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2021-08-09
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Biden’s Electric-Car Ambitions Face Real-World Roadblocks<blockquote>拜登的电动汽车雄心面临现实障碍</blockquote>
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{"i18n":{"language":"zh_CN"},"detailType":1,"isChannel":false,"data":{"magic":2,"id":898982112,"tweetId":"898982112","gmtCreate":1628468545636,"gmtModify":1631891880806,"author":{"id":3586332417338594,"idStr":"3586332417338594","authorId":3586332417338594,"authorIdStr":"3586332417338594","name":"YangXH","avatar":"https://static.tigerbbs.com/2da16ba61657b694381bbd12971282c6","vip":1,"userType":1,"introduction":"","boolIsFan":false,"boolIsHead":false,"crmLevel":4,"crmLevelSwitch":0,"individualDisplayBadges":[],"fanSize":8,"starInvestorFlag":false},"themes":[],"images":[],"coverImages":[],"extraTitle":"","html":"<html><head></head><body><p>Like please</p></body></html>","htmlText":"<html><head></head><body><p>Like please</p></body></html>","text":"Like please","highlighted":1,"essential":1,"paper":1,"likeSize":4,"commentSize":1,"repostSize":0,"favoriteSize":0,"link":"https://laohu8.com/post/898982112","repostId":1101851851,"repostType":4,"repost":{"id":"1101851851","kind":"news","pubTimestamp":1628467943,"share":"https://www.laohu8.com/m/news/1101851851?lang=zh_CN&edition=full","pubTime":"2021-08-09 08:12","market":"us","language":"en","title":"Biden’s Electric-Car Ambitions Face Real-World Roadblocks<blockquote>拜登的电动汽车雄心面临现实障碍</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1101851851","media":"The Wall Street Journal","summary":"Auto makers want congressional moves on charging stations and tax incentives; consumer support also ","content":"<p><i>Auto makers want congressional moves on charging stations and tax incentives; consumer support also is needed.</i></p><p><blockquote><i>汽车制造商希望国会在充电站和税收优惠方面采取行动；还需要消费者支持。</i></blockquote></p><p> WASHINGTON—President Biden wants to convert American motorists to electric cars as a linchpin of his plan to address climate change. Success heavily depends on factors outside his control.</p><p><blockquote>华盛顿——拜登总统希望将美国驾车者转向电动汽车，作为其应对气候变化计划的关键。成功在很大程度上取决于他无法控制的因素。</blockquote></p><p> The executive order that Mr. Biden signed Thursday—calling on sales of electric, fuel-cell and plug-in hybrids to account for 50% of car and light truck sales by 2030—has no binding authority.</p><p><blockquote>拜登周四签署的行政命令——呼吁到2030年电动、燃料电池和插电式混合动力车的销量占汽车和轻型卡车销量的50%——没有约束力。</blockquote></p><p> Auto makers say they could meet a target of somewhere between 40% and 50% of sales, but only if Congress spends billions of dollars to build out a network of EV charging stations and provides tax incentives to consumers, among other measures.</p><p><blockquote>汽车制造商表示，他们可以实现销量40%至50%的目标，但前提是国会斥资数十亿美元建设电动汽车充电站网络并向消费者提供税收优惠等措施。</blockquote></p><p> Beyond that, consumers must buy in. EVs currently account for about 3% of sales, reflecting in part generally higher upfront costs and limits on their range.</p><p><blockquote>除此之外，消费者必须买账。电动汽车目前约占销量的3%，部分反映了普遍较高的前期成本和续航里程的限制。</blockquote></p><p> “Possibly the biggest hurdle ahead is consumer acceptance,” said Jessica Caldwell, an analyst at auto-data firm Edmunds. “What will it take for Americans to be willing to change their car ownership habits to go electric?”</p><p><blockquote>汽车数据公司Edmunds的分析师杰西卡·考德威尔(Jessica Caldwell)表示：“未来最大的障碍可能是消费者的接受度。”“怎样才能让美国人愿意改变他们的汽车拥有习惯转向电动汽车？”</blockquote></p><p> Supporters of Mr. Biden’s plan acknowledge the magnitude of the task ahead but insist the goal is achievable.</p><p><blockquote>拜登计划的支持者承认未来任务的艰巨，但坚称目标是可以实现的。</blockquote></p><p> Tax incentives can help bridge the price difference between gasoline and electric vehicles at the dealership, these people say. Once purchased, electric vehicles offer continued savings in fuel and maintenance costs compared with gas vehicles, and often a better ride.</p><p><blockquote>这些人士表示，税收优惠可以帮助弥合经销商处汽油汽车和电动汽车之间的价格差异。一旦购买，与燃气汽车相比，电动汽车可以持续节省燃料和维护成本，而且通常乘坐体验更好。</blockquote></p><p> A bigger national network of charging stations is also seen as key to alleviating fears of range anxiety, or running out of charge on the highway.</p><p><blockquote>更大的全国充电站网络也被视为缓解里程焦虑或高速公路电量耗尽担忧的关键。</blockquote></p><p> Providing those solutions will require balancing a long list of interests, from industry, political parties, unions, environmentalists, regulators and local governments, among others.</p><p><blockquote>提供这些解决方案需要平衡来自行业、政党、工会、环保人士、监管机构和地方政府等的一长串利益。</blockquote></p><p> “That’s a Rubik’s cube of complexity,” said Larry Burns, a former GM executive and adviser to Alphabet Inc.’s self-driving affiliate Waymo. “And this scale is massive. So we have to have collective will to make this happen.”</p><p><blockquote>“这是一个复杂的魔方，”通用汽车前高管、Alphabet公司自动驾驶子公司Waymo的顾问Larry Burns说。“而且这个规模是巨大的。所以我们必须有集体意愿才能实现这一目标。”</blockquote></p><p> But Mr. Burns and others say the industry is ready to make the transition, spurred by government and international competition.</p><p><blockquote>但伯恩斯和其他人表示，在政府和国际竞争的推动下，该行业已准备好进行转型。</blockquote></p><p> Mr. Biden has made transportation a central part of his agenda on climate change. The sector is the country’s top source of greenhouse-gas emissions, contributing more than a quarter of the country’s planet-warming gases. And China has become a world leader in batteries and electric vehicles, a long-term threat to U.S. manufacturing.</p><p><blockquote>拜登已将交通作为其气候变化议程的核心部分。该行业是该国温室气体排放的最大来源，占该国全球变暖气体的四分之一以上。中国已经成为电池和电动汽车的世界领导者，这对美国制造业构成了长期威胁。</blockquote></p><p> Mr. Biden’s most immediate impact will be through using the authority he does have at the Environmental Protection Agency. It is proposing new rules that would require auto makers to raise average fleetwide fuel efficiency to the equivalent of 52 miles per gallon by the 2026 model year, using an industry measure that takes both fuel efficiency and emissions reductions into account.</p><p><blockquote>拜登最直接的影响将是利用他在环境保护局的权力。它正在提出新规则，要求汽车制造商到2026车型年将整个车队的平均燃油效率提高到相当于每加仑52英里，采用一种同时考虑燃油效率和减排的行业措施。</blockquote></p><p> That compares with the current requirement of 43.3 mpg for that model year under rules set last year by the Trump administration.</p><p><blockquote>相比之下，根据特朗普政府去年制定的规则，该车型年目前的油耗要求为43.3英里/加仑。</blockquote></p><p> Under the agency’s proposal, which is now subject to a public-comment period, auto makers would be allowed some increased flexibility to comply by using credits they banked in past years when they surpassed their sales goals under the fuel-efficiency requirements.</p><p><blockquote>根据该机构的提案（目前正在接受公众意见征询期），汽车制造商将被允许更大的灵活性来遵守规定，使用他们过去几年在燃油效率要求下超过销售目标时存入的信贷。</blockquote></p><p> <i>‘There is going to be a massive dislocation...[President Biden] has to navigate through it and enforce the compromise.’</i></p><p><blockquote><i>“将会出现大规模的混乱……（拜登总统）必须克服这一局面并执行妥协。”</i></blockquote></p><p> <p style=\"text-align:right;\"><i>— Bob Lutz, former auto executive</i></p><p><blockquote><p style=\"text-align:right;\"><i>——鲍勃·卢茨，前汽车业高管</i></p></blockquote></p><p> That is likely to spur opposition from the left, with some environmentalists already saying the president is caving in to the auto industry. The EPA’s proposal would produce just 75% of efficiency gains that would have come from the original Obama-era rules, according to an analysis from Consumer Reports Inc., a nonprofit membership organization known for its product reviews.</p><p><blockquote>这可能会激起左翼的反对，一些环保人士已经表示，总统正在向汽车行业屈服。根据消费者报告公司（Consumer Reports Inc.）的分析，环保局的提议只能产生奥巴马时代原始规则的75%的效率收益。消费者报告公司是一家以产品评论闻名的非营利会员组织。</blockquote></p><p> “There’s no doubt [the EPA proposal] is a big improvement over where we were,” said David Friedman, Consumer Reports’ vice president of advocacy. “But it doesn’t go as far as our technology can go, and both where consumers and the climate need us to go.”</p><p><blockquote>《消费者报告》负责宣传的副总裁戴维·弗里德曼(David Friedman)表示：“毫无疑问，[环保局的提案]比我们之前的情况有了很大的改进。”“但它并没有达到我们的技术所能达到的程度，也没有达到消费者和气候需要我们达到的程度。”</blockquote></p><p> And the regulations themselves aren’t set in stone, said Mary Nichols, a former chairwoman of the California Air Resources Board and a pioneer of fuel-economy regulation.</p><p><blockquote>加州空气资源委员会前主席、燃油经济性监管先驱玛丽·尼科尔斯表示，这些法规本身并不是一成不变的。</blockquote></p><p> Mr. Biden is taking action now to toughen fuel-efficiency standards in large part because former President Donald Trump drastically relaxed standards first imposed by former President Barack Obama.</p><p><blockquote>拜登现在正在采取行动收紧燃油效率标准，很大程度上是因为前总统唐纳德·特朗普大幅放宽了前总统巴拉克·奥巴马首次实施的标准。</blockquote></p><p> “An administration that is determined to dismantle them can quickly shift course,” Ms. Nichols said.</p><p><blockquote>“决心拆除它们的政府可以很快改变路线，”尼科尔斯女士说。</blockquote></p><p></p><p> That makes Mr. Biden’s deal making with the auto makers important as an attempt to bulletproof his plan for the auto industry. The former GM executive Mr. Burns and other industry experts note that the major auto makers are already spending big to transform themselves, a major reason Mr. Biden’s plan might succeed.</p><p><blockquote>这使得拜登与汽车制造商达成协议对于保护他的汽车行业计划非常重要。通用汽车前高管伯恩斯和其他行业专家指出，主要汽车制造商已经在投入巨资进行转型，这是拜登计划可能成功的主要原因。</blockquote></p><p> But it faces risks, too. Because it is voluntary, auto makers could still backtrack on their commitments, as they have done before. Congress has taken some of the tax credits and spending that the industry says it needs out of a pending bipartisan infrastructure package, leaving it for Democrats to consider for another spending billthat faces high hurdles to passage.</p><p><blockquote>但它也面临风险。因为这是自愿的，汽车制造商仍然可以像以前一样收回他们的承诺。国会已从悬而未决的两党基础设施一揽子计划中取消了该行业所需的一些税收抵免和支出，让民主党考虑另一项面临很高通过障碍的支出法案。</blockquote></p><p> There has been pushback from auto dealers fearful of the loss of lucrative maintenance work on traditional engines.</p><p><blockquote>汽车经销商担心失去利润丰厚的传统发动机维护工作，因此遭到了抵制。</blockquote></p><p> Unions are fearful of job losses if the transition moves too quickly.</p><p><blockquote>工会担心如果转型过快会导致失业。</blockquote></p><p> Mr. Biden voiced his support for union workers throughout an event at the White House on Thursday where he signed the executive order, with executives from <a href=\"https://laohu8.com/S/F\">Ford</a>, <a href=\"https://laohu8.com/S/GM\">General Motors</a> and <a href=\"https://laohu8.com/S/STLA\">Stellantis NV</a> (formerly Fiat Chrysler)—all union shops—looking on.</p><p><blockquote>拜登周四在白宫签署行政命令的一次活动中表达了对工会工人的支持，来自<a href=\"https://laohu8.com/S/F\">福特</a>, <a href=\"https://laohu8.com/S/GM\">通用汽车</a>和<a href=\"https://laohu8.com/S/STLA\">斯特兰蒂斯公司</a>（前菲亚特克莱斯勒）-所有工会商店-在一旁观看。</blockquote></p><p> The White House left out foreign auto makers, including <a href=\"https://laohu8.com/S/TM\">Toyota</a> or Hyundai Motor Co., whose U.S. workforces aren’t union-represented, as well as <a href=\"https://laohu8.com/S/TSLA\">Tesla Motors</a>, the company that has led the way in building a market for EVs.</p><p><blockquote>白宫排除了外国汽车制造商，包括<a href=\"https://laohu8.com/S/TM\">丰田</a>或者现代汽车公司，其美国劳动力没有工会代表，以及<a href=\"https://laohu8.com/S/TSLA\">特斯拉</a>该公司在打造电动汽车市场方面处于领先地位。</blockquote></p><p> The exclusion led to a rebuke from the American International Automobile Dealers Association, which noted that any policies that “prioritize some American auto workers above others…politicize what should be a shared mission,” making reaching the EV sales target more difficult.</p><p><blockquote>这一排除导致了美国国际汽车经销商协会的谴责，该协会指出，任何“将一些美国汽车工人置于其他人之上……将本应是共同使命的事情政治化”的政策，使实现电动汽车销售目标变得更加困难。</blockquote></p><p> Bob Lutz, a former senior executive at Ford, Chrysler, BMW and GM, where he was vice chairman, said Mr. Biden has now put himself at the center of what could be a messy transition process, one that will upend the status quo as auto manufacturing shifts to EV technology.</p><p><blockquote>曾担任福特、克莱斯勒、宝马和通用汽车副董事长的前高管鲍勃·卢茨(Bob Lutz)表示，拜登现在将自己置于可能是一个混乱的过渡过程的中心，这一过程将颠覆现状随着汽车制造转向电动汽车技术。</blockquote></p><p> “There is going to be a massive dislocation,” especially for workers, Mr. Lutz said. “He has to navigate through it and enforce the compromise. If everybody is a little unhappy but willing to accept it, that’s what he’s shooting for.”</p><p><blockquote>卢茨先生说，“将会出现大规模的混乱”，尤其是对工人来说。“他必须度过难关并执行妥协。如果每个人都有点不高兴但愿意接受，这就是他的目标。”</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>Biden’s Electric-Car Ambitions Face Real-World Roadblocks<blockquote>拜登的电动汽车雄心面临现实障碍</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\">\nBiden’s Electric-Car Ambitions Face Real-World Roadblocks<blockquote>拜登的电动汽车雄心面临现实障碍</blockquote>\n</h2>\n<h4 class=\"meta\">\n<p class=\"head\">\n<strong class=\"h-name small\">The Wall Street Journal</strong><span class=\"h-time small\">2021-08-09 08:12</span>\n</p>\n</h4>\n</header>\n<article>\n<p><i>Auto makers want congressional moves on charging stations and tax incentives; consumer support also is needed.</i></p><p><blockquote><i>汽车制造商希望国会在充电站和税收优惠方面采取行动；还需要消费者支持。</i></blockquote></p><p> WASHINGTON—President Biden wants to convert American motorists to electric cars as a linchpin of his plan to address climate change. Success heavily depends on factors outside his control.</p><p><blockquote>华盛顿——拜登总统希望将美国驾车者转向电动汽车，作为其应对气候变化计划的关键。成功在很大程度上取决于他无法控制的因素。</blockquote></p><p> The executive order that Mr. Biden signed Thursday—calling on sales of electric, fuel-cell and plug-in hybrids to account for 50% of car and light truck sales by 2030—has no binding authority.</p><p><blockquote>拜登周四签署的行政命令——呼吁到2030年电动、燃料电池和插电式混合动力车的销量占汽车和轻型卡车销量的50%——没有约束力。</blockquote></p><p> Auto makers say they could meet a target of somewhere between 40% and 50% of sales, but only if Congress spends billions of dollars to build out a network of EV charging stations and provides tax incentives to consumers, among other measures.</p><p><blockquote>汽车制造商表示，他们可以实现销量40%至50%的目标，但前提是国会斥资数十亿美元建设电动汽车充电站网络并向消费者提供税收优惠等措施。</blockquote></p><p> Beyond that, consumers must buy in. EVs currently account for about 3% of sales, reflecting in part generally higher upfront costs and limits on their range.</p><p><blockquote>除此之外，消费者必须买账。电动汽车目前约占销量的3%，部分反映了普遍较高的前期成本和续航里程的限制。</blockquote></p><p> “Possibly the biggest hurdle ahead is consumer acceptance,” said Jessica Caldwell, an analyst at auto-data firm Edmunds. “What will it take for Americans to be willing to change their car ownership habits to go electric?”</p><p><blockquote>汽车数据公司Edmunds的分析师杰西卡·考德威尔(Jessica Caldwell)表示：“未来最大的障碍可能是消费者的接受度。”“怎样才能让美国人愿意改变他们的汽车拥有习惯转向电动汽车？”</blockquote></p><p> Supporters of Mr. Biden’s plan acknowledge the magnitude of the task ahead but insist the goal is achievable.</p><p><blockquote>拜登计划的支持者承认未来任务的艰巨，但坚称目标是可以实现的。</blockquote></p><p> Tax incentives can help bridge the price difference between gasoline and electric vehicles at the dealership, these people say. Once purchased, electric vehicles offer continued savings in fuel and maintenance costs compared with gas vehicles, and often a better ride.</p><p><blockquote>这些人士表示，税收优惠可以帮助弥合经销商处汽油汽车和电动汽车之间的价格差异。一旦购买，与燃气汽车相比，电动汽车可以持续节省燃料和维护成本，而且通常乘坐体验更好。</blockquote></p><p> A bigger national network of charging stations is also seen as key to alleviating fears of range anxiety, or running out of charge on the highway.</p><p><blockquote>更大的全国充电站网络也被视为缓解里程焦虑或高速公路电量耗尽担忧的关键。</blockquote></p><p> Providing those solutions will require balancing a long list of interests, from industry, political parties, unions, environmentalists, regulators and local governments, among others.</p><p><blockquote>提供这些解决方案需要平衡来自行业、政党、工会、环保人士、监管机构和地方政府等的一长串利益。</blockquote></p><p> “That’s a Rubik’s cube of complexity,” said Larry Burns, a former GM executive and adviser to Alphabet Inc.’s self-driving affiliate Waymo. “And this scale is massive. So we have to have collective will to make this happen.”</p><p><blockquote>“这是一个复杂的魔方，”通用汽车前高管、Alphabet公司自动驾驶子公司Waymo的顾问Larry Burns说。“而且这个规模是巨大的。所以我们必须有集体意愿才能实现这一目标。”</blockquote></p><p> But Mr. Burns and others say the industry is ready to make the transition, spurred by government and international competition.</p><p><blockquote>但伯恩斯和其他人表示，在政府和国际竞争的推动下，该行业已准备好进行转型。</blockquote></p><p> Mr. Biden has made transportation a central part of his agenda on climate change. The sector is the country’s top source of greenhouse-gas emissions, contributing more than a quarter of the country’s planet-warming gases. And China has become a world leader in batteries and electric vehicles, a long-term threat to U.S. manufacturing.</p><p><blockquote>拜登已将交通作为其气候变化议程的核心部分。该行业是该国温室气体排放的最大来源，占该国全球变暖气体的四分之一以上。中国已经成为电池和电动汽车的世界领导者，这对美国制造业构成了长期威胁。</blockquote></p><p> Mr. Biden’s most immediate impact will be through using the authority he does have at the Environmental Protection Agency. It is proposing new rules that would require auto makers to raise average fleetwide fuel efficiency to the equivalent of 52 miles per gallon by the 2026 model year, using an industry measure that takes both fuel efficiency and emissions reductions into account.</p><p><blockquote>拜登最直接的影响将是利用他在环境保护局的权力。它正在提出新规则，要求汽车制造商到2026车型年将整个车队的平均燃油效率提高到相当于每加仑52英里，采用一种同时考虑燃油效率和减排的行业措施。</blockquote></p><p> That compares with the current requirement of 43.3 mpg for that model year under rules set last year by the Trump administration.</p><p><blockquote>相比之下，根据特朗普政府去年制定的规则，该车型年目前的油耗要求为43.3英里/加仑。</blockquote></p><p> Under the agency’s proposal, which is now subject to a public-comment period, auto makers would be allowed some increased flexibility to comply by using credits they banked in past years when they surpassed their sales goals under the fuel-efficiency requirements.</p><p><blockquote>根据该机构的提案（目前正在接受公众意见征询期），汽车制造商将被允许更大的灵活性来遵守规定，使用他们过去几年在燃油效率要求下超过销售目标时存入的信贷。</blockquote></p><p> <i>‘There is going to be a massive dislocation...[President Biden] has to navigate through it and enforce the compromise.’</i></p><p><blockquote><i>“将会出现大规模的混乱……（拜登总统）必须克服这一局面并执行妥协。”</i></blockquote></p><p> <p style=\"text-align:right;\"><i>— Bob Lutz, former auto executive</i></p><p><blockquote><p style=\"text-align:right;\"><i>——鲍勃·卢茨，前汽车业高管</i></p></blockquote></p><p> That is likely to spur opposition from the left, with some environmentalists already saying the president is caving in to the auto industry. The EPA’s proposal would produce just 75% of efficiency gains that would have come from the original Obama-era rules, according to an analysis from Consumer Reports Inc., a nonprofit membership organization known for its product reviews.</p><p><blockquote>这可能会激起左翼的反对，一些环保人士已经表示，总统正在向汽车行业屈服。根据消费者报告公司（Consumer Reports Inc.）的分析，环保局的提议只能产生奥巴马时代原始规则的75%的效率收益。消费者报告公司是一家以产品评论闻名的非营利会员组织。</blockquote></p><p> “There’s no doubt [the EPA proposal] is a big improvement over where we were,” said David Friedman, Consumer Reports’ vice president of advocacy. “But it doesn’t go as far as our technology can go, and both where consumers and the climate need us to go.”</p><p><blockquote>《消费者报告》负责宣传的副总裁戴维·弗里德曼(David Friedman)表示：“毫无疑问，[环保局的提案]比我们之前的情况有了很大的改进。”“但它并没有达到我们的技术所能达到的程度，也没有达到消费者和气候需要我们达到的程度。”</blockquote></p><p> And the regulations themselves aren’t set in stone, said Mary Nichols, a former chairwoman of the California Air Resources Board and a pioneer of fuel-economy regulation.</p><p><blockquote>加州空气资源委员会前主席、燃油经济性监管先驱玛丽·尼科尔斯表示，这些法规本身并不是一成不变的。</blockquote></p><p> Mr. Biden is taking action now to toughen fuel-efficiency standards in large part because former President Donald Trump drastically relaxed standards first imposed by former President Barack Obama.</p><p><blockquote>拜登现在正在采取行动收紧燃油效率标准，很大程度上是因为前总统唐纳德·特朗普大幅放宽了前总统巴拉克·奥巴马首次实施的标准。</blockquote></p><p> “An administration that is determined to dismantle them can quickly shift course,” Ms. Nichols said.</p><p><blockquote>“决心拆除它们的政府可以很快改变路线，”尼科尔斯女士说。</blockquote></p><p></p><p> That makes Mr. Biden’s deal making with the auto makers important as an attempt to bulletproof his plan for the auto industry. The former GM executive Mr. Burns and other industry experts note that the major auto makers are already spending big to transform themselves, a major reason Mr. Biden’s plan might succeed.</p><p><blockquote>这使得拜登与汽车制造商达成协议对于保护他的汽车行业计划非常重要。通用汽车前高管伯恩斯和其他行业专家指出，主要汽车制造商已经在投入巨资进行转型，这是拜登计划可能成功的主要原因。</blockquote></p><p> But it faces risks, too. Because it is voluntary, auto makers could still backtrack on their commitments, as they have done before. Congress has taken some of the tax credits and spending that the industry says it needs out of a pending bipartisan infrastructure package, leaving it for Democrats to consider for another spending billthat faces high hurdles to passage.</p><p><blockquote>但它也面临风险。因为这是自愿的，汽车制造商仍然可以像以前一样收回他们的承诺。国会已从悬而未决的两党基础设施一揽子计划中取消了该行业所需的一些税收抵免和支出，让民主党考虑另一项面临很高通过障碍的支出法案。</blockquote></p><p> There has been pushback from auto dealers fearful of the loss of lucrative maintenance work on traditional engines.</p><p><blockquote>汽车经销商担心失去利润丰厚的传统发动机维护工作，因此遭到了抵制。</blockquote></p><p> Unions are fearful of job losses if the transition moves too quickly.</p><p><blockquote>工会担心如果转型过快会导致失业。</blockquote></p><p> Mr. Biden voiced his support for union workers throughout an event at the White House on Thursday where he signed the executive order, with executives from <a href=\"https://laohu8.com/S/F\">Ford</a>, <a href=\"https://laohu8.com/S/GM\">General Motors</a> and <a href=\"https://laohu8.com/S/STLA\">Stellantis NV</a> (formerly Fiat Chrysler)—all union shops—looking on.</p><p><blockquote>拜登周四在白宫签署行政命令的一次活动中表达了对工会工人的支持，来自<a href=\"https://laohu8.com/S/F\">福特</a>, <a href=\"https://laohu8.com/S/GM\">通用汽车</a>和<a href=\"https://laohu8.com/S/STLA\">斯特兰蒂斯公司</a>（前菲亚特克莱斯勒）-所有工会商店-在一旁观看。</blockquote></p><p> The White House left out foreign auto makers, including <a href=\"https://laohu8.com/S/TM\">Toyota</a> or Hyundai Motor Co., whose U.S. workforces aren’t union-represented, as well as <a href=\"https://laohu8.com/S/TSLA\">Tesla Motors</a>, the company that has led the way in building a market for EVs.</p><p><blockquote>白宫排除了外国汽车制造商，包括<a href=\"https://laohu8.com/S/TM\">丰田</a>或者现代汽车公司，其美国劳动力没有工会代表，以及<a href=\"https://laohu8.com/S/TSLA\">特斯拉</a>该公司在打造电动汽车市场方面处于领先地位。</blockquote></p><p> The exclusion led to a rebuke from the American International Automobile Dealers Association, which noted that any policies that “prioritize some American auto workers above others…politicize what should be a shared mission,” making reaching the EV sales target more difficult.</p><p><blockquote>这一排除导致了美国国际汽车经销商协会的谴责，该协会指出，任何“将一些美国汽车工人置于其他人之上……将本应是共同使命的事情政治化”的政策，使实现电动汽车销售目标变得更加困难。</blockquote></p><p> Bob Lutz, a former senior executive at Ford, Chrysler, BMW and GM, where he was vice chairman, said Mr. Biden has now put himself at the center of what could be a messy transition process, one that will upend the status quo as auto manufacturing shifts to EV technology.</p><p><blockquote>曾担任福特、克莱斯勒、宝马和通用汽车副董事长的前高管鲍勃·卢茨(Bob Lutz)表示，拜登现在将自己置于可能是一个混乱的过渡过程的中心，这一过程将颠覆现状随着汽车制造转向电动汽车技术。</blockquote></p><p> “There is going to be a massive dislocation,” especially for workers, Mr. Lutz said. “He has to navigate through it and enforce the compromise. If everybody is a little unhappy but willing to accept it, that’s what he’s shooting for.”</p><p><blockquote>卢茨先生说，“将会出现大规模的混乱”，尤其是对工人来说。“他必须度过难关并执行妥协。如果每个人都有点不高兴但愿意接受，这就是他的目标。”</blockquote></p><p></p>\n<div class=\"bt-text\">\n\n\n<p> 来源：<a href=\"https://www.wsj.com/articles/bidens-electric-car-ambitions-face-real-world-roadblocks-11628427780?mod=hp_lead_pos11\">The Wall Street Journal</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":{"TSLA":"特斯拉","TM":"丰田汽车","STLA":"Stellantis NV","F":"福特汽车","GM":"通用汽车"},"source_url":"https://www.wsj.com/articles/bidens-electric-car-ambitions-face-real-world-roadblocks-11628427780?mod=hp_lead_pos11","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1101851851","content_text":"Auto makers want congressional moves on charging stations and tax incentives; consumer support also is needed.\nWASHINGTON—President Biden wants to convert American motorists to electric cars as a linchpin of his plan to address climate change. Success heavily depends on factors outside his control.\nThe executive order that Mr. Biden signed Thursday—calling on sales of electric, fuel-cell and plug-in hybrids to account for 50% of car and light truck sales by 2030—has no binding authority.\nAuto makers say they could meet a target of somewhere between 40% and 50% of sales, but only if Congress spends billions of dollars to build out a network of EV charging stations and provides tax incentives to consumers, among other measures.\nBeyond that, consumers must buy in. EVs currently account for about 3% of sales, reflecting in part generally higher upfront costs and limits on their range.\n“Possibly the biggest hurdle ahead is consumer acceptance,” said Jessica Caldwell, an analyst at auto-data firm Edmunds. “What will it take for Americans to be willing to change their car ownership habits to go electric?”\nSupporters of Mr. Biden’s plan acknowledge the magnitude of the task ahead but insist the goal is achievable.\nTax incentives can help bridge the price difference between gasoline and electric vehicles at the dealership, these people say. Once purchased, electric vehicles offer continued savings in fuel and maintenance costs compared with gas vehicles, and often a better ride.\nA bigger national network of charging stations is also seen as key to alleviating fears of range anxiety, or running out of charge on the highway.\nProviding those solutions will require balancing a long list of interests, from industry, political parties, unions, environmentalists, regulators and local governments, among others.\n“That’s a Rubik’s cube of complexity,” said Larry Burns, a former GM executive and adviser to Alphabet Inc.’s self-driving affiliate Waymo. “And this scale is massive. So we have to have collective will to make this happen.”\nBut Mr. Burns and others say the industry is ready to make the transition, spurred by government and international competition.\nMr. Biden has made transportation a central part of his agenda on climate change. The sector is the country’s top source of greenhouse-gas emissions, contributing more than a quarter of the country’s planet-warming gases. And China has become a world leader in batteries and electric vehicles, a long-term threat to U.S. manufacturing.\nMr. Biden’s most immediate impact will be through using the authority he does have at the Environmental Protection Agency. It is proposing new rules that would require auto makers to raise average fleetwide fuel efficiency to the equivalent of 52 miles per gallon by the 2026 model year, using an industry measure that takes both fuel efficiency and emissions reductions into account.\nThat compares with the current requirement of 43.3 mpg for that model year under rules set last year by the Trump administration.\nUnder the agency’s proposal, which is now subject to a public-comment period, auto makers would be allowed some increased flexibility to comply by using credits they banked in past years when they surpassed their sales goals under the fuel-efficiency requirements.\n‘There is going to be a massive dislocation...[President Biden] has to navigate through it and enforce the compromise.’\n— Bob Lutz, former auto executive\nThat is likely to spur opposition from the left, with some environmentalists already saying the president is caving in to the auto industry. The EPA’s proposal would produce just 75% of efficiency gains that would have come from the original Obama-era rules, according to an analysis from Consumer Reports Inc., a nonprofit membership organization known for its product reviews.\n“There’s no doubt [the EPA proposal] is a big improvement over where we were,” said David Friedman, Consumer Reports’ vice president of advocacy. “But it doesn’t go as far as our technology can go, and both where consumers and the climate need us to go.”\nAnd the regulations themselves aren’t set in stone, said Mary Nichols, a former chairwoman of the California Air Resources Board and a pioneer of fuel-economy regulation.\nMr. Biden is taking action now to toughen fuel-efficiency standards in large part because former President Donald Trump drastically relaxed standards first imposed by former President Barack Obama.\n“An administration that is determined to dismantle them can quickly shift course,” Ms. Nichols said.\nThat makes Mr. Biden’s deal making with the auto makers important as an attempt to bulletproof his plan for the auto industry. The former GM executive Mr. Burns and other industry experts note that the major auto makers are already spending big to transform themselves, a major reason Mr. Biden’s plan might succeed.\nBut it faces risks, too. Because it is voluntary, auto makers could still backtrack on their commitments, as they have done before. Congress has taken some of the tax credits and spending that the industry says it needs out of a pending bipartisan infrastructure package, leaving it for Democrats to consider for another spending billthat faces high hurdles to passage.\nThere has been pushback from auto dealers fearful of the loss of lucrative maintenance work on traditional engines.\nUnions are fearful of job losses if the transition moves too quickly.\nMr. Biden voiced his support for union workers throughout an event at the White House on Thursday where he signed the executive order, with executives from Ford, General Motors and Stellantis NV (formerly Fiat Chrysler)—all union shops—looking on.\nThe White House left out foreign auto makers, including Toyota or Hyundai Motor Co., whose U.S. workforces aren’t union-represented, as well as Tesla Motors, the company that has led the way in building a market for EVs.\nThe exclusion led to a rebuke from the American International Automobile Dealers Association, which noted that any policies that “prioritize some American auto workers above others…politicize what should be a shared mission,” making reaching the EV sales target more difficult.\nBob Lutz, a former senior executive at Ford, Chrysler, BMW and GM, where he was vice chairman, said Mr. Biden has now put himself at the center of what could be a messy transition process, one that will upend the status quo as auto manufacturing shifts to EV technology.\n“There is going to be a massive dislocation,” especially for workers, Mr. Lutz said. “He has to navigate through it and enforce the compromise. If everybody is a little unhappy but willing to accept it, that’s what he’s shooting for.”","news_type":1,"symbols_score_info":{"TSLA":0.9,"GM":0.9,"TM":0.9,"STLA":0.9,"F":0.9}},"isVote":1,"tweetType":1,"viewCount":668,"commentLimit":10,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"symbols":[],"verified":2,"subType":0,"readableState":1,"langContent":"EN","currentLanguage":"EN","warmUpFlag":false,"orderFlag":false,"shareable":true,"causeOfNotShareable":"","featuresForAnalytics":[],"commentAndTweetFlag":false,"andRepostAutoSelectedFlag":false,"upFlag":false,"length":10,"xxTargetLangEnum":"ORIG"},"commentList":[],"isCommentEnd":true,"isTiger":false,"isWeiXinMini":false,"url":"/m/post/898982112"}
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