Momentum for electric vehicles (EVs) is growing fast, but a major hurdle has appeared. Seventeen U.S. states, with California in the lead, sued the Trump administration. They want to restore $5 billion in federal funds meant for EV charging infrastructure.
Congress originally approved these funds. They are key to growing charging networks across the country and helping promote sustainable transportation.
States like New York, Illinois, and Minnesota are part of the lawsuit. They say freezing the funds slows down economic growth and harms renewable energy efforts. They believe the freeze blocks progress toward meeting important climate goals.
California Governor Gavin Newsom remarked that such a decision is illegal and can hurt thousands of jobs. Meanwhile, California Atty. Gen. Rob Bonta said:
“The President continues to roll back environmental and climate change protections, this time illegally stripping away billions of dollars for electric vehicle charging infrastructure, all to line the pockets of his Big Oil friends.”
The coalition views this funding as crucial. It helps keep the U.S. a leader in clean energy and ensures a sustainable transportation future.
Frozen Funds, Frozen Progress: Why the Lawsuit Matters
The lawsuit claims that halting access to the $5 billion fund creates serious problems for EV growth. Without a reliable network of chargers, many people might hesitate to switch from gas-powered cars to electric models.
Key points raised by the states include:
- Economic Impact – Losing these funds could cost thousands of jobs in industries tied to building and maintaining EV infrastructure.
- Climate Goals – Without a solid charging network, states may not meet their carbon reduction goals.
- Public Support – Polls show most Americans support growing EV infrastructure as a step toward fighting climate change.
The states say that cutting this funding harms the environment. It also hurts local economies and makes it harder for everyone to access EVs.
Blocking these resources could slow down an EV market that experts expect to boom in the next few years. Analysts project that EVs could make up more than 60% of U.S. auto sales by 2030 if the right infrastructure is in place.
According to the International Energy Agency’s outlook, over a third of automobiles sold globally by 2030 could be EVs.

Taking the Fight to Court
The Trump administration defends the freeze on federal EV charging funding. They say the program is under review. This review aims to ensure it matches the administration’s priorities. These priorities focus on supporting fossil fuel development instead of expanding clean energy initiatives.
President Trump has expressed opposition to federal support for electric vehicles. He promised to roll back EV mandates. He will revoke pollution limits that help zero-emission vehicle sales and plans to eliminate federal EV tax credits.
The administration’s energy policy aims to declare a “national energy emergency.” This will boost domestic oil drilling and cut federal investment in EV infrastructure.
Some administration officials also say there’s a need to pause the program. They believe this will stop foreign competitors, like China, from gaining benefits. It will also help them check how well the funding meets U.S. energy and economic goals.
However, the states argue that this claim is misleading. They say that investing in local EV infrastructure boosts American industries, creates jobs, and strengthens energy independence.
Winning the lawsuit could do more than release the $5 billion. It could set a strong legal example for other renewable energy projects facing political challenges. Future green initiatives might be able to use this case to defend against funding cuts or delays.
At a time when global EV sales rose by 35% in 2023, reaching over 14 million units, according to the IEA, the pressure to keep moving forward is strong. The lawsuit is not just about chargers; it’s about protecting America’s role in a fast-growing, clean-energy future.

EV Market Poised for Growth—But Funding is Key
The electric vehicle market is already shifting rapidly. More drivers want EVs. They like the lower costs, care about the environment, and appreciate government incentives. However, building enough charging stations remains one of the biggest challenges.
- In 2024, the U.S. electric vehicle (EV) market achieved a record high, with 1.3 million EVs sold, marking a 7.3% increase from the previous year. EVs accounted for about 8.1% of all new vehicle sales.
Notably, while Tesla’s sales declined by 5.6%, other automakers like General Motors and Honda experienced significant growth, introducing new models such as the Honda Prologue, which sold over 33,000 units in its debut year.
In April 2025, EV sales dropped by 5%. This decline came from high vehicle prices, fewer incentives, and worries about charging infrastructure.
On the infrastructure front, the U.S. expanded its EV charging network to nearly 204,000 Level 2 and DC fast charging ports by the end of 2024, doubling the number since 2020. This expansion has improved coverage along major corridors, with 59.1% now having DC fast chargers at least every 50 miles, up from 38% in 2020.
Currently, SAF (Sustainable Aviation Fuel) and renewable technologies are growing. However, EVs still need thousands of new public chargers to meet rising demand. Without the $5 billion in federal funding, many of these projects could be delayed or canceled.
Here are the major stakes involved in this legal fight:
- Access and Equality. Without widespread charger coverage, rural and underserved communities could be left behind.
- Speed of Adoption: The more chargers are available, the faster people will feel comfortable buying EVs.
- State Leadership. California and other states want to ban new gas-powered vehicle sales by 2035. However, they need the right infrastructure to make this transition work.
What’s Next for EV Infrastructure and Clean Energy Goals?
This lawsuit reveals a larger issue: the clash between state climate efforts and federal policy changes. With governments and companies pushing to cut carbon emissions, strong legal protections for green projects are more crucial than ever.
The legal outcome could change EV infrastructure in the U.S. If the states win, it may lead to more investments in EV chargers and other renewable energy tech. This boost could help the green economy and create thousands of jobs.
If the lawsuit fails, it might delay EV adoption. This is especially true in states that depend on federal support for infrastructure projects. Analysts say that if infrastructure development doesn’t keep up, hitting net-zero emissions by mid-century will be much tougher.
In the coming months, as the case moves through the courts, the outcome may decide if America can keep up with global leaders in clean transportation. This legal battle will greatly impact the future of clean mobility, economic opportunity, and environmental leadership.
The post States Sue Trump Admin Over $5 Billion EV Charger Funding 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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