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zvaigzdelasas · 6 months

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China revealed this week it aims to spend more than a billion dollars to bolster manufacturing and domestic tech in a bid to remain globally competitive, while divulging little new support for the struggling real estate market.

Industrial support clearly ranked first on Beijing’s priority list for the year ahead, according to three major plans released this week as part of China’s annual parliamentary meetings.

One of those reports, from the Ministry of Finance, said the central government would allocate 10.4 billion yuan ($1.45 billion) “to rebuild industrial foundations and promote high-quality development of the manufacturing sector.”

While that’s down from the 13.3 billion yuan earmarked for the same category last year, the sector overall gained greater prominence. In 2023, plans to spend on industrial development came second to support for consumption.

“Unlike other economies that went through a wrenching adjustment in their housing market, China’s investment rate isn’t falling,” HSBC’s chief Asia economist Frederic Neumann and a team said in a report Friday. “Instead, [capital expenditure] is shifting towards infrastructure and, importantly, manufacturing.”[...]

Chinese authorities in 2020 intensified a crackdown on real estate developers’ high reliance on debt for growth. Property sales have since plunged while developers have run out of money to finish many projects, cutting into what was once about 25% of China’s GDP when including related sectors such as construction.[...]

Despite widespread attention on whether Beijing would bail out the property sector, real estate got no mention in the finance ministry’s spending plans, and limited attention in a ministry-level press conference about the economy during the parliamentary meetings. Instead, the housing minister was included in the lineup for a press conference about people’s livelihoods.

“Supporting the modernization of the industrial system” came first in the finance ministry’s report, followed by “supporting the implementation of the strategy of invigorating China through science and education.”

Within that second priority, the finance ministry said it would allocate 31.3 billion yuan for improving vocational education. Amid high youth unemployment, especially for university graduates, electric car company BYD and battery maker CATL are among those working with vocational schools to train staff for their expanding workforce.[...]

The report from the National Development and Reform Commission, the top economic planner, reiterated government plans to support some developers’ financing needs — under the eighth item on the priority list that called for preventing financial risks. The government work report presented by Premier Li Qiang gave real estate a similar level of prominence.

8 Mar 24

China will improve home sales in a "forceful" and "orderly" way, Minister of Housing and Urban-Rural Development Ni Hong said on Saturday (Mar 9), as weak demand in the country's beleaguered residential property market persists.[...]

Some developers should be allowed to go bankrupt or restructured according to legal and market-based rules, Ni said told a press conference on the sidelines of the annual meeting of parliament in Beijing.

Premier Li Qiang said this week that China will quicken the development of "a new model" for the troubled sector, focussing on building more affordable housing and meeting demand for homes.

But China will insist that "housing is for living in, not for speculation" when formulating a new development model for the sector, Ni said, reiterating an official line against property speculation.

9 Mar 24

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szupertibi · 8 months

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A CNN nem olvassa Mégittvagyunk elvtárs blogját a keleti nyitás csődjéről.

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humanrightsupdates · 8 months

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China: Carmakers Implicated in Uyghur Forced Labor

BYD, GM, Tesla, Toyota, VW Risk Using Tainted Aluminum

Global carmakers, including General Motors, Tesla, BYD, Toyota, and Volkswagen, are failing to minimize the risk of Uyghur forced labor being used in their aluminum supply chains, Human Rights Watch said in a report released today.

The 99-page report, “Asleep at the Wheel: Car Companies’ Complicity in Forced Labor in China,” finds that some carmakers have succumbed to Chinese government pressure to apply weaker human rights and responsible sourcing standards at their Chinese joint ventures than in their global operations, increasing the risk of exposure to forced labor in Xinjiang. Most have done too little to map their aluminum supply chains and identify links to forced labor.

“Car companies simply don’t know the extent of their links to forced labor in Xinjiang in their aluminum supply chains,” said Jim Wormington, senior researcher and advocate for corporate accountability at Human Rights Watch. “Consumers should know their cars might contain materials linked to forced labor or other abuses in Xinjiang.”

The link between Xinjiang, a region in northwestern China, the aluminum industry, and forced labor is the Chinese government-backed labor transfer programs, which coerce Uyghurs and other Turkic Muslims into jobs in Xinjiang and other regions.

Human Rights Watch reviewed online Chinese state media articles, company reports, and government statements and found credible evidence that aluminum producers in Xinjiang are participating in labor transfers. Human Rights Watch also uncovered evidence that fossil fuel companies that supply coal to aluminum producers in Xinjiang have received labor transfer workers at their coal mines. Xinjiang’s aluminum smelters depend on the region’s abundant and highly polluting coal supplies to fuel the energy-intensive process of aluminum production.

In 2023, domestic and foreign manufacturers in China produced and exported more cars than any other country. Since 2017, the Chinese government has committed crimes against humanity in Xinjiang, including arbitrary detention, enforced disappearances, and cultural and religious persecution, and has subjected Uyghurs and other Turkic Muslim communities to forced labor inside and outside Xinjiang.

#human rights #xinjiang #uyghurs

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theculturedmarxist · 1 year

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SHANGHAI — Over the past generation, China’s most important relationships were with the more developed world, the one that used to be called the “first world.” Mao Zedong proclaimed China to be the leader of a “third” (non-aligned) world back in the 1970s, and the term later came to be a byword for deprivation. The notion of China as a developing country continues to this day, even as it has become a superpower; as the tech analyst Dan Wang has joked, China will always remain developing — once you’re developed, you’re done.

Fueled by exports to the first world, China became something different — something not of any of the three worlds. We’re still trying to figure out what that new China is and how it now relates to the world of deprivation — what is now called the Global South, where the majority of human beings alive today reside. But amid that uncertainty, Chinese exports to the Global South now exceed those to the Global North considerably — and they’re growing.

The International Monetary Fund expects Asian countries to account for 70% of growth globally this year. China must “shape a new international system that is conducive to hedging against the negative impacts of the West’s decoupling,” the scholar and former People’s Liberation Army theorist Cheng Yawen wrote recently. That plan starts with Southeast Asia and extends throughout the Global South, a terrain that many Chinese intellectuals see as being on their side in the widening divide between the West and the rest.

“The idea is that what China is today, fast-growing countries from Bangladesh to Brazil could be tomorrow.”

China isn’t exporting plastic trinkets to these places but rather the infrastructure for telecommunications, transportation and digitally driven “smart cities.” In other words, China is selling the developmental model that raised its people out of obscurity and poverty to developed global superpower status in a few short decades to countries with people who have decided that they want that too.

The world China is reorienting itself to is a world that, in many respects, looks like China did a generation ago. On offer are the basics of development — education, health care, clean drinking water, housing. But also more than that — technology, communication and transportation.

Back in April, on the eve of a trip to China, Brazilian President Luiz Inacio Lula da Silva sat down for an interview with Reuters. “I am going to invite Xi Jinping to come to Brazil,” he said, “to get to know Brazil, to show him the projects that we have of interest for Chinese investment. … What we want is for the Chinese to make investments to generate new jobs and generate new productive assets in Brazil.” After Lula and Xi had met, the Brazilian finance minister proclaimed that “President Lula wants a policy of reindustrialization. This visit starts a new challenge for Brazil: bringing direct investments from China.” Three months later, the battery and electric vehicle giant BYD announced a $624 million investment to build a factory in Brazil, its first outside Asia.

Across the Global South, fast-growing countries from Bangladesh to Brazil can send raw materials to China and get technological devices in exchange. The idea is that what China is today, they could be tomorrow.

At The Kunming Institute of Botany

In April, I went to Kunming to visit one of China’s most important environmental conservation outfits — the Kunming Institute of Botany. Like the British Museum’s antiquities collected from everywhere that the empire once extended, the seed bank here (China’s largest) aspires to acquire thousands of samples of various plant species and become a regional hub for future biotech research.

From the Kunming train station, you can travel by Chinese high-speed rail to Vientiane; if all goes according to plan, the line will soon be extended to Bangkok. At Yunnan University across town, the economics department researches “frontier economics” with an eye to Southeast Asian neighboring states, while the international relations department focuses on trade pacts within the region and a community of anthropologists tries to figure out what it all means.

Kunming is a bland, air-conditioned provincial capital in a province of startling ethnic and geographic diversity. In this respect, it is a template for Chinese development around Southeast Asia. Perhaps in the future, Dhaka, Naypyidaw and Phnom Penh will provide the reassuring boredom of a Kunming afternoon.

Imagine you work at the consulate of Bangladesh in Kunming. Why are you in Kunming? What does Kunming have that you want?

The Bengali poet Rabindranath Tagore lyrically described Asia’s communities as organic and spiritual in contrast with the materialism of the West. As Tagore spoke of the liberatory powers of art, his Chinese listeners scoffed. The Chinese poet Wen Yiduo, who moved to Kunming during World War II and is commemorated with a statue at Yunnan Normal University in Kunming, wrote that Tagore’s work had no form: “The greatest fault in Tagore’s art is that he has no grasp of reality. Literature is an expression of life and even metaphysical poetry cannot be an exception. Everyday life is the basic stuff of literature, and the experiences of life are universal things.”

“Xi Jinping famously said that China doesn’t export revolution. But what else do you call train lines, 5G connectivity and scientific research centers appearing in places that previously had none of these things?”

If Tagore’s Bengali modernism championed a spiritual lens for life rather than the materiality of Western colonialists, Chinese modernists decided that only by being more materialist than Westerners could they regain sovereignty. Mao had said rural deprivation was “一穷二白” — poor and empty; Wen accused Tagore’s poetry of being formless. Hegel sneered that Asia had no history, since the same phenomena simply repeated themselves again and again — the cycle of planting and harvest in agricultural societies.

For modernists, such societies were devoid of historical meaning in addition to being poor and readily exploited. The amorphous realm of the spirit was for losers, the Chinese May 4th generation decided. Railroads, shipyards and electrification offered salvation.

Today, as Chinese roads, telecoms and entrepreneurs transform Bangladesh and its peers in the developing world, you could say that the argument has been won by the Chinese. Chinese infrastructure creates a new sort of blank generic urban template, one seen first in Shenzhen, then in Kunming and lately in Vientiane, Dhaka or Indonesian mining towns.

The sleepy backwaters of Southeast Asia have seen previous waves of Chinese pollinators. Low Lan Pak, a tin miner from Guangdong, established a revolutionary state in Indonesia in the 18th century. Li Mi, a Kuomintang general, set up an independent republic in what is now northern Myanmar after World War II.

New sorts of communities might walk on the new roads and make calls on the new telecom networks and find work in the new factories that have been built with Chinese technology and funded by Chinese money across Southeast Asia. One Bangladeshi investor told me that his government prefers direct investment to aid — aid organizations are incentivized to portray Bangladesh as eternally poor, while Huawei and Chinese investors play up the country’s development prospects and bright future. In the latter, Bangladeshis tend to agree.

“Is China a place, or is it a recipe for social structure that can be implemented generically anywhere?”

The majority of human beings alive today live in a world of not enough: not enough food; not enough security; not enough housing, education, health care; not enough rights for women; not enough potable water. They are desperate to get out of there, as China has. They might or might not like Chinese government policies or the transactional attitudes of Chinese entrepreneurs, but such concerns are usually of little importance to countries struggling to bootstrap their way out of poverty.

The first world tends to see the third as a rebuke and a threat. Most Southeast Asian countries have historically borne abuse in relationship to these American fears. Most American companies don’t tend to see Pakistan or Bangladesh or Sumatra as places they’d like invest money in. But opportunity beckons for Chinese companies seeking markets outside their nation’s borders and finding countries with rapidly growing populations and GDPs. Imagine a Huawei engineer in a rural Bangladeshi village, eating a bad lunch with the mayor, surrounded by rice paddies — he might remember the Hunan of his childhood.

Xi Jinping famously said that China doesn’t export revolution. But what else do you call train lines, 5G connectivity and scientific research centers appearing in places that previously had none of these things?

Across the vastness of a world that most first-worlders would not wish to visit, Chinese entrepreneurs are setting up electric vehicle and battery companies, installing broadband and building trains. The world that is looming into view on Huawei’s 2022 business report is one in which Asia is the center of the global economy and China sits at its core, the hub from which sophisticated and carbon-neutral technologies are distributed. Down the spokes the other way come soybeans, jute and nickel. Lenin’s term for this kind of political economy was imperialism.

If the Chinese economy is the set of processes that created and create China, then its exports today are China — technologies, knowledge, communication networks, forms of organization. But is China a place, or is it a recipe for social structure that can be implemented generically anywhere?

Huawei Station

Huawei’s connections to the Chinese Communist Party remain unclear, but there is certainly a case of elective affinities. Huawei’s descriptions of selfless, nameless engineers working to bring telecoms to the countryside of Bangladesh is reminiscent of Party propaganda and “socialist realist” art. As a young man, Ren Zhengfei, Huawei’s CEO, spent time in the Chongqing of Mao’s “third front,” where resources were redistributed to develop new urban centers; the logic of starting in rural areas and working your way to the center, using infrastructure to rappel your way up, is embedded within the Maoist ideas that he studied at the time. Today, it underpins Huawei’s business development throughout the Global South.

I stopped by the Huawei Analyst Summit in April to see if I could connect the company’s history to today. The Bildungsroman of Huawei’s corporate development includes battles against entrenched state-owned monopolies in the more developed parts of the country. The story goes that Huawei couldn’t make inroads in established markets against state-owned competitors, so got started in benighted rural areas where the original leaders had to brainstorm what to do if rats ate the cables or rainstorms swept power stations away; this story is mobilized today to explain their work overseas.

Perhaps at one point, Huawei could have been just another boring corporation selling plastic objects to consumers across the developed world, but that time ended definitively with Western sanctions in 2019, effectively banning the company from doing business in the U.S. The sanctions didn’t kill Huawei, obviously, and they may have made it stronger. They certainly made it weirder, more militant and more focused on the markets largely scorned by the Ericssons and Nokias of the world. Huawei retrenched to its core strength: providing rural and remote areas with access to connectivity across difficult terrain with the intention that these networks will fuel telehealth and digital education and rapidly scale the heights of development.

Huawei used to do this with dial-up modems in China, but now it is building 5G networks across the Global South. The Chinese government is supportive of these efforts; Huawei’s HQ has a subway station named for the company, and in 2022 the government offered the company massive subsidies.

“For many countries in the Global South, the model of development exemplified by Shenzhen seems plausible and attainable.”

For years, the notion of an ideological struggle between the U.S. and China was dismissed; China is capitalist, they said. Just look at the Louis Vuitton bags. This misses a central truth of the economy of the 21st century. The means of production now are internet servers, which are used for digital communication, for data farms and blockchain, for AI and telehealth. Capitalists control the means of production in the United States, but the state controls the means of production in China. In the U.S. and countries that implicitly accept its tech dominance, private businesspeople dictate the rules of the internet, often to the displeasure of elected politicians who accuse them of rigging elections, fueling inequality or colluding with communists. The difference with China, in which the state has maintained clear regulatory control over the internet since the early days, couldn’t be clearer.

The capitalist system pursues frontier technologies and profits, but companies like Huawei pursue scalability to the forgotten people of the world. For better or worse, it’s San Francisco or Shenzhen. For many countries in the Global South, the model of development exemplified by Shenzhen seems more plausible and attainable. Nobody thinks they can replicate Silicon Valley, but many seem to think they can replicate Chinese infrastructure-driven middle-class consumerism.

As Deng Xiaoping said, it doesn’t matter if it is a black cat or a white cat, just get a cat that catches mice. Today, leaders of Global South countries complain about the ideological components of American aid; they just want a cat that can catch their mice. Chinese investment is blank — no ideological strings attached. But this begs the question: If China builds the future of Bangladesh, Indonesia, Pakistan and Laos, then is their future Chinese?

Telecommunications and 5G is at the heart of this because connectivity can enable rapid upgrades in health and education via digital technology such as telehealth, whereby people in remote villages are able to consult with doctors and hospitals in more developed regions. For example, Huawei has retrofitted Thailand’s biggest and oldest hospital with 5G to communicate with villages in Thailand’s poor interior — the sort of places a new Chinese high-speed train line could potentially provide links with the outside world — offering Thai villagers without the ability to travel into town the opportunity to get medical treatments and consultations remotely.

The IMF has proposed that Asia’s developing belt “should prioritize reforms that boost innovation and digitalization while accelerating the green energy transition,” but there is little detail about who exactly ought to be doing all of that building and connecting. In many cases and places, it’s Chinese infrastructure and companies like Huawei that are enabling Thai villagers to live as they do in Guizhou.

Chinese Style Modernization?

The People’s Republic of China is “infinitely stronger than the Soviet Union ever was,” the U.S. ambassador to China, Nicholas Burns, told Politico in April. This prowess “is based on the extraordinary strength of the Chinese economy — its science and technology research base, its innovative capacity and its ambitions in the Indo-Pacific to be the dominant power in the future.” This increasingly feels more like the official position of the U.S. government than a random comment.

Ten years ago, Xi Jinping proposed the notion of a “maritime Silk Road” to the Indonesian Parliament. Today, Indonesia is building an entirely new capital — Nusantara — for which China is providing “smart city” technologies. Indonesia has a complex history with ethnic Chinese merchants, who played an intermediary role between Indigenous people and Western colonists in the 19th century and have been seen as CCP proxies for the past half century or so. But the country is nevertheless moving decisively towards China’s pole, adopting Chinese developmental rhythms and using Chinese technology and infrastructure to unlock the door to the future. “The internet, roads, ports, logistics — most of these were built by Chinese companies,” observed a local scholar.

The months since the 20th Communist Party Congress have seen the introduction of what Chinese diplomats call “Chinese-style modernization,” a clunky slogan that can evoke the worst and most boring agitprop of the Soviet era. But the concept just means exporting Chinese bones to other social bodies around the world.

If every apartment decorated with IKEA furniture looks the same, prepare for every city in booming Asia to start looking like Shenzhen. If you like clean streets, bullet trains, public safety and fast Wi-Fi, this may not be a bad thing.

Chinese trade with Southeast Asia is roughly double that between China and the U.S., and Chinese technology infrastructure is spreading out from places like the “Huawei University” at Indonesia’s Bandung Institute of Technology, which plans to train 100,000 telecom engineers in the next five years. We’re about to see a generation of “barefoot doctors” throughout Southeast Asia traveling by moped across landscapes of underdevelopment connected to hubs of medical data built by Chinese companies with Chinese technology.

In 1955, the year of the Bandung Conference in Indonesia, the non-aligned world was almost entirely poor, cut off from the means of production in a world where nearly 50% of GDP globally was in the U.S. Today, the logic of that landmark conference is alive today in Chinese informal networks across the Global South, with the key difference that China can now offer these countries the possibility of building their own future without talking to anyone from the Global North.

Welcome to the Sinosphere, where the tides of Chinese development lap over its borders into the remote forests of tropical Asia, and beyond.

#china #economics #capitalism #communism #hmm

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rjzimmerman · 4 months

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youtube

Excerpt from this story from the Associated Press (AP):

A tiny, low-priced electric car called the Seagull has American automakers and politicians trembling.

The car, launched last year by Chinese automaker BYD, sells for around $12,000 in China, but drives well and is put together with craftsmanship that rivals U.S.-made electric vehicles that cost three times as much. A shorter-range version costs under $10,000.

Tariffs on imported Chinese vehicles probably will keep the Seagull away from America’s shores for now, and it likely would sell for more than 12 grand if imported.

But the rapid emergence of low-priced EVs from China could shake up the global auto industry in ways not seen since Japanese makers exploded on the scene during the oil crises of the 1970s. BYD, which stands for “Build Your Dreams,” could be a nightmare for the U.S. auto industry.

“Any car company that’s not paying attention to them as a competitor is going to be lost when they hit their market,” said Sam Fiorani, a vice president at AutoForecast Solutions near Philadelphia. “BYD’s entry into the U.S. market isn’t an if. It’s a when.”

U.S. politicians and manufacturers already see Chinese EVs as a serious threat. The Biden administration on Tuesday is expected to announce 100% tariffs on electric vehicles imported from China, saying they pose a threat to U.S. jobs and national security.

#China #EV #Seagull #Youtube

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counting-hrt-in-posts · 2 months

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How many hrt's are in this Wikipedia page?

https://en.m.wikipedia.org/wiki/Plug-in_electric_vehicle

Thanks for the ask, but lovingly I aint doing.... all that...

This is an 8500 word article of very big words and I am a human being, not a machine. That being said, I'm not outright denying this ask, but I'm not going to do 8500 words of tedious, painstaking work. This is a fun blog and my commitment to the bit is not worth weeks of work. Thanks for understanding <3

The first section, or summary of the article, has 60 counts of HRT

Plug-in electric vehicle

A plug-in electric vehicle (PEV) is any road vehicle that can utilize an external source of electricity (such as a wall socket that connects to the power grid) to store electrical energy within its onboard rechargeable battery packs, to power an electric motor and help propelling the wheels. PEV is a subset of electric vehicles, and includes all-electric/battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs).[5][6][7] Sales of the first series production plug-in electric vehicles began in December 2008 with the introduction of the plug-in hybrid BYD F3DM, and then with the all-electric Mitsubishi i-MiEV in July 2009, but global retail sales only gained traction after the introduction of the mass production all-electric Nissan Leaf and the plug-in hybrid Chevrolet Volt in December 2010.

HRT 11

Plug-in electric cars have several benefits compared to conventional internal combustion engine vehicles. All-electric vehicles have lower operating and maintenance costs, and produce little or no air pollution when under all-electric mode, thus (depending on the electricity source) reducing societal dependence on fossil fuels and significantly decreasing greenhouse gas emissions, but recharging takes longer time than refueling and is heavily reliant on sufficient charging infrastructures to remain operationally practical. Plug-in hybrid vehicles are a good in-between option that provides most of electric cars' benefits when they are operating in electric mode, though typically having shorter all-electric ranges, but have the auxiliary option of driving as a conventional hybrid vehicle when the battery is low, using its internal combustion engine (usually a gasoline engine) to alleviate the range anxiety that accompanies current electric cars.

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Cumulative global sales of highway-legal plug-in electric passenger cars and light utility vehicles achieved the 1 million unit mark in September 2015,[8] 5 million in December 2018.[9] and the 10 million unit milestone in 2020.[10] Despite the rapid growth experienced, however, the stock of plug-in electric cars represented just 1% of all passengers vehicles on the world's roads by the end of 2020, of which pure electrics constituted two thirds.[11]

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As of December 2023, the Tesla Model Y ranked as the world's top selling highway-capable plug-in electric car in history.[1] The Tesla Model 3 was the first electric car to achieve global sales of more than 1,000,000 units.[12][13] The BYD Song DM SUV series is the world's all-time best selling plug-in hybrid, with global sales over 1,050,000 units through December 2023.[14][15][16][17][18][19]

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As of December 2021, China had the world's largest stock of highway legal plug-in electric passenger cars with 7.84 million units, representing 46% of the world's stock of plug-in cars.[20] Europe ranked next with about 5.6 million light-duty plug-in cars and vans at the end of 2021, accounting for around 32% of the global stock.[21][22][23] The U.S. cumulative sales totaled about 2.32 million plug-in cars through December 2021.[24] As of July 2021, Germany is the leading European country with cumulative sales of 1 million plug-in vehicles on the road,[25] and also has led the continent plug-in sales since 2019.[22][26] Norway has the highest market penetration per capita in the world,[27] and also achieved in 2021 the world's largest annual plug-in market share ever registered, 86.2% of new car sales.[28]

HRT 15

#I feel as though my life flashed before my eyes while I just *kept. scrolling.*#probably could have done more but I couldn't find as good of a cutoff #hrt counter #here here for trans cars ig

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cnevpost · 21 days

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BYD to buy its German distributor Hedin Electric

Hedin Electric’s parent company will transfer its distribution activities of BYD vehicles and spare parts in the German market to BYD in a deal expected to close in the fourth quarter of 2024. (A BYD Seal 06 DM-i on display at the June 2024 new energy vehicle show in Shanghai. Image credit: CnEVPost) BYD (HKG: 1211, OTCMKTS: BYDDY) will buy its German distributor, Hedin Electric Mobility, as the…

#BYD #BYD Germany #BYD Global #Deals

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awesome-casuallyfamouscollector · 1 year

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Ford quietly reveals its GENIUS 2030 strategy to exit Europe & China

The Electric Viking

Ford quietly reveals its GENIUS 2030 strategy to exit Europe & China

P.S. Maybe this way Ford will be able to save itself from bankruptcy with the help of LFP batteries...! but in any case, Ford will become a much smaller player in the international car market...

#Ford #competition #demise of legacy automakers #ev sales #ev market #global ev market #China #Europe #USA #electric car #electric vehicle #electric pickup truck #Tesla #BYD

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emergentfutures · 2 months

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beardedmrbean · 3 months

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Chinese electric cars may become pricier in the European Union (EU) after politicians called them a threat to its own industry.

It has "provisionally concluded" that Chinese electric vehicle (EV) manufacturers will face tariffs from 4 July "should discussions with Chinese authorities not lead to an effective solution".

The EU's announcement comes as it continues an investigation into what it claims is a flood of cheap, government-subsidised Chinese cars into the trade bloc.

China alleged the tariffs violated international trade rules and described the investigation as "protectionism".

EV makers who co-operated with the investigation, which the EU's governing European Commission launched in October, will face an average 21% duty, while those who did not will face one of 38.1%.

Meanwhile, specific charges will apply to three companies:

BYD: 17.4%

Geely: 20%

SAIC: 38.1%

Non-Chinese car companies who produce some EVs in China, including EU-based ones like BMW, will also be affected.

The commission said Tesla may receive an "individually calculated duty rate" because of a specific request it had made.

These charges would come on top of the current rate of 10% tariff levied on all electric cars produced in China.

The EU's intervention comes after the US made the much bolder move of raising its tariff on Chinese electric cars from 25% to 100% last month.

The decision has drawn criticism not just from China, but also from politicians within the EU and several industry figures.

China's foreign ministry spokesperson In Jian said the "anti-subsidy investigation is a typical case of protectionism".

He added that the tariffs might also risk damaging "China-EU economic and trade co-operation and the stability of the global automobile production and supply chain".

The tariffs will apply definitively from November unless there is a qualified majority of EU states - 15 countries representing at least 65% of the bloc's population - voting against the move.

Germany's Transport Minister, Volker Wissing, said it risked a "trade war" with Beijing.

"The European Commission's punitive tariffs hit German companies and their top products," he wrote on X, formerly known as Twitter.

The ACEA, the European Automobile Manufacturers' Association, said that "free and fair trade" was essential in making sure that the European car industry remains competitive.

They added, however, that it was just one piece of the puzzle when thinking about how to boost the adoption of electric cars.

Mercedes-Benz and Stellantis — which owns Citroën, Peugeot, Vauxhall, Fiat, and several other brands — also spoke out, emphasising the importance of free trade.

Stellantis said it does not support measures that "contribute to the world fragmentation [of trade]".

Some EU car companies have called for a bloc-wide industrial policy to deal with global competition.

Last year, more than eight million electric vehicles were sold in China – about 60% of the global total,according to the International Energy Agency’s annual Global EV Outlook.

#nunyas news

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allaboutmarketing4you · 8 months

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How China's BYD Overtook Tesla

" Elon Musk’s Tesla has been overtaken by China’s BYD as the world’s top selling electric carmaker. BYD’s rise is the result of long-term strategic thinking by both the company and the Chinese government. And it’s setting up China to be a dominant player in the global automotive industry. Here are the three most important things that have made BYD the king of EVs.

0:00 Introduction

01:08 China's electric vehicle subsidies

02:13 Cheaper vehicles

03:15 Manufacturing secret sauce: Vertical Integration

05:04 Founder Wang Chuanfu vs Elon Musk

06:14 Global expansion plans "

Source: Bloomberg Originals

#China#BYD#tesla

#mktmarketing4you#corporatestrategy#marketing#M4Y#lovemarketing#IPAM#ipammarketingschool#ContingencyPlanning#virtual#volunteering#project#Management#Economy#ConsumptionBehavior#BrandManagement#ProductManagement#Logistics#Lifecycle

#Brand#Neuromarketing#McKinseyMatrix#Viralmarketing#Facebook#Marketingmetrics#icebergmodel#EdgarScheinsCultureModel#GuerrillaMarketing #STARMethod #7SFramework #gapanalysis #AIDAModel #SixLeadershipStyles #MintoPyramidPrinciple #StrategyDiamond #InternalRateofReturn #irr #BrandManagement #dripmodel #HoshinPlanning #XMatrix #backtobasics #BalancedScorecard #Product #ProductManagement #Logistics #Branding #freemium #businessmodel #business #4P #3C #BCG #SWOT #TOWS #EisenhowerMatrix #Study #marketingresearch #marketer #marketing manager #Painpoints #Pestel #ValueChain # VRIO #marketingmix

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#marketing4you #marketing #estratégia #branding #Youtube

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humanrightsupdates · 8 months

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China: Carmakers Implicated in Uyghur Forced Labor

BYD, GM, Tesla, Toyota, VW Risk Using Tainted Aluminum

#human rights #xinjiang #uyghurs

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tushar38 · 4 days

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Low-Carbon Propulsion Market: Innovation in Electric and Hybrid Systems

Introduction to Low-Carbon Propulsion Market

The Low-Carbon Propulsion Market is experiencing rapid growth, driven by a global shift towards sustainable energy solutions in transportation. Governments, industries, and consumers are focusing on reducing carbon emissions, leading to increased demand for electric, hybrid, and hydrogen-powered propulsion technologies. Regulatory frameworks promoting environmental conservation and stricter emissions standards are accelerating the adoption of low-carbon alternatives across sectors, including automotive, aviation, and maritime. With advancements in battery technology, fuel cells, and alternative fuels, this market is expected to see exponential growth over the next decade.

The Low-Carbon Propulsion Market is Valued USD XX billion in 2022 and projected to reach USD XX billion by 2030, growing at a CAGR of 21.4% During the Forecast period of 2024-2032..SDA leverages technologies like RPA, AI, and machine learning to automate routine tasks, enhancing service delivery across sectors such as finance, healthcare, and IT services. As businesses undergo digital transformation, the SDA market is projected to grow significantly. Companies adopting these solutions can streamline operations, reduce human error, and improve the customer experience.

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Major Classifications are as follows:

By Fuel Type

Compressed Natural Gas (CNG)

Liquefied Natural Gas (LNG)

Ethanol

Hydrogen

Electric

By Mode

Rail

Road

By Vehicle Type

Heavy-Duty

Light-Duty

By Rail Application

Passenger

Freight

By Electric Vehicle

Electric Passenger Car

Electric Bus

Electric Two-Wheeler

Electric Off-Highway

Key Region/Countries are Classified as Follows:

◘ North America (United States, Canada,) ◘ Latin America (Brazil, Mexico, Argentina,) ◘ Asia-Pacific (China, Japan, Korea, India, and Southeast Asia) ◘ Europe (UK,Germany,France,Italy,Spain,Russia,) ◘ The Middle East and Africa (Saudi Arabia, UAE, Egypt, Nigeria, and South

Key Players of Low-Carbon Propulsion Market:

Tesla (US), BYD (China), Nissan (Japan), Yutong (China), Proterra (US), Alstom (France), Bombardier (Canada), BYD Auto Co. (China), Honda Motor Co., Ltd (Japan), Hyundai Motor Company (South Korea), MAN SE (Germany), Nissan Motor Company, Ltd (Japan), Siemens Energy (Germany), Toyota Motor Corporation (Japan) & others.

Market Drivers in Low-Carbon Propulsion Market

Stringent Emission Regulations: Governments worldwide are imposing stricter emission standards, driving the demand for low-carbon propulsion technologies.

Environmental Awareness: Rising consumer awareness about climate change and the environmental impact of transportation is pushing manufacturers towards greener solutions.

Technological Advancements: Innovations in electric batteries, hydrogen fuel cells, and biofuels are making low-carbon technologies more cost-effective and efficient.

Market Challenges in Low-Carbon Propulsion Market

High Initial Costs: The capital investment required for the development and adoption of low-carbon technologies remains high, particularly for electric and hydrogen propulsion.

Infrastructure Gaps: The lack of widespread charging stations, hydrogen refueling stations, and other supporting infrastructure limits market penetration.

Technological Limitations: Current technologies, particularly battery performance and storage capacities, need further advancements to meet large-scale commercial demands.

Market Opportunities in Low-Carbon Propulsion Market

Growing Demand for Electric Vehicles (EVs): The rapid adoption of EVs worldwide presents immense growth opportunities for low-carbon propulsion technologies.

Hydrogen Economy Expansion: Hydrogen as an alternative fuel source is gaining traction, especially in sectors like maritime and heavy transportation.

Green Aviation: Investment in sustainable aviation fuel and electric-powered aircraft is opening new avenues for the low-carbon propulsion market.

Conclusion

The Low-Carbon Propulsion Market is positioned for significant growth as the world transitions towards cleaner energy solutions in transportation. While challenges such as high costs and infrastructure gaps exist, ongoing technological advancements, regulatory support, and growing consumer demand for sustainability are expected to drive this market forward. The expansion of electric vehicles, hydrogen fuel, and sustainable aviation technologies will play pivotal roles in shaping the future of transportation. Businesses and investors in this space stand to benefit from a favorable market environment as global efforts to combat climate change intensify.

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