8
CONCLUSIONS
Pitt’s calculated GHG emissions in FY19 total 215,522 MT CO2e from all accountable sources (127,375 MT CO2e from Scope 1 & 2 alone); this is an overall reduction of 21.2% compared to FY08, but a small increase of 0.6% over FY17. The largest decreases between FY17 and FY19 were in Scope 1 and 2 emissions, which saw combined 18.5% decrease; these included a decrease in overall steam demand and a 30% decrease in emissions from Purchased Electricity. Since FY08, Pitt’s Scope 1 and 2 emissions decreased 37.7%, which also account for changes in the regional electricity generation mix and the shift of steam production share from BBP to CSSP. Energy use reduction strategies in Pitt’s buildings also continue to be successful, with electricity use only increasing 0.8% over FY17, despite adding nearly 1,350,000 square feet to its inventory; campus-wide Facilities efficiency projects have consistently decreased GHG emissions every inventory with a 47% decrease since FY08, despite a 23% increase in square footage. Steam demand should also continue to be monitored and considered for efficiency efforts, as a small increase is attributed to an increase in heating degree days but could be changed in the future due to other factors. FY19 also saw a nearly 77% increase in GHG emissions from refrigerants over FY17. While refrigerant replacement does only occur when necessary, the University should develop and follow a considered equipment replacement and retrofit process to eliminate use of extremely high GWP refrigerants like R-11 and R-404a, while phasing out R-22 wherever possible. However, Pitt’s Scope 3 emissions went up 52% between FY17 and FY19, primarily due to transportation of all types, including commuting, directly financed ground and air travel, and study abroad. Though in Scope 1, Direct Transportation emissions also increased 43.5% over FY17. While data collection and calculation for all University-related travel and transportation activities did improve significantly in this FY19 inventory, all University-related travel and transportation (including commuting, owned vehicles, and purchased ground and air travel) needs some significant attention related to both in analysis and significant emissions reduction strategies. In general, this overall increase in GHG emissions indicates that the University cannot rely on building efficiency and conservation alone to reach its carbon reduction goals -- and must continue to elevate its carbon strategy in both the short- and long-term. The University's early 2020 commitment to carbon neutrality and planned Pitt Climate Action Plan promise to help focus the institution on its carbon responsibilities across departments and in global context.
36
