The COFRET Performance Indicator (CPI) is an emission intensity factor determined according to the COFRET method. The advantage is that it allows the emissions of individual shipments to be estimated quickly, easily and accurately: all that is needed besides the CPI is origin-destination-quantity. The CPI enables effective exchange of emissions data between shippers and hauliers. See guideline: The COFRET Performance Indicator (CPI)

The general answer is no, unless it is a CPI.

Most other types of emission intensity factors give a reasonable picture when working with large quantities, and thick repeated flows. Great for modeling, but not for detailed calculations. Simple examples with a delivery van carrying loads show that you can easily get it wrong by 300%.

The emission factors are often region-specific. It is good to see which organizations are behind them, and how old the figures are.

This is even more true for emission intensity factors. There are all kinds of factors floating around for which it is difficult to find out what the basis is, how they were determined, how old they are, and what assumptions lie behind them. With some research it is possible to find out, but it takes time and attention.

Emission factors allow you to convert the consumption of a fuel into emissions of CO2. The number is : grams of CO2 per unit of energy , for example grams of CO2 per liter of diesel, or per kWh of electricity . Pay attention to whether the number is “from the tank to the exhaust” (Tank-To-Wheel/TTW), or whether the production is included (Well-to-Wheel/WTW). That makes quite a difference. With electric propulsion, this is immediately apparent: the TTW emission factor is 0 (zero) g/kWH, the WTW emission factor around 475 g/KWh.

Emission factors are based on averages and are therefore often shown regionally and/or situation specific.

• See guideline 4: fuel

With an emission intensity factor the emission of CO2 is assigned to transported cargo; this is expressed in g CO2 per transport unit x distance. This figure provides insight into how efficiently an activity is performed. Emission intensity can also be used to estimate the emission of cargo transported. However, it is important to be very careful and to know how the emission intensity factor is calculated. A number does not immediately reveal the allocation method used and the assumptions made by the researchers. Misuse can give very strange results, such as vans that seem to run 1 liter in 3 kilometers when you calculate it backwards.

The best and most widely used emission intensity factor is the one calculated on the COFRET method. It has been given the name CPI, to make it recognizable.

• See guideline 1: Allocating emissions to cargo and customers

The ISO 14083 is currently being worked on by participating countries from around the world. When it can be published is not yet known. If the countries participating in the development approve the standard it can be published. The Netherlands participates in the development of the ISO standard.

An ISO standard is different from an EN standard. ISO is an international institute that tries to work worldwide, CEN is the European standards institute, and in the Netherlands the NEN participates in the CEN. Normally the CEN takes over an ISO standard, if it does not conflict with existing EN standards and if there are no objections from EU countries. Then the same text is also given an EN number.

It is already mandatory for large industrial companies to participate in Emissions Trading through the EU Emmision Trading Scheme and map their carbon footprint. Within this program, companies have limited emission rights that can be traded.

The Climate Agreement of the Netherlands includes the desire, also for manufacturing companies.

The cost per ton of CO2 fluctuates, under ETS it has even been above 50 euros in 2021. The expectation of many experts is that this price will rise to 100 euros per ton of emissions in 2030 and even more in the long run. A simple calculation shows that a price of 100 euros per ton corresponds approximately to 10 ct/km for a tractor-trailer combination.

Yes, and this program will be implemented in the coming years.

It is expected that the CO2 from transport and logistics will certainly be put at a price. There are plans for this at the European level.

For an estimate of your carbon footprint, accreditation is not necessary.

For tools that provide formal reporting to customers, government and other stakeholders, accreditation is desirable. The question is who does the accreditation and what it entails. Any organization can say that they provide an accreditation, but if there is no standard attached, and no independent supervision of the process, then that statement has little value.