Leslie Cordes is vice president of programs at the sustainability nonprofit Ceres.
As global policymakers, nonprofit advocates and industry leaders meet this week in Geneva to turn lofty promises to slash methane emissions into meaningful action, a crucial stakeholder will largely be missing from the table: the private sector.
The aim of the 2024 Global Methane Forum is to build on the Cop26 climate summit, where more than 150 countries pledged to reduce global methane emissions by at least 30% by 2030, as well as other methane commitments made at last year’s Cop28.
But ratcheting up private sector action remains a looming agenda item. Because for all those promises, we aren’t seeing the companies in the sectors that contribute most to humanity’s methane emissions – agriculture and energy – take the ambitious steps needed to fulfill them.
In fact, new findings show the energy industry’s methane emissions didn’t budge last year from a near all-time high. Nor have we seen enough investors step up to drive this needed action in the companies they hold.
Fossil fuel industry under pressure to cut record-high methane emissions
Food companies’ agricultural activities, especially raising livestock, and fossil fuel operations, largely from oil and gas companies, are responsible for nearly equal parts of 75% of human-caused methane emissions worldwide.
Food and energy corporations must confront the escalating material financial risks they face from climate change. Lowering methane emissions is one of the fastest and most cost-effective ways to slow the overheating of our planet in the short term.
There are three key actions companies across both sectors can take to mitigate their main sources of methane pollutants – and in doing so, accelerate the transition to more sustainable and resilient systems for feeding and powering our world.
Disclose plans for reducing emissions
Before they can tackle them, companies need to understand what their methane emissions are, where they come from, and how they can reduce them. These details should be disclosed in their transition plans so that external stakeholders, including investors who use the information to evaluate climate risk in their portfolios, can hold companies accountable for voluntary methane commitments.
More major food companies benchmarked by Ceres in our investor-led Food Emissions 50 initiative are reporting the drivers of their supply chain emissions, but only a few, such as Yum! Brands and Starbucks, have disclosed how they address livestock emissions. Since most of the sector’s methane emissions – and around 12% of global greenhouse gas emissions – stem from livestock, it’s critical that companies include this in their plans.
Oil and gas companies, for their part, should join sector-wide efforts like the United Nations Environment Programme’s Oil and Gas Methane Partnership 2.0, which seeks to improve accuracy and transparency of methane data and track corporate progress. Over 130 businesses globally are participating in this partnership and have committed to report their measurement-based emissions, set a methane reduction target, and submit an implementation plan.
Leverage technology
In both sectors, companies must embrace existing and emerging technologies for the global community to successfully reach its methane reduction goals.
Food companies won’t be able to meet their emissions targets using current agricultural technologies and practices, but livestock emissions could be cut substantially through sustainable changes to farming practices. Companies will have to invest in, and incentivise farmers to adopt, new technologies that are already gaining traction, such as seaweed feed additives for cattle, and other proven and ready-to-deploy methods for curtailing agricultural methane.
To achieve net zero by 2050, methane emissions from fossil fuel operations need to fall by around 75% between 2022 and 2030. That may seem like an enormous task, but oil and gas companies can avoid more than 75% of current emissions using known technology, including replacing methane-emitting equipment with zero-emitting alternatives, with close to 50% of emissions avoidable at no net cost.
Advocate for new policies
Government policies can create new opportunities and mandates that support sector-wide methane action – and companies need to advocate for them. Ahead of Cop27, 800-plus investors representing nearly $42 trillion assets under management signalled just how essential policies are to reaching a net zero economy when they called on governments to radically increase their climate ambition.
Recently, we have seen new policies open important pathways for funding and advancing lower-emissions agricultural solutions, such as when the U.S. Food and Drug Administration streamlined the process for methane-inhibiting feed additives to gain regulatory approval last month. Before and at Cop28, the European Union adopted more stringent regulations, and Canada proposed robust regulations to significantly reduce oil and gas methane emissions.
With the international climate community’s eyes on methane this week, and 2030 rapidly approaching, it’s time to focus on igniting action where the opportunity – and responsibility – for cutting emissions is the greatest. If food and fossil-fuel companies do not clean up their operations, they will not be able to uphold their climate commitments, nor will we meet our global methane goals.
The post Companies still missing in action on methane-cutting goals 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.
