Negotiators are locked in feverish marathon talks to hammer out the final technical draft of the global stocktake. The version published early Tuesday is a 24-page smörgåsbord of wildly ranging alternatives.
Take the energy package. On the defining battle of Cop28 – the fossil fuels conundrum – the draft text lays out two phase out options.
The first simply calls for “an orderly and just phase out of fossil fuels”, reflecting the position of the “high ambition coalition” (France, Kenya, Colombia and others).
The second is wordier. It has qualifiers that give cover to coal, oil and gas: countries should be “accelerating efforts” towards a phase out of “unabated” fossil fuels and “rapidly reducing their use” – but crucially not their production. It’s also more specific about the goal: “net-zero CO2 in energy systems by or around mid-century.”
On the technology side of the package, the text is setting up a repeat of the horse-trading already seen at the G20 this year. A paragraph calling for the tripling of renewable energy capacity by 2030 is followed by one pushing for the scale-up of the “low-emission technologies” preferred by fossil fuel industries, like carbon capture and storage and hydrogen. In Delhi last September the world’s largest economies landed on including both to make everyone happy.
Every paragraph also comes with a “no text” option. This could lead to some “take it or leave it” situations already seen last year in Sharm el-Sheik, observers said. Another iteration of the text is expected today.
Cinderella still waiting for fairy coach
Measures to adapt to climate change have often been called the Cinderella of climate change – ignored and underfed, sitting in rags by the stove while cutting emissions gets all the attention.
And it’s not going to the ball at this Cop either, especially as loss and damage has come strutting in, to hoover up donor governments’ attention and pledges.
The bad news started a few weeks ago when the OECD announced adaptation finance fell 14% between 2020 and 2021.
Then there’s been the Adaptation Fund pledges at Cop28. France and Germany’s are no greater than they were at Cop27 and the US, EU, UK and Japan have yet to chip in.
These don’t seem the actions of governments committed to meeting their Cop26 pledge to double adaptation finance on 2019 levels by 2025.
In global stocktake discussions, some countries want the standing committee on finance to draw up a “roadmap” on how developed countries will meet that target.
A source with knowledge of discussions said developed countries oppose it, as Cop26 only “urges” them to double so its not a commitment.
A group of self-proclaimed “adaptation champion” countries have been looking to multilateral development banks for the funds. They hosted a talk with the World Bank and Asian Development Bank yesterday.
Another source of cash could be carbon markets. But in March, carbon credit sellers like Conservation International and buyers like the BBVA bank fought off an attempt to place a mandatory levy on offsets to fund adaptation.
2021’s adaptation finance figures predate Cop26 and the doubling pledge. We could see better figures for 2022 and meet the goal by 2025.
Even then, it’s a drop in the water. Meeting the goal would be $40 billion a year. The United Nations says adaptation needs will be more like $140-300 billion a year by 2050.
Fossil lobbyist count is in
Figuring out who is and isn’t a fossil fuel lobbyist at Cop28 is painstaking work: over four days a team of researchers, coders and data analysts individually cross-checked 84,000 delegates with public sources for evidence of their fossil fuel interests.
Tears, tantrums, cold pizza slices, vats of coffees and 1.6 million data points were an integral part of the exercise, says Global Witness’ Patrick Galey.
The number he and others in the Kick Big Polluters Out coalition came up with was 2,456.
This is the highest number of coal, oil and gas representatives ever recorded at a UN climate conference. If they were a country, they would form the third largest delegation in Dubai.
In brief
Aussies away… – Australia has promised to stop bankrolling fossil fuel projects overseas with public money. It joins the US, Canada, the UK and many EU states in the Clean Energy Transition Partnership first launched at Cop26. Australia will now have a year to translate words into actions. Most signatories have done so with the notable exception of the US, Germany and Italy.
…and home – It is unclear if and when Canberra will apply similar measures for fossil fuel subsidies at home. Direct spending and tax breaks for producers and users cost Australians an estimated $11.1 billion last year.
Keeping it cool – 60 countries including the US, Canada and Kenya, have signed up to commitments to reduce the climate impact of the cooling sector. Signatories agreed to cut their cooling-related emissions by at least 68% from 2022 to 2050. India and China – two of the world’s largest users of cooling devices – have not joined the coalition.
Doorstepped – Total CEO Patrick Pouyanne was questioned by a campaigner against Total’s East Africa Crude Oil pipeline at Cop28 today. Zaki Mamdoo asked him if he would call on the Ugandan police to release seven student protesters. “That is what we are doing today,” he said.
BOGA grows – Kenya, Spain and Samoa have joined the Beyond Oil and Gas Alliance – a coalition of nations led by Denmark and Costa Rica which commit to stop producing oil and gas. None are significant oil and gas producers.
The post Cop28 bulletin: Fossil fuel phase-out language takes shape appeared first on Climate Home News.
For the first time, new-energy vehicles (NEVs) made up 67% of new car sales in China in September, according to the latest data from the China Passenger Car Association (CPCA).
The figures show that NEVs, which include battery electric cars and plug-in hybrids, captured a record share of sales, even though fewer were sold than last year.
This is because sales of combustion-engine cars are falling steeply, a trend that the CPCA has attributed to rising petrol prices following the start of the Hormuz crisis.
Indeed, sales of fuel-only cars were down 31% year-on-year in the first nine months of 2026, with plug-in hybrid sales down 26% – whereas battery EV sales were only down 4%.
One analyst tells Carbon Brief that China’s rapidly growing EV fleet has offset demand for 143m barrels of oil since the start of the Hormuz crisis.
Another says that the crisis is “reinforcing China’s electrification of road transport”.
Meanwhile, amid slowing domestic sales, Chinese carmakers’ exports of NEVs more than doubled [in 2026 to date / in September] from a year earlier.
NEV record
A record two out of every three cars sold in September in China were NEVs, according to CPCA data, as shown in the figure below.
(NEVs predominantly include battery electric vehicles – BEVs – and plug-in hybrids – PHEVs. BEVs only run on electricity, whereas PHEVs also have a combustion engine.)
This marks a rapid rise for NEVs from just 6% of new car sales in 2020 up to 58% in 2026 to date – and a record 67% in the month of September.
This year, NEVs’ share of sales has also bounced back from a low of 39% in January, after the full purchase tax exemption that had been in place for more than a decade came to an end in December 2025.
The gain in NEV share in 2026 has come amid a slowdown across the wider domestic passenger-car market, which has hit sales of combustion-engine vehicles particularly hard.
This September, passenger-car retail sales across all categories declined, with overall sales volumes falling 28% year-on-year.
The contraction was led by combustion-engine vehicles, which saw sales fall 43% year-on-year in September and 31% in 2026 to date.
However, sales of PHEVs also fell by 36% year-on-year in September and by 26% in 2026 to date. By comparison, BEVs performed better, although sales still declined 8.5% from a year earlier in September and 4% in 2026 to date.
As a result, NEV sales overall fell by 17% in September and 13% in 2026 to date.
While the market changes in 2026 to date were particularly dramatic, they reflect a broad continuation of trends seen over the past decade.
Indeed, sales of combustion-engine cars in China peaked in 2017 and they have been declining ever since, shown in the figure below.
Impact of Hormuz
Part of the reason for the advance of NEVs in 2026, said Chinese technology news outlet OFweek, was petrol cars “giving up market share” as they were outperformed by electric alternatives.
Cui Dongshu, secretary-general of the CPCA, cited higher petrol prices as an explanation for September’s weak combustion-car sales, in comments to financial news outlet National Business Daily.
Imports of oil into China in January-September have fallen 15% compared to 2025, equivalent to 470m barrels, as ongoing conflict tightened supply and drove up prices.
China’s passenger-car NEV fleet has displaced 143m barrels of oil so far during the strait of Hormuz crisis, Euan Graham, senior energy analyst at thinktank Ember, tells Carbon Brief.
EVs “accounted for 12% of the decrease in China’s oil use post-Hormuz”, according to an estimate provided to thinktank the Brookings Institute by an unnamed analyst.
Erica Downs, a senior research scholar at Columbia University’s Center on Global Energy Policy, tells Carbon Brief that the strait of Hormuz crisis and higher oil prices are “reinforcing China’s electrification of road transport”.
She says the “world’s largest oil supply disruption” vindicates China’s early bet on EVs, which was partly driven by concerns about oil-supply security.
NEV demand down
Nevertheless, NEV sales have fallen year-on-year, albeit at a slower rate than overall car sales. The growth in NEV market share has also been decelerating.
Zhang Yichao, a partner at consulting firm AlixPartners, tells Carbon Brief that NEVs benefit from government trade-in policies and a “strong pipeline” of new models, particularly those involving innovation.
He says these factors help explain why NEVs sales have fallen at a slower rate to their combustion-car counterparts.
Cui told the state-run China National Radio that the fall for NEVs and for cars overall in September 2026, is also due to a high baseline of sales from the same month in 2025, as well as changes to trade-in policies and disruptions from the holiday period.
Other factors, says consulting firm Wood Mackenzie, are the weakened demand due to “demand pull-forward” in 2025 caused by the end of subsidies, as well as “tighter financing conditions”.
Zhang tells Carbon Brief he does not “see much more room ahead” for further growth in NEVs’ market share.
He adds that, in his view, their share in China is unlikely to exceed 80%, as some premium-market segments and specific use cases will continue to require combustion-engine vehicles.
Exports surge
Meanwhile, while domestic NEV retail sales fell 17% in September 2026, exports more than doubled, increasing 164% year-on-year, according to the CPCA.
This extends the decline in domestic sales and very strong growth in exports seen across 2026 to date, as shown in the figure below.
In September, 1,084,000 NEVs were sold domestically in China, while 558,000 NEVs were exported.
Exports are becoming increasingly important to Chinese carmakers, in the face of weaker domestic demand and cut-throat industrial competition.
The CPCA says exports have become “a core priority” for some carmakers.
However, the surge in exports from China has created concern in the EU, which has placed tariffs on imports of EVs from China and recently agreed plans to cut imports of hybrids.
Countries including Mexico and Turkey have also placed tariffs on Chinese EV imports.
At the same time, the Chinese government is putting policies in place that might be expected to disincentivise exports, such as cutting VAT export rebates.
Analysts differ on what impact this policy shift will have, with some saying it will be limited, while others believe it could cause the price of exported cars to rise.