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Transport Is an Activity the Standard Names
Before setting a target, the SBTi Corporate Net-Zero Standard V2.0 requires identifying and quantifying the emissions-intensive activities in a value chain. One of the three groups on that list is transport — road, rail freight, shipping and aviation, each with a NACE code and a boundary running from fuel production to combustion. Being on the list brings consequences: absence may not be assumed without analysis, 5% of Scope 3 makes it significant, and significant activities fall inside third-party assurance. For transport there is one decisive clause — emissions split across categories 4 and 9 may be aggregated.
Where CDP Puts Transport
CDP is not a standard but a questionnaire and a scoring system, so which categories it treats as relevant decides what companies calculate. Its technical note on Scope 3 relevance by sector draws that map for 16 high-impact sectors. Upstream transportation is the largest slice of the transport services sector’s Scope 3 at 32%, while business travel and commuting average 0.10% and 0.20%. This report sets out the map and notes two category names swapped in that section’s own summary table.
Two Standards Become One
On 29 July 2026 GHG Protocol announced that its Scope 1, 2, 3 and AMI standards will be brought together with ISO 14064-1 into a single co-branded corporate standard, with public consultation scheduled for the second quarter of 2027. What has to change now is nothing — the existing standards remain in effect until the new one is published. But the proposal has emissions reported in three separate parts, and the middle one is emissions tied to commodity certificates.
Different Schemes, Different Shares
For the same biomethane guarantees of origin, the average certificate price covered 27% of production cost in the UK, 55% in Germany and 83% in Denmark. This report goes to the primary sources in each country to find where that difference comes from. The answer is that the obligation schemes count different things — volume in the UK, a reduction percentage in Germany, one fuel pair in Korea — and Denmark is mid-transition from subsidy to tender. Where the scheme differs, what the certificate has to carry differs with it.
Who Vouches for It
The question left at the end of any certificate review is trust: who vouches for the fact that this points at a real reduction? The answer is that verification is not an audit of a certificate already issued — it is a precondition of issuing one. Working from the published announcements of 123Carbon, SCS Global Services, DP World and the SBTi standard, this report sets out where verification actually sits, which bodies keep appearing, and what has to exist before any of it applies.
How the Price Is Set
The second question about emission certificates is always "how much?". There is no published price index for transport insetting certificates, so that question has no answer — but where the price comes from, and what has actually changed hands, are visible in published material. Working from primary sources — a $200 million aviation contract and an inset programme running at a UK port — this report keeps the figures that were published strictly apart from the figures obtained by dividing them.
Do the Reductions You Buy Become Yours?
If you buy a certificate for emissions avoided through low-emission fuel, does that count towards your own reduction target? Working from two primary sources — the SBTi Corporate Net-Zero Standard V2.0 (June 2026) and SBTi Evidence Synthesis Report Part 2 (March 2025) — this report sets out what the rules allow, what conditions they attach, and which questions are still open, in the order a shipper or carrier actually asks them. Every quotation carries the page number printed in the source.