United Kingdom

International long-haul flight first class - without RF effect

Belgium

Netherlands

Long-haul flight >2500 km - RF effect unknown

Medium-haul flight 700-2500 km - RF effect unknown

Short-haul flight <700 km - RF effect unknown

Emission intensity WTT of long-haul (>3700) international first class flights to/from the UK excluding radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs. WTT conversion factors for passenger vehicles and business travel on land should be used to report the upstream Scope 3 emissions associated with extraction/refining and transportation of the raw fuels before they are used to power the transport mode. While the source does not mention it explicitly it is inferred from the methodology that 8% distance uplift is applied for the indirect nature of flights. Retrieved from the Conversion Factors 2022: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity WTT of long-haul (>3700) international first class flights to/from the UK excluding radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs. WTT conversion factors for passenger vehicles and business travel on land should be used to report the upstream Scope 3 emissions associated with extraction/refining and transportation of the raw fuels before they are used to power the transport mode. While the source does not mention it explicitly it is inferred from the methodology that 8% distance uplift is applied for the indirect nature of flights. Retrieved from the Conversion Factors 2020: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity WTT of long-haul (>3700) international first class flights to/from the UK excluding radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs. WTT conversion factors for passenger vehicles and business travel on land should be used to report the upstream Scope 3 emissions associated with extraction/refining and transportation of the raw fuels before they are used to power the transport mode. While the source does not mention it explicitly it is inferred from the methodology that 8% distance uplift is applied for the indirect nature of flights. Retrieved from the Conversion Factors 2024: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity of long-haul (>3700) international first class flights to/from the UK excluding fuel combustion and radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs but not upstream fuel emissions. 8% distance uplift applied for indirect nature of flights. Retrieved from the Conversion Factors 2018: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity of long-haul (>3700) international first class flights to/from the UK excluding fuel combustion and radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs but not upstream fuel emissions. 8% distance uplift applied for indirect nature of flights. Retrieved from the Conversion Factors 2025: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity of long-haul (>3700) international first class flights to/from the UK excluding fuel combustion and radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs but not upstream fuel emissions. 8% distance uplift applied for indirect nature of flights. Retrieved from the Conversion Factors 2021: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity WTT of long-haul (>3700) international first class flights to/from the UK excluding radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs. WTT conversion factors for passenger vehicles and business travel on land should be used to report the upstream Scope 3 emissions associated with extraction/refining and transportation of the raw fuels before they are used to power the transport mode. While the source does not mention it explicitly it is inferred from the methodology that 8% distance uplift is applied for the indirect nature of flights. Retrieved from the Conversion Factors 2018: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity WTT of long-haul (>3700) international first class flights to/from the UK excluding radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs. WTT conversion factors for passenger vehicles and business travel on land should be used to report the upstream Scope 3 emissions associated with extraction/refining and transportation of the raw fuels before they are used to power the transport mode. While the source does not mention it explicitly it is inferred from the methodology that 8% distance uplift is applied for the indirect nature of flights. Retrieved from the Conversion Factors 2019: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity WTT of long-haul (>3700) international first class flights to/from the UK excluding radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs. WTT conversion factors for passenger vehicles and business travel on land should be used to report the upstream Scope 3 emissions associated with extraction/refining and transportation of the raw fuels before they are used to power the transport mode. While the source does not mention it explicitly it is inferred from the methodology that 8% distance uplift is applied for the indirect nature of flights. Retrieved from the Conversion Factors 2023: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity WTT of long-haul (>3700) international first class flights to/from the UK excluding radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs. WTT conversion factors for passenger vehicles and business travel on land should be used to report the upstream Scope 3 emissions associated with extraction/refining and transportation of the raw fuels before they are used to power the transport mode. While the source does not mention it explicitly it is inferred from the methodology that 8% distance uplift is applied for the indirect nature of flights. Retrieved from the Conversion Factors 2025: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity of long-haul (>3700) international first class flights to/from the UK excluding fuel combustion and radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs but not upstream fuel emissions. 8% distance uplift applied for indirect nature of flights. Retrieved from the Conversion Factors 2024: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity of long-haul (>3700) international first class flights to/from the UK excluding fuel combustion and radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs but not upstream fuel emissions. 8% distance uplift applied for indirect nature of flights. Retrieved from the Conversion Factors 2020: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity of long-haul (>3700) international first class flights to/from the UK excluding fuel combustion and radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs but not upstream fuel emissions. 8% distance uplift applied for indirect nature of flights. Retrieved from the Conversion Factors 2022: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity of long-haul (>3700) international first class flights to/from the UK excluding fuel combustion and radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs but not upstream fuel emissions. 8% distance uplift applied for indirect nature of flights. Retrieved from the Conversion Factors 2023: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity WTT of long-haul (>3700) international first class flights to/from the UK excluding radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs. WTT conversion factors for passenger vehicles and business travel on land should be used to report the upstream Scope 3 emissions associated with extraction/refining and transportation of the raw fuels before they are used to power the transport mode. While the source does not mention it explicitly it is inferred from the methodology that 8% distance uplift is applied for the indirect nature of flights. Retrieved from the Conversion Factors 2021: flat file published by the UK BEIS/Defra at the source URL.

Emission intensity of long-haul (>3700) international first class flights to/from the UK excluding fuel combustion and radiative forcing (RF) effect reflecting impact of contrails and high-altitude release of GHGs but not upstream fuel emissions. 8% distance uplift applied for indirect nature of flights. Retrieved from the Conversion Factors 2019: flat file published by the UK BEIS/Defra at the source URL.

Property	Value
Name	International long-haul flight first class - without RF effect
Sector	Transport
Category	Air Travel
Source	BEIS
Region	United Kingdom (GB)
Unit Type	Passenger Over Distance
Year	2025 to 2018
LCA Activity	fuel_combustion, well_to_tank

International long-haul flight first class - without RF effect

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Related factors

Air Travel Emission Factors

Long-haul flight >2500 km - RF effect unknown

Medium-haul flight 700-2500 km - RF effect unknown

Short-haul flight <700 km - RF effect unknown