he Paris Agreement sets the framework for international climate action. Within that context, countries are aiming to hold warming well below 2 °C and pursue limiting it to 1.5 °C. How such global temperature outcomes can be achieved has been explored widely in the scientific literature [1][2][3][4] and assessed by the IPCC, for example, in its Fifth Assessment Report (AR5; ref. 5 ) and its Special Report on Global Warming of 1.5 °C (SR1.5; ref. 6 ). Studies explore aspects of the timing and costs of emissions reductions and the contribution of different sectors 3,7,8 . However, there has been critique that, with the exception of a few notable studies [9][10][11][12] , the scenarios in the literature first exceed the prescribed temperature limits in the hope of recovering from this overshoot later through net-negative emissions [13][14][15][16] . Some pioneering studies [10][11][12] have explored implications of limiting overshoot through, for example, zero emissions goals, or have looked into the role of bioenergy with carbon capture and storage (BECCS) in reaching different temperature targets 9 . All these studies have relied on one or two models and/or a limited set of temperature targets.We bring together nine international modelling teams and conduct a comprehensive modelling intercomparison project (MIP) on this topic. Specifically, we explore mitigation pathways for reaching different temperature change targets with limited overshoot. We do this by adopting the scenario design from ref. 11 and contrast scenarios with a fixed remaining carbon budget until the time when net-zero CO 2 emissions (net-zero budget scenarios) are reached with scenarios that use an end-of-century budget design. The latter carbon budget for the full century permits the budget to be temporarily overspent, as long as net-negative CO 2 emissions (NNCE)

China is in a fast-growing stage of mobility development, and its increasing demand for private cars comes with growing energy consumption and pollutant emissions. Uncertainty in Chinese parameterization of car ownership models makes forecasting these trends a challenge. We develop an application of the Monte Carlo method, conditioned on historical data, to sample parameters for a model projecting aspects of private car diffusion, such as the mix of new and replacement sales. Our model includes changes in per-capita disposable income—both the mean and level of inequality—and a measure of car affordability. By incorporating multiple uncertainties, we show a distribution of possible future outcomes: a low stock of 280 million (1st decile); median of 430 million; and high of 620 million vehicles (9th decile) in 2050. This illustrates the limitations of attempts to model vehicle markets at the national level, by showing how uncertainties in fundamental descriptors of growth lead to a broad range of possible outcomes. While uncertainty in projected per-capita ownership grows continually, the share of first-time purchases in sales is most uncertain in the near term and then narrows as the market saturates. Replacement purchases increasingly capture the sales market from 2025. Our results suggest that stakeholders have a narrow window of opportunity to regulate the fuel economy, pollution and other attributes of vehicles sold to first-time buyers. These may, in turn, shape consumers’ experience and expectations of car ownership, affecting their additional and replacement purchases.

The MIT Joint Program on the Science and Policy of Global Change combines cutting-edge scientific research with independent policy analysis to provide a solid foundation for the public and private decisions needed to mitigate and adapt to unavoidable global environmental changes. Being data-driven, the Program uses extensive Earth system and economic data and models to produce quantitative analysis and predictions of the risks of climate change and the challenges of limiting human influence on the environment-essential knowledge for the international dialogue toward a global response to climate change.To this end, the Program brings together an interdisciplinary group from two established MIT research centers: the Center for Global Change Science (CGCS) and the Center for Energy and Environmental Policy Research (CEEPR). These two centers-along with collaborators from the Marine Biology Laboratory (MBL) at Woods Hole and short-and longterm visitors-provide the united vision needed to solve global challenges.At the heart of much of the Program's work lies MIT's Integrated Global System Model. Through this integrated model, the Program seeks to: discover new interactions among natural and human climate system components; objectively assess uncertainty in economic and climate projections; critically and quantitatively analyze environmental management and policy proposals; understand complex connections among the many forces that will shape our future; and improve methods to model, monitor and verify greenhouse gas emissions and climatic impacts.This reprint is one of a series intended to communicate research results and improve public understanding of global environment and energy challenges, thereby contributing to informed debate about climate change and the economic and social implications of policy alternatives. AbstractImproving air quality across mainland China is an urgent policy challenge. While much of the problem is linked to China's broader reliance on coal and other fossil fuels across the energy system, road transportation is an important and growing source of air pollution. Here we use an energy-economic model, embedded in the broader Regional Emissions Air Quality Climate and Health (REACH) modeling framework, to analyze the impacts of implementing vehicle emissions together with a broader economy-wide climate policy on total air pollution and its spatial distribution. We find that full and immediate implementation of existing vehicle emissions standards at China 3/III level or tighter will significantly reduce the contribution of transportation to degraded air quality by 2030. We further show that transportation emissions standards function as an important complement to an economy-wide price on CO 2 , which delivers significant co-benefits for air pollution reduction that are concentrated primarily in non-transportation sectors. Going forward, vehicle emissions standards and an economy-wide carbon price form a highly effective coordinated policy package that supports China's air quality and climate...

The Paris Agreement does not only stipulate to limit the global average temperature increase to well below 2 °C, it also calls for ‘making finance flows consistent with a pathway towards low greenhouse gas emissions’. Consequently, there is an urgent need to understand the implications of climate targets for energy systems and quantify the associated investment requirements in the coming decade. A meaningful analysis must however consider the near-term mitigation requirements to avoid the overshoot of a temperature goal. It must also include the recently observed fast technological progress in key mitigation options. Here, we use a new and unique scenario ensemble that limit peak warming by construction and that stems from seven up-to-date integrated assessment models. This allows us to study the near-term implications of different limits to peak temperature increase under a consistent and up-to-date set of assumptions. We find that ambitious immediate action allows for limiting median warming outcomes to well below 2 °C in all models. By contrast, current nationally determined contributions for 2030 would add around 0.2 °C of peak warming, leading to an unavoidable transgression of 1.5 °C in all models, and 2 °C in some. In contrast to the incremental changes as foreseen by current plans, ambitious peak warming targets require decisive emission cuts until 2030, with the most substantial contribution to decarbonization coming from the power sector. Therefore, investments into low-carbon power generation need to increase beyond current levels to meet the Paris goals, especially for solar and wind technologies and related system enhancements for electricity transmission, distribution and storage. Estimates on absolute investment levels, up-scaling of other low-carbon power generation technologies and investment shares in less ambitious scenarios vary considerably across models. In scenarios limiting peak warming to below 2 °C, while coal is phased out quickly, oil and gas are still being used significantly until 2030, albeit at lower than current levels. This requires continued investments into existing oil and gas infrastructure, but investments into new fields in such scenarios might not be needed. The results show that credible and effective policy action is essential for ensuring efficient allocation of investments aligned with medium-term climate targets.