How Flawed Carbon Credits Can Still Protect Our Forests

Logging site in the Amazon rainforest

Logging Site in the Amazon Rainforest

Credit: Tarcisio Schneider/Getty Images

In 1986, the CEO of an energy company felt guilty about his firm’s coal-fired power plant project in Connecticut after learning about climate change. Ultimately, his company invested in tree planting initiatives in Guatemala, aimed at incentivizing farmers to preserve intact forests while offsetting carbon emissions from coal plants.

This initiative holds the potential to create a marketplace for “voluntary” carbon credits, enabling companies to offset their emissions via investments that combat deforestation. Proponents argue land users should be financially rewarded for preserving forests, while critics claim land users often never intended to clear the forest.

But who is right? A growing body of research reveals that both sides have merit. According to a recent study, many early projects successfully reduced deforestation, yet they sold an average of nearly 11 times more carbon credits than the actual forest saved.

Historically, forests have acted as significant carbon sinks, particularly tropical forests, which absorb approximately half of humanity’s fossil fuel emissions. However, rapid deforestation continues due to agricultural expansion, especially for cattle ranching and palm oil in low-income regions.

“Forests are under severe threat, and we need financial mechanisms that can compensate for their protection,” says Dr. Tom Swinfield, leading research at the University of Cambridge. “Carbon financing is among the most viable options for forest conservation.”

Despite alarming deforestation rates, with over 40,000 square kilometers of forest lost in 2025 alone, the funding gap remains vast—requiring an additional $216 billion annually to meet the global goal of halting deforestation by 2030.

Prior to the COP30 climate summit in November, Brazil introduced the Tropical Forest Forever Facility, a fund designed to incentivize countries for each hectare of forest preserved. However, only $6.6 billion of the $125 billion target has been raised.

Carbon credits have not fulfilled their promise in addressing governmental funding shortages. A 2023 investigation by The Guardian, Die Zeit, and Sourcematerial revealed that 90% of rainforest credits issued by major credit bureaus are essentially worthless. Consequently, the market value of these discretionary loans plummeted by 60% in one year, with most values remaining suppressed.

In response, Swinfield and his team evaluated 44 projects compliant with UN guidelines under the Reducing Emissions from Deforestation and Forest Degradation (REDD+) framework. They found that 36 projects achieved at least a slight improvement in deforestation metrics compared to what would have occurred without intervention, while only one project saw a significant rise in deforestation.

However, only about 1/11 of all credits issued were genuinely justified. This average was skewed by eight projects that did not effectively reduce deforestation but issued numerous credits. Excluding these top nine credit sellers, approximately 25% of the credits were legitimate.

Swinfield attributes the over-issuance of credits to two main factors stemming from unintended errors. Credit developers relied on “reference areas” that had experienced greater deforestation to estimate potential future clearing rates. This approach often led to selecting reference areas closer to roads or those with rolling terrain, producing inflated future deforestation predictions.

The study highlights a project in the Peruvian Amazon that sought to provide alternative livelihood options for 18 local communities. The French firm responsible for the project utilized the nearby rainforest as a reference area, which was more vulnerable to deforestation, thus exaggerating the benefits of their project area.

“While many of these projects may have sound intentions, the methodologies used to calculate credit issuance were often flawed,” remarks Swinfield.

If project developers and credit agencies adopt the more precise methodologies highlighted in this research, excess credit issuance could be mitigated. Nonetheless, reduced credit supply leads to increased costs, requiring companies to pay more for carbon credits to maintain net-zero emissions claims, according to Dr. Julia Jones from Bangor University.

“The era where companies can offset carbon emissions cheaply is over. Achieving equitable and effective forest conservation cannot come at a low cost,” she asserts.

Currently, deforestation avoidance credits correspond to one ton of CO2 emissions prevented and are available for just a few dollars, while high-quality credits can range into the tens of dollars. In contrast, credits for technologies actively removing carbon, such as tree planting and direct air capture, start at several hundred dollars.

“We need a marketplace for high-quality carbon credits that genuinely contribute to preventing deforestation,” Jones emphasizes.

Research indicates that while deforestation avoidance credits can mitigate some emissions, they conflict with the Paris Agreement’s net-zero emissions target. As per Danny Cullenward from the University of Pennsylvania, “these credits are often acquired to offset emissions instead of actual reductions.”

For effective forest and climate preservation, companies should prioritize high-quality credits or simply contribute to forest protection, instead of merely “retiring” credits in their emissions budgets. Accurate assessment of deforestation risks is crucial for informed interventions.

“We must safeguard tropical forests and, through improved measurement strategies, pay for and quantify the benefits without relying solely on carbon credits,” he concludes. “This can be accomplished both with and without credit systems.”

Topics:

  • Carbon Emissions/
  • Amazon Rainforest

Source: www.newscientist.com

Republican Proposal to Eliminate EV Tax Credits May Impact GM and Ford Negatively

In recent years, the popularity of electric vehicles has surged, fueled by a $7,500 tax credit from the federal government aimed at making purchases more affordable.

However, the budget bill unveiled by House Republicans on Monday suggests eliminating this tax credit. This proposal also introduces new limitations on other tax incentives that motivate automakers to invest significant sums into establishing new battery facilities in the United States.

Starting next year, the legislation is set to abolish the $7,500 tax credit for new electric vehicle buyers, as well as a $4,000 credit applicable to used car and truck acquisitions.

If signed into law, these changes could lead to a spike in electric vehicle sales in the near term, as consumers rush to take advantage of tax credits before they vanish. Nonetheless, analysts predict that sales may drop or slow drastically once the credits are no longer available.

“This will undoubtedly slow down the adoption rate significantly,” remarked Stephanie Valdez Streaty, director of industry insights at Cox Automotive.

Cox anticipates that electric vehicles will comprise 10% of all new vehicle sales this year. If Congress does not alter the tax credit, that figure is expected to increase by nearly a third by 2030, according to their estimates.

However, if Congress eliminates the credits, Valdez Streaty projects that electric vehicles could make up only 20-24% of new car sales by 2030.

Eliminating these credits would further financially burden automakers who are already dealing with increased costs stemming from a 25% tariff on imported cars and auto parts established during the Trump administration.

The Republican tax proposals could adversely affect numerous automakers striving to launch new models, particularly General Motors and Ford, both of which have made substantial investments in their manufacturing facilities and supply chains with the goal of producing millions of electric vehicles annually.

GM has inaugurated two battery plants located in Ohio and Tennessee, developed through a joint venture with LG Energy Solution. Ford is currently constructing three battery plants, including one in Michigan, in collaboration with two South Korean firms, SK-ON, in Kentucky and Tennessee.

Both Detroit-based automakers are also investing in mining operations to secure domestic lithium supplies, which is crucial for battery production.

Tesla, the leading electric vehicle seller in the U.S., is also facing challenges. Its sales have decreased in recent months due to consumer backlash against CEO Elon Musk, associated with the Trump administration, coupled with the absence of a new affordable model.

However, Tesla enjoys several advantages. While most manufacturers still incur losses on electric vehicles, Tesla has been profitable for over a year, allowing the company to lower prices to stimulate demand if credits are eliminated. Additionally, Tesla relies less on imported components compared to other U.S. manufacturers.

Many large automakers are racing to catch up with Tesla in the electric vehicle landscape, particularly in states with a significant number of Republican lawmakers, by establishing numerous new factories.

Toyota has constructed a battery facility in North Carolina, while Hyundai is set to begin electric vehicle production at its Georgia site, which will also house battery manufacturing. Stellantis, along with its partners, is currently developing two battery plants in Indiana, with the local economies relying on the jobs these plants will create.

Should tax regulations undergo significant changes, automakers may reconsider, scale back, or postpone their plans.

“If the government wishes for the U.S. to effectively compete with China and the rest of the world in the expansive EV sector, as well as encourage GM and Ford to make considerable long-term investments in EV development and domestic production, we must enhance the tax credits instead of causing whiplash,” Valdez Streaty stated.

China dominates global electric vehicle production and is a primary supplier of essential materials for batteries and electric motors, such as processed lithium and rare earth minerals. The elimination of the tax credit would significantly hinder the U.S. automotive industry’s ability to keep pace.

“This could adversely impact our global standing and the competitive capabilities of the U.S. automotive sector,” Valdez Streaty remarked. “It’s likely to slow us down when we are already trailing China.”

Neither Ford nor Stellantis had comments to share, and neither did the policy group, the Automotive Innovation Alliance.

The federal government initially introduced $7,500 in credits during President Barack Obama’s administration, maintaining this incentive throughout President Trump’s first term. These credits were subsequently updated and expanded under the Inflation Reduction Act, enacted by President Joseph R. Biden Jr.

Given the higher costs of electric vehicles compared to traditional combustion engines, such credits have been vital in encouraging consumer purchases.

The credits are applicable to sports utility vehicles and pickups priced under $80,000, as well as sedans priced below $55,000. The vehicle must be assembled in North America, with the battery meeting specifications based on the country of origin for its materials. Additionally, to qualify, individual buyers must earn less than $150,000 per year, while joint filers must earn under $300,000.

Many of these criteria do not apply to leased vehicles. However, tax credits for cars and trucks are typically transferred to leasing companies, which are divisions of automakers. Many leasing firms have passed on their savings to customers, contributing to the notable increase in electric vehicle leases.

According to Valdez Streaty, approximately 595,000 electric vehicles were leased in 2024, a significant rise from roughly 96,000 in 2022, prior to the availability of leasing incentives.

Source: www.nytimes.com

Improved EV Tax Credits are on the Horizon, but Finding Them is Becoming More Difficult

The federal tax credit for electric vehicles is about to change in certain ways that will make them much more attractive to buyers. Starting January 1, rebates of up to $7,500 on eligible new vehicles and up to $4,000 on eligible used EVs will be available. when buying a caras opposed to what you have to claim when filing your taxes.

Even better, Over 7,000 car dealers Companies representing nearly half of the country’s new car dealerships have already registered to ensure they can offer in-store rebates.

However, there is a catch. Not many cars may be eligible to receive the full $7,500 credit in the new year, as new restrictions take effect on the components that make up these zero-emission vehicles.

This is the result of these credits being reconsidered as part of President Biden’s anti-inflation law. This process involved a lot of negotiation, particularly with U.S. Sen. Joe Manchin, over the ultimate purpose of the credits. Should they be the lubricant for the sale of zero-emission vehicles to help fight climate change, or a tool to help build an electric vehicle supply chain to North America?

As is often the case, the answer was somewhere in the vague middle. The credit was effectively split in two. If the automaker follows certain guidelines regarding the sourcing of battery materials, the vehicle will receive his $3,500 credit, and if it follows similar rules for battery parts, he will receive an additional $3,500 credit. given. (Beyond that, vehicles must be manufactured in North America to qualify.) Starting in 2024, these sourcing requirements will become even more stringent.

As a result, General Motors stated: Only this week That Chevrolet Volt will be fully tax deductible starting January 1st. Does not apply to the more expensive Cadillac Lyriq and brand new Chevrolet Blazer. GM, the country’s largest automaker, said it must accelerate plans to replace two minor parts in the Blazer and Lyriq to bring them into compliance with new regulations.

Meanwhile, Ford said only its F-150 Lightning is eligible for the full $7,500 credit. The Lincoln Corsair Grand Touring SUV is eligible for half the credit, but the Mustang Mach-E, Lincoln Aviator Grand Touring Plug-in Hybrid, and E-Transit van are not.

Even Tesla, a company particularly good at identifying and qualifying for clean energy credits and subsidies, initially said its long-range and rear-wheel drive Model 3 variants would lose half of their credits. A few days later In fact, they full credit. Tesla also signaled Model Y may be similarly ineligible.

As the new year approaches, more automakers are likely to share which electric vehicles are or are likely to be ineligible for the credit, and ultimately the Treasury Department will create a list on its website.

All of this uncertainty speaks to the level of complexity involved in manufacturing electric vehicles in a world where the majority of the supply chain remains in and around China. But it also highlights the guidelines’ somewhat troubling motivations.

Source: techcrunch.com