Notes on carbon markets and industrial transition
When a rail operator, a depot group or a haulier association signs on as a partner, the same three pieces come up in the first call. They are the ones that answer the questions partners actually ask, so we keep them here rather than buried in the archive.
Corridor fuel baseline
A month of telematics from three mid-size fleets, split between the Free State plateau and the escarpment descent. Useful when a partner wants to know where the assumed corridor average stops holding.
Open the method noteEmission factor comparison
Two operators, one rail line, two different reported carbon numbers. This one compares the factor sets in common use and shows which assumptions tend to fall apart under third-party review.
Read the comparisonCoaching field report
Two Gauteng hauliers replaced annual training with monthly, data-led conversations. What survived contact with real schedules, and what got dropped along the way.
See the field notesPartners usually start with the corridor piece closest to their own lanes. If that is the N1 or the inland consolidation depots, say so when you write in and we will point you at the right notes.
We are not a directory and we do not sell placements. Partners are the operators, terminal teams and haulage groups who let us pull real corridor data, then sit with the awkward parts of it. Here is what that arrangement actually looks like in practice.
Corridor tips and method queries go to the editors directly. Background on how we handle submissions sits on the company page, and you can reach the desk through contact.
We work from your telematics pulls and weighbridge tickets, not from assumed averages. Partners see their N3 or Richards Bay figures checked against a second source before anything is published.
If two depots on the same line report different carbon numbers, we trace which factor set caused the gap and write the method note so your reporting group can settle on one approach.
Electric and gas truck trials get covered with the same scrutiny as diesel baselines. Uptime, payload penalties and depot charging constraints are part of the write-up, not footnotes.
Hauliers in Gauteng and the Western Cape without a full-time analyst get a stripped-down method: litres, tonne-kilometres, one factor table, one review cycle per quarter.
We follow structured coaching cycles over months, not training days, and report what changed on the route. Partners keep the raw comparison; we publish the pattern and the parts that did not work.