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2021-10-27
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Doomed to fail? How carmakers' climate vows fall short - and who's to blame<blockquote>注定要失败？汽车制造商的气候誓言如何落空——谁该受到责备</blockquote>
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How carmakers' climate vows fall short - and who's to blame<blockquote>注定要失败？汽车制造商的气候誓言如何落空——谁该受到责备</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1162410055","media":"Reuters","summary":"Car and truck makers from Volkswagen to Nissan and Ford have embraced the narrative that reducing ca","content":"<p>Car and truck makers from Volkswagen to Nissan and Ford have embraced the narrative that reducing carbon emissions in line with the Paris Agreement should be a key tenet of their business agenda.</p><p><blockquote>从大众到日产和福特，汽车和卡车制造商都接受了这样一种说法，即根据《巴黎协定》减少碳排放应该是其商业议程的一个关键原则。</blockquote></p><p> Are they doing enough? Research shows their goals are still a far cry from what is needed, but the jury is out on whether automakers alone are responsible for the shortfall.</p><p><blockquote>他们做得够吗？研究表明，他们的目标与需求仍相去甚远，但汽车制造商是否独自应对短缺负责还没有定论。</blockquote></p><p> While some say carmakers should plan to make their fleets carbon-neutral whatever the circumstances, companies argue that their ability to transition to electric vehicles (EV) is dependent on conditions outside their direct control.</p><p><blockquote>虽然有人说汽车制造商应该计划在任何情况下使其车队实现碳中和，但公司认为，他们向电动汽车(EV)过渡的能力取决于他们直接控制之外的条件。</blockquote></p><p> Consultancy firm Boston Consulting Group said in a report released last week that at least 90% of new passenger vehicles and 70% of trucks must be electric by 2030 in order to meet climate targets, echoing environmental groups like Greenpeace.</p><p><blockquote>咨询公司波士顿咨询集团在上周发布的一份报告中表示，为了实现气候目标，到2030年，至少90%的新乘用车和70%的卡车必须是电动的，这与绿色和平组织等环保组织相呼应。</blockquote></p><p> But among major auto brands, very few - among them Geely's Volvo and VW's Bentley - have set goals for 100% EV production by then, with most arguing that they cannot take full accountability for a transition to electric vehicles without the market conditions to remain profitable in the process.</p><p><blockquote>但在主要汽车品牌中，很少有品牌——包括吉利旗下的沃尔沃和大众旗下的宾利——设定了届时100%电动汽车生产的目标，大多数品牌认为，如果没有市场条件来保持盈利，他们就无法对向电动汽车的过渡承担全部责任在这个过程中。</blockquote></p><p> German luxury carmaker Daimler, for example, has refrained from stating it will produce only electric vehicles by 2030 no matter what - instead it has emphasised it will be \"ready to go all electric ... where market conditions allow.\"</p><p><blockquote>例如，德国豪华汽车制造商戴姆勒没有表示无论如何都将在2030年只生产电动汽车，而是强调将“准备好在市场条件允许的情况下实现全电动化”。</blockquote></p><p> \"We will lead from the front. Is it realistic to turn 100% of the market by 2030? It would be a stretch,\" Daimler's CEO Ola Kaellenius told Reuters in an interview, adding he hoped to see countries and economic regions do their bit at the COP26 summit by synchronising their plans for electric vehicle rollouts.</p><p><blockquote>戴姆勒首席执行官Ola Kaellenius在接受路透社采访时表示：“我们将从前线引领。到2030年实现100%的市场份额现实吗？这将是一个延伸。”他补充说，他希望看到各国和经济地区尽自己的一份力量在COP26峰会上同步电动汽车推广计划。</blockquote></p><p> Charging infrastructure is just one of many challenges standing between the auto industry, estimated by the International Energy Agency to be responsible for around 18% of all carbon emissions worldwide, and climate neutrality.</p><p><blockquote>充电基础设施只是汽车行业与气候中和之间面临的众多挑战之一，据国际能源署估计，汽车行业约占全球碳排放量的18%。</blockquote></p><p> Others include getting rid of dirty fossil-fuel powered cars still on the roads, reducing emissions in battery production, and building storage systems for renewable energy to ensure the electricity used to charge electric cars is from renewable sources.</p><p><blockquote>其他措施包括淘汰仍在路上行驶的肮脏的化石燃料动力汽车，减少电池生产中的排放，以及建立可再生能源存储系统，以确保用于电动汽车充电的电力来自可再生能源。</blockquote></p><p> TOO LITTLE, TOO LATE?</p><p><blockquote>太少，太晚？</blockquote></p><p> Under carbon reduction policies already agreed by governments and automakers, global CO2 emissions from vehicles are still set to rise over time, research by the International Council on Clean Transportation shows.</p><p><blockquote>国际清洁运输理事会的研究表明，根据政府和汽车制造商已经商定的减碳政策，全球汽车排放的二氧化碳仍将随着时间的推移不断上升。</blockquote></p><p> If policies under discussion are implemented, the growth trajectory stabilises but still does not fall, it said, highlighting growing demand for cars, buses and trucks in coming years due to population growth and increased economic activity in emerging markets.</p><p><blockquote>报告称，如果正在讨论的政策得到实施，增长轨迹将会稳定，但仍不会下降，突显出由于人口增长和新兴市场经济活动的增加，未来几年对汽车、公共汽车和卡车的需求将不断增长。</blockquote></p><p> While one in five vehicles sold in Europe last quarter were electrified, the share is much lower in the United States at around 2%. EVs are an even tinier slice of sales in less rich markets such as Latin America or Southeast Asia.</p><p><blockquote>虽然上季度欧洲销售的汽车中有五分之一是电动汽车，但美国的这一比例要低得多，约为2%。在拉丁美洲或东南亚等不太富裕的市场，电动汽车在销量中所占的份额甚至更小。</blockquote></p><p> Automakers and governments must also find answers for labour unions who are worried that a rapid shift to EVs will put thousands of workers out of their jobs.</p><p><blockquote>汽车制造商和政府还必须为工会找到答案，工会担心快速转向电动汽车将导致数千名工人失业。</blockquote></p><p> This includes German unions demanding clarity from Stellantis on its plans for Opel plants, and U.S. President Joe Biden facing pressure from the U.S. United Auto Workers' union to provide more state support during the EV transition.</p><p><blockquote>其中包括德国工会要求Stellantis明确其欧宝工厂计划，以及美国总统乔·拜登面临美国汽车工人联合会的压力，要求其在电动汽车转型期间提供更多国家支持。</blockquote></p><p> \"There are a lot of factors involved ... we try to project a realistic picture,\" a spokesperson for Germany's BMW said. \"But if certain conditions change fundamentally, we will of course have to re-examine our climate goals.\"</p><p><blockquote>德国宝马发言人表示：“涉及很多因素……我们试图描绘出一幅现实的画面。”“但如果某些条件发生根本性变化，我们当然必须重新审视我们的气候目标。”</blockquote></p><p> CARBON EMITTER</p><p><blockquote>碳排放体</blockquote></p><p> The majority of a vehicle's emissions do not come from the manufacturing process, but from the fuel used to power it - be it electricity, petrol, or diesel.</p><p><blockquote>汽车的大部分排放不是来自制造过程，而是来自用于驱动它的燃料——无论是电力、汽油还是柴油。</blockquote></p><p> In the case of electric vehicles, the process of making batteries is also a significant carbon emitter, with a Volkswagen ID.3 for example generating nearly twice the emissions of a diesel equivalent in the production phase, according to company calculations.</p><p><blockquote>就电动汽车而言，电池制造过程也是一个重要的碳排放者，根据公司计算，例如大众ID.3在生产阶段产生的排放量几乎是柴油车的两倍。</blockquote></p><p> While carmakers are increasingly investing in producing batteries in a more environmentally friendly way, controlling the source of energy flowing into electric cars is much harder.</p><p><blockquote>虽然汽车制造商越来越多地投资以更环保的方式生产电池，但控制流入电动汽车的能源来源要困难得多。</blockquote></p><p> Automakers like VW and Tesla are growing their offering of residential storage systems for clients to power vehicles through mechanisms like solar panels on their roofs – but the question of who is responsible for sourcing and distributing energy in public spaces is more contentious.</p><p><blockquote>大众和特斯拉等汽车制造商正在增加为客户提供的住宅存储系统，通过屋顶太阳能电池板等机制为车辆提供动力，但谁负责在公共场所采购和分配能源的问题更具争议。</blockquote></p><p> Even if automakers invest in public charging stations, ongoing problems with storage of renewable energy could force energy providers to rely on coal and natural gas to meet short-term demand, as recent volatility in energy markets has shown.</p><p><blockquote>即使汽车制造商投资公共充电站，可再生能源储存方面持续存在的问题也可能迫使能源供应商依赖煤炭和天然气来满足短期需求，正如最近能源市场的波动所表明的那样。</blockquote></p><p></p><p> Lobby groups such as the European Automobile Manufacturers' Association and the U.S.-based Alliance for Automotive Innovation have urged states to invest in renewable-based charging infrastructure, from public-private investments to fully state-funded projects.</p><p><blockquote>欧洲汽车制造商协会和美国汽车创新联盟等游说团体敦促各州投资可再生能源充电基础设施，从公私投资到完全由国家资助的项目。</blockquote></p><p> But some environmental groups argue that relying on taxpayer funds is unfair as the networks would disproportionately benefit car companies and owners, as opposed to spending on public transport.</p><p><blockquote>但一些环保组织认为，依赖纳税人资金是不公平的，因为与公共交通支出相比，这些网络将使汽车公司和车主不成比例地受益。</blockquote></p><p> Another lingering problem is the diesel and gas cars still driving on roads beyond 2030, which will bump up the industry's emissions well beyond the limit necessary to stay within the Paris Agreements' bounds, researchers have said.</p><p><blockquote>研究人员表示，另一个挥之不去的问题是柴油和汽油汽车在2030年之后仍在道路上行驶，这将使该行业的排放量远远超过保持在《巴黎协定》范围内所需的限制。</blockquote></p><p> Even if half of all new cars sold in 2035 were zero emission – which climate goals set by BMW, General Motors and Nissan would account for – some 70% of vehicles on roads would still be burning fossil fuels, Boston Consulting has said.</p><p><blockquote>波士顿咨询公司表示，即使2035年售出的所有新车中有一半是零排放的（宝马、通用汽车和日产设定的气候目标将占这一比例），道路上约70%的车辆仍将燃烧化石燃料。</blockquote></p><p> \"Even economies in the vanguard of the climate-change fight are therefore likely to fall short of decarbonisation targets.\"</p><p><blockquote>“因此，即使是气候变化斗争的先锋经济体也可能达不到脱碳目标。”</blockquote></p><p></p>","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>Doomed to fail? How carmakers' climate vows fall short - and who's to blame<blockquote>注定要失败？汽车制造商的气候誓言如何落空——谁该受到责备</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nDoomed to fail? How carmakers' climate vows fall short - and who's to blame<blockquote>注定要失败？汽车制造商的气候誓言如何落空——谁该受到责备</blockquote>\n</h2>\n<h4 class=\"meta\">\n<p class=\"head\">\n<strong class=\"h-name small\">Reuters</strong><span class=\"h-time small\">2021-10-26 23:17</span>\n</p>\n</h4>\n</header>\n<article>\n<p>Car and truck makers from Volkswagen to Nissan and Ford have embraced the narrative that reducing carbon emissions in line with the Paris Agreement should be a key tenet of their business agenda.</p><p><blockquote>从大众到日产和福特，汽车和卡车制造商都接受了这样一种说法，即根据《巴黎协定》减少碳排放应该是其商业议程的一个关键原则。</blockquote></p><p> Are they doing enough? Research shows their goals are still a far cry from what is needed, but the jury is out on whether automakers alone are responsible for the shortfall.</p><p><blockquote>他们做得够吗？研究表明，他们的目标与需求仍相去甚远，但汽车制造商是否独自应对短缺负责还没有定论。</blockquote></p><p> While some say carmakers should plan to make their fleets carbon-neutral whatever the circumstances, companies argue that their ability to transition to electric vehicles (EV) is dependent on conditions outside their direct control.</p><p><blockquote>虽然有人说汽车制造商应该计划在任何情况下使其车队实现碳中和，但公司认为，他们向电动汽车(EV)过渡的能力取决于他们直接控制之外的条件。</blockquote></p><p> Consultancy firm Boston Consulting Group said in a report released last week that at least 90% of new passenger vehicles and 70% of trucks must be electric by 2030 in order to meet climate targets, echoing environmental groups like Greenpeace.</p><p><blockquote>咨询公司波士顿咨询集团在上周发布的一份报告中表示，为了实现气候目标，到2030年，至少90%的新乘用车和70%的卡车必须是电动的，这与绿色和平组织等环保组织相呼应。</blockquote></p><p> But among major auto brands, very few - among them Geely's Volvo and VW's Bentley - have set goals for 100% EV production by then, with most arguing that they cannot take full accountability for a transition to electric vehicles without the market conditions to remain profitable in the process.</p><p><blockquote>但在主要汽车品牌中，很少有品牌——包括吉利旗下的沃尔沃和大众旗下的宾利——设定了届时100%电动汽车生产的目标，大多数品牌认为，如果没有市场条件来保持盈利，他们就无法对向电动汽车的过渡承担全部责任在这个过程中。</blockquote></p><p> German luxury carmaker Daimler, for example, has refrained from stating it will produce only electric vehicles by 2030 no matter what - instead it has emphasised it will be \"ready to go all electric ... where market conditions allow.\"</p><p><blockquote>例如，德国豪华汽车制造商戴姆勒没有表示无论如何都将在2030年只生产电动汽车，而是强调将“准备好在市场条件允许的情况下实现全电动化”。</blockquote></p><p> \"We will lead from the front. Is it realistic to turn 100% of the market by 2030? It would be a stretch,\" Daimler's CEO Ola Kaellenius told Reuters in an interview, adding he hoped to see countries and economic regions do their bit at the COP26 summit by synchronising their plans for electric vehicle rollouts.</p><p><blockquote>戴姆勒首席执行官Ola Kaellenius在接受路透社采访时表示：“我们将从前线引领。到2030年实现100%的市场份额现实吗？这将是一个延伸。”他补充说，他希望看到各国和经济地区尽自己的一份力量在COP26峰会上同步电动汽车推广计划。</blockquote></p><p> Charging infrastructure is just one of many challenges standing between the auto industry, estimated by the International Energy Agency to be responsible for around 18% of all carbon emissions worldwide, and climate neutrality.</p><p><blockquote>充电基础设施只是汽车行业与气候中和之间面临的众多挑战之一，据国际能源署估计，汽车行业约占全球碳排放量的18%。</blockquote></p><p> Others include getting rid of dirty fossil-fuel powered cars still on the roads, reducing emissions in battery production, and building storage systems for renewable energy to ensure the electricity used to charge electric cars is from renewable sources.</p><p><blockquote>其他措施包括淘汰仍在路上行驶的肮脏的化石燃料动力汽车，减少电池生产中的排放，以及建立可再生能源存储系统，以确保用于电动汽车充电的电力来自可再生能源。</blockquote></p><p> TOO LITTLE, TOO LATE?</p><p><blockquote>太少，太晚？</blockquote></p><p> Under carbon reduction policies already agreed by governments and automakers, global CO2 emissions from vehicles are still set to rise over time, research by the International Council on Clean Transportation shows.</p><p><blockquote>国际清洁运输理事会的研究表明，根据政府和汽车制造商已经商定的减碳政策，全球汽车排放的二氧化碳仍将随着时间的推移不断上升。</blockquote></p><p> If policies under discussion are implemented, the growth trajectory stabilises but still does not fall, it said, highlighting growing demand for cars, buses and trucks in coming years due to population growth and increased economic activity in emerging markets.</p><p><blockquote>报告称，如果正在讨论的政策得到实施，增长轨迹将会稳定，但仍不会下降，突显出由于人口增长和新兴市场经济活动的增加，未来几年对汽车、公共汽车和卡车的需求将不断增长。</blockquote></p><p> While one in five vehicles sold in Europe last quarter were electrified, the share is much lower in the United States at around 2%. EVs are an even tinier slice of sales in less rich markets such as Latin America or Southeast Asia.</p><p><blockquote>虽然上季度欧洲销售的汽车中有五分之一是电动汽车，但美国的这一比例要低得多，约为2%。在拉丁美洲或东南亚等不太富裕的市场，电动汽车在销量中所占的份额甚至更小。</blockquote></p><p> Automakers and governments must also find answers for labour unions who are worried that a rapid shift to EVs will put thousands of workers out of their jobs.</p><p><blockquote>汽车制造商和政府还必须为工会找到答案，工会担心快速转向电动汽车将导致数千名工人失业。</blockquote></p><p> This includes German unions demanding clarity from Stellantis on its plans for Opel plants, and U.S. President Joe Biden facing pressure from the U.S. United Auto Workers' union to provide more state support during the EV transition.</p><p><blockquote>其中包括德国工会要求Stellantis明确其欧宝工厂计划，以及美国总统乔·拜登面临美国汽车工人联合会的压力，要求其在电动汽车转型期间提供更多国家支持。</blockquote></p><p> \"There are a lot of factors involved ... we try to project a realistic picture,\" a spokesperson for Germany's BMW said. \"But if certain conditions change fundamentally, we will of course have to re-examine our climate goals.\"</p><p><blockquote>德国宝马发言人表示：“涉及很多因素……我们试图描绘出一幅现实的画面。”“但如果某些条件发生根本性变化，我们当然必须重新审视我们的气候目标。”</blockquote></p><p> CARBON EMITTER</p><p><blockquote>碳排放体</blockquote></p><p> The majority of a vehicle's emissions do not come from the manufacturing process, but from the fuel used to power it - be it electricity, petrol, or diesel.</p><p><blockquote>汽车的大部分排放不是来自制造过程，而是来自用于驱动它的燃料——无论是电力、汽油还是柴油。</blockquote></p><p> In the case of electric vehicles, the process of making batteries is also a significant carbon emitter, with a Volkswagen ID.3 for example generating nearly twice the emissions of a diesel equivalent in the production phase, according to company calculations.</p><p><blockquote>就电动汽车而言，电池制造过程也是一个重要的碳排放者，根据公司计算，例如大众ID.3在生产阶段产生的排放量几乎是柴油车的两倍。</blockquote></p><p> While carmakers are increasingly investing in producing batteries in a more environmentally friendly way, controlling the source of energy flowing into electric cars is much harder.</p><p><blockquote>虽然汽车制造商越来越多地投资以更环保的方式生产电池，但控制流入电动汽车的能源来源要困难得多。</blockquote></p><p> Automakers like VW and Tesla are growing their offering of residential storage systems for clients to power vehicles through mechanisms like solar panels on their roofs – but the question of who is responsible for sourcing and distributing energy in public spaces is more contentious.</p><p><blockquote>大众和特斯拉等汽车制造商正在增加为客户提供的住宅存储系统，通过屋顶太阳能电池板等机制为车辆提供动力，但谁负责在公共场所采购和分配能源的问题更具争议。</blockquote></p><p> Even if automakers invest in public charging stations, ongoing problems with storage of renewable energy could force energy providers to rely on coal and natural gas to meet short-term demand, as recent volatility in energy markets has shown.</p><p><blockquote>即使汽车制造商投资公共充电站，可再生能源储存方面持续存在的问题也可能迫使能源供应商依赖煤炭和天然气来满足短期需求，正如最近能源市场的波动所表明的那样。</blockquote></p><p></p><p> Lobby groups such as the European Automobile Manufacturers' Association and the U.S.-based Alliance for Automotive Innovation have urged states to invest in renewable-based charging infrastructure, from public-private investments to fully state-funded projects.</p><p><blockquote>欧洲汽车制造商协会和美国汽车创新联盟等游说团体敦促各州投资可再生能源充电基础设施，从公私投资到完全由国家资助的项目。</blockquote></p><p> But some environmental groups argue that relying on taxpayer funds is unfair as the networks would disproportionately benefit car companies and owners, as opposed to spending on public transport.</p><p><blockquote>但一些环保组织认为，依赖纳税人资金是不公平的，因为与公共交通支出相比，这些网络将使汽车公司和车主不成比例地受益。</blockquote></p><p> Another lingering problem is the diesel and gas cars still driving on roads beyond 2030, which will bump up the industry's emissions well beyond the limit necessary to stay within the Paris Agreements' bounds, researchers have said.</p><p><blockquote>研究人员表示，另一个挥之不去的问题是柴油和汽油汽车在2030年之后仍在道路上行驶，这将使该行业的排放量远远超过保持在《巴黎协定》范围内所需的限制。</blockquote></p><p> Even if half of all new cars sold in 2035 were zero emission – which climate goals set by BMW, General Motors and Nissan would account for – some 70% of vehicles on roads would still be burning fossil fuels, Boston Consulting has said.</p><p><blockquote>波士顿咨询公司表示，即使2035年售出的所有新车中有一半是零排放的（宝马、通用汽车和日产设定的气候目标将占这一比例），道路上约70%的车辆仍将燃烧化石燃料。</blockquote></p><p> \"Even economies in the vanguard of the climate-change fight are therefore likely to fall short of decarbonisation targets.\"</p><p><blockquote>“因此，即使是气候变化斗争的先锋经济体也可能达不到脱碳目标。”</blockquote></p><p></p>\n<div class=\"bt-text\">\n\n\n<p> 来源：<a href=\"https://finance.yahoo.com/news/analysis-doomed-fail-carmakers-climate-150857734.html\">Reuters</a></p>\n<p>为提升您的阅读体验，我们对本页面进行了排版优化</p>\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"F":"福特汽车"},"source_url":"https://finance.yahoo.com/news/analysis-doomed-fail-carmakers-climate-150857734.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1162410055","content_text":"Car and truck makers from Volkswagen to Nissan and Ford have embraced the narrative that reducing carbon emissions in line with the Paris Agreement should be a key tenet of their business agenda.\nAre they doing enough? Research shows their goals are still a far cry from what is needed, but the jury is out on whether automakers alone are responsible for the shortfall.\nWhile some say carmakers should plan to make their fleets carbon-neutral whatever the circumstances, companies argue that their ability to transition to electric vehicles (EV) is dependent on conditions outside their direct control.\nConsultancy firm Boston Consulting Group said in a report released last week that at least 90% of new passenger vehicles and 70% of trucks must be electric by 2030 in order to meet climate targets, echoing environmental groups like Greenpeace.\nBut among major auto brands, very few - among them Geely's Volvo and VW's Bentley - have set goals for 100% EV production by then, with most arguing that they cannot take full accountability for a transition to electric vehicles without the market conditions to remain profitable in the process.\nGerman luxury carmaker Daimler, for example, has refrained from stating it will produce only electric vehicles by 2030 no matter what - instead it has emphasised it will be \"ready to go all electric ... where market conditions allow.\"\n\"We will lead from the front. Is it realistic to turn 100% of the market by 2030? It would be a stretch,\" Daimler's CEO Ola Kaellenius told Reuters in an interview, adding he hoped to see countries and economic regions do their bit at the COP26 summit by synchronising their plans for electric vehicle rollouts.\nCharging infrastructure is just one of many challenges standing between the auto industry, estimated by the International Energy Agency to be responsible for around 18% of all carbon emissions worldwide, and climate neutrality.\nOthers include getting rid of dirty fossil-fuel powered cars still on the roads, reducing emissions in battery production, and building storage systems for renewable energy to ensure the electricity used to charge electric cars is from renewable sources.\nTOO LITTLE, TOO LATE?\nUnder carbon reduction policies already agreed by governments and automakers, global CO2 emissions from vehicles are still set to rise over time, research by the International Council on Clean Transportation shows.\nIf policies under discussion are implemented, the growth trajectory stabilises but still does not fall, it said, highlighting growing demand for cars, buses and trucks in coming years due to population growth and increased economic activity in emerging markets.\nWhile one in five vehicles sold in Europe last quarter were electrified, the share is much lower in the United States at around 2%. EVs are an even tinier slice of sales in less rich markets such as Latin America or Southeast Asia.\nAutomakers and governments must also find answers for labour unions who are worried that a rapid shift to EVs will put thousands of workers out of their jobs.\nThis includes German unions demanding clarity from Stellantis on its plans for Opel plants, and U.S. President Joe Biden facing pressure from the U.S. United Auto Workers' union to provide more state support during the EV transition.\n\"There are a lot of factors involved ... we try to project a realistic picture,\" a spokesperson for Germany's BMW said. \"But if certain conditions change fundamentally, we will of course have to re-examine our climate goals.\"\nCARBON EMITTER\nThe majority of a vehicle's emissions do not come from the manufacturing process, but from the fuel used to power it - be it electricity, petrol, or diesel.\nIn the case of electric vehicles, the process of making batteries is also a significant carbon emitter, with a Volkswagen ID.3 for example generating nearly twice the emissions of a diesel equivalent in the production phase, according to company calculations.\nWhile carmakers are increasingly investing in producing batteries in a more environmentally friendly way, controlling the source of energy flowing into electric cars is much harder.\nAutomakers like VW and Tesla are growing their offering of residential storage systems for clients to power vehicles through mechanisms like solar panels on their roofs – but the question of who is responsible for sourcing and distributing energy in public spaces is more contentious.\nEven if automakers invest in public charging stations, ongoing problems with storage of renewable energy could force energy providers to rely on coal and natural gas to meet short-term demand, as recent volatility in energy markets has shown.\nLobby groups such as the European Automobile Manufacturers' Association and the U.S.-based Alliance for Automotive Innovation have urged states to invest in renewable-based charging infrastructure, from public-private investments to fully state-funded projects.\nBut some environmental groups argue that relying on taxpayer funds is unfair as the networks would disproportionately benefit car companies and owners, as opposed to spending on public transport.\nAnother lingering problem is the diesel and gas cars still driving on roads beyond 2030, which will bump up the industry's emissions well beyond the limit necessary to stay within the Paris Agreements' bounds, researchers have said.\nEven if half of all new cars sold in 2035 were zero emission – which climate goals set by BMW, General Motors and Nissan would account for – some 70% of vehicles on roads would still be burning fossil fuels, Boston Consulting has said.\n\"Even economies in the vanguard of the climate-change fight are therefore likely to fall short of decarbonisation targets.\"","news_type":1,"symbols_score_info":{"F":0.9}},"isVote":1,"tweetType":1,"viewCount":690,"commentLimit":10,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"symbols":[],"verified":2,"subType":0,"readableState":1,"langContent":"CN","currentLanguage":"CN","warmUpFlag":false,"orderFlag":false,"shareable":true,"causeOfNotShareable":"","featuresForAnalytics":[],"commentAndTweetFlag":false,"andRepostAutoSelectedFlag":false,"upFlag":false,"length":2,"xxTargetLangEnum":"ZH_CN"},"commentList":[],"isCommentEnd":true,"isTiger":false,"isWeiXinMini":false,"url":"/m/post/852299643"}
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