Streetsblog USA today published my essay, Get the Facts About ‘Car Bloat’ and Pollution. I’ve cross-posted it here to allow comments.
— C.K., Feb. 1, 2024

The increasing size of passenger vehicles has been catastrophic for road safety, traffic congestion, climate viability, and household budgets. Compared to sedans, brawnier sport utility vehicles and pickup trucks are far more likely to kill other road users, to clog urban streets and suburban roads, to guzzle fuel and emit particulates and carbon, and to keep their owners on a treadmill of car payments and pain at the pump.
Not only that, SUVs and pickups — collectively designated “light trucks” by regulators (“deregulators” is more apt) — may even engender more driving by owners seduced by their roominess, faux road-worthiness and illusion of indomitability. All 12 of the dozen models most preferred by gasoline “superusers” — drivers in the top decile of U.S. gasoline consumption — are SUVs or pickups, with the Chevy Silverado and Ford F150 topping the list.
As I wrote earlier this week, superusers manage the bizarre feat of averaging 40,000 miles a year* — a quantity of driving that consumes 13 percent of their owners’ waking hours — while burning 22 percent more fuel per mile than other U.S. drivers’ rides. Ivan Illich was right.
Just after Thanksgiving, The Guardian added its two cents with a story headlined, “Motor emissions could have fallen over 30 percent without SUV trends, report says.” Translated: Global CO2 emissions from passenger vehicles would have shrunk by nearly one-third if not for vehicle upsizing to SUVs and pickups.
Startling and damning, right? But it’s a vast overstatement: The true 2010-2022 “lost reduction” in passenger vehicles’ carbon emissions due to the growing share of big trucks worldwide was just 6 percent — five times less than the reported 30 percent.
Wait, am I cutting SUVs a break on their carbon spewing? Not at all. To deal effectively with climate we need to be clear about what’s destroying it.
The false 30-percent figure — which you’ll soon see wasn’t the fault of the Guardian — has begun worming its way into energy and climate discourse. This is unfortunate, since it serves to reinforce emphasis on the types of vehicles being made, sold and driven, when American motorists’ carbon profligacy is the inevitable result of our oversupply of pavement and our bias against full-cost pricing of driving.
Whence the error?
The Global Fuel Economy Initiative is a think tank funded by the European Commission, the Global Environment Facility, the UN Environment Programme and the FIA Foundation. Notwithstanding the fact that FIA is the “philanthropic arm” of the Fédération Internationale de l’Automobile (aka Formula One auto racing), GFEI produces high-caliber analysis and research.
GFEI’s November 2023 report, “Trends in the Global Vehicle Fleet 2023: Managing the SUV Shift and the EV Transition,” meticulously examined passenger-vehicle fuel consumption over the 12-year period, 2010 to 2022, and found that average fuel use (and, hence, per-mile carbon emissions) dropped by an average rate of 1.5 percent per year.
If not for more and heavier SUVs, the average annual decrease in emissions, according to the report, would have been around 1.95 percent, a rate that is 30 percent greater than the actual decline rate.
A 1.5-percent annual decrease in fuel intake per mile calculates to a total 16.6-percent total drop during the period. (See math box at the bottom of this post for the arithmetic.) Had the annual decrease been 1.95 percent, its 12-year drop would have been 21.5 percent. The gap between those two drops means that bigger car size worsened fuel economy 6 percent more than if car size had remained the same.
The Guardian, before (left) and after I got out my calculator. There’s a difference, but it’s not sharp enough.
Accordingly, the headline in the story should have been, “Motor Emissions Could Have Fallen 6 Percent More Without SUVs, Report Says,” but that’s not exactly eyeball-grabbing. But don’t blame Guardian reporter Helena Horton. She wrote her story off of GFEI’s press release, which (incorrectly) trumpeted a lost 30-percent gain in fuel economy due to “the SUV trend.”
After being contacted by me, GFEI’s study director immediately acknowledged his comms team’s error and labored mightily to get The Guardian to run a full correction. As you can tell from the side-by-side story headlines above, he was only partly successful.
The image on the left shows the original Nov. 24 Guardian headline and lede, retrieved via the Web’s Wayback Machine. The image on the right shows the corrected headline and lede since Dec. 18. The alterations are subtle nearly to the point of invisibility. The new “30 percent more” is confusing (30 percent more than what?), and the subhead is unaltered and thus plain wrong to say that the fall in emissions “would have been far more” than it was, had vehicle sizes stayed the same. No, the fall in emissions would have been 6 percent more — not exactly “far more.”
Why it’s important to correct the error

The Guardian’s erroneous “30-percent-less” headline, though not its fault, has the makings of a honey trap. New York Times climate columnist David Wallace-Wells fell for it on Twitter, along with esteemed climate pundit David Roberts. The Colorado-based climate think tank RMI got ensnared as well, as did our own Kea Wilson at Streetsblog USA. (RMI and Streetsblog quickly corrected their flubs after I emailed.) Consider this post an antidote to future repetitions, or, at least, a means to correct them.
It’s also worth touching on the innumeracy required to imagine that auto upsizing — “car bloat” in the evocative phrase popularized by journalist David Zipper — as loathsome as it is, stood in the way of a 30-percent gain in world-average auto fuel economy. The typical difference between sedan and “light truck” mpg is only around 20 percent, so even a universal switchover from all sedans to all light trucks would have put only a 20-percent dent in fuel economy.
Of course, the actual carbon damage due to vehicle SUV-ification over the 12 years studied has been far less — just 6 percent as we saw above — on account of longer vehicle turnover times. This should have been readily apparent to The Guardian reporter as well as the journalists and advocates who repeated the error on social media or websites. Errant quantification is hardly journalism’s number one albatross — free-falling revenues and shrinking newsrooms are orders of magnitude more consequential — but it lurks under the surface.
With greater numeracy, it might be easier for journalists, advocates and policymakers to grasp that vehicle electrification and shrinkage alone aren’t going to cut auto emissions at the rate needed.
Driving too must shrink. Collectively, road pricing, congestion pricing, curb pricing, carbon pricing, better transit and livable streets are almost certainly at least as important for climate as improved miles per gallon.
Carbon Footprint
Climate-Linked Supply Chain Risk Is Already in Your P&L
The earnings calls that quietly reframed climate from sustainability question to operating risk.
Three earnings calls in the last 18 months tell the story without any help from a press release.
Hershey, May 2024: cocoa price exposure compresses margin, and the company attributes part of the cost shock to West African weather. Olam, July 2024: coffee climate exposure quantified in the annual report. JBS, January 2025: supply chain climate disclosures expanded materially in response to investor pressure and regulatory expectation. None of these companies issued the announcement as climate news. They issued it as financial news. The climate-linked supply chain risk did not arrive with a sustainability framing; it arrived as a P&L line.
You are probably reading this article because you suspect the same thing is happening to your business. This piece walks through what is showing up on which earnings calls, how procurement and finance leaders are quantifying the exposure, and what serious corporates are doing about it before the regulator asks.
Where climate risk has already appeared in earnings
The pattern is consistent across resource-intensive sectors. A weather event compresses supply, the price spikes, the cost flows through the income statement, and the analyst on the call asks whether the event is anomalous or structural. Increasingly, the honest answer is the second one.
Cocoa is the cleanest example. The 2023 to 2024 West African harvest fell sharply on the back of erratic rainfall and disease. Cocoa futures more than tripled. Companies with concentrated West African sourcing absorbed the cost; companies with diversified sourcing absorbed less. The exposure was not climate as ESG topic. It was climate as cost of goods.
Coffee follows the same pattern. Brazilian and Vietnamese harvests have moved on weather more sharply across the last several seasons. Roasters with long-tenor supplier relationships and origin diversification have managed the volatility; roasters with spot-market exposure have not. Wheat, sugar, palm oil, beef: the same dynamic in different commodities, a pattern the IPCC AR6 Working Group II report projects will intensify across agricultural systems through mid-century.
What this means: climate risk is no longer a footnote in the 10-K. It is a line item the CFO has to explain on the call.
The three commodity exposures that hit margin first
For most companies with material Scope 3 exposure, three exposures dominate the near-term P&L risk.
- Concentrated single-origin sourcing in a climate-vulnerable region. If your tier-one supply for any material commodity sits in one geography, you have a concentration risk that climate amplifies. Diversification across origins is the obvious hedge, but it takes years to build and requires relationships you cannot acquire by tender.
- Supplier financial fragility under climate stress. Smallholder farmers, who supply a large share of the global cocoa, coffee, and palm oil market, do not carry the balance sheets to absorb yield shocks. When yields collapse, they exit. When they exit, your supply base shrinks, and the surviving suppliers raise prices. The risk is structural, not cyclical.
- Logistics and storage exposure to extreme weather. Hurricane disruptions to Gulf shipping, drought-driven Panama Canal restrictions, flooding in European inland waterways: each of these has moved input costs in the last three years, a pattern documented in Munich Re’s natural catastrophe data. The exposure shows up as a one-quarter event in the financial press but accumulates over time on the cost line.
TCFD and ISSB disclosure changes
The disclosure architecture has now caught up with the risk. The Task Force on Climate-related Financial Disclosures, whose recommendations are now embedded in the ISSB’s IFRS S2 climate standard, requires companies to disclose climate-related risks across physical and transition categories, with quantification where possible.
For physical risk specifically (the climate-linked supply chain risk you are reading about), the disclosure must address both acute exposures (extreme weather events) and chronic exposures (gradual changes in temperature, precipitation, and growing seasons). The disclosure must address the time horizon over which the risk is material, the parts of the value chain exposed, and the financial impact under different scenarios.
The CSRD imposes similar requirements under European law, with double materiality (both financial and impact materiality) embedded in the assessment. The practical effect: your auditors and your investor relations team now need a defensible answer to the climate-linked supply chain risk question, and the answer needs to be quantified.
What procurement and finance can do now
Three actions matter near-term.
Map your exposure. Most companies do not have a clear view of which tier-one and tier-two suppliers sit in which climate-vulnerable geographies. Without the map, you cannot quantify the risk, and without the quantification, you cannot disclose it credibly. The map is the foundation, and World Resources Institute climate risk research provides useful public tooling to start.
Diversify and deepen, in that order. Diversification across origins reduces concentration risk, but the deeper move is to invest in the resilience of the suppliers you already have. Regenerative practices, agroforestry, soil health interventions: these reduce yield volatility under climate stress and protect your input cost trajectory.
Embed the climate spend inside procurement, not outside it. Treating climate risk as a sustainability cost line subordinates it to the ESG budget. Treating it as a procurement and resilience investment puts it in the budget that matters, which is the cost-of-goods budget that the CFO defends quarterly.
Nature-based supply chain investments are the asset class designed for exactly this purpose. They sit inside the value chain, they reduce climate-linked supply risk, they generate verifiable Scope 3 reductions, and they produce the documentation an auditor and a regulator can both test.
If you are quantifying climate-linked supply chain risk in advance of the next earnings cycle or the next disclosure period, the carbon and sustainability experts at Carbon Credit Capital can help you map your exposure and structure a Dual-Value Model response that addresses reduction, resilience, and disclosure-readiness in a single program. Schedule a consultation.
Carbon Footprint
Where should an SME start with a carbon action plan?
More and more small and medium-sized businesses are hearing the same question from their larger customers: What is your carbon footprint? That question now travels down entire supply chains, and it arrives next to tender requirements, certification criteria, and rising customer expectations.
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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.
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