For several years, the UK car industry has been claiming that demand is not high enough to meet the government’s targets for sales of “zero emissions vehicles” (ZEVs).
To date, however, the car industry has actually beaten the targets under the government’s “ZEV mandate”.
This pattern of claiming demand is not high enough is being repeated in a regular cycle, following the publication of monthly statistics on new UK car sales by the Society of Motor Manufacturers and Traders (SMMT).
Each month, this messaging is amplified by large sections of the media, which have published dozens of articles stating – incorrectly – that car companies are missing their ZEV targets.
Meanwhile, the car industry is lobbying for an “urgent review” of the targets, on the basis that “natural demand is still well below the level demanded by the [ZEV] mandate”.
UK car market has ‘over-complied’ with its targets
In 2021, the UK’s then Conservative government developed the idea of a “ZEV mandate” as a way to drive sales of electric vehicles (EVs).
The idea, inspired by a similar scheme in California, is to set a rising target for the share of new car and van sales that must be “zero-emissions vehicles” (ZEVs) each year.
For cars, these targets started at 22% of sales 2024, increasing gradually each year to 80% by 2030.
Towards the end of the first year of the scheme, in November 2024, the SMMT warned that the industry was “likely to fall short”, with EVs making up “just…18.7%” of sales. It said:
“The industry looks likely to fall short of the 22% EV market share demanded, potentially creating a £1.8bn bill for compliance.”
(If manufacturers fall short of their target, they can still avoid having to pay a “bill for compliance” by trading “credits” with other firms, or “borrowing” allowances from future years.)
But, contrary to the industry messaging on the headline 22% goal, the car market actually “over-complied” in 2024, according to official figures published in early 2026.
As such, all carmakers in the UK avoided fines for failing to meet their ZEV-mandate targets.
This was despite only 19.8% of new sales being EVs in 2024 – a final tally that was notably more than one percentage point higher than the industry estimate from November of that year.
The industry was able to “over-comply” with the ZEV mandate because the regime has a series of “flexibilities”, which have been created and added to after lobbying by carmakers.
These “flexibilities” allow individual firms to reduce their targets for ZEV sales by selling combustion-engine cars with lower emissions, such as hybrids or plug-in EVs.
When these “flexibilities” are considered, the car market met the equivalent of a 24.5% target, according to the government, with the surplus of 2.5% being “banked” for use in future years. This is shown in the figure below.

In May 2026, the SMMT again told Carbon Brief that EV sales in 2024 had been below the headline target.
When asked by Carbon Brief to confirm that – per the official figures – the UK car market had, nevertheless, “over-complied” with the ZEV mandate in 2024, it did not respond.
Car industry continues to lobby for weaker rules
In a January 2026 release on car sales for the previous year, the SMMT said the “gap between demand [for EVs] and ambition [in the ZEV mandate] is increasing rather than diminishing”.
At the time, Carbon Brief asked the SMMT if it recognised independent estimates from thinktanks and NGOs, showing that – on the contrary – the car industry had also met its ZEV-mandate targets for 2025.
In response, the SMMT sent Carbon Brief a quote from SMMT chief executive Mike Hawes saying that “no one will know” if the industry complied with the 2025 target until official figures come out in 2027.
While this is technically true, the official figures for 2024 showed that the thinktanks and NGOs behind the independent estimates for 2025 had been accurate with their previous forecasts of compliance.
The car industry continues to repeat similar messaging.
The SMMT stated in May 2026 that there is a “persistent gap of around six percentage points against the mandate target” of 33% in 2026 and 38% in 2027. Chief executive Mike Hawes said in the statement that “natural demand is still well below the level demanded by the mandate”.
The gap that the SMMT is referring to is between the headline ZEV targets and the expected level of EV sales, which the body says will reach 27% of all new cars this year and 33% in 2027.
The car industry continues to use these figures to call for a review of the ZEV mandate.
In its latest news release, it says the UK “needs an urgent review” and quotes Hawes saying this should be used to “align policy with market realities”.
These comments are reflected in media coverage, with the Independent, for example, running a misleading headline that says the car market is “still missing government EV targets”. The article adds:
“[T]he industry is still warning that EV demand is not growing quickly enough to meet government targets.”
What neither the SMMT press release nor much of the media coverage mentions is the existing “flexibilities” under the ZEV mandate, which were already expanded last year.
This means the headline 33% goal for 2026 can be met, even if EVs only make up around 25% of sales, according to an estimate of the “real” target published by thinktank New Automotive.
Again, the SMMT expects EVs to make up around 27% of sales this year, which would be comfortably ahead of the “real” target once flexibilities are taken into account.
The government has already pledged to review the ZEV mandate, with the results due to be published in “early 2027”.
In April, car sales platform Autotrader announced that new EVs are now cheaper to buy than petrol cars on average, “for the first time”. EVs were already significantly cheaper to own.
The post Factcheck: What the UK car industry is not saying about EV targets appeared first on Carbon Brief.
Factcheck: What the UK car industry is not saying about EV targets
Climate Change
China’s coal-chemicals boom risks repeating the mistakes of the past
Aiqun Yu, Christine Shearer and Joe Hittinger work at Global Energy Monitor, a US-based organisation that seeks to provide the worldwide energy transition with transparent data and analysis.
With global oil and gas prices soaring at the start of the Iran war, China quietly broke ground on three major coal-to-gas and coal-to-chemical projects worth roughly $10 billion in two regions with abundant coal resources.
But as a Chinese saying goes, “three feet of ice does not form in a single day”. China’s push to use coal as a substitute for imported oil and gas has been gathering momentum since the Russia-Ukraine war began in 2022, prompting a recalibration of energy security priorities in Beijing and beyond.
The policy raises new concerns, threatening China’s climate goals and growing reputation as a global clean energy leader by creating renewed demand for coal.
A new expansion wave
Over the past three years, China has entered a new cycle of investment in so-called “modern coal chemicals”, differentiated from conventional coal chemicals. Four pathways – coal-to-gas, coal-to-liquids, coal-to-olefins, and coal-to-ethylene glycol – account for the bulk of new modern coal-chemical capacity under development.
According to Global Energy Monitor data, proposed and under-construction coal-to-gas capacity is approaching three times current operating capacity. Together, 34 projects under active consideration represent more than 1 trillion yuan ($150 billion) in planned investment and could add roughly 300 million tonnes of annual coal demand if completed, equivalent to South Africa’s entire coal mining capacity.
Most projects are in Xinjiang, Inner Mongolia, Shaanxi and Ningxia, regions with plentiful coal resources and relatively low mining costs. Xinjiang has emerged as the epicentre of the new boom, accounting for more than half of all proposed modern coal chemical projects.
Why the world abandoned coal chemicals
Coal chemicals are often presented as an emerging industry, but the technologies themselves are more than a century old.
Earlier “conventional” coal chemistry was a byproduct of coking, a process run primarily for iron and steel making. “Modern” coal chemistry instead uses gasification to convert coal into synthesis gas, a versatile building block for fuels, plastics, fertilisers and other chemicals that would traditionally be made from oil or gas.
These modern processes were developed in the early 20th century and expanded during periods of wartime fuel shortages. For example, Germany relied heavily on synthetic fuels during the Second World War while South Africa developed similar technologies in the apartheid era to reduce vulnerability to international sanctions.


Once cheap oil and gas became widely available, however, most countries moved away from coal chemicals, which required large amounts of energy, water and capital investment, and generally produced more pollution and carbon emissions than the conventional alternatives.
Today, only a handful of commercial coal gasification facilities operate outside China.
China has already tested this theory once
The current expansion is not China’s first attempt to build a major coal chemical industry.
A previous boom emerged during the 2010s, driven by many of the same arguments: high oil prices, concerns over energy security and expectations that technological improvements would unlock a new era of coal-based industrial growth.
Brazil jostles for rare earths share as US-China rivalry heats up
The outcome was far from successful. Dozens of projects were proposed, but many were delayed, suspended or scrapped before completion, and there were difficulties among those that did get off the ground.
Three of China’s four operating coal-to-gas projects reportedly spent much of the past decade operating at a loss, and several large coal chemical facilities generated only marginal returns despite government support.
Policy support is driving the revival
Backers say technological improvements have made the industry more competitive than it was a decade ago.
Yet coal chemical projects remain highly dependent on oil and gas prices. When international prices rise, coal-derived products can appear competitive. When prices fall, the economics often deteriorate rapidly.
More than changes in technology, government policy has played a pivotal role in the sector’s revival.
Following power shortages in 2021 and the energy market disruptions that followed Russia’s invasion of Ukraine, energy security became a national priority. Coal production expanded, particularly in western China, boosted by government support.
China’s solar exports reach “gigantic” record in March as energy crisis bites
A key policy change in 2022 exempted coal used as industrial feedstock from certain energy consumption controls, easing regulatory pressure on coal chemical projects.
The impact of such measures highlights the degree to which coal chemicals depend on expansive and favourable policy treatment to remain viable.
At the same time, the current expansion is creating new demand for an industry confronting structural decline as China races to renewables in electricity generation.
The cost to China’s climate leadership
Converting coal into fuels and petrochemical products also releases substantially more carbon dioxide than conventional oil- and gas-based alternatives, which themselves are a major source of emissions.
Proponents argue that coupling production with green hydrogen and carbon capture could resolve the emissions problem, but the arithmetic doesn’t support this.
Sinopec’s flagship Dalu coal-to-olefins plant, paired with a 10,000 tonne-per-year green hydrogen demonstration, displaces less than 2% of the plant’s annual coal use. Replicating this across the proposed buildout would consume enormous quantities of clean energy just to partially decarbonise an inherently dirty process.
China could instead leverage that same industrial capacity and policy support to lead the development of cleaner chemical pathways, such as green ammonia for fertiliser, bio-based and CO2-derived feedstocks for plastics, and e-fuels or biofuels where liquid fuels are still needed.
Rather than locking in another generation of coal-dependent infrastructure, China should learn from the lessons of the past and seek a cleaner and more viable industrial future.
The post China’s coal-chemicals boom risks repeating the mistakes of the past appeared first on Climate Home News.
China’s coal-chemicals boom risks repeating the mistakes of the past
Climate Change
Project Cosmos
Welcome to the Project Cosmos homepage.
The project was launched by Carbon Brief in June 2026 following an 18-month research and development effort.
The aim: to build the world’s largest database of climate change research.
Containing more than 1.8 million unique publications linked by 40 million citation relationships, the Cosmos database represents the most complete and expansive mapping of human knowledge on climate change ever assembled.
The articles and visuals below will guide you through how the Cosmos database was built, as well as all the subsequent analysis, including the Cosmos 500 rankings of most cited authors, publications and institutions.
The post Project Cosmos appeared first on Carbon Brief.
https://www.carbonbrief.org/project-cosmos/
Climate Change
Mapped: Inside Carbon Brief’s Cosmos database of 1.8 million climate studies
This is the vast “cosmos” of academic literature and evidence that underpins humanity’s knowledge of climate change.
Every “star” – all 1.8m of them – represents one of the studies inside Carbon Brief’s Cosmos database.
The coloured “nebulae” and “galaxies” within this cosmos illustrate where clusters of studies share similar citations and, hence, areas of common academic focus.
The post Mapped: Inside Carbon Brief’s Cosmos database of 1.8 million climate studies appeared first on Carbon Brief.
https://www.carbonbrief.org/mapped-inside-carbon-briefs-cosmos-database-of-1-8-million-climate-studies/
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