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
China’s carbon dioxide (CO2) emissions fell by 3.1% in the third quarter of 2026, as the Hormuz crisis continued to hit oil demand and coal use also dropped.
This guest post is by:
Lauri Myllyvirta, lead analyst at the Centre for Research on Energy and Clean Air
This was the largest quarterly reduction since the 2022 Covid lockdowns and means that China’s CO2 emissions have now fallen by an estimated 0.5% in the year to date.
The new analysis for Carbon Brief, based on official figures and commercial data, shows that coal use fell by 3% year-on-year in the third quarter of 2026, while oil was down 4%.
The main drivers were a fall in power-sector coal consumption, a continued sharp reduction in transport oil consumption and slowing growth in the coal-to-chemical industry.
The sharp decline in China’s CO2 emissions extends a “flat or falling” trend that began in March 2024 and has now lasted more than two years, as shown in the figure below.
The outlook for China’s CO2 emissions depends on the balance between rising energy demand, clean-energy growth and the government response to a GDP slowdown.
Decline drivers
Key drivers of the fall in CO2 in the third quarter of 2026 included a 3.3% drop in coal-power generation, after demand growth slowed and the amount of “wasted” wind and solar fell.
Power generation from solar, wind and nuclear increased by 110 terawatt hours (TWh) year-on-year, more than twice as much as the growth in total electricity demand. This added clean-power generation equal to Germany’s total power output in the same time period.
The fall in coal-power output and CO2 emissions came despite the fact that China continues to build new coal-power capacity at near-record rates. This means that average running hours for coal plants are falling even faster than total generation, eroding their profits.
Meanwhile, transport oil consumption continued to fall sharply, down 9% year-on-year in the third quarter of 2026. Electric vehicles (EVs) continued to gain market share, hitting a record 67% of passenger car sales and 50% of heavy trucks in September.
The amount of electricity used by EVs grew by 53%, much faster than the number of EVs on the road, showing increased usage of the existing fleet in preference to fuelled vehicles.
Elsewhere, growth in the coal-to-chemical industry continued to slow down in the third quarter of 2026. The sector has been a key source of emissions growth, but high coal prices have weakened profitability and higher output prices hurt downstream demand.
Finally, CO2 emissions from cement and steel production continued to fall in the third quarter, as the contraction in construction volumes accelerated.
Outlook for emissions
Energy consumption growth has been falling after a period of exceptionally high growth during Covid, while clean-power growth has been robust.
This makes it likely that the growth in clean-power generation will exceed total energy demand growth this year, maintaining the structural fall in fossil-fuel use.
Looking ahead, this balance also relies on progress in removing barriers to new solar and wind power being added to the grid, which result in some clean electricity being “wasted”.
The recent slowdown in energy demand growth is partly – but not fully – explained by exceptionally mild weather in the third quarter.
Another key factor is weaker GDP growth. Since reported GDP growth remains within target, however, there is reduced pressure for further stimulus policies.
The focus of the economic stimulus announced to date is “six networks”, which includes the power grid and the transportation network.
These networks are highly relevant for energy and emissions – and they are already covered by policies that emphasise “green” and zero-carbon solutions.
The post Analysis: China’s quarterly CO2 falls 3% in largest drop since Covid appeared first on Carbon Brief.
Analysis: China’s quarterly CO2 falls 3% in largest drop since Covid
Climate Change
Coles, Woolworths grilled as beef buyers receive fail grade on new deforestation scorecard
MELBOURNE, Friday 6 November 2026 — As Coles holds its Annual General Meeting today, Greenpeace Australia Pacific has branded the major supermarkets with a fail grade on their commitment to source deforestation-free beef, with an updated scorecard revealing none of the major beef buyers are following through on forest sustainability commitments.
It comes after Woolworths’s AGM last week where the board copped a grilling by environmentalists and shareholders over its failed sustainability commitments. Both Coles and Woolworths committed to eliminating deforestation in their supply chains by the end of 2025, but a year past the deadline, neither company could guarantee that their beef was not sourced from deforested pastures.
From outside the Coles AGM, Adele Chasson, Nature Policy Lead at Greenpeace Australia Pacific, said:
“This is a report card Coles and Woolworths should be ashamed to take home. While all major beef buyers had promised to take deforestation off the shelves, none of them followed through. Shareholders and the public demanded answers from Woolworths last week and from Coles today, and we will continue to hold their feet to the fire on their promises.
“Beef is the leading cause of deforestation in Australia, and Coles and Woolworths keep putting off action while koalas continue losing their homes. Aussies must be able to get their groceries without having to worry if their dinner is contributing to the bulldozing of forests or driving extinction of iconic Australian animals.
“Without strong, rapid implementation plans, these companies continue with business as usual, flying in the face of Australia’s deforestation crisis. Big beef buyers like Coles and Woolworths must stop the bulldozers now, make good on their sustainability promises and play their part in stopping Australian forest destruction.”
The scorecard assesses how eight of Australia’s largest beef buyers stack up against a conversion and deforestation-free target. It charts whether the major supermarkets, Aldi, McDonalds, Hungry Jacks, Teys, Metcash/IGA and JBS are taking proper action to end Australia’s deforestation crisis. They all failed.
-ENDS-
Media contact: Kimberley Bernard on 0407 581 404 or kbernard@greenpeace.org
Coles, Woolworths grilled as beef buyers receive fail grade on new deforestation scorecard
Özgür Özel is the leader of Turkey’s main opposition “New Party” and a member of parliament from Manisa.
The world is running out of time to deliver on the Paris Agreement. The UN Environment Programme’s latest Emissions Gap Report concludes that the chance of keeping warming below 1.5C without overshooting it is gone. Even if every country delivers its current national pledges, the planet is heading for about 2.6C of warming this century.
This is the backdrop as governments and their leaders gather in Antalya for COP31, ten years after the Paris Agreement took effect. Turkey lies in the Mediterranean, one of the regions most exposed to climate change, and hosting the summit is a real opportunity.
It is also a responsibility, and that responsibility begins at home. The world does not lack targets. What it has lacked – almost everywhere – is delivery. If Antalya is remembered for anything, it should be for shifting the focus from what countries promise to what they actually do.
For many people in Turkey, the climate crisis is already part of daily life. In 2021, forests in Manavgat, a district of Antalya, burned for more than a week. Last year, wildfires forced more than 50,000 people from their homes around the western coast city of Izmir. This October, Istanbul had its heaviest rainfall in more than 80 years, with the floods killing at least eight people.
COP31 Briefing: What to expect from the Antalya climate summit?
Electrification, the fossil fuel transition, adaptation to rising impacts, climate science and trade are key themes as governments gather for COP31 in TürkiyeBrazil’s fossil fuel roadmap sketches out first global timetable
The COP30 presidency’s voluntary timetable asks countries to plan first, then build up clean energy – only turning to oil and gas supplies from 2031
Measurable outcomes
Two weeks of climate negotiations cannot deliver everything that is needed to resolve the crisis, but COP31 can push for a few things that can be measured. The first is a voluntary fossil-fuel transition roadmap, with national milestones for 2030 and 2035 reported in the same format every year.
The second is a stronger commitment to protecting forests, with progress tracked over time. The third is yearly reporting on progress towards the agreed $1.3 trillion a year in climate finance by 2035, backed by a financial roadmap.
On adaptation, the indicators agreed in Belém should become funded national plans. By COP32, we should be able to see how many countries have an adaptation plan and the financial commitment behind each one.
Regional resilience partnership
The summit also has an unusual shape. Turkey hosts, Australia leads the negotiations, and the Pacific island nations play a central role. Climate diplomacy now sits at the centre of energy security, trade and development, and Turkey, which bridges developed and developing economies, is well placed to help build consensus between them. The lasting value of its presidency will depend on the practical partnerships it leaves behind.
One such partnership could connect two very different regions. On a map, the Mediterranean and the Pacific seem to have little in common, but their problems look similar: eroding coastlines, salt creeping into aquifers, failing harvests, fishing towns with fewer fish.
Turkey and Australia could launch a Mediterranean–Pacific Climate Resilience Partnership, linking coastal cities, scientists, institutions including development banks and island governments. It doe