CO2 measurement in freight transport: why and how to measure?
This webinar is the result of exchanges conducted over the last 12 months within the SupplyChain4Good Lab between shippers and freight forwarders. The latest IPCC report urges us to act even faster, to deploy solutions to measure and reduce CO2 emissions .
Freight transport is a lever for the low-carbon transition and the train is an efficient and fast solution but it is not the only one. In this replay, you will discover other factors on which to act and how to manage them. Indeed, carbon reduction actions present a major data management challenge.
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UnderstandISSUES AND REGULATORY TRENDS RELATED TO THE CO2 MEASURE
(FIT FOR 55, CSRD, ISO 14083)
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DiscoverGOOD PRACTICES AND REFERENCES
(reduction levers, influencing factors, data management, digital twin, statement recommendations)
All this thanks to the observations and experience sharing of a dozen actors, including the speakers of this webinar:
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MARC ORTLIEBHEAD OF GLOBAL TRANSPORTATION & CUSTOMS
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FLORENCE UGHETTOSUSTAINABLE LOGISTICS EXPERT
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ODILE MAAREKDIRECTOR OF CSR AND SUSTAINABLE DEVELOPMENT
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PAUL PELISSIERSUSTAINABILITY ARCHITECT
TO READ THE REST OF THE ARTICLE
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Why doesn't Renault include the river mode in its modal shift objective? Inland waterways have a long history of transporting vehicles and CKDs, and offer large transport capacities on large-gauge routes (Seine, Rhône, northern and eastern network).
For the distribution of vehicles this was studied, but we were confronted with several difficulties: The first one, the barges for the transport of vehicles are specific and there are not, currently in France, barges available and in state. The second difficulty concerns the economic equation vs. CO2 gain, which was not satisfactory because we do not have balanced flows. For parts, after-sales logistics is beginning to study river transport to deliver to cities, but for the moment it is a study phase. -
Who are the accredited bodies that can certify "CO2 accounting"?
Statutory auditors are currently responsible for certifying extra-financial performance declarations (EPD) and in the future will be responsible for certifying CSRD reporting - these declarations include greenhouse gas emission indicators. In addition to the annual report, there are also lists of accredited verifiers for more specific product or service publications; for example, for product life cycle emissions assessments, the EPD program qualifies a list of independent verifiers that can be accessed at this link: LIST: Independent Verifiers | EPD International (environdec.com)
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For rail freight, emissions in France are much lower than those presented, in WTW: less than 2 g CO2 / ton.km for Fret SNCF. Can you please specify this? Shippers, carriers or freight forwarders can ask the rail operators.
For rail freight, the energy mix has an impact on the level of emissions: diesel or electric traction, as well as the source of electricity production (coal-fired, nuclear, green...) - hence the added value of using national emission factors. For example, the emission factor for a 1,000-ton electric train (40% utilization rate) will be 2.5gCO2/t.km in France, but will reach 16.5gCO2/t.km in Germany, or 33.9gCO2/t.km in South Africa. (page 11)
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Have you done any modeling on BtoC deliveries which are less heavy but more frequent?
The study conducted focused on BtoB deliveries. We have considered a scenario of 100 tons of goods. (page 13)
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If individually these measures reduce emissions, don't they risk increasing them by rebound effect? The decrease in consumption leads to cheaper energy and encourages increased use, or even frees up new use cases
Yes, it is possible, but we can hope that regulatory incentives, combined with pressure from the end customer to decarbonize, will limit this rebound effect.
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In the tonnage, do you take into account the weight of the trailer (for road) or the weight of the container (for sea)?
The weight of the vehicle is taken into account in the emissions, but not the tonnage of the goods. (page 13)
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87% reduction by train, do we take into account the pre- and post-transportation by truck?
For this scenario (page 13) we have taken a station-to-station journey (Paris to Hamburg), not including the pre and post but which, in relation to the total distance, remains negligible (in the scenario retained from Paris to Hamburg).
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Is the truck fill rate really taken into account in the calculation of the emission factor?
In this case, yes, insofar as this exercise involves allocating 100t of goods to a number of vehicles that will vary according to the fill rate. You can refer to the scenario presented on page 13.
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Is rail the most efficient? To what extent? What are the CO2 emissions per ton transported?
Yes, we are talking about CO2/t.km. For the order of magnitude you can refer to page 11 which presents the estimates of GLEC Framework.
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Are there priority levers?
All the levers are important and can be combined. Modal shift remains the priority lever when possible. You can refer to page 12 for an exhaustive list of reduction levers (load optimization, fuel mix, etc.).
