IN Brief:
- TEG has introduced automated CO2e estimates across its carrier sourcing platform.
- The tool uses UK DESNZ Greenhouse Gas Conversion Factors 2025.
- The system covers TEG network loads and off-platform loads sourced by members.
TEG has introduced automated freight emissions estimation across its carrier sourcing platform, giving hauliers, 3PLs, and shippers per-load CO2e data from the point a load is booked.
The tool applies UK Government DESNZ Greenhouse Gas Conversion Factors 2025 and is designed to support reporting under frameworks such as Streamlined Energy and Carbon Reporting. It covers loads completed by carriers in the TEG network as well as loads that members source off-platform, giving operators a broader view of subcontracted activity.
TEG connects more than 10,000 transport businesses and processes more than three million freight loads a year. By placing emissions data inside the same platform used for sourcing, execution, and payment, the company is moving transport carbon reporting closer to the operational record rather than leaving it as a separate reporting exercise.
Subcontracted and ad hoc freight remain among the most difficult areas of Scope 3 reporting. Contracted lanes may already generate regular carrier data, but spot-market movements often involve different hauliers, vehicle types, routes, and commercial arrangements from one job to the next. That creates a visibility gap for shippers and 3PLs trying to calculate transport emissions consistently.
The new emissions layer estimates CO2e for each vehicle journey and allows data to be segmented by carrier, route, and vehicle type. Because the information is tied to the operational and financial record of the load, it can support customer reporting, tender responses, and internal performance reviews without requiring separate manual reconciliation.
Freight sustainability reporting is moving steadily from corporate disclosure into procurement detail. Large shippers, retailers, manufacturers, and public-sector buyers are asking logistics providers for shipment-level emissions data with increasing frequency. Weak data around subcontracted freight can turn Scope 3 reporting into a patchwork of estimates, assumptions, and late-stage corrections.
Lower-carbon routing and data-led transport optimisation are developing in parallel. DP World’s UK work on lower-carbon cargo routes has put modal shift, low-carbon trucking, electric HGV trials, and carbon inset mechanisms into sharper operational focus. TEG’s development works from the data layer, giving operators a way to measure freight activity that often sits outside fixed contracts.
Measurement is not the same as reduction, but consistent data is the starting point for practical change. Carrier mix, empty running, vehicle type, route efficiency, and customer allocation all become easier to assess when emissions are connected to the load record rather than aggregated after the fact.
Empty running remains one of road freight’s most visible sources of waste. Better matching of loads, clearer carrier visibility, and stronger route data can help reduce unnecessary mileage, but the commercial model has to support those decisions. Emissions data attached to booking and payment makes it easier to compare freight options beyond price alone.
Mid-market operators may see particular value. Large logistics companies often have dedicated sustainability teams and established reporting systems. Smaller carriers and regional 3PLs face similar customer data requests with fewer internal resources. Platform-based estimates give those businesses a defensible starting point for customer conversations and tenders.
The system still depends on data quality, methodology, vehicle assumptions, route information, and the ability to move toward more precise operational inputs over time. Average factors can help create comparability, but the market will eventually demand richer data from vehicles, fuel types, load utilisation, and route execution.
TEG’s update pushes emissions reporting into the freight lifecycle, where the information can begin to shape operational choices before the job is complete. That is a stronger position than treating carbon as a retrospective compliance figure, calculated long after the transport decision has been made.
