the
‘transport culture’ developed in places.
• There appears to be plenty of opportunity for pro-active levelling up of
performance between comparable districts: why can’t Selby do as well as
North Lincolnshire; Lancaster as well as York, Rossendale as well as
Hyndburn?
• No excuses! A district’s population density, rural/urban mix, deprivation level
or car ownership rate gives context, but does not justify not acting.

31. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
Northern Decarbonisation Pathways
Decarbon8 Webinar, 2020
Jack Snape, Analysis Manager

32. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
The Northern Transport Charter

33. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
Context
• TfN’s Decarbonisation Pathways will identify the measures required to achieve a zero emission transport
system before 2050, taking account of future uncertainty
• This work will be carried out through six stages:
1. Greenhouse Gas Inventory: An estimate of current emissions
2. Baseline projections: Projections of how emissions could change under TfN’s four Future Travel Scenarios
3. Target trajectory: An overall annual emissions trajectory, which leads to a zero emissions transport
system before 2050
4. Pathways: Estimating the ‘policy gap’ between baseline projections and the target trajectory and what
broad measures might be needed to close the gap.
5. Policy analysis: A detailed assessment of policies needed to close the gap in each scenario.
6. Decarbonisation Strategy: Setting out how TfN will work with partners to roll out and promote the
required policies.

34. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
Aims of work
Place-based analysis for an uncertain future
• Our work aims to:
1. Help to understand how transport emissions currently vary across different place typologies.
2. Explore how variation in geographical and socio-economic characteristics of different places
could affect the speed of decarbonisation in different scenarios.
3. Provide insight for policy development in different areas of the North.
4. Help to develop a regional Decarbonisation Strategy that is resilient to different future
scenarios.

35. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
Modelling Decarbonisation Pathways
Demand
(vehicle-km)
Emissions intensity
(CO2 per vkm)
Emissions
(CO2)
X =
Population +
employment
How much
‘Business as usual’ or
‘Transformational’
Where
Urban/rural
Socio-economic
factors
Demography
Income, age, etc
Behaviour
Car ownership
trends
Technology
Digital
communications
Transport system
factors
New Infrastructure
Road (distance & speed)
Rail (distance)
Pricing
Fuel, public transport
fares, road pricing
Freight
Logistics, distribution &
consolidation centres
Vehicle fleet
Policy/costs
Subsidies, taxation
Fleet turnover
Mileage per year, MaaS
Car / Van / HGV tech
Conventional, EV, H2
Other technology
Rail tech, CAVs
<- Factors affecting emissions
<- TfN systems
NELUM – Dynamic land-use and transport model
NoCarb - Fleet
model
Future Travel Scenarios

36. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
GHG Inventory: Input data
• Fleet data: DfT Vehicle licensing data by zone, including fuel type, vehicle segment,
vehicle age, average CO2 emissions
• Speed-emissions curves: Defra speed emissions curves for each fuel type, vehicle
segment and vehicle age. Includes adjustments to reflect real-world factors.
• ANPR data: Percentage of traffic on each road type by vehicle age and fuel type.
• Demand data: Vehicle kilometres by origin zone, broken down by road type and speed
bands.

37. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
GHG Inventory: Car fleet data (1)
• Car ownership lower in urban areas, particularly in core city centres
• Trends in car size by area show interesting trends:
• Large cars most popular in inland rural areas
• Smaller cars more popular in coastal areas
• Urban areas more mixed – all size segments similarly popular
Cars licensed
per head of
population
Small
cars as %
of fleet
Medium
cars as %
of fleet
Large
cars as %
of fleet

38. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
GHG Inventory: Results (1)
• Total Northern annual transport CO2 emissions estimate 25Mt.
• Car emissions are highest
in rural areas, mainly due to
much longer average trip
lengths, but also larger cars.
Suburban areas also have
higher emissions than core
city centres
• Freight emissions are also
higher outside urban areas,
but have particular spikes
around large ports and
motorway distribution
centres.

39. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
GHG Inventory: Results (2)
• Emissions intensity – CO2 per kilometre and per head of population.
• Area-type variation:
• Urban areas typically show
lower CO2 intensity and
emissions per head of
population than rural
areas; but
• Some variation within area
types, with coastal areas
having somewhat more
fuel efficient cars.

40. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
Baseline projections: Approach
• Vehicle-km: Projections of road traffic produced for the four TfN Future Travel Scenarios.
• These scenarios account for a wide range of factors including changes in population,
employment, spatial distribution, home-working, technology and national transport policy
(e.g. pricing).
• Fleet projection tool has been developed using scrappage curves derived from licensing
data and a fleet turnover model that accounts for new sales by type.
• Each Future Travel Scenario has a vehicle sales scenario, representing different levels of
global technological change and national and local support for low emission vehicles.

41. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
TfN Future Travel Scenarios
• Quantified scenarios
currently near finalisation.
• These will form four
alternative baselines, used
to assess the policy gap
that needs to be addressed
to get on a pathway from
each baseline to the target
trajectory.
• These four pathways will
inform TfN’s
Decarbonisation Strategy.

42. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
Policy issues / insights raised by scenarios
• Key policy issues and insights for carbon reduction:
1. The level of national ambition is a key uncertainty, given the important role of fiscal policy in changing
the fleet and shift travel behaviour, but local and regional policies can play an important role.
2. Higher levels of population, employment and productivity growth in the North can be consistent with
our carbon reduction goals, but to achieve both, policy measures need to be even more comprehensive
and ambitious.
3. If population growth starts to increase outside urban areas, this creates additional challenges as car and
freight trip lengths tend to be longer and it is more difficult to supply public transport infrastructure.

43. This document is Not for Publication - On-going Research
This document is Not for Publication - On-going Research
Next steps: Baseline projections
Greenhouse Gas
Inventory
TfN Future Travel
Scenarios
Baseline Projections (x4)
Decarbonisation
Pathways (x4)
TfN Target Carbon
Trajectory
Decarbonisation
Strategy
Policy analysis
August September November March

44. Net-Zero Carbon West Yorkshire
How the region could look in 2038

45. We have reduced emissions to
virtually zero by 2038
West Yorkshire Combined Authority westyorks-ca.gov.uk
• Current emissions are 11.1 MtCO2e
• 31% of Yorkshire and Humber
emissions
• 4% of England emissions
Transport is our highest emitting
sector
• 44% of regions emissions
• Dominated by road transport

46. We’ve achieved rapid modal and
technology shift across transport
West Yorkshire Combined Authority westyorks-ca.gov.uk
• Maintained pre-COVID-19 levels of
travel
• Reduced private car travel
• Increased active travel and public
transport patronage
• COVID-19 levels of home working
and teleconferencing are the norm

47. Our buildings are energy efficient,
low carbon and reduce travel
West Yorkshire Combined Authority westyorks-ca.gov.uk
• Retrofitted nearly 700,000 homes
• Installed a range of low carbon
heating systems
• Generate renewable electricity
• Homes are built close to employment
and amenities

48. We’re generating more renewable
electricity
West Yorkshire Combined Authority westyorks-ca.gov.uk
• Demand for electricity has increased
• Significant amount generated outside
and imported into the region
• Substantial increase in solar PV and
onshore wind
• Contributing to a decarbonised and
balanced national electricity grid

49. Our land is delivering a range of
benefits
West Yorkshire Combined Authority westyorks-ca.gov.uk
• Offsetting difficult to reduce emissions
in other sectors
• At least an additional 170 hectares of
woodland
• 100% of peatland in good condition
• Growing bioenergy crops
• Providing multiple other benefits e.g.
health, flooding

50. Thank you