China has said that hydrogen is a key “future industry”, important to both its energy transition and its industrial policy.
Hydrogen frequently goes through hype cycles, most recently driven by rising oil and gas prices due to the conflict in the Middle East.
Yet, even in China, the world’s largest producer and consumer of the fuel, hydrogen remains expensive and inefficient to produce.
This is especially the case for “green” hydrogen derived from renewables.
Moreover, there is limited supporting infrastructure and there is little incentive to use hydrogen over other energy sources.
As a result, uptake in China of hydrogen as an alternative fuel remains low.
Nevertheless, these challenges echo the early circumstances of another key clean-energy technology – electric vehicles (EVs).
In China, EVs benefited from a policy environment that included consistent signals of support, financial aid and the development of supporting infrastructure.
Many similar policies are now being deployed – and in some cases improved upon – to support the development of China’s hydrogen industry.
This article examines China’s approach to developing hydrogen and how its evolving industrial policy could make the fuel viable.
How is China using hydrogen and where does it come from?
Electrification and rising installations of solar and wind power have been the biggest drivers of China’s decarbonisation story so far. However, how China will address the more energy-intensive, hard-to-electrify segments of its economy remains an open question.
Hydrogen is seen by some in China as a potential solution for reducing emissions in a range of “hard-to-abate” industries, from steel and chemicals to aviation and shipping.
The country is the world’s foremost producer and consumer of hydrogen. It produced 36.5m tonnes of the gas in 2024, with maximum production capacity standing at 50m tonnes that year.
It also consumed nearly a third of the world’s hydrogen in 2024, as shown below.
Most of China’s production capacity is in regions with potential for high demand, such as Shandong, Inner Mongolia, Shaanxi, Ningxia, Shanxi and other provinces with significant heavy industry.
In 2024, the vast majority of China’s hydrogen – around 78% – was produced using fossil fuels, predominantly coal and gas, as shown in the figure below.
Another 21% was produced as an industrial by-product, while only 1% – just 320,000 tonnes – was derived from renewable-powered electrolysis of water.
One study found that, for every kilogram of hydrogen produced, 38.6kg of carbon dioxide (CO2) is emitted if the hydrogen is produced using coal-fired power. Hydrogen made through coal gasification results in 28.5kg of CO2 for every kilogram of hydrogen, while gas-based hydrogen creates 13kg of emissions.
By contrast, one kilogram of renewables-based hydrogen results in 0.5kg of CO2.
The International Energy Agency (IEA) calculates that hydrogen and hydrogen-based fuels could help China avoid close to 16bn tonnes of CO2 cumulatively by 2060 – but only if it comes from low-carbon sources.
The biggest reductions, it adds, would come from heavy industry, particularly chemicals and steel, with the maritime and shipping sectors also seeing some benefit.
Currently, around half of the hydrogen produced in China is used in synthetic ammonia and methanol production.
Ammonia is primarily used to manufacture fertiliser and is seen as a possible fuel technology for shipping. Methanol is used as a fuel for the transport industry, as well as for heating.
Another quarter of China’s current hydrogen usage is consumed by the oil refining and coal-to-chemical sectors. The remaining amount is used in other industries, including transport, heating and metallurgy.
What are the barriers to scaling up hydrogen?
Although China is the largest producer and consumer of hydrogen globally, the industry faces several barriers to becoming a viable clean-energy technology.
Agora Energiewende, a thinktank focused on the energy sector, says that, in order to make hydrogen a practical clean-energy solution, China would need to expand the scale and range of its application, as well as improving the conversion efficiency of production and use.
Both BloombergNEF and the IEA highlight the importance of China creating demand for hydrogen, such as through quotas for industrial usage.
Hydrogen “suffers from a relatively large efficiency loss during various conversion processes”, adds Agora. For example, it notes that only around 22% of the energy put into hydrogen fuel-cell electric vehicles (FCEVs) is converted into motion, compared to 73% for battery electric vehicles. Producing hydrogen with renewable energy is also less efficient than coal-to-hydrogen processes.
Cui Chuansheng, technical director at East China Engineering Science and Technology, tells state news agency Xinhua that the variability of wind and solar power often leads to low utilisation of electrolysers, resulting in “efficiency losses”.
Meanwhile, the cost of producing hydrogen – particularly green hydrogen – remains high.
One study placed the cost of hydrogen produced through alkaline water electrolysis (AWE), the most common method for producing green hydrogen in China, at $4-6 per kilogram, compared with $1.20-2.50/kg for steam methane reforming and $1.30-2 for coal gasification.
In some specific cases, such as blending hydrogen with gas, researchers find that hydrogen prices would need to fall to one-third of gas prices to incentivise uptake.
These constraints are all “interdependent”, Kevin Tu, managing director of Agora Energy China, tells Carbon Brief, with the need to ensure “bankable demand” while also reducing costs and developing infrastructure. He adds:
“Without credible offtake in the right sectors, costs will not fall; without lower costs and better logistics, downstream users will not commit.”
The IEA says that green hydrogen “could become cost-competitive by the end of this decade due to low technology costs and cost of capital”.
For now, however, the China Hydrogen Bulletin Substack reports that China’s four listed hydrogen equipment manufacturers all reported significant losses in 2025.
Meanwhile, a senior executive at a Chinese hydrogen company told economic news outlet Jiemian that he expected 40% of companies in the sector to have closed down by the end of 2026, with surviving companies only turning a profit in 2029 at the earliest.
The industry also lacks refueling and pipeline infrastructure. China’s development of a pipeline network for hydrogen remains in its early stages, with around 400km of pipelines currently in operation. By contrast, its long-distance gas network stands at 128,000km. Similarly, storage remains expensive and inefficient, creating a further obstacle to wider uptake.
How is China supporting hydrogen development?
China began considering the use of hydrogen as an energy source in earnest in the early 2000s, to address concerns around pollution and dependence on imported oil for the transport sector.
A clearer signal of its importance came in 2015, when the State Council included the technology in a 10-year national industrial strategy known as the “Made in China” initiative. This pitched hydrogen as a way to contribute to electrification of China’s road-transport system through the development of FCEVs.
Yuki Yu, founder of research firm Energy Iceberg, tells Carbon Brief that, from 2018-2021, hydrogen was treated as a “FCEV and manufacturing technology challenge”.
This has since evolved, she says, given that battery electric vehicles have emerged as the more popular technology.
Shen Xinyi, senior advisor at the Centre for Research on Energy and Clean Air (CREA), agrees, telling Carbon Brief that recent policy documents suggest the aim is now for hydrogen to be targeted at areas where direct electrification is harder, such as hydrogen-based chemicals, hydrogen metallurgy and some heavy-duty transport applications.
This is in line with the “hydrogen ladder”, an analysis of how likely different possibilities for applying hydrogen as a clean alternative are to become significant. The ladder sees significant future use of hydrogen in these hard-to-electrify areas as much more likely than for light vehicles.
Notable policy moves are being made in “three layers”, says Agora’s Tu, which are combining to improve the technology’s chances of scaling up. These are: the “legal and institutional” layer; “application-oriented” policies; and targeted measures to address “practical bottlenecks” at the local level.
One of the documents underpinning this pivot was the “medium- and long-term plan for the development of the hydrogen energy industry (2021-2035)”, issued in March 2022.
According to a report by the National Energy Administration (NEA), the plan is an attempt to develop an “industrial ecosystem” for hydrogen that features “diverse stakeholders, coordinated innovation and clustered development”.
The plan was the first government document to “lay out a long-term vision for China’s hydrogen economy”, unifying a previously disparate policy push into one document, according to the Oxford Institute for Energy Studies, a UK-based thinktank.
Following on from the 2022 plan, the importance of hydrogen as a broad clean-energy solution has been emphasised in a number of policies. These include its classification being changed from a hazardous chemical to an energy carrier in China’s Energy Law, a 2024 action plan to “accelerate” the use of low-carbon hydrogen in industry and a new pilot scheme offering subsidies for projects that achieve specific targets.
The table below sets out the timeline and content of China’s hydrogen-related policies over the past 25 years.
| Policy | Year published | Key features |
|---|---|---|
| 10th five-year plan (2001–2005) | 2001 | Calls for “actively developing” low-emission vehicles, understood to include hydrogen vehicles |
| Made in China 2025 | 2015 | Pledges to “continue to support” development of fuel cell vehicles and “master core technologies” for low-carbon vehicles |
| Notice on implementation of demonstration projects for fuel cell vehicles | 2020 | Creates a dedicated subsidy programme for finding breakthroughs in FCEV core technologies and industrial applications |
| 14th five-year plan (2021-2025) | 2021 | Hydrogen listed as a future industry |
| Medium- and long-term plan for the development of the hydrogen energy industry (2021–2035) | 2022 | Aims to reach 100,000-200,000 tonnes of green hydrogen production [this target has been met]. Also aims to get 50,000 FCEVs on the road by 2025, leading to a “diversified” hydrogen industry by 2035 |
| Opinions on accelerating the comprehensive green transformation of economic and social development | 2024 | Promotes further development of hydrogen production, transport, storage and applications |
| Implementation plan for accelerating the application of clean and low-carbon hydrogen in the industrial sector | 2025 | Outlines tasks to promote use of low-carbon hydrogen to reduce emissions in heavy industries, such as steel and chemicals |
| Energy law | 2025 | Sees hydrogen included in national legislation for the first time, re-classifies it from a hazardous chemical to an energy carrier |
| 15th five-year plan (2026-2030) | 2026 | Again lists as a future industry, and calls for the development of green fuels derived from green hydrogen |
| Notice on the implementation of pilot projects for the comprehensive application of hydrogen energy | 2026 | Provides subsidies to projects to reduce hydrogen costs to 15-25 yuan/kilogram ($2.20-3.67/kg) and help develop a fleet of 100,000 FCEVs |
Key policies in the development of China’s hydrogen sector.
In addition, the NEA said in 2025 that local governments across China had issued more than 560 hydrogen-related energy policies by the end of 2024.
Tu notes that these local policies cover everything from permitting reforms and pipeline planning to exempting FCEVs from paying road toll.
Different provinces across China adopt distinct strategies for developing hydrogen industries, based on local conditions, says the US-based Center on Global Energy Policy, such as energy mix, availability of coal and industrial needs.
However, these local policies and targets are frequently more ambitious than the “conservative” national-level targets, it adds.
Could a new pilot programme boost hydrogen’s prospects?
A new pilot programme, announced in March 2026, aims to commercialise the country’s hydrogen industry by funding projects to reduce the cost of the fuel to 15-25 yuan/kilogram ($2.20-3.67/kg) by 2030, as well as other targets.
Unlike the 2020 subsidies, which focused on FCEVs, the new programme reaffirms China’s interest in a broader series of sectoral applications for hydrogen, including in clean heating, production of low-carbon iron and steel, and production of “green fuels” and other chemicals.
This new pilot is the “strongest financial instrument ever released for China’s green hydrogen application” in terms of creating a comprehensive hydrogen policy that covers a broad swathe of the economy, supporting it with financial backing and targeting application scenarios, Yu says.
However, she argues that strict grant caps – 240m yuan ($35m) per project and 1.6bn yuan ($235m) per selected region across only five regions – limited the overall funding scale available to the industry.
Energy Iceberg has calculated that only around 60-70 projects nationally could receive funding under the current rules, out of more than 670 active green hydrogen proposals in China.
Shen agrees that the pilot programme is significant and that it will expand the use of hydrogen in China’s climate strategy, particularly green hydrogen.
She notes a provision that “explicitly states that coal-based ammonia and methanol projects cannot be labelled as ‘green’ ammonia or methanol”, suggesting that policymakers are increasingly paying attention to the “integrity” of definitions for hydrogen and hydrogen-derived fuel.
The “real value” of the pilot scheme, says Tu, is that it focuses on developing “integrated city-cluster ecosystems linking supply, transport, infrastructure and end-use demand”, rather than only supporting individual projects.
This “should help identify viable business models, accelerate cost discovery and concentrate support on applications with stronger scale potential”, as well as boost investor confidence, adds Tu.
However, he continues that the broader effect it will have on boosting production of hydrogen will “depend on how quickly the selected clusters can translate the programme into real offtake and lower delivered hydrogen prices”.
How does this compare to China’s EV policy push?
The debate around the viability of hydrogen is reminiscent of critiques of EVs.
Until recently, EVs were seen as too expensive for consumers, inefficient and challenging to use without supporting infrastructure. As a result, many western automakers chose to temper their focus on EVs, while continuing to develop internal combustion engines.
However, China has managed to develop a competitive EV industry with products that top global sales.
Part of the playbook that spurred China’s success on EVs included consistent policy signalling in favour of the technology, including mentions in high-level documents and committing resources to building charging infrastructure.
“The defining features of China’s industrial-policy success are its persistence and adaptability,” says Kyle Chan, fellow at the Brookings Institution, adding that “long before the technology and economics of EVs and batteries were proven, China was making long-term investments and policy bets [in the sectors]”.
More tangible measures included direct and indirect subsidies and policy support in the shape of favourable loan rates and low-cost land. One estimate by US-based thinktank the Center for Strategic and International Studies (CSIS) pegs the amount of support allocated to the EV industry between 2009-2023 at $230.9bn.
This coupled with the success of private Chinese manufacturers in creating innovative, nimble companies that “forc[ed] policymakers to adapt”, as well as growing links between the automotive and information technology industries, according to a separate CSIS report.
But this progress on EVs also reportedly came with significant fraud. In 2016, one investigation found that 33 companies were involved in subsidy fraud totalling 9.2bn yuan ($1.3bn).
(It should also be noted that profitability in the industry lags far behind the average for downstream industrial sectors, according to the Hong Kong-based South China Morning Post, which says that “only a handful” of nearly 50 EV makers have reported profits.)
Being the subject of an industrial policy push alone does not guarantee success, states CSIS. It says the strength of the EV industry “was neither inevitable nor the result of a single master plan” and that China’s aims to develop globally-competitive industries in areas such as commercial aviation remain unaccomplished.
China’s approach to hydrogen has been markedly different.
Instead of offering blanket subsidies, the fuel cell demonstration programme it established in 2020 focused on performance-based rewards.
To avoid the subsidy issues seen in the solar and EV industries, the ministry of finance deliberately chose this indirect funding model, says Yu.
However, Yu argues, the programme did not work as well as hoped, due to the funding ceiling and the siloed attempts made by different regional governments to develop hydrogen ecosystems .
But Chinese policy thinking is becoming more selective and pragmatic for hydrogen compared with EVs, says Shen. She says:
“Electrification remains the primary decarbonisation pathway [for road transport], while hydrogen is increasingly positioned for applications where direct electrification is more difficult.”
Tu echoes this, adding that China is “clearly moving toward a more supportive policy environment for hydrogen”.
But its approach is “unlikely to replicate the EV story one-for-one”, he adds.
China’s concerted hydrogen push is also unlikely to echo the EV story at a global level, according to the IEA.
In terms of green hydrogen, around 60% of global electrolyser manufacturing capacity is currently in China, prompting concerns from the EU about a repeat of China’s global dominance in the solar and EV sectors.
However, the IEA says, electrolysers made in China “might not supply other markets at scale in the short term”, due to difficulties transporting the bulky technology globally, expectations that costs will only fall gradually, uncertainty around global demand and questions over how well Chinese electrolysers perform against global alternatives.
China’s industrial focus on hydrogen is centred more on domestic use, Shen argues. “It is less about near-term export competitiveness and more about building domestic industrial ecosystems,” she says.
The post Q&A: Can China turn hydrogen into its next clean-energy industry? appeared first on Carbon Brief.
Q&A: Can China turn hydrogen into its next clean-energy industry?
In recent days, prominent climate sceptics and rightwing commentators have shared charts on social media incorrectly implying that Europe is having its “quietest” year for wildfires in 2026.
These include Dr Matthew Wielicki, a former University of Alabama geochemist and self-described “professor in exile”, who was recently appointed by the Trump administration to lead the US Global Change Research Program.
However, these charts paint a misleading picture as they are skewed by encompassing the entirety of Russia in the data – including the vast plains of Siberia.
These charts also use data that include fires that are deliberately lit to manage cropland, which is a declining practice across much of Europe.
In this factcheck, Carbon Brief shows that the area burned by wildfires across the European Union in 2026 is second only to 2022 for this time of year.
The latest data from the European Forest Fire Information System (EFFIS) also shows that France has set a new modern record for area burned and Spain’s wildfire season is among the worst on record.
The fires have displaced more than a third of a million people across south-western Europe, while an impending heatwave has also raised fears of the fires worsening in the coming days.
‘Quietest year’
On 27 July, as wildfires raged across multiple European countries, former Conservative peer and climate-sceptic commentator Matt Ridley posted on Twitter that “2026 is the quietest year for wildfires in Europe by some distance”.
Ridley, who sits on the academic advisory council of the Global Warming Policy Foundation (GWPF), a UK-based climate-sceptic lobby group that refuses to reveal the sources of its funding, was responding to an article by Daily Telegraph columnist Tim Stanley.
Stanley’s column, headlined: “Climate change is real – and the right needs to get serious about it”, warned:
“This is no longer a matter of speculation: the wildfires of Europe, pitiless and persistent, are the way we live now.”
Ridley included a chart from Our World In Data, showing the cumulative area burned by wildfires by week for Europe. The chart puts 2026 as having the smallest area for this time of year in a dataset going back to 2012.
Ridley’s post was widely shared by prominent rightwing figures – including Richard Tice, deputy leader of the hard-right, climate-sceptic Reform UK party, former Conservative cabinet minister Jacob Rees-Mogg and multiple commentators.
Separately, Wielicki also shared a chart on Twitter to imply that wildfires in Europe are declining. Wielicki has previously claimed that the “science is not settled on climate change”.
The charts posted by Ridley and Wielicki both use data from the Global Wildfire Information System (GWIS). The GWIS category for “Europe” encompasses all the countries on the continent and includes the whole of Russia.
As a result, Russia accounts for about 74% of the area included in the GWIS definition of “Europe”.
Wildfires in Russia typically account for 80-90% of the burned area in the GWIS Europe dataset. In 2026, fires in Russia are substantially below average. Therefore, including Russia in this comparison creates the false impression that wildfire activity across Europe is unusually low.
Dr Calum Cunningham, a research fellow at the University of Tasmania’s Fire Centre, says that such claims are “highly misleading”, noting that “they rely on aggregating fire activity across an enormous and climatically diverse region”. He tells Carbon Brief:
“A relatively quiet season in Russia can easily mask an exceptionally active season in France or Spain. If the analysis is focused on the regions actually experiencing the current fires, the picture is very different.
“The reality is that western Europe has experienced an extraordinary sequence of climate conditions this year.”
In contrast, the EFFIS provides a subset of wildfire data specifically for the area covered by the 27 nations of the EU, which, therefore, excludes Russia.
Another difference between the two datasets is that GWIS monitors all fires – including those on agricultural land that are intentionally set alight. The burned area as measured by GWIS contains significant cropland area.
By contrast, EFFIS uses land-cover data and other information to filter specifically for forest fires.
Looking at the EU-only data from EFFIS reveals that Europe is far from having its “quietest” year. The bloc’s burned area, as of 29 July, is almost 435,000 hectares (ha) – second only to 2022 for this time of year.
Notably, Wielicki has actually continued to post charts based on GWIS data, even after acknowledging that “includ[ing] all of Russia, including vast areas of Siberia…isn’t a good proxy for Europe”.
French fires
Even looking at EU-wide data misses the scale of this year’s wildfires for some individual countries.
The chart below shows the surge in burned area in France since mid-July.
For much of the first half of the year, the country was having a wildfire season that was only slightly above average in terms of total burned area. However, a notable uptick began in the first week of July.
The third week of the month saw France break its previous cumulative annual record by more than 19,000ha. That gap has widened as the fires continue to burn; as of 29 July, the cumulative burned area in France during 2026 was nearly 24,700ha above the previous record.
The fires in France follow a record-breaking June heatwave that “dried out vegetation across the region, allowing fires to spread quickly”, wrote the New York Times.
On 27 July, French president Emmanuel Macron called a “crisis cabinet meeting” in order to address the fires “ravaging several areas of south-west France”, said France 24.
More than 220,000 people have been evacuated due to the Gironde fire, west of Bordeaux, in “what may be France’s largest peacetime evacuation”, reported the Associated Press.
In the Conversation, Cunningham and two other University of Tasmania researchers write that evacuation orders “protec[t] human lives, but makes it more likely houses and other structures will burn if there’s no one to defend them”. They add:
“There is little doubt climate change has made France and Spain’s wildfires worse. They represent yet another reason to redouble our efforts to tackle climate change and stabilise our climate.”
Central Spain scorched
While Spain’s fire season has not broken records in the same way that France’s has, it is on track to be among the worst since EFFIS began reporting data in 2006.
The chart below shows the rapid increase in burned area in Spain since 8 July. The latest data from EFFIS reveal that, as of 29 July, Spain has almost matched its previous record at this point in the year. It is also nearly five times the average area burned for this time of year.
In Spain, the wildfires have been concentrated in the central part of the country, near Madrid.
BBC News reported that the fires outside the capital have burned “an area more than twice as large as the city itself”.
Nearly 90,000 people were forced from their homes in central Spain by the fires, said the Associated Press.
Pedro Sánchez, Spain’s prime minister, called the fires a “painful expression” of climate change.
Meanwhile, the UK, French and Spanish governments have issued joint statements this week in response to the fires. The UK/Spain statement begins:
“This summer’s wildfires demonstrated that climate change was now a national security emergency facing Europe and threatening our way of life.”
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The post Factcheck: No, Europe is not having its ‘quietest’ year for wildfires appeared first on Carbon Brief.
Factcheck: No, Europe is not having its ‘quietest’ year for wildfires
The general public often underestimate support for climate action, while overestimating the real-world actions taken by other people to address the problem, according to new research.
The study, published in Nature Climate Change, explores the differences between people’s support for climate change, their behaviour and their assumptions about other people’s behaviour.
It is based on multiple surveys of more than 5,000 people across Germany and the US.
The study expands on previous research on how the general public systematically underestimate the climate commitment of their peers.
The difference between actual and perceived support for climate action among the public is sometimes known as a “perception gap”.
The surveys tested how people’s perceptions of climate attitudes and behaviours relate to their own willingness to contribute and undertake “climate-friendly” actions.
One of the authors tells Carbon Brief that this perception gap is not due to “ignorance or bias”, but because “people are just not good at making good estimations”.
The research also reveals that people’s opinions and behaviours are more “nuanced than previously assumed” and suggests that simply “correcting misperceptions” does not automatically lead to greater climate action.
Measuring climate actions
The study notes that correcting the perception gap is often seen as a “cost-effective” way to promote public engagement and drive action to reduce the intensification and impacts of climate change.
Most studies that explore the perception gap have primarily focused on surveys that have asked people to report their willingness to support climate change.
In other words, researchers have relied upon people saying they would support efforts to tackle climate change, rather than measuring people’s real-world actions, such as financial donations, attending protests or changing their behaviour.
To fill this gap, the researchers behind the new study surveyed a total of more than 5,000 people in Germany and the US over 2024-25. Surveys were split across five different experiments, each focused on public perceptions of climate attitudes and how they relate to individuals’ actual behaviour:
| Experiment | What they did |
| Survey one | Participants were asked if they were willing to donate 1% of their household income to WWF – and then were given the chance to do so. Follow-up questions asked participants to predict how many of their peers said “yes” and how many actually donated to the charity. |
| Survey two | Participants read a constitutional complaint against the German government, led by Greenpeace, which demands for stricter climate policies. They were asked if they were willing to participate as a claimant and/or donate to the cause – and then were given the chance to do so. Follow-up questions asked participants to predict how many of their peers said “yes” and how many went on to support the complaint. |
| Survey three | Participants were requested to complete an online “work for environmental protection task” where the more “pages” they completed resulted in more donations to WWF. They then predicted how many pages their peers completed. Participants also rated their individual behaviours and support for eight climate policies and then estimated the same for other people. |
| Surveys four and five | Participants were split into three groups that were either informed that 4% of participants had donated 1% of their household income to WWF, that “68% were willing to contribute” or given no information. They then had to state whether they were willing to support WWF and then were given the opportunity to do so. |
The authors note that Germany and the US are two of the “top 10 CO2 emitters” and are places where climate action is “especially necessary”. However, they add that the two countries are not reflective of “diverse cultural contexts” and further research is needed across the world.
The perception gap
The researchers find that most of their participants supported climate action, but much fewer actually performed verifiable behaviours.
For example, survey one finds that 37% of participants said they were willing to donate to WWF, yet just 4% did when given the opportunity.
Participants generally overestimated the climate actions of their peers, predicting that 23% of other people donated. Willingness, on the other hand, was slightly underestimated with respondents averaging around 34%.
The results from survey three suggest that this perception gap is likely due to general cognitive processes within the human brain that make accurate estimations about large groups difficult, say the authors.
The chart below shows the actual percentage of people who supported different environmental policies and performed climate-friendly behaviours (blue dots) compared to average predictions from the surveys (red dots).
They reveal a “consistent pattern” where “small proportions were overestimated and large ones were underestimated”, the authors say, driving predictions towards the middle. This phenomenon is known as “regression to the mean”.
In other words, where public support for a policy was high, participants in the survey estimated it was lower than it was. When the support was lower, estimates would be higher.
The study finds that individual and environmental factors played a role in shaping people’s perceptions of their peers’ climate actions, which were distinct from general misestimations.
For example, people who were already involved in climate action, had more frequent climate discussions and consumed more climate-focused news and media predicted a higher proportion of climate support “across the board”.
The results from the fourth and fifth surveys show that knowing the context of other people’s beliefs and behaviour in surveys can impact the attitudes of participants.
Participants that were told that 68% of people were willing to donate 1% of their household income to the WWF were more willing to donate.
In contrast, participants that were told that 4% of people actually donated did not report more willingness to “discuss climate change, sign petitions or donate” than the control group.
However, there was no obvious impact on actual donations for any of the three groups, the study notes.
Lead study author Dr Kevin Tiede, scientific managing director of the Institute for Planetary Health Behaviour at the University of Erfurt, tells Carbon Brief that the findings suggest that “just telling people how many people support climate action is likely not enough to really change something”.
However, Tiede adds that “direct comparability” between people saying they would donate and actually donating is “limited” and that giving people more time to answer and autonomy over where to donate might result in more people taking action.
‘Pluralistic ignorance’
Tiede explains that the study findings demonstrate the existence of “pluralistic ignorance”, where a person believes their own views differ from the majority.
For climate change, this means that the “vast majority of people around the world support climate action, but people considerably underestimate the extent of this support”, the study says.
However, the surveys reveal that pluralistic ignorance “in the climate domain” is more nuanced than previously thought, say the authors.
Prof Madalina Vascleanu, an assistant professor at Stanford University’s Doerr School of Sustainability, who was not involved in the study, tells Carbon Brief that encouraging climate action is complex.
It may take multiple and repeated “attempts” at effective communication, or for people to directly “experience” the “norm” that climate change is widely supported, she says, rather than simply being told.
“Observable” behaviours, such as “identity signalling” – which could involve anything from protesting to vegetarianism – might have more of an impact on encouraging climate action among peers than “private behaviours like donations”, she adds.
The study is a “great addition to the literature”, Vascleanu says, because “correcting” the perception gap did not have an effect on climate-friendly behaviour, as “scholars had previously assumed”. She adds that it has “sparked several new hypotheses” that her “lab is now working on”.
Prof Mauro Bertolotti, associate professor of social psychology at the Università Cattolica del Sacro Cuore, explains that the “attitude-behaviour gap” revealed by the research is a “rather common finding”.
However, he is “sceptical” of the “simplified and abstract” measures, warning that experiment environments often come with “assumptions and expectations” that are different from real life.
As a result, they might not “replicate” the process people go through when choosing to “make a donation to an environmental cause”, he says.
‘Targeted’ communication strategies
The researchers argue that it is more effective to focus on “targeted” communication strategies – encouraging climate-friendly behaviours that aim to reach the majority who already support climate action, rather than trying to convert climate sceptics.
They call for attention to be paid to the attitude-behaviour gap between people saying they support efforts to tackle climate change and following up with real-world climate actions.
The study suggests strategies for decision-makers to reduce the attitude-behaviour gap, such as “facilitating climate-friendly behaviour” with “convenience and subsidies”. They also recommend ensuring environmental policy prioritises fairness to gain visible and widespread public support.
They add that the public would benefit from understanding the “effectiveness and co-benefits” of climate action.
Tiede, K.E. et al. (2026) People systematically under- and overestimate public engagement in climate action, Nature Climate Change, https://doi.org/10.1038/s41558-026-02668-z
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The post Correcting climate ‘misperceptions’ may not boost climate action appeared first on Carbon Brief.
Correcting climate ‘misperceptions’ may not boost climate action
The spiking price of oil helped increase global sales of electric cars in the second quarter of 2026 despite total car sales falling, a new International Energy Agency (IEA) report shows.
The IEA’s latest update on the market for electric cars said sales increased by 4% in the second quarter, after the war between the US, Israel and Iran disrupted oil supplies around the world and caused oil prices to jump at the end of February.
The increase in electric car sales was achieved despite customers buying fewer vehicles in total due to economic problems and, in China, a reduction in government subsidies for cheap cars. Total car sales fell 5% globally in the first half of 2026.
“While a lag in consumer responses and policy implementation means the full effects will take time to materialise, the crisis has clearly reinforced the case for [electric vehicles] as a way to address energy security and fuel cost concerns,” the IEA’s report said.
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For the well-off few, buying an EV is the next step in a solar revolution that has helped Yemenis weather years of power outages and high fuel prices -
Charging worries, high prices put brakes on EV growth in Bangladesh
Sales of e-bikes and rickshaws are up amid queues at fuel stations, but a lack of charging infrastructure and high prices still deter many Bangladeshis from going electric -
Nepal’s EV revolution pays off as oil crisis causes pain at the pumps
Import subsidies, abundant hydropower and charging investments have spurred EV adoption, with electric vehicles now making up about three-quarters of new car sales
The IEA predicts that sales of electric cars will speed up in the second half of the year, increasing by 10% for 2026 in total compared to 2025. Electric car sales will be 29% of total car sales over the full year, it forecasts, up from 24% in the first half.
The IEA expects sales of fossil fuel-reliant internal combustion engine vehicles to continue declining, as they have been doing for a decade because of economic shocks like the COVID-19 pandemic and, since around 2020, the rise of electric cars.
Road transport – which also includes two- and three-wheeled vehicles like scooters and rickshaws – currently accounts for half of global oil use. The oil industry has been trying to expand markets in newer, growing sectors like plastic to replace its declining business in petrol and diesel for road transport.
Pro-EV policies
As well as the higher oil price, the IEA said this year’s electric car boom is being driven in some countries – particularly in Europe and Southeast Asia – by government policies that have been put in place since the Iran war blocked shipping of oil and other commodities through the Strait of Hormuz.
It highlighted the Netherlands and Ireland, which have both announced subsidies for scrapping old internal combustion engine cars and replacing them with electric ones.
Australia, Spain, Chile, Vietnam and the US state of California have introduced, or are introducing, tax benefits for electric cars.
Australia, the UK and Hungary have announced funding or support for charging infrastructure, while Cambodia, Brazil and Kenya have reduced taxes on imports of electric vehicles.
Growth in electric car sales was particularly strong in Europe, Brazil, Australia, India, South Korea, Vietnam, Colombia, South Africa and New Zealand.
On the other hand, electric car sales fell 16% in China – the world’s biggest electric car-buying country – in the second quarter. This was driven by a decline in total car sales, which was more extreme for internal combustion engine cars than electric ones.
In the US, electric car sales rose 20% in the second quarter compared with the first quarter of 2026. But this was about 25% less than in the same period of 2025, when Americans were taking advantage of expiring Biden-era federal tax credits.
These statistics back up Climate Home News’ reporting from the ground since the oil price spiked. As we reported from Yemen in May, the IEA data shows Chinese electric car companies are having success in the Middle East.
And as our correspondents found in Nepal and Bangladesh, there has been a surge of interest in electric vehicles across Asian countries outside of China. Yet while EV adoption in Nepal has been enabled by investments in charging and import subsidies, drivers in Bangladesh have been put off by a lack of chargers and high prices for electric two-wheelers.
The post Hormuz crisis speeds up transition to electric cars, IEA data shows appeared first on Climate Home News.
Hormuz crisis speeds up transition to electric cars, IEA data shows
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