The number of journalists registered to attend the annual climate negotiations in Bonn has declined this year, as climate reporters have been let go and media coverage of climate issues falls around the world.
Data from UN Climate Change, which runs the two weeks of talks, shows that just 135 media representatives have signed up to attend. Climate Home News analysis of previous data shows this is the lowest figure since 2021, when COVID-19 restrictions limited travel and the Bonn talks were held in a hybrid format to enable online participation.
The number of journalists that actually attend the talks will not be known until later this month but is typically significantly less than are registered. Press conferences, held back-to-back each day by campaign groups, have been sparsely attended in the first few days and often filled mainly with climate campaigners and researchers rather than journalists.
Alexandra Endres, a reporter for German-language website Table Briefings, told Climate Home News in Bonn there are fewer German journalists covering the conference in-person. “I think it is important to have more journalists covering the negotiations because when the climate coverage increases, the interest of the public grows,” she said.
Media outlets that have registered fewer journalists than previous years, or no journalists, include global heavyweights like Reuters, Bloomberg and the BBC, as well as German outlets like Deutsche Welle and ZDF television, and specialist publications like business information service Argus and climate broadcaster We Don’t Have Time.
Activist Harjeet Singh, who is in Bonn advising the Fossil Fuel Treaty Initiative, said that “the empty press seats here in Bonn are a warning signal. While the world’s gaze is often fixed on the annual COP summits, the real-world consequences of the climate crisis—from financing the fossil fuel transition to protecting vulnerable populations—are being shaped, or ignored, in these mid-year negotiations right now.”
“Journalists are the essential eyes and ears of the public,” he said. “We need them to shine a light on these rooms: hold negotiators accountable, defend the principles of equity and historical responsibility, and ensure that ‘technical’ negotiations do not become an excuse for delay.”
UN Climate Change said they could not comment on the situation at this point in the Bonn talks.
Climate coverage is falling
Outside of Bonn and the official UN climate negotiations, coverage of climate change is falling to lows not seen since the start of the COVID-19 pandemic, according to analysis of newspapers and television reporting conducted by the Media and Climate Change Observatory (MECCO).
MECCO’s head Max Boykoff told Climate Home News that climate coverage in the first five months of 2025 was 35% down on the same period of 2025 and 41% less than in 2021. New analysis by the Yale Programme on Climate Change Communication found a similar fall in climate coverage in 2026.
Boykoff said media attention has been drawn away from climate change to issues like the Iran war and now the World Cup getting underway in North America.
While both stories have climate implications, he said, the media have “failed to connect the dots” on the conflict in the Middle East, with coverage focusing on the politics, air strikes and violence of the war. “Reporters have been pulling up short,” he said.
He added that since 2025 there have been cuts to climate teams at US outlets like the Washington Post, CBS, National Public Radio and the Los Angeles Times. On top of this, the Thomson Reuters Foundation’s Context website has been shut down and Politico recently folded specialist environmental outlet E&E News into its broader energy coverage.
Mark Hertsgaard, head of global journalism collaboration Covering Climate Now, also said that fewer reporters at Bonn is “part of a larger pattern”. He said no US television network sent reporters to the recent Santa Marta conference on transitioning away from fossil fuels “and as a result they missed covering what turned out to be a landmark development in the climate story”.
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“No one can know if the Bonn talks will yield something similar until the [they] actually take place and conclude. But the fewer journalists that are on the scene, the less the world’s people and policymakers will know about that. And that’s a problem,” he said.
Media may also have been put off from attending by a new registration system which is more complicated, especially for freelance journalists. In addition, the rise in jet fuel prices has made travelling by plane to Bonn much more expensive than last year and reporters from many developing countries continue to face hurdles getting visas to enter the Schengen area, of which Germany is part.
Diego Arguedas Ortiz, who led the Oxford Climate Journalism Network from 2022 until it was shut down by the Reuters Institute for the Study of Journalism in 2025, said journalists can’t cover the talks so well remotely.
While press conferences, plenaries and open negotiating sessions are broadcast for the public to watch on the UNFCCC’s website, Ortiz said relying solely on this means “you miss the interviews in the hall”.
“You can´t catch scientists and ministers as they leave the rooms. And the audience is back home suffering. Because audiences are relying on reporters and editors to explain how these seemingly abstract negotiations have daily implications for them,” he explained.
The post Fewer journalists register for Bonn talks, as cuts to climate reporting bite appeared first on Climate Home News.
Fewer journalists register for Bonn talks, as cuts to climate reporting bite
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.