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Assuming responsibility for emission reduction is an important part of participating in the global governance of climate change. Countries with a carbon neutrality target now cover about 75% of global greenhouse gas emissions. Carrying out fairness evaluations of their carbon neutrality targets provide a strong basis for the global carbon inventory. In this paper, the target years of carbon neutrality for major countries and regions under the global target of 2 °C and 1.5 °C are studied using the burden sharing model. On this basis, this paper simulates the possible pathways of carbon neutrality and evaluates the ambition of emission reduction targets in terms of annual emission reduction, per capita emission, and cumulative per capita emission. The results show that, from the perspective of equity, most of the developing countries cannot meet the global goal of 1.5 °C. The United States and the European Union nations could achieve carbon neutrality by 2050 by continuing their annual emission reductions under their existing NDC targets. However, to achieve carbon neutrality by 2060, China's annual emission reduction rate from 2030 to 2050 will be 6.7%, and the annual amount of emission reduction accounts for 51% of the global amount under the 1.5 °C target. Meanwhile, China would become the main force behind global cumulative emissions in the following decades. Thus, the emission reduction pathways China chooses will have an important impact on global climate mitigation progress. Based on the above research conclusions, this paper proposes that developed countries and developing countries should explore bilateral or multilateral cooperation in technology and finance in the field of climate change. Under the great pressure to achieve carbon neutrality, China needs to carry out research on the overall emission reduction pathways as soon as possible and clarify the paths at the scale of sectors, industries, provinces, and time stages. [ABSTRACT FROM AUTHOR]

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China aims to peak carbon dioxide (CO 2) emissions before 2030 and achieve carbon neutrality before 2060. Currently, 9% of China's CO 2 emissions come from the transportation sector. Transportation decarbonization is important for China to achieve carbon neutrality. By representing the transportation sector with nine segments and 20 modes in Global Change Analysis Model, this study explores China's transportation decarbonization and potential role of electricity and hydrogen at the segment-mode level under three illustrative scenarios – policy scenario (PS), 2060 carbon-neutrality scenario (CN60), and 2050 carbon-neutrality scenario (CN50). The PS reflects the continuation of current low-carbon policies and trends, while the CN60 and the CN50 represent China's pursuit of net-zero emissions before 2060 and 2050, respectively. Results in the PS show a gradual saturation of service demand and an increasingly efficient modal structure for China's future transportation. Compared to the PS, the two carbon neutrality scenarios specifically emphasize the importance of decarbonizing transportation fuel structure after 2030. In the CN60, China's transportation emissions peak in 2035 and fall to 0.36 GtCO 2 in 2050; electricity and hydrogen provide 43% and 12% of transportation energy in 2050, respectively. The CN50 features further penetration of low-carbon fuels to reduce transportation carbon intensity, with transportation emissions peaking in 2030 and declining to only 0.21 GtCO 2 in 2050. In 2050 of the CN50, the share of electricity and hydrogen in China's transportation energy increases to 53% and 16%, respectively, with near-zero emissions being achieved in urban, rural and business passenger segments, as well as in car and bus; hydrogen provides 17% and 26% of China's airplane and ship energy consumption, respectively. • A segment-mode analysis of China's transportation decarbonization is conducted. • Three scenarios inform transportation decarbonization effort for carbon neutrality. • Transportation emissions peak in 2030–2035 and fall to 0.21–0.36 GtCO 2 in 2050. • Car could be 94% electrified and achieve near-zero emissions in 2050. • Hydrogen could provide 17% and 26% of airplane and ship energy consumption in 2050. [ABSTRACT FROM AUTHOR]

The topic of climate change has aroused increasingly widespread concern around the world. Under the agreement at the 21st Conference of the Parties of the United Nations Framework Convention on Climate Change (UNFCCC), covened in Paris, France (Paris Agreement), which requires all Parties to undertake emission reductions, the developing countries who were once exempted from emission reduction obligations are now becoming more and more important. This study focuses on mitigation actions in China, the largest carbon emitter, as well as the largest developing country in the world. Specifically, we examine Chinese Certified Emission Reduction (CCER) projects. The objective is to compare the reduction efficiency of three types of projects: simple abatement and completely renewable energy alternative projects at the supply side and demand side projects. From market-induced carbon leakage point of view, a dual market equilibrium model was built, with results showing that the key factors affecting the leakage rates are price elasticities of both demand and supply sides and market share parameters. In most cases, renewable energy alternative projects show the least leakage rate while demand side projects show the highest. Sensitivity analysis finds that leakage rates for the three types of projects are more sensitive to price elasticity parameters than market share parameters. Moreover, factors E c de (electricity price elasticity of coal demand from coal-fired generation) and E e d (electricity price elasticity of electricity demand) affect not only the leakage rate of each project but also the comparative results between them. Although our study is based on China, the theoretical analysis is applicable in other regional voluntary emission reduction markets around the world. So, a systematic approach to comprehensively analyze the issue is summarized, based on which, we recommend two mitigation strategies to cope with the issue in offset projects in order to give managerial insights for the government. Firstly, the calculated leakage rates for different types of projects provide a new perspective to evaluate various offset projects, thus helping consider project types for priority validation. Secondly, we suggest to establish an accurate and classified discount coefficient system according to the project types to deal with the issue; the sensitivity analysis is helpful to find the most influential factors. A top-down approach to implement the strategy is proposed. [ABSTRACT FROM AUTHOR]

Comparing and evaluating the Nationally Determined Contribution (NDC) is an important element in global stocktake in the post-Paris climate negotiations, aimed at closing the emissions gap with the Paris Agreement goals. To date, however, there has still been no explicit guideline or method. By applying emissions allowance allocated by 16 schemes as benchmarks, this paper tries to compare and evaluate the NDCs of the top six emitters, which jointly account for about 70% of the world’s CO2 emissions. Results show that the four developed countries’ NDCs lack ambition with respect to most allocations under 2°C and all under 1.5°C, indicating they need to substantially ratchet up their NDCs and lead elevating mitigation. Evaluating cumulative emissions is more likely to clarify the ambition and fairness of China’s NDC. If considering cumulative emissions, China’s NDC is aligned with the median of cumulative allowances under 2°C and within the 1.5°C range. The Paris Agreement invited the Parties to communicate the mid-century low emissions strategies. This paper also tries to explore the mid-century mitigation in the perspective of allocations, which might provide decision-makers with some useful information when envisaging the post-NDC mitigation. [ABSTRACT FROM AUTHOR]

Transportation plays an important role in achieving deep decarbonization. This paper examines how the sector might be decarbonized in China in light of three national decarbonization scenarios toward the Paris Agreement goals, using Global Change Assessment Model 4.0 (the Tsinghua University version), which includes a detailed representation of China's transportation. Results indicate that while barely affected by meeting the Nationally Determined Contribution, China's transportation sector might need significant changes beyond 2030 to decouple associated CO 2 emissions from GDP growths. Supporting national mitigation has more pronounced implications on freight than passenger transport services, and arouses a radical shift of transport fuels away from fossil-based liquids to clean alternatives. Decarbonizing China's transportation toward 1.5 °C is in many aspects similar to toward 2 °C, but lowers final energy use and ramps up clean fuels at an observably higher pace. In our 1.5 °C scenario, oil-refined liquids tend to phase out in the second half of the century, whereas clean fuels provide 62% (18–36% in 2 °C scenarios) and 98% (68–91% in 2 °C scenarios) of China's transport energy by 2050 and 2100, respectively. Fuel carbon intensity improvements are responsible for the majority of China's transport mitigation in our decarbonization scenarios, followed by energy intensity improvements and transport service reductions. [ABSTRACT FROM AUTHOR]

China's 2060 carbon neutrality requires the industrial sector to play a leading role in decarbonization. By refining China's industrial sector into 11 specific subsectors in the Global Change Analysis Model and representing industrial carbon capture and storage (CCS) and hydrogen, this study conducts a sub-sectoral analysis of China's industrial decarbonization under three carbon neutrality scenarios and explores the potential role of CCS and hydrogen. Regardless of the scenario, the results show that China's industrial CO 2 emissions peak during the 14th Five-Year Plan period, with a reduction of about 90% in 2050 compared to 2020; electricity becomes the primary energy for China's industrial sector by around 2035, with industrial electrification reaching about 64% in 2050, while coal and oil change from fuel to feedstock. Tapping the mitigation potential of cement, steel, and chemical is a fundamental requirement for China's industrial decarbonization, while further deeper mitigation requires more additional efforts in other subsectors. Cement, steel, and chemical need to reach peak CO 2 by the 14th Five-Year Plan period, and together they are responsible for 83–85% of total industrial emissions reductions from 2015 to 2050. An important way to reduce emissions from these three subsectors is to reduce energy consumption. The other industrial subsectors are expected to reach peak CO 2 by the 15th Five-Year Plan period. Increasing the electrification rate is a key way to reduce emissions in other subsectors. CCS and hydrogen can play an important role in decarbonizing China's industrial sector. In the scenarios of this study, the annual deployment of CCS in China's industrial energy use exceeds 0.3 GtCO 2 in 2035–2040, while hydrogen provides 5.2–10.4% of total industrial energy use in 2050. [Display omitted] • China's sub-sectoral industrial decarbonization is assessed under carbon neutrality. • China's 2050 industrial CO 2 reduces to about 90% below 2020 levels. • Tapping mitigation potential of cement, steel and chemical is a basic requirement. • Electricity becomes the primary industrial energy by around 2035. • Carbon capture and storage and hydrogen can play an important role. [ABSTRACT FROM AUTHOR]

As a major technical route to utilize biomass energy, biomass combustion power generation (BCPG) has been shown to be of environmental and economic significance. According to the operating experience, the installed capacity has a decisive impact on the operation and economic return of BCPG projects. In China, an installed capacity of either 30 MW or 12 MW is often chosen for constructing a BCPG project. To explore which one is more suitable for China, this paper uses actual operating data to compare the operation performance and techno-economics of two representative BCPG projects with an installed capacity of 30 MW and 12 MW. The results show that the operation situation and electricity production of the 30 MW project are better than those of the 12 MW project. The 30 MW project has a lower biomass consumption than the 12 MW project to produce per unit of electricity. The Internal Rate of Return (IRR) of the 30 MW project is greater than the industry benchmark in China and is almost three times the IRR of the 12 MW project. Therefore, it is recommended to construct BCPG projects with installed capacity of 30 MW in China. [ABSTRACT FROM AUTHOR]

China's oil and gas consumption, which is not only significant to the industry but also related with national energy security, faces uncertainties in the future. This paper analyzes China's oil and gas consumption under five representative scenarios toward 2050 using an integrated modeling. In the Nationally Determined Contribution (NDC) scenario, China's oil consumption peaks at 705 million tons by 2035, and gas consumption ramps steadily up to reach 780 billion cubic meters by 2050. Oil provides 18% of China's primary energy by 2030 and 15% by 2050, and gas 14% by 2030 and 17% by 2050. The 2 °C and the 1.5 °C scenarios control China's 2050 oil consumption to 10% and 45% below the NDC level, respectively. Interestingly, more stringent mitigation tends to upscale China's gas consumption before 2040. Compared with the NDC scenario, the oil-price scenarios present limited influences on China's total energy consumption and end-use electrification but mainly feature a substitution between oil, gas and coal, non-fossil energy. Particularly, across our scenarios, China's oil import dependence is projected to largely fluctuate around 70% toward 2050, and gas import dependence to reach 50–60% beyond 2030, implying a continuously high risk of energy resource supply and national energy security. • China's oil and gas consumption is analyzed using an integrated modeling. • Oil consumption is estimated to peak by 2035 at 705 mtoe in the NDC scenario. • More stringent mitigation requires more gas consumption before 2040. • Oil and gas tend to still play an important role in the coming three decades. • Import dependence implies a continuously high risk of national energy security. [ABSTRACT FROM AUTHOR]

Decarbonizing road transport is important for China to achieve carbon neutrality. Road transport decarbonization requires rapid deployment of new energy vehicles, especially electric vehicles, expanding demand for critical battery minerals including lithium, cobalt, and nickel. By constructing a novel bottom-up framework that combines Low Emissions Analysis Platform and Vehicle Critical Mineral Demand model, this study assesses China's road transport decarbonization pathways and critical battery mineral demand under three illustrative scenarios. Results show China's vehicle stock peaking at 528 million in 2045 and remaining saturated through 2060. Except for diesel-fueled trucks, China's internal combustion engine vehicles are completely phased out around 2050–2055. Share of oil-derived fuels in China's road transport energy declines, while share of electricity and hydrogen increases significantly, with electricity and hydrogen together accounting for 57–88% in 2060. China's road transport CO 2 peaks at 977–1,083 Mt in 2028–2032, declining to 62–282 Mt in 2060, with private vehicles, light- and heavy-duty trucks as core mitigation areas. Cumulative demand for lithium, cobalt, and nickel from electric-vehicle batteries is estimated at 16.1–19.6 Mt LCE, 0.4–0.55 Mt and 3.3–4.3 Mt by 2060, respectively, indicating a challenge for China's local mineral supply. Recycling reduces cumulative demand for primary lithium, cobalt, and nickel resources by over 30%, 60% and 60%, respectively. [ABSTRACT FROM AUTHOR]

Developing countries usually face the twofold challenges of poverty eradication and carbon emissions reduction. How to reduce carbon emissions while achieving poverty eradication has become a headache for governments. In 2020, China announced its victory in poverty eradication. In the battle against poverty, Chinese listed companies have made meaningful contributions by actively investing in poverty reduction projects. However, the impact of their poverty reduction investments on carbon emissions in poor regions is not clear. This study empirically investigates this question using a difference-in-difference model and manually obtains data on poverty reduction investments in 592 counties in China from 2014 to 2017. Results find that Chinese listed companies' poverty reduction investments do help poor counties improve their carbon emissions efficiency, reflecting the possibility of synergy between poverty eradication and emissions reduction in developing countries. According to the mediation test, listed companies' poverty reduction investments improve the carbon emissions efficiency in China's poor counties through increasing green total factor productivity. In addition, results show that the improvement is more pronounced by strengthening government supervision, establishing economic development industries, and investing in counties with high ecological protection requirements and low per capita income. [Display omitted] • Effect of listed companies' poverty reduction investments on emissions is tested. • A DID model is used to assess effect on poor regions' carbon emissions efficiency. • We use country-level data in China and conduct a number of robustness tests. • Poverty reduction investments improve poor regions' carbon emissions efficiency. • Green productivity is an intermediary to improve carbon emissions efficiency. [ABSTRACT FROM AUTHOR]

To support the achievement of the Paris Agreement's 1.5 °C global warming threshold, China aims to peak CO 2 emissions before 2030 and achieve carbon neutrality before 2060. However, the specific carbon neutrality pathway remains to be designed. By applying a refined Chinese version of Global Change Analysis Model, this study examines implications of four illustrative carbon neutrality scenarios for aligning China's energy system with below 1.5 °C by 2100. The results feature a trade-off between China's ambition to transform its energy system toward mid-century and its reliance on carbon dioxide removal (CDR) after carbon neutrality. From a full time perspective until 2100, accelerating carbon neutrality could help China's energy system align with below 1.5 °C. Compared to a 2060 carbon neutrality scenario, a 2050 carbon neutrality scenario reduces China's total mitigation costs between 2021 and 2100 by 1.04% of GDP, reduces reliance on CDR by 36%, and provides some additional co-benefits, such as reduced air pollutants. However, special attention needs to be paid to the fact that accelerating carbon neutrality poses greater challenges and costs to China in overcoming development inertia and restructuring its energy system over the next 30–40 years. Compared to a 2060 carbon neutrality scenario, a 2050 scenario increases China's mitigation costs by a factor of 1.13 between 2021 and 2050. This study suggests through quantitative evidence that China could accelerate emissions reductions and energy system transformation to achieve carbon neutrality, based on its national circumstances and capabilities and international support. • Implication of carbon neutrality for China's energy system under 1.5 °C is explored. • Four illustrative carbon neutrality scenarios are assessed by integrated modelling. • Trade-off between energy transition to mid-century and reliance on CDR is shown. • AcCelerating carbon neutrality reduces China's mitigation costs to align with 1.5 °C. • China could consider accelerating transition and pursuing early carbon neutrality. [ABSTRACT FROM AUTHOR]