2.2 Climate change

Addressing climate change is central to our long-term sustainability agenda and underpins our ambition to reduce the environmental footprint of our operations. We are progressing towards our 2040 net-zero target by accelerating the transition to cleaner energy, electrifying our fleet and improving efficiency across our network. These efforts help mitigate our impact on the climate while strengthening the resilience of our value chain.

2.2.1 Our actions

2.2.1.1 Climate change mitigation

Fleet electrification

In 2025, we made the following progress:

• We increased our fleet of electric vehicles by approximately 50% compared to year-end 2024. This growth included 42 electric trucks deployed in our time-definite network, supporting both first- and last-mile inner-city delivery
• Delivery partners continued the phase-out of Euro 5 vehicles. In addition, light electric freight vehicles were used in inner cities where operationally appropriate, supporting zero-emission delivery in dense urban areas.

Together, these measures reduced CO₂ emissions, increased the share of PostNL’s emission-free kilometres to 33%, and contributed to improved urban liveability.

Significant capex investments of €1.1 million were made to support the switch to electric vehicles and expanding charging infrastructure, and around €13 million in lease additions for our own fleet. While the growth in zero-emission kilometres was slightly behind initial expectations, the overall transition progressed in-line with our long-term ambitions.

In 2026, we aim to increase our overall share of emission-free deliveries across the Benelux to 37%, driven by the deployment of hundreds of additional electric vans in first- and last-mile operations and the further deployment of electric trucks for long-haul transport. These steps will further accelerate our transition toward fully emission-free logistics.

Renewable fuels

We are replacing petrol and diesel with lower-emission alternatives, such as biogas and HVO100, reducing carbon emissions by up to 90% and lowering our dependence on fossil fuels. This action focuses on the downstream value chain, directly affecting customers and society and delivers measurable reductions in carbon intensity. The transition to renewable fuels within our operations is ongoing, and in 2025 we achieved the following progress:

• We increased the use of HVO100 renewable diesel in large trucks, resulting in usage of 66%, supported by an investment of around €354,000. Using over around 5.9 million litres of HVO100 in our operations, we reduced CO₂e emissions by 19 kilotonnes
• Out-of-tank solutions accounted for more than 5.1 million litres, reducing CO₂e emissions by over 15 kilotonnes compared with diesel.

In 2026, we plan to further continue our out-of-tank solutions, strengthening our pathway toward lower fleet emissions and supporting our broader decarbonisation goals.

Sustainable infrastructure

PostNL aims to build and renovate sites with minimal environmental impact, in line with our sustainability policy. All locations are developed according to BREEAM standards, ensuring compliance with environmental regulations and minimising impacts on Natura 2000 areas.

In 2025, we continued to invest in more sustainable buildings, adding battery storage systems and energy monitoring systems to improve the efficiency of solar panels and charging infrastructure. These measures support lowering scope 2 emissions. Our sustainability initiatives extend across PostNL-owned and leased assets, influencing employees, communities and society. Sustainability remains a core focus of our long-term infrastructure strategy, with no fixed end date.

In 2025, we completed our certification roadmap for all eligible sites with the receipt of the final three BREEAM certifications. For 2026, no new certification projects are planned. The focus will shift towards maintaining performance levels and embedding continuous improvements through regular maintenance and replacement cycles, while monitoring relevant market developments and best practices.

In recent years, PostNL has achieved a significant reduction in natural gas consumption by designing new sites and renovating existing locations to be gas-free. However, a limited number of locations continue to rely on natural gas for heating and building installations. As PostNL no longer uses Guarantees of Origin to offset scope 1 emissions, we will further develop a structured approach to reducing natural gas consumption towards zero in the coming years. This transition is expected to be realised primarily through regular replacement cycles of energy installations, ensuring a cost-effective and operationally feasible pathway towards fully gas-free buildings over time.

Network efficiency

PostNL continuously seeks opportunities to optimise operations, improving efficiency and reducing greenhouse gas (GHG) emissions. By making delivery windows more flexible and offering consumers more Out-of-home (OOH) delivery options, we combine efficiency with fewer emissions while enhancing customer convenience. The scope of this action covers our operations and downstream value chain, impacting our workforce, customers and consumers. With no set end date, network efficiency remains key to our sustainability approach.

In 2025, we expanded our OOH delivery network to 1,400 automated parcel lockers (APLs) and further optimised routes through continued refinement of our wave network design. These measures reduced the number of kilometres driven and contributed to lower emissions and more predictable delivery flows. Progress is monitored quarterly using CO₂ efficiency metrics, the share of OOH deliveries and absolute emissions.

Throughout 2025, we focused on better route utilisation, network planning and consumer choice options to reduce unnecessary transport movements. In 2026, we aim to continue reducing kilometres driven by expanding OOH capacity, improving route optimisation technologies and offering more flexible delivery choices. These efforts support both cost efficiency and emissions reduction, directly contributing to our long-term climate goals.

2.2.1.2 Energy

Energy efficiency

We aim to minimise the environmental impact of our sorting centres and operational sites by improving energy efficiency and reducing reliance on fossil-based energy. This action focuses on upstream operations (scope 1 and 2), with no predefined end date, as energy efficiency remains a structural priority in our decarbonisation strategy.

In 2025, we continued to optimise energy consumption across our network through a combination of on-site renewable energy generation, efficiency measures and enhanced monitoring:

• Solar panels on our rooftops generated 9,477 megawatt hours (MWh), avoiding approximately 2,540 tonnes of CO₂e emissions
• All electricity purchased for our operations was backed by Dutch Guarantees of Origin, ensuring 100% renewable electricity under ‘market-based’ scope 2 CO2 emissions, while renewable gas was backed by European Guarantees of Origin
• We expanded the use of battery storage systems to capture locally generated energy during the day and use it in the evening and night to power sorting machines and charge electric vans. This also helps alleviate grid congestion during peak periods
• Our energy monitoring systems provided improved insight into consumption trends and performance across both owned and leased assets.

In 2026, we will continue to improve the energy performance of our buildings by expanding real-time monitoring, increasing on-site renewable generation where feasible and scaling energy-efficiency measures across our network.

Network efficiency

For more information on our actions to improve network efficiency, refer to section Climate change mitigation.

During the reporting period, no material adverse impacts related to climate change requiring remediation were identified.

2.2.2 Our performance

Science Based Targets initiative

PostNL has committed to ambitious GHG reduction targets aligned with the 1.5°C pathway of the Paris Agreement and validated by the Science Based Targets initiative (SBTi) in 2024. These targets form a cornerstone of our environmental strategy, tracking effectiveness of policies and actions in place for climate change and air pollution, as well as circularity. These SBTi targets are measurable, time-bound, and based on a 2021 baseline. This baseline was chosen as it was at the time of submission the most recent year with complete data and could be regarded as accurate and not an anomaly compared to other reporting years.

• Near-term 2030 targets – reduce absolute scope 1 and 2 emissions by 90% and scope 3 emissions by 45%. Maintain 100% renewable electricity sourcing. Deliver all letters and parcels emission-free from the final sorting centre to the consumer or pick-up location by 2030, which means addressing both GHG emissions as well as pollution or air pollution, and includes eliminating particulate matter (PM), and nitrogen oxides (NOx) from combustion in last-mile delivery
• Long-term 2040 target – achieve a 90% absolute reduction across all scopes, with any residual emissions neutralised through permanent removals.

These are gross, market-based targets, meaning that they do not include GHG removals, carbon credits or avoided emissions but do include the use of Guarantees of Origin. The progress of these targets can be found in the carbon footprint table on page . From 2030, the baseline year will be updated every five years.

Our climate targets were set using the SBTi methodology, considering IEA scenarios, IPCC climate models, and stakeholder input. The targets span both short- and long-term horizons and are embedded across PostNL’s core processes, reflecting assumptions regarding the scalability of low-carbon technologies and increasingly stringent national and EU regulation. Through this approach, the targets directly address the material IROs identified in the double materiality assessment. By setting science-based targets that apply across our operations and value chain, we mitigate key risks, including exposure to transition regulation, carbon pricing and reputational risk, while reducing our climate impact and capturing opportunities associated with low-carbon logistics.

Our decarbonisation levers are explained as part of the Climate Transition Plan in the Decarbonisation levers section above. Each lever contributes to mitigating multiple IROs simultaneously. For example, investing in the use of HVO100 in large trucks (scope 1) results in reduced direct emissions, lower transition risks related to fuel regulation and enhanced operational resilience. Taken together, our near-term and long-term targets provide a coherent roadmap that enables PostNL to adequately mitigate the majority of its identified climate-related IROs, while ensuring alignment with science-based pathways and long-term value creation.

Alignment with the Green Deal for City Logistics and additional regulations

Our zero-emission delivery target is fully aligned with the Dutch Green Deal for City Logistics, which promotes sustainable transport and cleaner urban environments. This target addresses the fleet electrification action and covers both our own operations and delivery partners, ensuring consistent standards across the Benelux. Anticipating tighter regulation on NOx and PM, we go beyond compliance by extending our commitment to all last-mile deliveries in the Netherlands and Belgium, rather than limiting action to mandated zero-emission zones. By setting a higher standard for sustainable logistics, we ensure resilience against future regulatory changes while contributing to cleaner air and healthier cities. As an interim milestone, zero-emission delivery is in place in 27 city centres with established zero-emission zones.

Alternative targets

PostNL has no specific targets in place to track the effectiveness of its sustainable infrastructure actions like BREEAM-certified buildings. Energy efficiency of our buildings is monitored by our facility management system.

2.2.2.1 Climate change mitigation

CO2 efficiency & emission-free last-mile delivery

We measure our entity-specific KPI CO2 efficiency as the total of scope 1 and 2 CO2e emissions in grammes, from our own operations, both fleet and buildings, expressed per kilometre travelled. Note that biogas Guarantees of Origin are used to report on our entity-specific KPI CO2e efficiency.

We report on the entity-specific KPI share of emission-free kilometres in the last mile compared to the total kilometres travelled. This includes kilometres from our own mail and parcel operations, as well as of our delivery partners, from collection to delivery.

The kilometres covered by foot, bike or e-(cargo) bike consist of all kilometres made during deliveries. We use several sources to calculate the total kilometres based on chance of occurrence, volumes and number of times travelled to the retailer. The kilometres driven by our small and large trucks are based on actual data where available and processed through different systems. In situations where the actual data is not available or (automatic) processing of data leads to mismatches, we use (automatic) extrapolation of missing or implausible kilometre data based on average fuel consumption per kilometre.

PostNL CO2 efficiency and emission-free last-mile delivery as indicated

Our CO2 efficiency was 108 grammes per kilometre in 2025 (2024: 128), which is ahead of our target for the year (117 grammes per kilometre). The share of emission-free last-mile delivery of mail and parcels was 33% in 2025 (2024: 28%), which is on target.

Carbon footprint

Scope 1

Scope 1 CO2e emissions encompass:

• Consumption of gas (combination of actual meter readings and estimates) and heating fuel (invoice based) in buildings; for more information refer to Energy consumption and Pollution disclosures. As of 2025, PostNL no longer reports the use of biogas Guarantees of Origin as a means to reduce gross scope 1 CO₂e emissions from gas consumption. For comparability purposes, the figures for 2024 and the 2021 base year have been adjusted accordingly. Our SBTi commitment to achieve a 90% reduction in combined scope 1 and 2 emissions by 2030, relative to the 2021 base year, remains unchanged
• Fuel use, based on actual provider data, for small trucks, large trucks and motorcycles, for which consumption is multiplied by the relevant tank-to-wheel CO₂e conversion factor sourced from CO2emissiefactoren.nl
• Fugitive emissions, based on actual refrigerant data, relating to (un)intentional releases of gases from pressurised equipment due to leaks or irregular discharges from our buildings and vehicles. These emissions are calculated by multiplying the amount of refrigerant (in kilogrammes) and the number of vehicles by the applicable CO₂e conversion factor for the specific refrigerant.

Scope 2

Scope 2 CO2e emissions consist of electricity used in buildings as well as vehicles and district heating, for which we report location-based and market-based emissions.

• Location-based emissions are calculated based on the amount of electricity used multiplied by the appropriate grid factor of the country where the building is situated and the amount of district heating in megajoules multiplied by the appropriate CO2e-conversion factor from CO2emissiefactoren.nl
• Market-based emissions are near zero, since we make use of Guarantees of Origin which is electricity produced from Dutch windmill parks in the North Sea, while district heating CO2e emissions are small because there are only used in a limited number of buildings, for which the market-based factor is equal to the location-based factor.

Scope 3

For each material scope 3 category included, we describe the CO2e emission calculation method and whether primary or secondary data has been used:

• Purchased goods and services and capital goods – our spend database provide a breakdown into various types of goods and services, buildings and machinery. Emissions are estimated by multiplying spend per category from our spend databases by CO₂e factors per Euro, as provided by Exiobase. This is classified as 100% secondary data
• Fuel and energy related services – this category includes upstream emissions of purchased fuels (scope 1), purchased energy (scope 2), and from transport and distribution losses (scope 2). For the first two categories, we have used the primary data from our own fuel and energy usage (scope 1 and 2) and multiplied this with the corresponding well-to-tank factors from CO2emissiefactoren.nl. For the emissions associated with the energy lost while transporting electricity across the grid, the national percentage of distribution losses for the Dutch power grid, derived from the Dutch Central Bureau for Statistics (CBS) is extrapolated to our total electricity use. For all three categories in the Netherlands, 97% of the data used is classified as primary data
• Upstream transportation and distribution – these emissions relate to the activities of our delivery partners, both domestic and international. Domestic emissions within the Netherlands and Belgium are calculated based on the number of kilometres recorded by our route planning systems, multiplied by the average fuel consumption of vehicles comparable to those used by our delivery partners and converted using well-to-wheel CO₂e conversion factors sourced from CO2emissiefactoren.nl. Emissions from international transport by road, air and sea are estimated based on tonne-kilometres, calculated by combining reported parcel and letter weights with transport distances, using the relevant CO₂e conversion factors provided by DEFRA. This data is classified as 100% secondary data
• Waste generated in operations – these emissions include those associated with the waste disposal and recycling processes. Waste data of our domestic entities in the Netherlands, and as of 2025 also for Belgium, is provided by our waste disposal partner, and can be classified for 96% as primary data. For our international entities, emissions are based on average CO2e emissions per FTE
• Business travel – for PostNL, this category consists solely of business travel by air from employees. Passenger kilometres for short-, medium- and long-haul flight are obtained from our travel agent, and the consolidated total is multiplied by the appropriate well-to-wheel CO2e conversion factor provided by DEFRA. 100% of the data used can be classified as primary data. For our international entities, emissions are based on average CO2e emissions per FTE
• Employee commuting – these are the CO2e emissions resulting from travel between employees’ home and work addresses. The assumption is that employees residing within five kilometres of their workplace travel by foot or bike, resulting in no emissions. For those employees reimbursed for travel via Dutch public transport, the total kilometres travelled are multiplied by a standard CO2e conversion factor. Employees who live more than five kilometres away and do not make use of public transport or hold a company car (listed under upstream assets) are assumed to commute by private car. Adjustments are made across all travel categories to account for absences due to sickness or holidays. For entities located outside the Netherlands, figures are extrapolated based on the average actual kilometres travelled per headcount for private cars and public transport. This can be classified as 100% secondary data
• Upstream leased assets – this category comprises emissions based on fuel consumption data provided by the vehicle leasing company for employees using company cars. These vehicles are company-owned or leased and made available to employees for commuting and business travel. The data used for this category is classified as 100% primary data. For our international entities, emissions are based on average CO2e emissions per FTE.

In line with the outlined classifications, 7% of our scope 3 GHG emissions for the reporting period have been calculated using primary data.

The categories downstream transportation and distribution, processing of sold products, use of sold products, end of life treatment of sold products, and downstream leased assets are not applicable to PostNL and are therefore excluded. In addition, the optional sub-category of cloud computing and data centre services is not material for separate disclosure and is therefore included within the purchased goods and services category. The franchised investments category has been assessed as not significant, based on its share of total emissions, and is therefore not considered material and has been excluded.

Greenhouse gas emission intensity

The GHG emissions intensity is the total GHG (scope 1, 2 and 3) gross emissions per net revenue. The net revenue in the calculation is aligned with the revenue from contracts with customers presented in the Consolidated statement of profit or loss on page Consolidated statement of profit and loss, within our financial statements.

PostNL Carbon footprint in tonnes CO2e

PostNL Overview scope 3 categories

Scope 1

Our gross scope 1 emissions decreased by 3,915 tonnes in 2025 compared to 2024, mainly due to lower emissions across transport. Key drivers were fewer kilometres driven, more use of HVO100 instead of diesel, and more kilometres driven by small electric trucks. Gas use increased in 2025 compared to 2024. Note that we made use of biogas Guarantees of Origin in 2025. As we no longer report the use of biogas Guarantees of Origin as a reduction of gross scope 1 CO2e emissions of gas usage, the reported figure for 2025 increased by 3,265 tCO2e in 2025. The figures for 2024 (2,575 tCO2e) and the base year 2021 (6,285 tCO2e) were adjusted accordingly. Fugitive emissions from coolant evaporation in buildings and vehicles totalled 474 tonnes in 2025.

Scope 2

Gross location-based scope 2 CO₂e emissions stem mainly from electricity use and partly from district heating. Electricity consumption decreased to 65 million kWh in 2025 (2024: 66 million kWh). The expansion of charging infrastructure supported the growing electric vehicles fleet, increasing fleet electricity use, while building consumption declined. Total location-based scope 2 emissions decreased to 17,126 tCO₂e in 2025 (2024: 18,857), driven by lower use and more solar power generation. Market-based scope 2 emissions dropped to 94 tonnes in 2025 (2024: 80), due to district heating only, with one site vacated. All purchased electricity was backed by Guarantees of Origin, ensuring 100% renewable sourcing.

Scope 3

Gross scope 3 CO2e emissions decreased by 19,082 tonnes in 2025. Main categories were outsourced road and air transport, purchased goods & services, capital goods, and employee commuting. Compared to 2024, emissions from purchased goods & services and capital goods decreased by 4,606 tonnes. Commuting emissions decreased by 583 tonnes. International truck transport used the market-based HVO100 out-of-tank solution, reducing emissions by nearly 15,000 tonnes. Business air travel decreased from 460 to 389 tonnes, linked to Cross Border Solutions’ (CBS) international.

Outsourced transport

Emissions from outsourced transport decreased by 13,835 tonnes CO₂e to 155,432 in 2025 (2024: 168,350). This reduction came from fewer kilometres driven due to volume and network optimisation, especially in truck and time-critical networks, as well as data quality improvements and partner initiatives in renewable fuels and electrification.

Greenhouse gas emission intensity

Our GHG emissions intensity (market-based per million Euro net revenue) was 80.43 in 2025 (2024: 89.28). As a result of the scope 1 increase due to no longer reporting the use of biogas Guarantees of Origin as a reduction of gross scope 1 CO2e emissions of gas usage, the location-based (2024 prior to restatement: 94.26) and market-based (2024 prior to restatement: 88.48) intensity ratios were adjusted accordingly. Overall GHG emissions decreased in 2025 compared to 2024, while revenue increased, resulting in an improved GHG intensity.

Biogenic emissions

Biogenic emissions are generated through the combustion or decomposition of biomass-based materials, primarily arising from the use of renewable fuels. These emissions are calculated by multiplying the volume of each fuel type used by the tank-to-wheel CO₂-equivalent (CO₂e) emission factors, which are derived from their fossil fuel equivalents: diesel, CNG, and LNG.

Our scope 1 biogenic emissions arise from the use of HVO100 renewable diesel, bio-LNG, and bio-CNG together with the renewable fuel content in fossil diesel, gasoline, and heating oil. As of 2025, biogenic emissions no longer include the impact of 3,289 tonnes CO2e using Guarantees of Origin for gas consumption in our buildings, as a result the 2024 figures has been restated accordingly by lowering 2,575 tonnes biogas CO2e. Our scope 3 biogenic emissions result from using the market-based instrument for HVO100 outside the tank, applied by CBS. Through this mechanism, PostNL purchased HVO100 in 2025, which was then integrated into the existing fuel market and used by third parties—while only PostNL can claim the associated CO₂e reductions. Compared with 2024, the renewable fuel content of fossil diesel, gasoline and heating fuels has been taken into account as of this year.

PostNL Biogenic emissions in tonnes CO2e

The development of biogenic emissions in scope 1 reflects a shift in our fuel mix. While the use of HVO100 in our large transport has increased, its application in smaller vehicles has declined, as we have made significant progress in electrifying our last-mile delivery fleet. These changes align with our strategy to prioritise electrification as a structural and more sustainable pathway for emission reduction. At the same time, biogenic emissions in scope 3 have risen due to the continued deployment of our HVO100 out-of-tank solution. Note that compared to 2024 mainly scope 3 biogenic emissions have increased significantly as the renewable fuel content in fossil diesel has been taken into account as of 2025.

Internal carbon pricing

At PostNL, we have implemented an internal carbon pricing (ICP) scheme to support our emission-reduction strategy and guide decision-making around carbon impacts. Since 2019, we have used this measure to increase awareness within the organisation about the value of carbon and to encourage investments that have a positive climate impact.

Type of internal carbon pricing scheme

We use shadow pricing in our investment decision-making processes, applying a carbon price when evaluating the environmental and financial viability of capital expenditure (capex). The purpose of this scheme is to ensure carbon considerations are incorporated into our business cases and to promote low-carbon initiatives.

Scope of application

The pricing scheme is applied across various activities within PostNL, focusing on logistics operations and energy consumption. It covers our direct operations (scope 1 emissions), as well as electricity-related emissions (scope 2). Although our scope 2 emissions are now neutralised through the use of renewable energy, the scheme still plays a role in guiding our wider sustainability strategy.

Carbon prices and assumptions

PostNL initially set the carbon price at €50 per metric tonne of CO2e in 2019, raising it to €100 per metric tonne in 2022, and as of then no changes have been made. For this price setting, the World Bank carbon pricing dashboard was used as a reference, with €100 positioned at the upper end of the range. This price helps to drive decisions around investments in energy efficiency, fleet electrification, and other emission-reducing initiatives.

The internal carbon price applied by PostNL is an estimate and will be periodically reviewed against market developments. Currently, our reporting is limited to the cases submitted during the reporting year. For each case, only the GHG emissions reduction within the reporting year is taken into account.

Internal carbon pricing 2025

PostNL’s internal carbon pricing scheme encompasses scope 1 and scope 2 location-based emissions, including direct emissions from our fleet and facilities, and excludes scope 3 emissions from outsourced activities. In 2025, direct scope 1 and 2 emissions totalled 20,104 tonnes CO2e. Through targeted investments, a combined capex-related reduction of 150 tonnes CO2e was achieved, representing 0.8% of overall scope 1 and 2 CO2e emissions. This is a slight increase compared to 2024 (125 tonnes CO2e). Integrating climate-related considerations into decision-making is fundamental to delivering on our emission-reduction strategy. While we will continue using internal carbon pricing, we believe that integrating our science-based climate targets into the strategic planning process is even more valuable. Meeting these targets is a condition for developing our medium- and long-term plans.

2.2.2.2 Energy consumption

Energy consumption of our buildings

The energy consumption of our buildings relates to logistics centres and office buildings. Energy consumption associated with our own operations includes both owned and leased buildings. Outsourced activities are outside the scope of this disclosure requirement. Where available, metered actual data is used. When PostNL operates as a tenant under agreements in which energy costs are included in the rent, specific energy consumption data is not available. In such instances, energy costs are fixed and not separately identifiable within the overall rental price. Electricity and gas consumption are therefore estimated using a scaling methodology based on the square metres (m²) per building, which amounted to 856,379 m2 in 2025.

The same method applies for buildings in other countries where specific energy data for gas and electricity usage was unavailable. The non-renewable energy sources used are gas usage, heating fuel and district heating. Actual consumption figures are derived from supplier-provided reports. As of 2025, gas usage is classified as originating from non-renewable sources, irrespective of the use of biogas Guarantees of Origin. In 2024, gas consumption was reported as renewable energy under the category ‘fuel consumption from renewable sources, including biomass’. Gas consumption is reclassified as non-renewable (fossil) energy use and reported under ‘fuel consumption from natural gas’ both in 2024 and 2025. The total reported energy consumption remains unchanged. As a consequence, the share of renewable energy is adjusted to 66% for both years.

Energy consumption from fleet

We report on the energy consumption of our own fleet, which includes small trucks and vans, large trucks, and scooters. Fuel usage data, provided by our suppliers, reflects the actual litres of fuel consumed. Electricity used by our electric fleet is classified as renewable, supported by Guarantees of Origin. For vehicles operating on HVO100 renewable diesel, the energy is reported as biofuel energy, while those using bio-CNG or bio-LNG are categorised under biogas energy.

PostNL Energy consumption as indicated

Vehicles using fossil diesel, LPG, or petrol are reported as energy derived from petroleum products and vehicles running on fossil CNG or LNG are reported as energy derived from natural gas. The standard publicly available Dutch conversion factors, ‘Nederlandse lijst van energiedragers’, are applied to convert primary activity data from buildings and vehicles into energy consumption figures in megawatt hours (MWh).

In 2025, we report a decrease in energy consumption compared to 2024. Our energy consumption from crude oil and petroleum products decreased in 2025, mainly due to further electrification of our fleet and the continued use of renewable fuels. Electricity consumption increased as a result of this transition, but we are innovating with battery storage to reduce the impact of grid congestion and optimise usage. At our sites, renewable energy production from solar panels amounted to 9,477 MWh, of which 6,148 MWh was self-consumed, supported by Guarantees of Origin. The use of fossil fuels such as district heating and heating oil remained limited to seven sites.

Energy consumption intensity

The total energy consumption, measured in MWh for buildings and fleet combined, is calculated relative to the total net revenue of all PostNL entities within the defined scope. The net revenue in the calculation is aligned with the revenue from contracts with customers presented in the Consolidated statement of profit or loss on page Consolidated statement of profit and loss, within our financial statements.

PostNL Energy consumption intensity as indicated

Overall energy use decreased in 2025 compared to 2024, while revenue increased, resulting in an improved energy intensity.