Czym jest elektromobilność? | Na prąd

Musimy pamiętać, że automobilność pozwalała na osobistą mobilność w sposób, który nigdy nie był możliwy w historii. Jest to naprawdę moc dla dobrych krajów, w których to istnieje, ale jest to związane z dużymi problemami, jak polucją, emisjami karbonowymi czy w przypadku Europy, zależnością od imporcji energii. Transition to Electromobility allows us to solve a number of those big problems that we have with combustion engines and still keep all the good things that we have with personal mobility. So actually in the life of a normal person or in the life of a company, not that much will change. You will still be able to drive around the country, go to work, etc. This is a major milestone. I do think it's not the end of the transition because autonomy and you know people talk about this as if it's science fiction but you know in San Francisco or in Texas I have very significant sort of shares of people taking autonomous taxis happening on the road like in San Francisco it's like 30% of the market.

Mówię, na przykład, gdzie stoi Polska w porównaniu z resztą Europy? I gdzie stoi Europa w porównaniu z resztą świata? If we zoom out a little bit, you see that you've got a couple of big auto markets. You've got China, you've got the United States, Europe, Japan, Korea. Amongst those big car markets, China is the absolute leader when it comes to electrification. But the clear second... Na prąd. Names mentioned, T E Think Tank.

Jak mówimy, możemy powiedzieć, że jest to kwestia doświadczenia, czy percepcji posiadania elektronicznego samochodu. Oczywiście jestem biały, ale jeździłem elektronicznym samochodem przez wiele lat, jeździłem go na wycieczki z moimi dziećmi na dół, po całym Europie, i są tysiące, tysiące innych ludzi, którzy robią to, i wszyscy są całkiem szczęśliwi. To kwestia doświadczenia. I jak zobaczysz swoich przyjaciół, swojej rodziny robią to, spróbujesz i zobaczysz, że to działa. What does the sector gain and what does it lose when the entire logic of climate policy is challenged? Is it something good or bad for immobility perspectives? I mean the situation when the Green Deal is questioned and challenged by the Europeans. I think we can say that there is some kind of a trend in Europe right now.

The big problem for industry is when you create lots of uncertainty. In 2022 we agreed that the future for the automotive industry was electrification. Now, for the last years, we've been debating, oh, maybe it is, maybe it is not. What that means for a company is that first you tell them to make a big investment in a new technology. So they build new factories, they make deals with their suppliers, they go and buy stuff, they plan. And then you say, oh, actually it's not true. And now you have to go and invest in something else. So that means they lose billions of euros. I think what we need is we need clear direction of travel and that gives the industry the certainty and the visibility that they need to make the long-term investments. The question is not so much whether the target, whether absolutely every single car that is sold in 2035 is electric.

Maybe there will be a few cars that are not electric. That's not the point. You can continue selling some of the old cars. The question is, what is the direction of travel? Because this is a complete change for the industry and they cannot make these investments if there is uncertainty. Chciałbym więc zaprosić was do poszukiwania różnych perspektyw i porozmawiać o tym, jak perspektywy różnią się między kierowcami, producentami samochodów i rządami dużych krajów Unii Europejskiej pod względem obecnych obowiązków. I think what's interesting in the automotive industry is that there is, between the major car makers, I think there is agreement that electrification is a very big part of the future. So even the most conservative European car makers say that 50% of cars will be electric in the future.

If you look at the cars on the market today, you have, take the ID.3, you compare that with a Golf. The Volkswagen ID.3 is maybe one or two thousand euros more expensive than a Golf in Germany. So it's a 30,000 euro car. Volkswagen is coming with a Polo equivalent and a smaller car, 25,000, 20,000 euros. Now, this is the result of technology that existed a few years ago in the market. Because cars, you know, once a car comes to the market, it has taken two, three years to build that vehicle. So the technology in that vehicle is two, three years old. If you look at the technology that exists today, if you look at the battery prices... If you look at what is possible in China today, it is clear electric cars will become the same price as combustion engine cars and even cheaper.

And then once you start factoring in electricity, which is much cheaper than petrol, and once you start thinking about a car not just as a vehicle that you drive around, but as a battery on wheels, a vehicle that you can use to power your home, to use your solar energy, to also send electricity back to the grid, then you can make money on that. Wtedy elektromobilność staje się finansowo bardzo przydatną propozycją. Myślę, że w kilku latach będziemy patrzeć na sytuację, w której to jest najlepszy wybór dla konsumentów. Pytanie jest to, czy produkt będzie produkowany przez europejskich i wschodnich fabrykarzy, czy tylko przez chińskich fabrykarzy. Dlatego jest to kwestia polityki innowacyjnej. W tej perspektywie, mobilność i elektryczne samochody nie są tylko produktem, ale też jakimiś narzędziami na lepsze przyszłość.

Names mentioned. Names mentioned. W zasadzie stworzyliśmy inwestycje w Europie, które mogą sprzedawać większość tego, czego potrzebuje Europa. I to jest całkowita zmiana paradigmu, ponieważ byliśmy w fazie globalizacji, a teraz jesteśmy w fazie regionalizacji. I to jest wielki wyzwanie dla inwestycji europejskich w autobusach, która jest naturno wielonacjonalna. Więc są w Kina, w Stanach Zjednoczonych, w Azji, w Pacyfiku i w Europie. I tak oni budowali swoje sprzęty i teraz to musi się zmienić. I nie lubią tego, ale nie ma innego sposobu. It's an opportunity because you can partially reindustrialize Europe.

You can produce more in Europe, but of course it doesn't come for free. It has a cost. Because production in Europe is more expensive than production in China. That is a big challenge. So you're trying to do security and competitiveness. That's a big challenge for Europe. But if we don't do that, we will end up in a place where China controls the entire e-mobility supply chain. It is certain to use this to the advantage of its own companies. It's going to be very hard for the European automotive industry to compete globally if it doesn't have a strong base in Europe. Just to sum up this part of our conversation and to highlight the main takeaways, let's confront with the myth or the truth, I don't know, whether the immobility development in Europe is on the collision course with the EU's efforts on the technological neutrality and independence or not, in a short and a long perspective.

Ludzie, którzy rozmawiali o neutralności technologicznej przez ostatnie 10 lat, są ludźmi, którzy nie chcą jeździć elektrycznie. Są ludzie, którzy mówią, że motocyjne silniki, biofuels i e-fuels są tak dobre jak samochody elektryczne. To nie jest prawda. Jestem dla technologicznej otwartości, ale myślę, że nie powinieneś być błędnym. Jest jasne, że samochód na biofuelsach, zrobiony z palmyla itd. nie jest ekwivalentem do samochodu elektrycznego. The longer story is that yes, you can have diversity, you can have technology, you need to be open, but you cannot tell your industry to invest in ten things at the same time. You need to be clear on where you want to go. And that's ultimately what those car companies need to be competitive in the future. So that's why immobility is not an electric vehicle.

It's an ecosystem of actions taken in the aim of building up the EU industry stronger and stronger. That's right, because if you want immobility to succeed in Europe, you need a battery industry. A battery industry needs cathodes. If you want to build cathodes and cells, you need access to raw materials. Like, if you're a company, like a major industrial player, and you need to build up that supply chain, that's gonna cost you several billions of euros, and you need to make that money back. So you're only gonna do that if you know for sure that there's a market. If you are a charging company, then you go to your investors and you say, oh, we have an idea we're gonna place fast chargers all across Poland. If the next thing the government does is say, oh, actually we don't know, maybe we wanna go for hydrogen or biofuels, well, you know, basically the business case for that company is dead.

That's number two. I think the third point and that's in particular true at national level is it's do you have good incentives? Are you making it easy and attractive for people in companies to go electric or not? And so that's where company cars and purchase subsidies and things like the availability of charging. Na prąd, w domu, na drodze. To ma ogromną różnicę. Myślę, że to, co widzimy w Polsce, jest to, że ostatnio te inwestycje są lepiej połączone, więc od razu widzimy, że rynek zaczął się wzmocniać. To są dla mnie trzy głębokie rzeczy. Policja, konkurencja i inwestycje. A teraz kolejna bardzo ważna kwestia. Jakie są trzy największe bariery, czy łączenia, które zmniejszają rozwój elektromobilności w Europie? Które powinniśmy najpierw poprawić, jeśli chcemy akcelerować przejście?

I would be very happy if in 2030 around half of new cars sold in Europe are electric. And I think we are actually on track for that. We're going to be at 20% in 2025, maybe like 25% next year, 30% the year after. We're on track for that. And I think that's really a tipping point. Once... Na prąd. Names mentioned, T E Think Tank. I think once you have 50% of new car sales, this is no longer a niche project for rich people. It's something that normal car buyers and SMEs and one-man companies, that they buy and it becomes normal.

Kompanii kupują nowe samochody i często kupują je w sposób, że są w zasadzie częścią ich kosztów operacyjnych. To sprawia, że są częścią ich kosztów dedukcyjnych. Mamy kilka krajów, w których mówili, dlaczego nie zmieniamy praktyki na samochodowe samochody? Dlatego, że jest to bardziej przydatne, żeby kupować samochody elektryczne. I to, co widzieliśmy na rynku samochodów elektrycznych, to całkowicie się rozwinęło. So that is the case in Belgium, where everybody has a company car, and now it's like 50% of new company car sales are electric. From two years ago it was like 10%, now it's 50%. European Commission looked at that and said that is a great way to boost the market in Europe and to do it in a way that it doesn't put too much pressure on normal consumers.

We do it through tax changes, we make it attractive and we create a big market for the vehicles that European car producers are trying to sell. So what do we expect? I expect that... On the 10th of December the Commission proposes a law that requires member states to put in place tax policies and incentives that mean that the corporate car sector goes almost entirely electric by the end of the decade. And that may sound crazy, but I am Belgian. A couple of years ago, almost no company cars were electric. Now half of them are electric. And I can tell you, there has not been a revolution. People are not complaining. It's fine. It's fine, because these cars are very good cars. Wszystko, co możemy zrobić, to być pacjentami i czekać na detale i finalną propozycję Brukseli.