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Germany's obligation is to cut the greenhouse gas emissions of fuel by a percentage. It is not an obligation to blend a set amount of something, so any route that cuts emissions meets in the same ledger.

The UK counts volume, Germany counts a reduction rate, Korea counts the blending ratio of one pair. Same word, different requirements — and the difference decides the certificate price.

The UK's RTFO already has a tradable certificate. The buy-out price caps its value, and the producer takes that revenue first — which is exactly how much less a voluntary certificate has to add.

Report 2 set out five. After opening the schemes themselves, one more attaches — is this reduction inside what a domestic mandate counts, or outside it?

Korea's RFS covers automotive diesel and biodiesel. The obligation is expressed as a volume ratio, and the 2024–2026 ratio is 4.0%. What transport insetting deals with mostly sits outside that pair.

There is a reason this question slides off a certificate review. Being certified is not one stamp; it is four layers each standing in its own place.

The same third-party verification becomes a precondition when it sits before issuance and an after-the-fact audit when it sits behind it. In June 2026 one insetting platform put the order in writing.

Put the published insetting programmes side by side and the verifier names overlap. Separate programmes, built by different operators, using the same body.

An earlier report covered a Korean company on the buyer list. On the issuing side, an Asian shipping line is already in as well.

Verifiers look at data, not certificates — and they look before the certificate exists. So preparation starts with the record, not the contract.

A port has published how its certificates are issued and who verifies them. The price is not in there, but everything you would need to ask about the price is.

Comparing quotes by price first does not produce a comparison, because the price sits on top of a fuel and a scheme. Five questions come first.