Carbon strategy for Logistics & Transport

Yes, most commonly by displacing diesel vehicle-kilometres with electric ones. Three conditions decide viability: the switch must be additional rather than something commercial logic would have driven anyway, the operator must hold clear title to the environmental attributes, and charging energy must be metered to a verifiable standard. Fixed validation and verification costs also mean smaller fleets often need a grouped or programmatic route rather than a standalone project.

Most large shippers now ask for emissions per shipment or per tonne-kilometre, calculated on a recognised basis — ISO 14083 or the GLEC Framework — so the figures can flow into their own Scope 3 Category 4 accounting and BRSR or CDP disclosure. Providers who can supply this credibly increasingly win on it; those who cannot are assigned conservative default factors that make them look worse than they are.

No. Electrification creates the emission reduction, but issuing credits against it requires an approved methodology, a demonstrable additionality case, clean ownership of the environmental attributes, and independent validation and verification. If your customers are already claiming the same reductions in their Scope 3 reporting, those tonnes cannot also be issued as credits — which is why we review contracts before any development work starts.