就在昨天（12月16日），欧盟委员会正式宣布放弃之前誓言要实施的2035年内燃机禁令，取而代之的是一个折中的目标：到2035年，新车的碳排放量将比 2021年减少90%，而非最初计划的100%。这意味着，欧盟不再追求全面电动化，插电式混合动力车、增程式电动车，甚至一部分使用低碳燃料的内燃机车 都能合法地存在到2035年。曾经高调宣扬气候行动、决心埋葬燃油车时代的欧盟，自己亲手为这个计划敲响了丧钟，给其最关键的一颗钉子松了口。 那么，究竟是什么让这些西装革履的官员们如此迅速地改变了立场？答案非常简单——现实。毕竟，现实总能给那些好大喜功的人上课！如果回顾一下几年 前的情景就能理解。当时，欧盟雄心勃勃推出了欧洲绿色新政，其中最亮眼的政策之一就是2035年内燃机禁令。计划看起来美好：到2035年，所有新销售的 乘用车和轻型商用车必须实现零排放，也就是说，全面禁止销售新的汽油车和柴油车。背后既有为了实现2050年气候中和目标的政治决心，也有希望引领全 球汽车产业变革、让欧洲车企继续占据主导地位的雄心。然而，美好的愿景碰上了残酷的现实，这项充满希望的禁令从一开始就充满了争议与阻力。德国、 意大利等汽车大国率先提出反对意 ...

Group 1 - The European chemical and petrochemical industry is facing a "multiple crisis" due to weak domestic demand and significant new capacities being built overseas [1] - The market is shrinking as a result of a large influx of imported products, with only a 4% reduction in ethylene capacity announced, which is insufficient to address the underlying issues [1] - Consumer demand recovery is crucial, as purchasing behavior has changed, necessitating the industry to adapt quickly and improve production agility and efficiency [1] Group 2 - EU policymakers need to take decisive action, as current legislation, particularly the Carbon Border Adjustment Mechanism (CBAM) and the European Green Deal, does not adequately support the chemical industry [1] - The existing CBAM mechanism is not suitable for complex value chains like polymers, contradicting its original intent [1] - The EU Emissions Trading System (EU ETS) is seen as promoting deindustrialization rather than decarbonization, and without foundational support for decarbonization, it becomes merely a cost burden [1] Group 3 - The U.S. government demonstrates greater synergy with the industry regarding regulatory goals compared to the EU, which needs to reach consensus on "goal setting" and "implementation pathways" [2] - China is noted to be ahead of Europe in certain sustainable development areas, particularly in electrification and having a surplus of green energy, indicating that Europe needs to scale up its decarbonization efforts [2]