Environment (ESRS E1)

The main environmental impact of our business activities arises from the emission of logistics-related greenhouse gases (GHG), which are directly related to our transport business and contribute to climate change. This entity-specific consideration accounts for Scope 1 and 2 GHG emissions as well as Scope 3 emissions in GHG Protocol categories 3 Fuel and Energy-Related Activities, 4 Upstream Transportation and Distribution and 6 Business Travel. We intend to reduce our GHG emissions and our dependency on fossil fuels and thereby mitigate the impact of our business activities on the global climate.

Material climate-related impacts, risks and opportunities (ESRS 2 SBM⁠–⁠3)

The EU classifies the transport sector as energy-intensive (a “high climate impact” sector). Logistics-related greenhouse gases are a material impact of our business activities on the climate. We identified the impacts and risks specified below as being associated with our business and our value chain. Accordingly, the Group is subject to transition risk above all, especially with respect to its GHG emissions. We have described the risk analysis in the section material analysis process; the actions taken are described in the respective context.

We counteract these risks and mitigate the impacts through our existing decarbonization actions and targets.

Transition plan for climate change mitigation (ESRS E1⁠–⁠1)

Considering the impact of our business activities on the climate and the risks arising from climate change, we already set ambitious targets in 2021 through our sustainability roadmap, defined specific actions and resources for reducing GHG emissions and also assigned responsibilities. Since 2024, the decarbonization of our operational business has been anchored in our Strategy 2030 through the fourth strategic bottom line, “Green Logistics of Choice”.

Targets and actions are integrated into our overall business strategy and financial planning; they are implemented by the responsible persons in the different board departments and through the steering of measures.

We aim to substantially reduce our GHG emissions by 2030 by increasing efficiency and moving away from fossil fuels. In addition, we have set ourselves a net zero target by 2050. We describe our target-setting, and the methodology used under climate change mitigation targets. In principle, it is possible to replace all fuels with alternatives, which means that we have no locked-in emissions in the long term that could jeopardize our targets, actions and resources related to climate targets.

We have set out our global decarbonization measures independently of the requirements of the EU Taxonomy, as they cannot be applied consistently in practice outside the EU and are not defined for all of our economic activities.

Neither the Group nor any of its subsidiaries are excluded from the EU Paris-aligned benchmarks pursuant to the requirements of Commission Implementing Regulation (EU) 2022/2453.

Policies for climate change mitigation and adaptation (ESRS E1⁠–⁠2)

Our approach to climate change mitigation and environmental protection is outlined in our Code of Conduct and our Supplier Code of Conduct and is detailed in our Environmental and Energy Policy. Additional internal policies and guidelines are available to our employees to assist them in the use of sustainable fuels and in the purchasing process. The Group’s policies are subject to approval by the Board of Management, and findings from dialogue with stakeholder groups are also taken into account.

Our Environmental and Energy Policy lays out our decarbonization targets and actions as well as the use of energy from renewable sources. The Policy sets forth our commitment to reducing GHG-emissions and describes the Group’s long-term target of reducing our logistics services’ GHG emissions to net zero by 2050 as well as our actions for energy saving and decarbonization to counteract the identified impacts and risks. The Environmental and Energy Policy is based on the Code of Conduct and applies to all corporate divisions and subsidiaries. It also correlates directly with other internal specifications and guidelines. The Policy is made available to our employees via internal channels and to external stakeholders via the Group’s website. The Board of Management is responsible for implementing the Policy. It was reviewed and slightly modified in fiscal year 2025.

When determining our GHG emissions, we draw on recognized standards such as the Greenhouse Gas Protocol (GHG Protocol), ISO 14083 and the Global Logistics Emission Council (GLEC Framework). We include GHG emissions in our value chain in addition to our own business activities. It is therefore vital that we cooperate with the actors included in our value chain as well as with our stakeholders in addition to maintaining partnerships with national and international organizations, memberships and partnerships.

RELEVANT BODIES, STANDARDS AND GROUP POLICIES FOR ENVIRONMENTAL ASPECTS 1 CEO: Chief Executive Officer, CEO EXP: Member of the Board of Management Express; CFO: Member of the Board of Management Finance.

Targets related to climate change mitigation and adaptation (ESRS E1⁠–⁠4)

We have set ourselves the medium-term, absolute target of reducing logistics-related GHG emissions from 40 million metric tons CO₂e in the base year 2021 to below 29 million metric tons of CO₂e in 2030. Therefore, we have set the following relative sub-targets: We plan to reduce direct GHG emissions (Scopes 1 and 2) by 42% (2021 share: 18.7%) and indirect GHG emissions (Scope 3) by 25% (2021 share: 81.3%). We include GHG emissions from the following GHG Protocol Scope 3 categories 3 Fuel and Energy-Related Activities, 4 Upstream Transportation and Distribution and 6 Business Travel.

These targets were developed based on the requirements of the Science Based Targets initiative (SBTi) and support global efforts to limit global warming in accordance with the Paris Agreement of the United Nations. It was not possible to include sector-specific decarbonization pathways when setting the target. In modeling the targets, we considered the Science Based Targets initiative (SBTi) methodology and the Net Zero Emissions by 2050 scenario published by the International Energy Agency (IEA). This means, for example, that the determination of the baseline value for the base year and the inclusion of future developments follow the requirements and the methodology of the SBTi. The SBTi’s science-based methodology accounts for the requirements of stakeholder groups at research institutes or non-governmental organizations (NGOs) as well as in the corporate sector and capital markets. The targets were set by the Board of Management. The targets and actions are anchored in the Group’s Environmental and Energy Policy. The interest rate for our sustainability-linked bond is linked to these two relative sub-targets.

By 2050, we intend to reduce the GHG emissions produced by our logistics services to net zero compared with the base year 2021 (Scope 1: 16.1%; Scope 2: 0.5% (market-based method); and Scope 3: 83.4%). This means that we will use active reduction measures to reduce these emissions by at least 90%. This target also includes GHG emissions from the Scope 3 categories 1 Purchased Goods and Services and 2 Capital Goods. We plan to compensate for residual, unavoidable GHG emissions with countermeasures recognized at that point in time. The climate scenario modeling and SBTi methodology were also applied to this target.

The SBTi verified our two sub-targets as well as the use of the 2021 base year and assessed them as aligned with limiting global warming to 1.5 degrees Celsius (Scopes 1 and 2) and to well below 2 degrees Celsius (Scope 3). The SBTi also confirmed the 2050 target as aligned with limiting global warming to 1.5 degrees Celsius.

PROGRESS MADE TOWARDS THE 2030 MEDIUM-TERM TARGETS BY SCOPE^{1, 2}

Million metric tons of CO₂e

1 Comprises logistics-related GHG emissions (Scopes 1 and 2 plus Scope 3 categories Fuel and Energy-Related Activities, Upstream Transportation and Distribution and Business Travel). The 2050 target additionally includes the Scope 3 categories Purchased Goods and Services and Capital Goods. 2 Targets are unchanged from the prior year. 3 Includes the impact of the Hillebrand Group acquisition in fiscal year 2022.

With respect to both Scope 1 and Scope 3 emissions, the use of sustainable fuels represents the biggest lever for decarbonization in our climate change mitigation actions along with electrification of our ground-based transport services, particularly our pickup and delivery fleet. At our sites, we rely on the use of energy from renewable sources and on sustainable technologies such as photovoltaic systems or heat pumps (Scopes 1 and 2). The savings thereby achieved enable us to mitigate climate change directly in the transport sector and in our supply chain in a targeted manner. The substitution of fossil fuels occurs either through direct use, through evidence for the delivery of certified sustainable fuels at the point of consumption or through market-based mechanisms, by providing evidence of the delivery at another location. We calculate the emissions savings based on the specifications of the fuel used or the label on the certificate. For the specifications, we also use sustainable aviation fuel (SAF) registries such as those developed by the Roundtable on Sustainable Biomaterials Association. For biogas, we use, amongst others, Nabisy, the German registration and certification system. Effects from market-based measures are reported separately in context.

We review our targets annually and determine whether changes within the Group necessitate a redefinition. In doing so, we also take into account current scientific findings and market developments.

The baseline value and the progress made towards achieving our targets are presented in the development of GHG emissions table.

No separate targets were set for the ESRS sustainability matter related to “Energy” as energy consumption is closely linked with decarbonization and is therefore included in the greenhouse gas reduction targets.

Actions and resources for climate targets (ESRS E1⁠–⁠3)

We have a comprehensive action plan aimed at reaching our decarbonization targets by expanding the share of sustainable technologies and fuels in our fleets and buildings and by offering our customers a greenhouse-gas-reducing product range that is expected to make a key contribution to funding the necessary actions. GoGreen Plus enables our customers to make a conscious decision to use GHG-emission-reduced transportation solutions. We additionally offer our key accounts the option to use the DHL Group GoGreen Dashboard, a digital reporting platform that enables transparency about customer-specific GHG emissions across all modes of transport, thus supporting dialogue on joint GHG emission reduction efforts.

Key climate protection actions are developed within the board department of the CEO, and the corresponding Group policies are drafted and adapted throughout the Group, and amended as required. The Finance function collects environmental data, monitors progress toward targets, assesses opportunities and risks and carries out internal and external reporting. Here, the internal control system ensures compliance with guidelines and the accuracy of the data.

Our actions primarily focus on the modes of transport with the highest emissions and consumption, i.e. air and road transport. So far, we have made the most progress in increasing the electrification of our fleet of pickup and delivery vehicles. We also invest in technologies enabling us to design our new, owned buildings to be CO₂ neutral. Our ambition is to increase the share of sustainable fuels in air and ocean freight and in road transport to 30% by 2030, to increase the share of electrified pickup and delivery vehicles to 66% and to design all new, owned buildings to be CO₂ neutral by using sustainable technologies such as photovoltaic systems to generate electricity. We assess the impact of these measures using the key performance indicator “Realized Decarbonization Effects,” which is based on conscious management decisions.

In addition, we are involved in a wide range of initiatives to develop sustainable fuels and technologies, and we work together with our transport partners to reduce fuel consumption and lower GHG emissions. This also enables us to procure the consumption and emissions data necessary for transport partner management. The Clean Cargo Initiative of the global shipping industry or our internal Green Carrier Certification for road freight are examples of this.

Reduced GHG-emissions

Logistics-related GHG emissions fell by 4.3% compared to the previous year to a total of 32.31 million metric tons of CO₂e, Development of GHG emissions. The expansion of our decarbonization measures contributed 0.5 million metric tons of CO₂e to this reduction. Overall, emission savings of 2.1 million metric tons of CO₂e were achieved compared to the use of conventional energy and technology.

Through the increased use of sustainable fuels and energies, we were able to achieve the following contributions:

• In air transport, the share of sustainable aviation fuels (SAF) in our own fleet (Scope 1, including mandatory blends) rose to 10.0%, while in Scope 3 the share rose to 1.6% (2024: 3.5% in Scope 1 and 1.4% in Scope 3), and the share of total consumption rose to 4.4% (2024: 2.1%).
• The proportion of electric vehicles in our own pick-up and delivery fleet (Scope 1) rose from 41.4% to 46.2%; the number of electric vehicles was 45,356 (2024: 39,129).
• The share of electricity from renewable sources rose slightly compared to the previous year by 1.8% to 96.9% (2024: 95.2%). At the same time, solar capacity at our sites was expanded to over 38.5 MWp (Megawatt Peak).
• In land transport (long-distance), we made increased use of hydrogenated vegetable oil (HVO) as a sustainable fuel, while continuing to use biogas. The share of sustainable fuels (including mandatory blends) rose to 20.5% in Scope 1, to 6.9% in Scope 3 and to 8.9% overall. In ocean freight, our transportation partners already used 1.5% sustainable fuels (Sustainable Maritime Fuels, SMF).

For fiscal year 2026, we expect Realized Decarbonization Effects amounting to 2.5 million metric tons CO₂e. The implementation of our package of measures depends largely on the availability of energy from renewable sources and sustainable aviation fuel. The decarbonization measures described also address the issue of energy consumption, as this is intrinsically linked to climate protection, for example through operational efficiency improvements, reduced energy consumption and an improved energy mix.

Expenditure for decarbonization

For fiscal year 2025, the additional expenditure for our decarbonization measures compared to conventional fuels and technologies totaled €444 million, representing an increase of 19.7% compared to the previous year. For fiscal year 2026, respective expenditure of €594 million is planned.

Generally, our decarbonization measures are not limited to the economic activities and requirements of the EU Taxonomy. Due to conflicting definitions of capital expenditure (capex) and operating expenditure (opex) as well as the manner in which sustainability is assessed, our expenditure for these actions is not reconcilable, EU Taxonomy.

• Capex: With respect to our decarbonization actions, we only record the additional expenditure compared with fossil alternatives, whereas the EU Taxonomy counts total additions of assets assessed as environmentally sustainable (taxonomy-aligned).
• Opex: Our expenses for sustainable fuels make up a significant portion of our decarbonization expenditure. However, the EU Taxonomy does not take fuel into account but essentially relies on capturing expenses for servicing and maintaining the underlying taxonomy-aligned assets.

The informative value of our reporting pursuant to the EU Taxonomy is restricted due to a lack of international applicability of the criteria, as these are often only verifiable and auditable within the European Economic Area, e.g. tire or building standards.

Decarbonization progress (ESRS E1⁠–⁠6)

The steering of our actions focuses on the development of logistics-related GHG emissions as well as the GHG emissions avoided through decarbonization measures. Our calculations include the entire process chain for generating and supplying energy for transport in the GHG Protocol Scope 3 categories 3 Fuel and Energy-Related Activities, 4 Upstream Transportation and Distribution and 6 Business Travel. The other Scope 3 categories not directly related to logistics are not taken into account in our medium-term target.

To calculate GHG emissions, we apply the emission factors from the GLEC Framework 3.1 (kerosene, diesel and fuels from natural gas) and from the IEA emission factor sets 2024(electricity and district heating). We rely almost exclusively on primary data captured via our financial reporting system to calculate both Scope 1 and Scope 2 GHG emissions as well as Scope 3 emissions in the category Fuel and Energy-Related Activities. With respect to GHG emissions in Scope 1 and the Scope 3 category Fuel and Energy-Related Activities, we rely primarily on directly reported fuel consumption. For Scope 2 GHG emissions, we refer to meter readings and invoices. The majority of logistics-related Scope 3 GHG emissions in the GHG Protocol categories Upstream Transportation and Distribution and Business Travel are calculated on the basis of operational activity data and using established parameters such as the Clean Cargo Initiative, the “Handbook of Emission Factors for Road Transport” or parameters promulgated by the International Air Transport Association (IATA). We also include primary data from our suppliers, in particular reported fuel consumption in air freight and for road transport as reported through the US SmartWay program. Finally, an expenditure-based extrapolation model is used for a small portion of the calculations. All methodologies are in compliance with the aforementioned international standards. In principle, every emissions calculation carries an inherent level of uncertainty that varies depending on the scope and calculation method. When using consumption-based methods (Scopes 1 and 2), such uncertainty arises from the use of emission factors and measurement inaccuracies. In the case of activity-based calculations (industry practice in Scope 3), using average assumptions adds estimation errors that increase as the number of estimated parameters increases. DHL Group can minimize this residual uncertainty by using a high proportion of primary data and consistently taking action to improve data quality.

To calculate the market-based effects, i.e. certificates for the substitution of fossil fuels used at a third-party location, we apply the specifications of the “Voluntary Market Based Measures Framework for Logistics Emissions Accounting and Reporting” published by the Smart Freight Centre. Emissions reductions from offsetting are not factored into our GHG emissions calculation.

Non-logistics-related GHG emissions in Scope 3 are based on estimates. For this, we use cost-based extrapolation models and emissions factors from the British DEFRA in the categories Purchased Goods and Services and Capital Goods. To calculate GHG emissions in the category Employee Commuting, we factor in the number of employees and company vehicles, commuter statistics from the German census, and DEFRA emissions factors.

Development of GHG emissions

In fiscal year 2025, logistics-related GHG emissions fell by 1.46 million metric tons of CO₂e compared to the previous year to a total of 32.31 million metric tons of CO₂e (2024: 33.77 million metric tons of CO₂e). This effect reflects the decline in air transport shipment volumes and the impact of our decarbonization measures. In particular, the increased use of sustainable fuels in air and road transport, as well as the continued expansion of the electrification of the road fleet, contributed to this development.

However, the impact of our decarbonization measures on the development of GHG emissions was dampened by countervailing effects: the initial application of the GLEC Framework 3.1 emission factors, which led to higher reported emissions particularly in ocean and road transport, as well as the continued avoidance of ocean freight routes through the Red Sea and the avoidance of Russian airspace.

We were able to reduce GHG emissions in Scopes 1 and 2 (market-based method) by 15.8% to 6.52 million metric tons of CO₂e (2024: 7.74 million metric tons of CO₂e), while logistics-related Scope 3 emissions fell by 0.9% to 25.79 million metric tons of CO₂e (2024: 26.03 million metric tons of CO₂e). This development includes reduction effects from market-based measures in Scope 1 amounting to 0.14 million metric tons of CO₂e (2024: 0.01 million metric tons of CO₂e) and in Scope 3 amounting to 0.01 million metric tons of CO₂e (2024: 0.06 million metric tons of CO₂e), reduced GHG emission. GHG emissions in the non-logistics-related Scope 3 categories have increased by 6.7% compared to the previous year. This increase is primarily due to economic and methodological influences of the cost-based DEFRA factors used to calculate non-logistics-related emissions.

In terms of energy procurement (Scope 2), 88.7% (2024: 88.0%) was procured using contractual instruments for the attribute of power generation (Energy Attribute Certificates – EACs), with 41.8% (2024: 45.0%) being acquired directly from the energy supplier (bundled) and 46.9% (2024: 43.1%) through the purchase of additional EACs (unbundled). The types of contractual instruments used are as follows: In Europe, mostly regulated guarantees of origin (GOs), in North America, renewable energy certificates (RECs) and in Asia and other parts of the world, international renewable energy certificates (I-RECs).

GHG intensity is calculated on the basis of total GHG emissions, which amounted to 467 grams of CO₂e per euro of revenue in fiscal year 2025 (2024: 472 grams of CO₂e per euro of revenue) using the market-based method and 477 grams of CO₂e per euro of revenue (2024: 481 grams of CO₂e per euro of revenue) using the location-based method, combined management report, report on economic position.

The development of GHG emissions in fiscal year 2026 will also depend on global economic conditions. For fiscal year 2026, we aim to limit logistics-related GHG emissions to 32.1 million metric tons of CO₂e. This figure includes projected decarbonization effects amounting to 2.5 million metric tons of CO₂e, combined management report, forecast.

The combustion of biomass (biological material consisting of carbon and hydrogen) produces carbon dioxide (CO₂) emissions. In accordance with the GHG Protocol, we report these separately, as they are not included in Scopes 1, 2, and 3. A total of 1,331 metric kilotons of biogenic CO₂ emissions were generated in fiscal year 2025 (2024: 717 metric kilotons CO₂), of which 782 metric kilotons of CO₂ related to Scope 1 emissions (2024: 349 metric kilotons CO₂) and 549 metric kilotons of CO₂ to Scope 3 emissions (2024: 367 metric kilotons CO₂).

Progress report on the sustainability-linked bond

In June 2023, we issued our first sustainability-linked bond with an issue volume of €500 million and a term through 2033. The interest rate of the bond is linked to our medium-term target of significantly reducing logistics-related GHG emissions in Scopes 1 and 2 by 42% and in Scope 3 by 25% (GHG Protocol categories 3 Fuel and Energy-Related Activities, 4 Upstream Transportation and Distribution and 6 Business Travel) by 2030. In May 2025, the “Sustainability-linked Finance Framework” was updated in line with Strategy 2030. In addition, the Second Party Opinion was renewed as scheduled.

Logistics-related GHG emissions are declining overall compared with the base year 2021 and amounted to a total of 32.31 million metric tons of CO₂e in fiscal year 2025; of which 6.52 million metric tons of CO₂e were in Scope 1 and 2 and 25.79 million metric tons of CO₂e were in Scope 3. External factors are dampening progress, such as the initial application of new GLEC 3.1 emission factors (especially in ocean and road transport) in fiscal year 2025 and the avoidance of ocean freight passage through the Red Sea and Russian airspace since 2024, development of GHG emissions.

• Scopes 1 and 2: The 13.3% decrease compared to the base year was achieved primarily through our decarbonization measures and network restructuring in the Express division.
• Scope 3: The 21.1% decrease compared to the base year is primarily due to lower Scope 3 volumes. In addition, structural effects in road transport as well as our decarbonization measures and efficiency improvements contributed to the reduction.

PROGRESS MADE TOWARDS THE MEDIUM-TERM 2030 TARGETS BY SCOPE

Million metric tons of CO₂e

1 The calculation takes the use of sustainable fuels into consideration on the basis of amounts purchased and reduction effects from market-based measures. 2 Market-based method. 3 Takes account of the Scope 3 categories Fuel and Energy-Related Activities, Upstream Transportation and Distribution and Business Travel. The calculation is made using an activity-based calculation model and includes reduction effects from market-based measures. 4 Referring to the base year 2021.

Energy consumption, energy mix and energy efficiency (ESRS E1⁠–⁠5)

We are able to positively influence our energy consumption through continuous modernization of our fleet and our sites. Air freight is the most energy-intensive mode of transport in our business model. There is no one-size-fits-all solution for reducing consumption for each mode of transport. On the road, we take advantage of modal shifts and optimize our route planning. In air transport, we continue to train our pilots to use energy-saving flight maneuvers, e.g. maintaining a continuous descent on approach to landing or single-engine taxiing instead of two after landing.

Group energy consumption (Scopes 1 and 2) decreased to 29,458 GWh (2024: 32,473 GWh) in fiscal year 2025, and the use of energy from renewable sources increased by 46.7% compared with the previous year.

The transport sector is among the most energy-intensive sectors, so we have to report the so called energy intensity, which is calculated on the basis of total Group revenue, combined management report, report on economic position. Energy intensity was 0.36 kWh per euro of revenue in fiscal year 2025 (2024: 0.39 kWh per euro of revenue).

In fiscal year 2025, the share of electricity from renewable sources was 96.9% (2024: 95.2%). Usage is in most cases documented by certificates. The resulting savings in GHG emissions are reflected in our Scope 2 emissions (market-based method). We also use self-generated electricity and procure electricity from renewable sources directly via power purchase agreements.

The company’s own production of electricity from renewable sources rose to 58 GWh in fiscal year 2025 (2024: 54 GWh).

Carbon credits and GHG mitigation projects (ESRS E1⁠–⁠7)

As part of our product range, we continue to offer our customers offsetting products to help compensate for GHG emissions. In fiscal year 2025, carbon credits in the amount of 0.8 million metric tons of CO₂e were retired with respect to GHG emissions in fiscal year 2024. All of the credits originated from “Gold Standard for the Global Goals” reduction projects. The Gold Standard is a recognized certification standard.

The emissions reductions achieved through offsetting are excluded from the calculation of our own GHG footprint and the Realized Decarbonization Effects.

We describe the scope, methodology, framework and handling of residual emissions (remaining emissions after the implementation of all technologically and economically viable measures) with respect to our 2050 target under targets related to climate change mitigation.

Internal carbon pricing (ESRS E1⁠–⁠8)

We do not use an internal carbon pricing system at this time.

Anticipated financial effects from material physical risks, transition risks and opportunities (ESRS E1⁠–⁠9)

We have opted to apply the ESRS phase-in provisions and not disclose financial effects because the valuation methods for calculating financial effects are not yet fully developed.

EU Taxonomy

We report our contribution to the six environmental objectives of the European Union (EU) in accordance with statutory requirements and the ESRS. This means that we disclose the taxonomy-eligible and taxonomy-aligned (aligned) proportions of our revenue, capital expenditure (capex) and operating expenditure (Opex).

Taxonomy-eligible economic activities (activities) are considered environmentally sustainable and therefore taxonomy-aligned if they make a substantial contribution (SC) to one of the six EU environmental objectives without significantly harming any of the other environmental objectives (DNSH: Do-no-significant-harm). The Group also complies with the requirements for minimum safeguards in relation to human rights, including workers’ rights, bribery/corruption, fair competition and taxation, in all of its activities.

Our aligned activities make a substantial contribution exclusively to EU environmental objective 1. Our taxonomy-eligible activities in the sector “Construction and Real Estate” do not make a substantial contribution to objective 4 of the EU environmental objectives.

The Group policy for implementing the requirements of the EU Taxonomy includes guidelines for identifying the taxonomy-eligible and taxonomy-aligned portions of revenue, capex and opex. The respective data is collected each month in the Group’s financial and management accounting systems. Operating expenses (opex) as defined by the EU Taxonomy amount to €3,214 million, which is only around 3.9% of our revenue or 4.0% of our operating expenses. Fuel expenses are not part of the EU Taxonomy, and the purchase of sustainable fuels is not classified as taxonomy-aligned. For these reasons, from fiscal year 2025 onwards we are making use of the option to refrain from separately reporting the taxonomy-eligible and taxonomy-aligned portions of operating expenses (Opex) due to a lack of materiality. We are also applying the shortened reporting templates for nonfinancial companies in accordance with Commission Delegated Regulation (EU) 2026/73 of July 4, 2025.

Development of taxonomy KPIs

The taxonomy-eligible shares of revenue and capex remained stable compared to the previous year. The taxonomy-aligned revenue increased by 0.9 percentage points compared with the previous year. This development is primarily attributable to a higher level of alignment of our transport infrastructure. The decline in aligned shares in activities 6.5 and 7.7 is reflected in a 1.9 percentage point decrease in the taxonomy-aligned share of Capex. We have provided specific information on our individual economic activities in the respective templates.

Determining taxonomy eligibility

In fiscal year 2025, the reporting approach for the following taxonomy-eligible activities was reviewed and confirmed. We continue to assign our transport services, including the necessary infrastructure and buildings, to sector 6 “Transport,” while real estate not used for transport services is assigned to sector 7 “Construction and real estate.”

The EU Taxonomy does not yet include all economic activities that are relevant for our business. Revenue from the operation of warehouses (Supply Chain division) is therefore not reported as taxonomy-eligible.

Capex arising from the addition of assets can be assigned directly to individual economic activities, while revenue generally cannot be directly assigned. In these cases, we primarily use a cost-based allocation logic that reflects the business models of the corporate divisions. We avoid double counting by assigning revenue and capex to only one activity and taking intra-Group relationships into account on a consolidated basis.

Determining taxonomy alignment

In fiscal year 2025, all taxonomy-eligible activities were screened for alignment.

Because our products and services generally comprise more than one economic activity, it is in most cases not possible to allocate the associated revenue directly to the assets that have been identified as aligned. In such cases, we use specific allocation keys to report the aligned portions to the corresponding individual EU taxonomy activities. Examples of these allocation keys are the ratio of taxonomy-aligned e-vehicles to the total fleet or the ratio of taxonomy-aligned surface area to the total surface area of mail and parcel centers for revenue.

For activities subcontracted to our suppliers, it is usually not possible for us to screen for alignment due to the lack of required information. Those assets can only be screened for taxonomy alignment by the suppliers themselves, who can confirm taxonomy alignment to us. As only a few of our suppliers are currently subject to the EU taxonomy reporting requirements, our reporting on aligned revenues from outsourced activities is limited. This primarily relates to the activities: 6.10 Sea and coastal freight water transport, vessels for port operations and auxiliary activities, which is provided exclusively by suppliers, as well as 6.5. Transport by motorbikes, passenger cars and light commercial vehicles, 6.6 Freight transport services by road and 6.19 Passenger and freight air transport. At the time of preparation of this Sustainability Statement, only one supplier had confirmed taxonomy alignment for a small proportion of the 6.10 activity for the transport services rendered.

Templates for nonfinancial undertakings