Apparel brand greenhouse gas inventory
Case study · client, supplier and customer names anonymized · Reporting year August 2025 to July 2026 · GHG Protocol, Scopes 1 to 3 · t CO2e = metric tons of CO2 equivalent
The inventory totals — t CO2e, and purchased goods and services alone is — of it.
Emissions by category
Included categories only, largest first. Select Log scale to compare the smaller categories. Hover a bar for details.
Brand A and Brand B split
Transport categories, where shipments can be assigned to each business.
Purchased goods (Category 1) and end-of-life (Category 12) can also be split; those splits aren't in this view yet.
Inventory detail and decisions
All 15 Scope 3 categories, with what was included and why.
| Category | Name | t CO2e | Share | Decisions and assumptions | Brand A / Brand B split |
|---|
Upstream transportation covers moving garments from factories in India, Cambodia and China to the two brands’ warehouses in North America: trucking to the port or airport, ocean or air freight, then trucking or rail to the warehouse. It also includes outbound shipments the company paid for.
Inbound route map
Hover a line for details. Line thickness shows shipment volume.
Emissions by leg
Stacked by business
Method and notes
- Emissions use GLEC Framework v3.2 default factors, well-to-wheel, aligned with ISO 14083.
- Truck distances are straight-line distances times a 1.3 road factor. Ocean distances follow the lane routings drawn; East Coast and Montreal lanes from India and Cambodia route via the Cape of Good Hope.
- Ocean freight is calculated per container (TEU × km × factor); trucking allocates container weight across factory pickups.
- Air freight weights are estimated from unit counts and average garment weights.
- Brand A’s port-to-warehouse trucking is calculated as one leg total, so those lanes show volume but no per-lane figure. Some Brand A destinations (retailer DCs, online marketplace) weren’t given and aren’t drawn.
- LTL and LCL shipments are excluded as immaterial (under 1 t CO2e combined).
Inbound lanes
Select a lane to find it on the map; select it again to clear. Filters above apply.
| Lane | Business | Mode | Leg | Origin | From | To | Shipments | Distance (km) | t CO2e |
|---|
Outbound shipments run from the brands’ warehouses to customers: retailer distribution centers, online marketplaces and consumers. Freight the customer arranges and pays for is Category 9; freight the company pays for is reported in Category 4.
Outbound route map
Each line is a warehouse-to-destination lane; thickness shows emissions. Consumer parcels are grouped by destination state.
Outbound lanes
Largest first. Select a lane to find it on the map; select it again to clear.
| Lane | Business | Category | From | To | Main customer | Weight (t) | Distance (km) | t CO2e |
|---|
Method and notes
- Boundary is the first leg only: company warehouse to the customer’s ship-to address. Retailer DC to store, retail storage and consumer travel are excluded.
- Emissions = weight (t) × distance (km) × 96 g CO2e per t-km (GLEC v3.2, North American road, well-to-wheel).
- Brand A: freight payer comes from the invoice data (collect = Category 9, prepaid = Category 4). Lanes with no usable destination use the weighted average distance of known lanes.
- Brand B: the source data has no freight-payer field, so the largest retail customer is treated as customer-paid (Category 9) and all other customers as company-paid (Category 4).
- Brand B distances are straight-line × 1.3 to the ship-to city. Consumer parcel lines use the truckload factor, which slightly understates parcel emissions.