Brussels-This week, the EU will take the lead in taking climate policy actions among the world’s largest emitters of greenhouse gases, and has formulated a number of ambitious plans to reduce greenhouse gas emissions. Emissions In the next ten years, there was a sharp decline.

If approved, these policies will put the European Union-the world’s third largest economy-on track to achieve its 2030 goal of reducing global warming emissions by 55% from 1990 levels.

This”fit The 55-inch package released on Wednesday will face months of negotiations between 27 EU countries and the European Parliament.

Other major economies include China And the United States—the two largest emitters in the world—have pledged to achieve net zero emissions. Scientists say the world must achieve this goal by 2050 to avoid catastrophic climate change.

However, the EU is the first country to comprehensively reform legislation, aiming to promote the EU’s 25 million companies and nearly 1 billion people to make more environmentally friendly choices within this decade.

“Everyone has a goal. But turning it into policies that lead to real emissions reductions is the most difficult part,” said Jos Delbek, a former senior policymaker who developed some of the EU’s flagship climate policies.

By 2019, the EU’s emissions have been reduced by 24% from 1990 levels.

Full economy

The European Commission will propose 12 policies for energy, industry, transportation and building heating.

Emissions from the European power sector are declining rapidly, but other sectors are stagnating.

Emissions from cars, airplanes and ships, which account for a quarter of the EU’s total, are rising. Buildings generate one-third of the EU’s emissions, and like factories in Europe, many homes use fossil fuels to generate heat.

The draft measures are intended to encourage companies and consumers to choose more environmentally friendly options rather than polluting options.

For example, a leaked draft proposal will impose a tax on polluting aviation fuel for the first time, and give low-carbon aviation fuel a 10-year tax holiday. The reform of the EU carbon market is also expected to increase the cost of carbon dioxide for industries, power plants and airlines, and force ships to pay for pollution.

The list of proposals is long.The EU’s stricter car carbon dioxide standards can effectively prohibit the sale of new gasoline and Diesel car In 2035, EU countries will face more ambitious goals in expanding renewable energy.

Brussels will also announce the details of its world’s first carbon border tariff, with the goal of importing high-emission goods produced abroad, such as steel and cement. This makes EU trading partners, including Russia and China, uneasy.

Climate policy returns

As EU countries and the European Parliament negotiate the proposal, the political road ahead may be bumpy.

These plans have exposed familiar rifts between the wealthy West and the Nordic EU countries. Electric car Coal sales have soared, and poorer Eastern countries worry about the social cost of freeing their economies from coal.

The capitals of EU member states are particularly concerned about the European Commission’s plan to launch a carbon market for transportation and household heating, which may increase household fuel costs.

The committee has pledged to set up a social fund to protect low-income families from costs, and urges countries to use the EU’s 800 billion euros COVID-19 recovery fund to help people isolate houses and create jobs in clean technology, such as hydrogen.

By giving EU citizens a clearer understanding of climate policy than ever before, “Fit for 55” will test public support for ambitious climate action.

Manon Dufour of E3G, an independent climate change think tank, said: “There is no doubt that this plan emerged during a large-scale socio-economic crisis.” The EU “must pay more attention to social impact”.

Policy makers are also preparing for an industry lobbying storm. The European steel and cement industries are already struggling with plans to terminate free carbon dioxide permits, and some industries that will be covered by carbon border tariffs say they do not want to be included.

Past attempts to tighten carbon dioxide standards for automakers have met with strong industry opposition.But for people like European giants Volkswagen Some governments have promised to end sales of internal combustion engine vehicles in Europe in the 2030s, but now is the time for the laggards to join.

Speaking of a potential proposal to ban the sale of new internal combustion engine vehicles by 2035, an EU diplomat said: “The committee basically needs to wake up and smell the coffee-now is the time to actually incorporate it into legislation.”

First mover (DIS) advantage

With its world-first package plan, the EU also aims to enhance its global climate leadership. However, it is not clear whether this is enough to cause other major economies to take equally ambitious actions at the UN Climate Conference in Glasgow, Scotland in November.

“The challenge is that other big players—especially China and the United States—need to get involved,” said Tom Levitt-Karnak, the chief political strategist of the United Nations, before the 2015 Paris Agreement. “It remains to be seen whether the EU can achieve this goal diplomatically.”

Brussels stated that it is time to push Europe’s climate policy to the world. Most of the diplomatic increase needed will target carbon border tariffs, which the EU says will put its companies on a more equal footing with competitors in countries with weaker carbon policies.

These proposals will also push EU industry to invest in expensive green technologies. Early action can give European companies a competitive advantage in new products such as low-carbon steel produced with green hydrogen in the global market, but the production of these products will cost manufacturers more.

“At the end of this transition, our economy will look much better, and we can control the climate crisis,” Frans Timmermans, EU commissioner for climate policy, told CNN last week. “This is the point.”

(Reporting by Kate Abnett; Editing by John Chalmers, Katy Daigle and Jason Neely)

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