A new initiative involving Amazon, eBay and Etsy is helping bring Tesla electric trucks into real freight operations. The Center for Green Market Activation (GMA), a nonprofit group, is planning a pilot program. This project aims to put about 40 all-electric Tesla Semi trucks on the road between Dallas and Houston. The goal is to reduce emissions from freight transport by using cleaner heavy-duty vehicles.
Under the plan, companies pay for “environmental attribute certificates” (EACs). These certificates represent the emissions savings from electric trucks.
Buyers can use the certificates to reduce their reported Scope 3 emissions. This applies even if they don’t directly use the trucks. All charging for the electric trucks is planned to be covered by renewable energy certificates to support clean power use.
Let’s explore why major online companies are taking part in this system, how Tesla’s Semi vehicles fit in, and what this could mean for decarbonizing freight transport in the United States and even beyond.
Why Freight Is the Next Big Climate Battleground
Heavy-duty freight trucks, especially long-haul Class 8 trucks, are a major source of carbon emissions. Traditional diesel trucks burn fossil fuels and produce large amounts of greenhouse gases (GHGs) and air pollutants. They accounted for about 25% of all transport-related CO2 emissions.
Road freight accounts for a sizeable share of transportation sector emissions worldwide. Recent studies show that decarbonizing road freight is tough. Electric options are few, charging stations are still growing, and initial costs are high.
Electric heavy trucks such as the Tesla Semi offer a zero-tailpipe emissions alternative. The Tesla Semi is a battery-electric Class 8 truck designed for freight hauling. It features a battery pack of around 850–900 kWh and an estimated range of about 500 miles (~800 km) per charge on a single route.
The truck uses three electric motors and can operate at around 1.7–2 kWh per mile, making it competitive with diesel trucks over long distances. Planned volume production is expected to begin in 2026.

Using electric trucks like the Semi can cut carbon emissions from freight transport. They may also lower operating costs in the long run. Electricity can cost less per mile than diesel fuel. Also, electric drivetrains have fewer moving mechanical parts, which can cut maintenance costs.
However, electric freight truck adoption faces barriers. Electric heavy trucks are still new, and less than 1% of new heavy-duty trucks in the U.S. are electric. The charging infrastructure for heavy trucks is limited. Also, electric vehicles cost more than regular diesel ones.
What Is Book and Claim? Decarbonizing Freight Without Owning a Truck
The pilot program with Amazon, eBay, and Etsy uses a book-and-claim system. A book-and-claim system divides the environmental benefits of a low-emission product from its physical delivery. It lets companies support decarbonization, even if they can’t use low-emission vehicles directly.
In this case, the environmental attribute certificates represent the emissions savings from operating electric trucks instead of diesel trucks. Participating companies purchase these EACs. They then “retire” them, meaning no one can use the certificate again. This reduction counts toward their climate goals or Scope 3 emissions targets.
This approach is similar to how renewable energy certificates work for electricity. A company can buy certificates for renewable energy generation. This is true even if the actual electricity it uses comes from the grid. The certificates allow buyers to claim the environmental benefits.
Book-and-claim can help scale decarbonization efforts by aggregating demand from many buyers. This pooled demand helps both truck makers and service providers. They have a better reason to invest in electric fleets and charging stations, even if single buyers can’t use trucks on their own routes.
Experts say a clear book-and-claim system with strict rules can help decarbonize transportation. It ensures that emissions savings aren’t double-counted.
How the Pilot Program Works: Miles, Megawatts, and CO₂ Savings
The pilot program is run by the Center for Green Market Activation. This nonprofit aims to speed up climate solutions in supply chains. Under the program:
- Roughly 40 all-electric trucks are expected to operate on the Dallas-Houston freight route.
- The trucks will collectively travel up to 7 million miles per year.
- The trucks save about 60,000 metric tonnes of CO₂ equivalent compared to diesel fleets. This is over the multi-year contracts with buyers.
Amazon, eBay, and Etsy have joined the initiative by purchasing EACs. They will retire the certificates to support their own climate goals and reduce their reported Scope 3 logistics emissions.
All charging for the electric trucks is backed by renewable energy certificates. This means the electricity for powering the truck comes from clean energy, which reduces the carbon footprint of truck operation.
Groups in similar schemes often use book-and-claim. This helps decarbonize sectors with few low-emission options. For instance, sustainable aviation fuel certificates gather demand from airlines and corporate buyers. This helps scale the use of clean fuel.
Why Big Brands Are Buying Clean Freight
Big firms more often set climate goals for their whole value chain, which includes transport emissions. Many emissions are Scope 3. This includes indirect emissions from things like freight transport, business travel, and product use.
Reducing Scope 3 emissions is hard. Companies usually don’t control the sources that create these emissions directly.
Book-and-claim allows companies to access low-emission transport options even if they can’t run them. When companies pool demand, they send a stronger message to manufacturers and carriers. It shows there’s a real market need for clean freight solutions.
Electric trucks, like the Tesla Semi, draw attention because they provide a cleaner option than diesel trucks. They also keep the same freight capacity and range.
Moreover, companies aiming for net-zero and science-based targets are growing. So, the demand for low-emission freight services is likely to increase.
In addition, broader sales of electric heavy vehicles, not just Tesla’s Semi, are rising globally. In China alone, for example, registrations for hybrid and electric trucks reached over 231,000 units in 2025. This was a large increase from the previous year. This trend reflects growing production and adoption of electric freight vehicles worldwide.
A Blueprint for Scaling Zero-Emission Freight
The new pilot connects Amazon, eBay, Etsy, and Tesla Semi trucks, offering an innovative way to reduce carbon in freight transport. Electric heavy-duty trucks, like the Tesla Semi, are nearing mass production, while global sales of electric freight trucks are also rising. Thus, solutions that mix corporate demand, smart accounting, and clean tech could help cut transportation emissions.
This pilot could provide a model for how large buyers and logistics providers work together to accelerate the shift to low-carbon freight systems.
The post Amazon, eBay & Etsy Back Tesla Semis: A New Playbook for Zero-Emission Freight appeared first on Carbon Credits.
Carbon Footprint
Climate-Linked Supply Chain Risk Is Already in Your P&L
The earnings calls that quietly reframed climate from sustainability question to operating risk.
Three earnings calls in the last 18 months tell the story without any help from a press release.
Hershey, May 2024: cocoa price exposure compresses margin, and the company attributes part of the cost shock to West African weather. Olam, July 2024: coffee climate exposure quantified in the annual report. JBS, January 2025: supply chain climate disclosures expanded materially in response to investor pressure and regulatory expectation. None of these companies issued the announcement as climate news. They issued it as financial news. The climate-linked supply chain risk did not arrive with a sustainability framing; it arrived as a P&L line.
You are probably reading this article because you suspect the same thing is happening to your business. This piece walks through what is showing up on which earnings calls, how procurement and finance leaders are quantifying the exposure, and what serious corporates are doing about it before the regulator asks.
Where climate risk has already appeared in earnings
The pattern is consistent across resource-intensive sectors. A weather event compresses supply, the price spikes, the cost flows through the income statement, and the analyst on the call asks whether the event is anomalous or structural. Increasingly, the honest answer is the second one.
Cocoa is the cleanest example. The 2023 to 2024 West African harvest fell sharply on the back of erratic rainfall and disease. Cocoa futures more than tripled. Companies with concentrated West African sourcing absorbed the cost; companies with diversified sourcing absorbed less. The exposure was not climate as ESG topic. It was climate as cost of goods.
Coffee follows the same pattern. Brazilian and Vietnamese harvests have moved on weather more sharply across the last several seasons. Roasters with long-tenor supplier relationships and origin diversification have managed the volatility; roasters with spot-market exposure have not. Wheat, sugar, palm oil, beef: the same dynamic in different commodities, a pattern the IPCC AR6 Working Group II report projects will intensify across agricultural systems through mid-century.
What this means: climate risk is no longer a footnote in the 10-K. It is a line item the CFO has to explain on the call.
The three commodity exposures that hit margin first
For most companies with material Scope 3 exposure, three exposures dominate the near-term P&L risk.
- Concentrated single-origin sourcing in a climate-vulnerable region. If your tier-one supply for any material commodity sits in one geography, you have a concentration risk that climate amplifies. Diversification across origins is the obvious hedge, but it takes years to build and requires relationships you cannot acquire by tender.
- Supplier financial fragility under climate stress. Smallholder farmers, who supply a large share of the global cocoa, coffee, and palm oil market, do not carry the balance sheets to absorb yield shocks. When yields collapse, they exit. When they exit, your supply base shrinks, and the surviving suppliers raise prices. The risk is structural, not cyclical.
- Logistics and storage exposure to extreme weather. Hurricane disruptions to Gulf shipping, drought-driven Panama Canal restrictions, flooding in European inland waterways: each of these has moved input costs in the last three years, a pattern documented in Munich Re’s natural catastrophe data. The exposure shows up as a one-quarter event in the financial press but accumulates over time on the cost line.
TCFD and ISSB disclosure changes
The disclosure architecture has now caught up with the risk. The Task Force on Climate-related Financial Disclosures, whose recommendations are now embedded in the ISSB’s IFRS S2 climate standard, requires companies to disclose climate-related risks across physical and transition categories, with quantification where possible.
For physical risk specifically (the climate-linked supply chain risk you are reading about), the disclosure must address both acute exposures (extreme weather events) and chronic exposures (gradual changes in temperature, precipitation, and growing seasons). The disclosure must address the time horizon over which the risk is material, the parts of the value chain exposed, and the financial impact under different scenarios.
The CSRD imposes similar requirements under European law, with double materiality (both financial and impact materiality) embedded in the assessment. The practical effect: your auditors and your investor relations team now need a defensible answer to the climate-linked supply chain risk question, and the answer needs to be quantified.
What procurement and finance can do now
Three actions matter near-term.
Map your exposure. Most companies do not have a clear view of which tier-one and tier-two suppliers sit in which climate-vulnerable geographies. Without the map, you cannot quantify the risk, and without the quantification, you cannot disclose it credibly. The map is the foundation, and World Resources Institute climate risk research provides useful public tooling to start.
Diversify and deepen, in that order. Diversification across origins reduces concentration risk, but the deeper move is to invest in the resilience of the suppliers you already have. Regenerative practices, agroforestry, soil health interventions: these reduce yield volatility under climate stress and protect your input cost trajectory.
Embed the climate spend inside procurement, not outside it. Treating climate risk as a sustainability cost line subordinates it to the ESG budget. Treating it as a procurement and resilience investment puts it in the budget that matters, which is the cost-of-goods budget that the CFO defends quarterly.
Nature-based supply chain investments are the asset class designed for exactly this purpose. They sit inside the value chain, they reduce climate-linked supply risk, they generate verifiable Scope 3 reductions, and they produce the documentation an auditor and a regulator can both test.
If you are quantifying climate-linked supply chain risk in advance of the next earnings cycle or the next disclosure period, the carbon and sustainability experts at Carbon Credit Capital can help you map your exposure and structure a Dual-Value Model response that addresses reduction, resilience, and disclosure-readiness in a single program. Schedule a consultation.
Carbon Footprint
Where should an SME start with a carbon action plan?
More and more small and medium-sized businesses are hearing the same question from their larger customers: What is your carbon footprint? That question now travels down entire supply chains, and it arrives next to tender requirements, certification criteria, and rising customer expectations.
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Carbon Footprint
Insetting vs Offsetting: Which Actually Counts Toward Your Scope 3 Targets
The accounting differences that decide whether your nature investment shows up in inventory, in BVCM, or nowhere at all.
The question reaches a procurement team about three weeks before the next sustainability committee meeting. Someone has read about insetting. Someone else has just signed off on an offset purchase. The CSO wants to know if the two are interchangeable. The answer is no, and the GHG Protocol Land Sector and Removals Standard is the reason why.
This article walks through what each term means at audit-grade specificity, what the standards actually say about how each gets counted, and how to decide which tool fits which target. The insetting vs offsetting question is one of the most-searched in corporate climate strategy, and one of the most poorly answered. By the end of this piece, you should be able to brief a committee on the difference without notes.
The two definitions, in plain English
Offsetting means buying carbon credits generated outside your value chain and retiring them against your residual emissions. The reduction happens somewhere else, financed by you, and the credit is the receipt.
Insetting means investing in emission reductions or removals inside your own value chain, typically with suppliers, where the reduction is directly linked to the products and services you buy. The reduction happens inside the boundary of your Scope 3 inventory, and the accounting treatment is fundamentally different.
The shorthand from the University of Oxford’s Nature-based Insetting Initiative is useful: insetting is what you do with the supply chain you have; offsetting is what you do with the supply chain you do not have.
What the GHG Protocol Land Sector Standard actually says
The GHG Protocol Land Sector and Removals Standard, finalised in 2024 after a multi-year pilot, sets the rules for how land-based emission reductions and removals enter corporate inventories. The Standard distinguishes between inventory accounting (Scope 1, 2, and 3) and project or intervention accounting (a separate methodology for crediting).
For insetting, the practical implication is that supplier-level interventions, when properly measured and attributed, can reduce your Scope 3 category 1 (purchased goods and services) emissions in your inventory. The reduction is not a credit retired against the inventory; it is a lower inventory number, period.
For offsetting, the credit is retired separately. It can be reported as a contribution toward a net-zero claim under the SBTi Beyond Value Chain Mitigation framework or as part of a VCMI Carbon Integrity claim, but it does not lower the inventory number.
A practical consequence: if your Science Based Target requires a 50% absolute reduction in Scope 3 emissions by 2030, insetting moves you toward the target. Offsetting does not. This single point of difference reshapes the procurement decision.
When insetting counts toward Scope 3 (and when it does not)
Insetting counts toward Scope 3 only when several conditions are met:
- The intervention must occur with an entity in your value chain.
- The emissions reduction or removal must be measured against a defensible baseline.
- The reduction must be attributed to your share of that supplier’s output, not double-counted with other buyers.
- It must follow the inventory accounting rules in the GHG Protocol Land Sector Standard, not the project accounting rules used to generate credits.
The most common failure mode is double counting. If your supplier sells the same reduction as a credit on the voluntary market and also reports it to you as a Scope 3 reduction, the math breaks. The Standard requires you to address this risk, typically by purchasing and retiring the supplier-issued credit as part of your inventory or by contractual provisions that prevent the supplier from selling the reduction twice.
When insetting does not count toward Scope 3: when the intervention sits with a supplier you do not buy from, when the baseline is not defensible, when the attribution is unclear, or when the documentation does not survive audit. Those cases default to Beyond Value Chain Mitigation, which is still useful but operates on a different ledger.
The procurement and supplier engagement question
Insetting is harder than offsetting. That is the unfashionable truth most buyers eventually confront. Offsetting is a transaction; insetting is a relationship.
To run an insetting program, you need supplier mapping precise enough to know which farms or facilities sit at which Scope 3 boundary. You need an engagement model that gets suppliers to participate, which usually requires multi-year commitments and shared economics. You need an MRV architecture that measures the right things and produces audit-ready documentation. And you need a contractual structure that prevents double counting and protects both sides.
The trade-off you receive in return is significant. Reductions count against your inventory rather than your residual. Supplier relationships deepen, which protects sourcing continuity. Yield and quality improvements often follow regenerative interventions, which reduces your input cost over time. And the regulatory file, under CSRD, CSDDD, EUDR, and the SBTi FLAG Guidance, is materially stronger.
Choosing the right tool for the right target
A practical decision rule. If your target is a science-based Scope 3 reduction and you operate in a FLAG sector or source FLAG commodities, insetting is the structurally correct tool. If your target is a net-zero claim that includes neutralising hard-to-abate residual emissions outside your value chain, BVCM via high-integrity offsets is the structurally correct tool. Most companies with material Scope 3 exposure need both, in different proportions, sequenced over time.
The sequencing matters. Insetting takes longer to stand up but produces a permanent reduction in the inventory. Offsetting can be transacted faster but does not change the inventory and now sits under tighter claim restrictions. Treat them as complementary tools with different jobs, not as substitutes. The Accountability Framework Initiative and the IUCN Global Standard for Nature-based Solutions both provide useful guardrails for the insetting side, with biodiversity, human rights, and benefit-sharing requirements that go beyond carbon math.
If you are mapping a Scope 3 reduction roadmap and need to scope which interventions count toward your inventory versus which sit in Beyond Value Chain Mitigation, the carbon and sustainability experts at Carbon Credit Capital can help you structure a nature-based supply chain investment program that fits your FLAG exposure, your target architecture, and your audit horizon. Schedule a consultation.
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