Electric vehicle (EV) sales around the world have grown fast in recent years. In 2024, global electric car sales topped 17 million, representing over 20% of all new cars sold worldwide. That’s more than triple the number sold just 4 years earlier, according to the latest report by the International Energy Agency.
The momentum continues into 2025, with EV sales expected to exceed 20 million, or more than one-quarter of all new vehicle sales globally. The year kicked off strong: in the first quarter alone, more than 4 million EVs were sold, marking a 35% increase compared to Q1 2024.

This explosive growth shows how quickly the global auto market is shifting toward electric mobility—driven by falling battery prices, better infrastructure, and strong policy support in key markets.
Countries like China, the United States, and several in Europe are leading the charge in this shift. Their efforts are helping to reduce emissions, cut oil use, and push new technologies into the spotlight.
Let’s take a deeper dive into the IEA’s Global EV Outlook 2025 Report to see who’s leading the electric car revolution and other key industry trends.
China’s EV Empire Expands
China has once again proven itself the global leader in electric car adoption. In 2024, electric vehicles made up almost 50% of all car sales in the country. China also accounted for nearly two-thirds (65%) of all electric cars sold worldwide that year.

What’s driving this boom? One reason is cost. Over half of all electric cars sold in China now cost less than similar gasoline-powered models.
Government support has also played a big role. For example, in April 2024, China launched a trade-in program that encourages people to buy new electric or gasoline cars by giving them money to exchange old ones. While this scheme supports both types of vehicles, it has helped electric cars become even more attractive to buyers.
As seen below, the Chinese government has spent USD30 billion on EV production.

In addition, the Chinese government has extended EV tax exemptions through 2027 and trade-in grants through 2025. These policies give people more reasons to go electric. With all these efforts, under current policies, China is expected to hit an 80% EV sales share by 2030.
Europe Charges Ahead Despite Road Bumps
Europe continues to be a strong performer in the electric car space. Many European countries are seeing electric cars take up a larger share of new vehicle sales. In places like Norway, the share is already above 80%, while in others like Germany, France, and the Netherlands, the share is steadily rising.
The European Union supports this growth by setting strict emissions limits, offering purchase incentives, and investing in charging infrastructure.
In fact, some countries have already announced bans on the sale of new gasoline and diesel cars by the early 2030s. This sends a clear signal to both consumers and automakers to prepare for an all-electric future.
Even though sales dipped slightly in some parts of Europe during the first half of 2024 due to inflation and policy changes, demand bounced back in the second half of the year. Falling battery costs and a wide range of available models helped fuel this recovery. Europe remains a critical market, making up around 20% of global EV sales.
The European Automobile Manufacturers Association (ACEA) reports that new electric car registrations in Europe, including the UK, grew by 28% in the first quarter. This increase brought the total to 573,500 units, mainly driven by a strong rebound in Germany.

America Hits the Accelerator
The United States also saw strong growth in electric car sales in 2024 and early 2025. Sales rose about 20% compared to the previous year.
The Inflation Reduction Act (IRA), passed in 2022, played a big part in this rise. The IRA gives buyers tax credits for new and used electric vehicles and helps manufacturers build EVs and batteries in the U.S.
By the end of 2024, EVs made up about 10% of new car sales in the U.S. California leads all states, with EVs making up over 25% of new car sales. Other states, such as New York and Washington, are following closely behind.

New models from both U.S. and international carmakers are giving buyers more choices than ever. At the same time, the charging network is expanding, making it easier for people to switch to electric.
Other Countries Show Promise
While China, Europe, and the U.S. lead in total sales, several other countries are making big progress in 2025:
- India is seeing fast growth, especially in two- and three-wheeled EVs. Affordable electric scooters and rickshaws are helping more people go electric. While electric car sales are still low, the numbers are growing quickly thanks to local manufacturing and incentives.
- Southeast Asia, including countries like Thailand, Vietnam, and Indonesia, is beginning to scale up EV sales. Thailand aims to make 30% of its electric car production by 2030 and has started to attract foreign EV investment.
- Latin America is still in the early stages, but countries like Brazil, Colombia, and Chile are rolling out policies to support EV growth. Charging networks are expanding slowly, and imports of electric vehicles are increasing.
Charging Infrastructure Supports Growth
One major reason behind the EV boom is the growing number of charging stations. In 2024 alone, the world added over 2 million public chargers, with most of them in China and Europe.
Fast chargers, which can charge a car in under 30 minutes, are becoming more common, making EVs practical even for long trips. Chinese carmaker BYD has announced its breakthrough in EV battery charging in just 5 minutes last month.
In the U.S., public charging infrastructure is also improving. The federal government has invested billions in new charging stations, with a goal of building a nationwide network that works for everyone. More reliable and widespread charging reduces “range anxiety,” the fear that an EV will run out of battery far from a charger.
However, a major news came out recently that the Trump administration froze the $5 billion funding intended to EV chargers. This led some US states to bring the matter to court. The final decision will greatly impact the industry.
Automakers Race to Meet Demand
Automakers worldwide are responding to this demand shift. Nearly every major car company now offers electric models, and many plan to go fully electric in the next 10 to 15 years. For example:
- General Motors aims to sell only zero-emission vehicles by 2035.
- Volkswagen plans to make EVs 70% of its European sales by 2030.
- BYD has already stopped making gas-only cars and is expanding rapidly into global markets.
The competition helps lower costs and improve technology. Battery range is improving, and newer models are becoming more affordable. As EVs get better and cheaper, more people are choosing them over traditional cars.
The EV market shows no sign of slowing down. If battery prices continue to fall and policies stay strong, sales in 2025 may hit a new record. With continued global effort, EVs could become the norm by the end of the decade.
The post 2025 EV Sales Surge: Which Countries Are Winning the Electric Race? appeared first on Carbon Credits.
Carbon Footprint
Insetting vs Offsetting: Which Actually Counts Toward Your Scope 3 Targets
The accounting differences that decide whether your nature investment shows up in inventory, in BVCM, or nowhere at all.
The question reaches a procurement team about three weeks before the next sustainability committee meeting. Someone has read about insetting. Someone else has just signed off on an offset purchase. The CSO wants to know if the two are interchangeable. The answer is no, and the GHG Protocol Land Sector and Removals Standard is the reason why.
This article walks through what each term means at audit-grade specificity, what the standards actually say about how each gets counted, and how to decide which tool fits which target. The insetting vs offsetting question is one of the most-searched in corporate climate strategy, and one of the most poorly answered. By the end of this piece, you should be able to brief a committee on the difference without notes.
The two definitions, in plain English
Offsetting means buying carbon credits generated outside your value chain and retiring them against your residual emissions. The reduction happens somewhere else, financed by you, and the credit is the receipt.
Insetting means investing in emission reductions or removals inside your own value chain, typically with suppliers, where the reduction is directly linked to the products and services you buy. The reduction happens inside the boundary of your Scope 3 inventory, and the accounting treatment is fundamentally different.
The shorthand from the University of Oxford’s Nature-based Insetting Initiative is useful: insetting is what you do with the supply chain you have; offsetting is what you do with the supply chain you do not have.
What the GHG Protocol Land Sector Standard actually says
The GHG Protocol Land Sector and Removals Standard, finalised in 2024 after a multi-year pilot, sets the rules for how land-based emission reductions and removals enter corporate inventories. The Standard distinguishes between inventory accounting (Scope 1, 2, and 3) and project or intervention accounting (a separate methodology for crediting).
For insetting, the practical implication is that supplier-level interventions, when properly measured and attributed, can reduce your Scope 3 category 1 (purchased goods and services) emissions in your inventory. The reduction is not a credit retired against the inventory; it is a lower inventory number, period.
For offsetting, the credit is retired separately. It can be reported as a contribution toward a net-zero claim under the SBTi Beyond Value Chain Mitigation framework or as part of a VCMI Carbon Integrity claim, but it does not lower the inventory number.
A practical consequence: if your Science Based Target requires a 50% absolute reduction in Scope 3 emissions by 2030, insetting moves you toward the target. Offsetting does not. This single point of difference reshapes the procurement decision.
When insetting counts toward Scope 3 (and when it does not)
Insetting counts toward Scope 3 only when several conditions are met:
- The intervention must occur with an entity in your value chain.
- The emissions reduction or removal must be measured against a defensible baseline.
- The reduction must be attributed to your share of that supplier’s output, not double-counted with other buyers.
- It must follow the inventory accounting rules in the GHG Protocol Land Sector Standard, not the project accounting rules used to generate credits.
The most common failure mode is double counting. If your supplier sells the same reduction as a credit on the voluntary market and also reports it to you as a Scope 3 reduction, the math breaks. The Standard requires you to address this risk, typically by purchasing and retiring the supplier-issued credit as part of your inventory or by contractual provisions that prevent the supplier from selling the reduction twice.
When insetting does not count toward Scope 3: when the intervention sits with a supplier you do not buy from, when the baseline is not defensible, when the attribution is unclear, or when the documentation does not survive audit. Those cases default to Beyond Value Chain Mitigation, which is still useful but operates on a different ledger.
The procurement and supplier engagement question
Insetting is harder than offsetting. That is the unfashionable truth most buyers eventually confront. Offsetting is a transaction; insetting is a relationship.
To run an insetting program, you need supplier mapping precise enough to know which farms or facilities sit at which Scope 3 boundary. You need an engagement model that gets suppliers to participate, which usually requires multi-year commitments and shared economics. You need an MRV architecture that measures the right things and produces audit-ready documentation. And you need a contractual structure that prevents double counting and protects both sides.
The trade-off you receive in return is significant. Reductions count against your inventory rather than your residual. Supplier relationships deepen, which protects sourcing continuity. Yield and quality improvements often follow regenerative interventions, which reduces your input cost over time. And the regulatory file, under CSRD, CSDDD, EUDR, and the SBTi FLAG Guidance, is materially stronger.
Choosing the right tool for the right target
A practical decision rule. If your target is a science-based Scope 3 reduction and you operate in a FLAG sector or source FLAG commodities, insetting is the structurally correct tool. If your target is a net-zero claim that includes neutralising hard-to-abate residual emissions outside your value chain, BVCM via high-integrity offsets is the structurally correct tool. Most companies with material Scope 3 exposure need both, in different proportions, sequenced over time.
The sequencing matters. Insetting takes longer to stand up but produces a permanent reduction in the inventory. Offsetting can be transacted faster but does not change the inventory and now sits under tighter claim restrictions. Treat them as complementary tools with different jobs, not as substitutes. The Accountability Framework Initiative and the IUCN Global Standard for Nature-based Solutions both provide useful guardrails for the insetting side, with biodiversity, human rights, and benefit-sharing requirements that go beyond carbon math.
If you are mapping a Scope 3 reduction roadmap and need to scope which interventions count toward your inventory versus which sit in Beyond Value Chain Mitigation, the carbon and sustainability experts at Carbon Credit Capital can help you structure a nature-based supply chain investment program that fits your FLAG exposure, your target architecture, and your audit horizon. Schedule a consultation.
Carbon Footprint
Net zero needs nature: a carbon credit guide
Net zero is often described as a balancing act: cut what you can, account for the rest, and reach zero on the ledger. That framing is useful, but it leaves something out. It treats every tonne of carbon as interchangeable and every route to zero as equally sound, while the science tells a more specific story.
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Carbon Footprint
Deforestation in Malawi: causes and solutions
Malawi has lost a striking share of its forests over the past three decades. Woodlands that once covered well over a third of the country now cover less than a quarter, and the pressure on what remains is increasing. Behind those figures sit two practical questions: what is driving the loss, and what reverses it?
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