Warp Freight Carbon Footprint Methodology

What we compute

For each approved Warp freight lane, we compute tank-to-wheel CO2e in kilograms per loaded move at typical payload. Per-pallet figures divide the per-load total by the typical pallet count for palletized equipment. Annual program figures multiply per-load by the shipper's expected load count.

The core formula is straightforward: lane distance in miles multiplied by a per-mile emission factor for the equipment class. No adjustments are made for load factor variance, driver behavior, or route-specific terrain; those are handled by EPA's underlying MOVES model averages.

Emission factors

Factors are drawn from the EPA SmartWay Shipper and Carrier tools, which in turn use the EPA MOVES model. Values are tank-to-wheel kg CO2e per loaded mile at typical payload on a highway cycle.

Reefer emissions include an approximately 15% uplift over a comparable dry van tractor to account for the refrigeration unit. Flatbed uses the same tractor emission factor as dry van; trailer aerodynamics are a second-order effect and EPA treats them similarly at this resolution.

Lane distance methodology

Lane distance is computed between the origin and destination city centers using the OSRM routing engine on the actual U.S. road network. This is the same distance used for the per-lane FMCSA hours-of-service transit math (solo and team driver day counts). It approximates a typical routed move rather than great-circle geographic distance. Actual shipment miles may vary 5-15% depending on pickup and delivery addresses within the metro, fuel stops, and driver routing decisions.

What is included

• Tank-to-wheel fuel combustion emissions for the tractor
• Refrigeration unit fuel load for reefer (bundled in the 15% uplift)
• Loaded miles at typical payload across the lane distance

What is not included

• Empty-mile (deadhead) variance. Network density in the Warp carrier base reduces deadhead compared to spot-market movement, but per-lane attribution is not currently audited. The baseline number is a loaded-move figure only.
• Well-to-tank upstream fuel production emissions (diesel refining, transport, retail). Add ~19% to approximate well-to-wheel per EPA defaults if your disclosure requires it.
• Vehicle manufacturing and disposal (embodied emissions) for the tractor or trailer
• Trailer empty repositioning between shipments
• Warehouse and cross-dock handling energy at origin, destination, or en route
• Fugitive refrigerant emissions from reefer units (regulated separately under EPA SNAP)

Intended use

These figures are suitable for Scope 3 Category 4 (Upstream Transportation and Distribution) estimation under the GHG Protocol when shipment-specific data is not available. They provide a defensible baseline for shippers reporting emissions to CDP, internal sustainability dashboards, and vendor scorecards.

For regulated disclosure (SEC climate rule, EU CSRD, California SB 253), shippers should use an audited carrier-specific methodology that incorporates actual fuel burn data from the carriers moving their freight, not EPA default averages. Warp can provide shipment-level data for audit when required.

Update cadence

Emission factors are reviewed annually and refreshed when EPA publishes updated MOVES or SmartWay data. Lane distances are refreshed whenever the underlying lane inventory or OSRM road network data changes. Each lane page reflects the current methodology in place at the time of rendering.

Questions or audit requests

Contact support@wearewarp.com for shipment-level emissions data, an audit letter, or methodology questions. Warp can provide carrier-specific fuel burn records for audited Scope 3 disclosures on enterprise programs.