Transurban Corporate Report FY25 Climate disclosure
Transition to Net Zero We have set a target for net-zero GHG emissions by 2050 across scope 1 (fuel), scope 2 (electricity) and scope 3 (value chain). This includes an interim target to reduce absolute scope 1 and 2 GHG emissions 50% by 2030, and target to reduce carbon intensity of purchased goods and services (scope 3, category 1) by 22%, and major projects (scope 3, category 2) by 55%, by 2030. 1 Achieving our 2050 target is dependent on industry and government innovation and collaboration towards GHG reduction across hard-to-abate sectors in our value chain, supported by relevant government policy. While we are committed to working with value chain partners and governments on new and emerging technologies to reduce GHG emissions, particularly for hard-to-abate construction materials such as cement , steel, and asphalt, our ability to meet our targets will be limited to what is possible in the Australian and North American context, such as compliance with engineering regulations and standards. We achieved our interim 2030 scope 1 and scope 2 GHG emissions target seven years early in FY23. In FY25 we achieved a 24% year-on-year reduction in scope 1 and 2 emissions, 2 and sourced the equivalent of 91% renewable electricity. To reduce scope 1 emissions, which comprise 8% of our total energy use, we continue to seek opportunities to transition our light vehicle fleet and the light vehicle fleets of our incident response and maintenance contractors to EVs between now and 2030. To reduce scope 2 emissions, which comprise 92% of total energy use, we continue to pursue sourcing renewable electricity, through a combination of Power Purchase Agreements and the purchase of renewable energy certificates. In response to Clean Energy Regulator guidance, we updated our calculation methodology for scope 2 market-based emissions for our FY25 and FY24 GHG inventories, however this change has not been made to prior years or baseline and as such comparisons with prior years should not be made at this time. 3 In FY25 we also engaged an external consultant to review our scope 3 category 1 methodology. An over-estimation was discovered, and resolved for FY25 data only. An inflation adjustment was also applied to our most recent data set (FY25 only).
The result means that comparisons to previous years or baseline should not be made. 3 With the evolution of climate reporting standards, including mandatory ASRS reporting from FY26 onwards, and anticipated revisions to SBTi’s corporate net zero standard, we will continue to seek external guidance and support on our approach to GHG measurement, target setting, and reporting which may may result in future revisions or revalidation of targets and other changes to our priority activities and focus areas. In FY22, as part of working towards scope 3 emissions reduction, we introduced supplier engagement on GHG management via CDP (formerly Carbon Disclosure Project) Supply Chain Reporting. In 2025, 157 major suppliers were engaged to report through CDP processes, representing more than 70% of value chain emissions from purchased goods and services. Engaging suppliers and having oversight of their progress is critical in meeting our overall emissions reduction targets. CDP supplier engagement 83/157 of requested suppliers disclosed via CDP 73% have 1.5C-aligned transition plan in
For more information on our engagement with business partners and suppliers, see page 48, and the Transurban website for more information on M7-M12 Integration
Project emissions reductions. Customer emissions
Travel on our roads results in indirect use- phase emissions, dependent on the type of customer and vehicle used. We design and operate roads in a manner that aims to reduce individual customer emissions compared to alternative routes (through improved free-flowing traffic conditions and smoother gradients). Because we have a limited ability to influence customer vehicle selection (the primary driver of indirect use- phase emissions) we do not report customer emissions under the optional indirect use- phase boundary (scope 3, category 11). To promote visibility, we estimate and report customer travel emissions in our disclosures. See our FY25 Sustainability Data Pack for more information. On average, our customers reduce their vehicle GHG emissions by an estimated 30% when using one of our roads compared to the toll-free alternative route based on traffic modelling, fuel efficiency, and average vehicular speeds based on GPS data from external provider TomTom. 4 In FY25, we undertook a number of activities related to customer emissions, including our EVs for Everyone event in Sydney to raise community awareness on the benefits of electric vehicles (see page 42). From FY26, we will move our focus to our GHG reduction activities on in-scope emissions. Transurban considers it has more influence in reducing GHG emissions through its own in-scope emissions, as we have limited ability to influence customer vehicle selection (as a range of factors contribute to such a decision which are outside the control of Transurban).
place or under development 47% suppliers reported year-on-year emissions decrease 69% suppliers verified scope 1 and 2 emissions 70% suppliers have climate targets (48% are Science Based Targets)
We also continue to work with our delivery partners on major projects to promote increased use of lower-carbon construction materials at asset planning, design and development stages. Industry-wide, we continue to engage with the Materials and Embodied Carbon Leaders’ Alliance (MECLA) – comprising around 100 industry representatives and government agencies working together to reduce embodied carbon across the building and construction industry and to reduce carbon emissions by one million tonnes by 2030.
1 For more information on Transurban’s reporting approach and boundaries, please see FY25 Sustainability Basis of Preparation 2 Transurban uses offsets in limited cases where carbon neutrality or offset evidence is required to meet regulatory or specific product or service commitments. See the FY25 Sustainability Data Pack GHG tab for a summary of offsets. At this time, we do not expect to utilise carbon offsets to achieve our GHG emissions near-term targets or as part of our broader climate strategy. 3 For more information on methodology please see FY25 Sustainability Basis of Preparation and FY25 Sustainability Data Pack 4 For more information on customer travel and emissions data methodology and assumptions see the FY25 Sustainability Basis of Preparation
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