Kicking off proceedings at the mid-year climate talks in Bonn amid fraught global geopolitics, UN climate chief Simon Stiell told delegates that tackling the global climate crisis is “the hardest, but most important, thing humanity has ever tried to do together”.
Perhaps hoping to forestall the usual diplomatic wrangling that routinely bogs down the talks, he warned governments that there is no time to “re-open past debates or renegotiate commitments already made”.
Instead, he added, there is an imperative to accelerate real-world action as deadly heat intensifies and the fossil-fuel cost crisis sparked by the Iran war strangles economies, “taking a wrecking ball to lives and prosperity”.
That message seemed to sink in with the negotiators in Bonn, where the opening session kicked off only an hour late and was not marred by agenda rows, which delayed the start of the talks by a day last year.
On bridging the gap between the negotiations and the real economy, Stiell called for elevating the Global Climate Action Agenda, a goal long promised but never fully delivered.
But, he added, Türkiye – working with Australia – is now building on the efforts by last year’s COP30 presidency to streamline this process into six thematic areas, including boosting energy and food security, curbing methane and strengthening the resilience of cities.
Stiell was also keen to stress that the formal negotiations remain central to driving implementation of the Paris Agreement. He urged governments in Bonn to advance key issues including the Global Goal on Adaptation, the delivery of the outcomes of the first Global Stocktake and the development of a new just transition mechanism.
The first Global Stocktake was an assessment of countries’ collective progress in meeting the goals of the Paris Agreement, which led to a 2023 agreement to transition away from fossil fuels in energy systems and a 2030 goal to triple renewable energy, among other things.
Hinting at upcoming reforms to the UN climate regime – which has often been accused of failing to keep pace with advancements in the real world – Stiell said all institutions must continuously evolve and improve. The UN climate secretariat has heard countries’ calls to work more efficiently, support access to climate finance and reduce the reporting burden on governments, he added.
Türkiye to outline targets for Action Agenda
While Australia will run the negotiations at COP31, for co-host Türkiye – which is organising the talks in Antalya – the focus is on the so-called Global Climate Action Agenda. This is a sprawling smorgasbord of around 500 voluntary initiatives bringing together governments, businesses, investors, cities and civil society. It covers everything from strengthening power grids for clean energy, to restoring degraded forests and land, and reducing emissions from buildings.
COP31 President-Designate Murat Kurum told the opening session of the Bonn talks his team will present the “main framework” of the Action Agenda on Tuesday, adding it will be “based on concrete and tangible targets”. He also said Türkiye will announce a roadmap for translating what happens in the negotiations into the real world, which will ”point to a science-based process with highly clear and defined outcomes” and steps for getting there.
“In the second decade of the Paris Agreement, the COP31 Action Agenda will bring the outcomes of the first Global Stocktake to life, and we will make a strong start to the second decade,” Kurum said.
In a joint letter issued in May, the two host nations said COP31 will be shaped as an “Implementation COP” and a “COP of the Future,” aimed at translating commitments into tangible and trackable progress. They outlined priority areas – to be achieved through the six axes of the Action Agenda defined ahead of COP30 – including electrification, zero waste, resilient cities, sustainable agriculture, green industrial transformation and climate finance.
Chiming with this, Australia’s Chris Bowen, the COP31 president of negotiations, made the global energy transition the centerpiece of his opening intervention in Bonn.
This year’s climate summit, he said, must send investors and corporations the message that countries are “collectively committed” to building up renewable energy and reducing fossil fuel reliance. Fossil fuels were not directly mentioned in the main outcome at COP30 last year after countries failed to agree on developing a global transition roadmap, which Brazil is now putting together outside of formal negotiations.
Bowen, Australia’s minister of climate change and energy, said that, while energy crises like the one the world is going through now will become more frequent and more unpredictable, accelerating the shift to cleaner sources will “ease shocks to our energy systems”.
He identified progress on electrification as a priority for COP31, pointing to an assessment by the International Energy Agency (IEA) that electricity’s share of final energy consumption needs to reach 35% by 2035 to keep the 1.5C temperature goal in sight.
“In a world of geopolitical uncertainty and energy disruption, the transition is not a risk,” Bowen added, “it is the solution and an immense opportunity”.
Tensions around trade and climate surface again
Over the weekend, it became clear that discussions on trade and climate would once again become a source of contention between countries – if not as explosively as they did at the start of the talks a year ago.
As agreed in the COP30 Global Mutirão decision, a series of dialogues on trade and climate will be held in Bonn yearly from 2026 to 2028. Climate Home News understands that the G77 + China has expressed discontent about the organisation of the first dialogue that will take place on June 13, because it plans to incorporate contributions from a range of organisations rather than just governments.
In a statement at the opening plenary, Uruguay, on behalf of the G77 group of developing nations, “encouraged Parties [countries] to engage constructively in the dialogue in a robust and structured manner”. Many in the Global South are concerned that international trade measures to make products greener, such as the European Union’s carbon levy on imports, could end up discriminating against them.
Russia warned during its opening statement that the new dialogue should not be used to create trade barriers.
Comment: Indonesia’s failing Just Energy Transition Partnership is a cautionary tale
Avantika Goswami, climate change and green economy programme manager at the India-based Centre for Science and Environment, told Climate Home News that the UN climate secretariat has been unclear and untransparent about what will be discussed at the dialogue. “We don’t know if observers and civil society are going to be able to contribute,” she added.
After the three mid-year dialogues, in 2028 there will be a high-level event for countries to exchange their views and experiences, and the officials in charge will have to present a report summarising these discussions.
At Monday’s opening session, Antwi-Boasiako Amoah, the Ghanian chair of the African Group of Negotiators, said it would be “important to provide clarity on how they intend to present the report” and suggested that the co-chairs of the Bonn talks should consult with countries on how best to do that.
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Bonn Bulletin: Tackling climate crisis is “hardest” challenge ever, Stiell says
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.