Why this investor doesn’t back companies that use carbon offsets
Zachary Bogue, co-managing partner for Data Collective LLC, speaks during the Future of Innovation: Spotlight on Artificial Intelligence Conference in San Francisco, California, U.S., on Thursday, June 22, 2017. The market for AI technologies is estimated to generate more than $60 billion in productivity improvements for U.S. businesses annually.
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The Silicon Valley venture capital firm DCVC invests in all kinds of climate tech companies including geothermal power, aerial methane imaging, advanced nuclear fission reactors, fabrics made out of mycelium, wastewater filtration technology — to name a few.
But there is one category of the climate tech landscape that Zack Bogue, a co-founder of DCVC does not invest in: Carbon offsets.
“We really don’t underwrite or like to see companies that are using carbon offsets,” Bogue told CNBC in an interview at the end of September in an interview in the Palo Alto office. “We do not look at companies that need to use carbon offsets to make their business model work.”
A carbon offset is a certificate or voucher that a company or organization buys that represents the reduction of a metric ton, or 2,205 pounds, of carbon dioxide emissions. If a company or organization is unable to eliminate the release of greenhouse gasses in their operations, they may purchase a carbon offset to compensate for their emissions.
“There’s been some studies out there that up to 90% of carbon offsets are completely ineffective — have had no impact — which is a tragedy of our time, because big Fortune 500 companies are paying millions of dollars to these carbon offsets, and continuing to emit in the meantime,” Bogue told CNBC. “And these offsets are actually having zero impact.”
The effectiveness of a carbon offset is a contentious issue, but at least one white paper published in April 2021 from the Finnish nonprofit and startup Compensate found that 90 percent of carbon capture projects were ineffective. Compensate has both a non-profit advocacy arm and a company that sells what it deems to be high quality carbon offsets. For the white paper, Compensate analyzed more than 100 nature-based carbon offsets certified by third-party verifiers in the space.
Of the carbon offsets which Compensate deemed a failure, 52% were guilty of what Compensate called “additionality” — for instance, offset credits sold to protect trees that were never in any danger of being cut down. Another 16% of the projects Compensate analyzed were considered a failure because their permanence was considered in jeopardy. For example, coastal restoration projects for mangroves in Bangladesh were jeopardized when floods devastated the country, Compensate said.
So, too, said Bogue of local California projects.
“There were some forests north of here that were the subject of carbon offsets where someone paid millions of dollars to not cut the forest down and — whether or not that’s legitimate, we can leave that aside — because those forests burned down,” Bogue said. “So they actually released the carbon that the company was paying to not have released and that the company emitted.”
DCVC does not invest in companies that use carbon offsets right now, but that is not an indictment against the idea.
“To be clear, I want I want them to exist,” Bogue told CNBC. “I want there to be a carbon tax, I want carbon credits, carbon offsets.”
But there isn’t enough transparency or accountability in the industry, Bogue said. To properly stand up the industry, there would need to be an agency akin to the United States Food and Drug Administration (FDA), according to Bogue.
“There’s a very set and rigorous process that you need to do to take a molecule from discovery and up until you’re dosing a human with it: You need to prove that it’s effective, you need to prove it’s non toxic,” Bogue said. “I would say that the imperative to reducing CO2 is as high of a human health imperative as putting small molecules into our body. Full stop.”
Until then, the industry is too uncertain to be a safe place for the money that DCVC invests on behalf of its limited partners, which are the likes of college endowments and hospitals.
“It needs to be rigorous, and apples to apples and, and verifiable and documentable,” Bogue said. “That’s just not where it is today. That’s where we need to get to, but that’s also why don’t think it’s investable.”
Iconic British brand Moke International is officially landing in California, bringing a splash of retro style and electric fun to the West Coast with the launch of its California Collection. The medium-speed, open-air electric vehicles – reminiscent of classic beach buggies – are now street-legal in the state, with reservation deposits now open.
It’s a move that’s been years in the making, and we’re finally ready to see these fun-looking rides roll out on US streets thanks to a retail partnership with Shaver Automotive.
The California Collection marks the first time MOKE’s EVs are being sold in the US as fully compliant, street-legal vehicles, following a multi-year process to obtain certification under California’s tough emissions and safety regulations. The vehicles have now gone beyond the 25 MPH limitations of Low Speed Vehicles, doubling that figure to offer rides at up to 50 MPH (80 km/h).
The collection also includes three new colorways inspired by the nostalgic hues of the Golden State: ‘Sonoma Red’, ‘Laguna Blue’ and ‘Venice White.’
As the company explained, “This foray into the state follows MOKE’s groundbreaking achievement as the first low-volume EV manufacturer to secure California Air Resources Board (CARB) approval. With unmatched quality, all genuine MOKEs are handcrafted in the UK, with over 70% of parts sourced from Europe. A limited quantity of 325 MOKEs will be available to purchase throughout the US in 2026.”
Originally based on a British military vehicle from the 1960s, the Moke evolved into a cult-favorite beach car beloved in tropical destinations from the Caribbean to the French Riviera.
Now, it’s gone all-electric, with a 54-mile (87 km) range and a top speed of 50 mph (80 km/h) from a 33 kW motor that prioritizes fun over freeway.
“Launching in California feels like a true homecoming for us at MOKE,” said Lorne Vary, CEO of MOKE International. “California’s love of sunshine, freedom, and outdoor adventure reflects everything our brand stands for. Partnering with Shaver Automotive means we can finally share that feeling with Californians who have been waiting for their MOKE moment.”
The Electric MOKE is available for order now in California, via Shaver Automotive, with prices starting from $49,500. That puts it well into premium territory, meaning it likely won’t replace the family car, but could be a fun plaything to park at your beach house… for those who own a beach house.
While the MOKE won’t be replacing your daily commuter or long-range EV, it could be the perfect picturesque ride along a coastal road, in a resort rental fleet, or for anyone who values open-air, zero-emission fun over raw performance.
Electrek’s Take
We’ve seen a number of street-legal Low Speed Vehicles (LSVs) make their way into beach towns and gated communities in recent years, but few bring the retro flair and lifestyle appeal of the MOKE. And by going the low-volume manufacturer route, they get to offer speeds of twice that allowed by LSVs without needing to meet as many of the complicated Federal Motor Vehicle Safety Standards (for better or for worse).
At nearly $50k, it’s a luxury toy, sure. But for the right buyer, it looks like an awesome time on four wheels. California might just be the perfect place for this beach cruiser comeback.
Oh, and I’d be remiss if I didn’t share the image below of Electrek’s founder Seth Weintraub from his youth when he used to ride old school Mokes around Macau, and with a left-hand manual 4-speed gearbox, no less!
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bp pulse is continuing to roll out public DC fast charging across the US, and the company has opened its first-ever site in Arizona, along with new fast-charging locations in Texas, Florida, and Ohio.
In Arizona, bp pulse’s first site is now online at the Petro Travel Center in Eloy, just off Interstate 10 at Exit 200 (pictured). The location features 16 charging bays delivering up to 400 kilowatts, with both CCS and NACS connectors available. While charging, drivers can take advantage of the travel center’s onsite diner, convenience store, ATM, barber shop, and restrooms.
In South Florida, bp pulse’s new fast-charging site is at 2400 Miami Road in Fort Lauderdale, about three miles from Fort Lauderdale–Hollywood International Airport. The site features 16 charging bays, offering a mix of 150 kW and 400 kW speeds, with both CCS and NACS connectors. Its proximity to the airport makes it a handy stop for ride-hail drivers, EV rental returns, and airport pickups and drop-offs, with hotels, restaurants, and convenience stores nearby.
Texas is also getting more high-power charging, with a new bp pulse site at the Petro Travel Center in El Paso, located off Interstate 10 at Exit 37. This location offers 12 charging bays capable of delivering up to 400 kW, again with both CCS and NACS connectors. Drivers can take advantage of the diner, convenience store, barber shop, and restrooms while they charge.
In Ohio, bp pulse has opened a smaller but still high-powered site at a TravelCenters of America location in Hebron, just off Interstate 70 at Exit 126. The site includes six 400 kW charging bays with CCS and NACS connectors, along with access to a convenience store, fast-food options, and restrooms.
These openings are part of bp pulse’s broader plan to build out EV charging across bp’s retail footprint, including bp, Amoco, ampm, Thorntons, and TravelCenters of America locations. Many of those sites are designed to combine fast charging with food, restrooms, and other travel amenities. bp has also said it plans to begin adding EV chargers at Waffle House locations starting in 2026.
Read more: bp pulse opens a huge airport EV fast charging hub in Houston
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The Cadillac Lyriq and Chevy Blazer EV were among the vehicles that saw the biggest lease price drops in December.
Cadillac and Chevy EV lease prices drop in December
With the $7,500 federal EV tax credit now gone, automakers are filling the gap with their own incentives. Some are passing on the savings as bonus cash, conquest cash, lease discounts, and more.
Two General Motors electric SUVs, the Chevy Blazer EV and the Cadillac Lyriq, had some of the largest lease price drops of any vehicle in December.
The 2026 Cadillac Lyriq AWD Luxury model is now listed at $439 per month for 24 months. With $4,979 due at signing, the effective rate is $646, or $28 less per month than in November.
That’s after the Lyriq already saw prices drop by $115 a month from October. However, the December deal includes a $2,000 competitive bonus for owners and lessees of a 2011 model year or newer non-GM vehicle.
The 2026 Chevy Blazer EV FWD LT is now available to lease for as low as $319 a month for 24 months. With $6,039 due at signing, the effective rate is $571 per month, about $60 less than in November. The deal includes a $750 competitive bonus and $1,000 customer cash allowance.
Chevy and Cadillac are offering discounts across their entire EV lineup. All 2025 Chevy electric vehicles, including the Blazer EV, Equinox EV, and Silverado EV, are available with 0% APR financing for 60 months.
Intestingly, the 2026 Chevy Equinox EV is also available with 0% APR financing, while the 2026 Blazer EV is listed with 1.9% APR for 36 months.
Cadillac is offering a $2,000 conquest or loyalty bonus for the 2026 Cadillac Vistiq and select 2025/2026 Optiq and Lyriq models, plus 2.9% APR for 60 months.
The 2026 Cadillac Optiq is available to lease for as low as $319 per month for 24 months, while the 2026 Vistiq is available to lease for $619 per month for 24 months.
Want to try one out? We’ve got you covered. Check out the links below to see what Cadillac and Chevy EVs are nearby.
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