ACEA

The limits to the demand for public charging stations

Soumis par Lorenza Monaco, UCL Institute for Innovation and Public Purpose le 9 déc. 2020 - 13:38
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chargingstation.jpeg

The weekly column by Bernard Jullien Former director of Gerpisa, Associate Professor in Economics at the University of Bordeaux and scientific adviser to the Chair of Network Management of the Essca Group.

Since the electric vehicle issue returned to the public debate a little more than ten years ago, the question of public charging stations has been a recurring one. Whereas, in ten years, it has been noted that recharging is mostly done at home or at the workplace and that recharging at these terminals is very marginal and therefore very difficult to ensure under defensible economic conditions, it continues to be made a sine qua non for the development of the electric vehicle. It is time to mature this debate and to move away from this sterile rhetoric in search of sustainable models in which the manufacturers would take their responsibilities and stop deferring to the public authorities.
 
It was thought or hoped that the old strings of anti-EV lobbying would be put away this year and that, accompanying the forced take-off of demand, manufacturers would be content to rejoice in the massive aid they have received (and will continue to receive) to make this happen.
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Les limites de la demande de bornes publiques de recharge

Soumis par Lorenza Monaco, UCL Institute for Innovation and Public Purpose le 3 déc. 2020 - 19:06
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chargingstation.jpeg

La chronique hébdomadaire de Bernard Jullien Ancien directeur du Gerpisa, maître de conférences en économie à l'Université de Bordeaux et conseiller scientifique de la Chaire de Management des Réseaux du Groupe Essca.

Depuis que le dossier véhicule électrique est revenu dans le débat public il y a un peu plus de dix ans, la question des bornes publiques de recharge est récurrente. Alors que, en dix ans, on a constaté que la recharge était très majoritairement assurée au domicile ou sur le lieu de travail et que la recharge sur ces bornes était très marginale et, donc, très difficile à assurer dans des conditions économiques défendables, on continue d’en faire une condition sine qua non au développement du véhicule électrique. Il est temps de faire mûrir ce débat et de sortir de cette rhétorique stérile pour partir en quête de modèles soutenables dans lesquels les constructeurs prendraient leurs responsabilités et cesseraient de se défausser sur la puissance publique.
 
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ACEA's consistency problem

Soumis par Géry Deffontaines, GERPISA le 28 janv. 2020 - 20:06
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PSA, FCA... ACEA (photo : groupe PSA)

The weekly column by Bernard Jullien Former director of Gerpisa, associated professor at the University of Bordeaux.

Mike Manley, head of FCA, spoke to the press on Wednesday to promote a document published by ACEA (European Automobile Manufacturers' Association), which he has chaired since December.
 
Entitled "A ten-point plan to help implement the European Green Deal", the document aims to provide the Commission with an indication of what the policies should be for the 16 manufacturers operating in Europe.
Extending and emphasising the tone of the eight pages that ACEA's services hastened to write in response to Ursula von der Leyen, Mike Manley began by endorsing ACEA's objective of climate neutrality and even stated that ACEA "strongly believes that carbon neutral road transport is possible by 2050".
He hastened to add, however, that this is far from being the sole responsibility of the manufacturers, and expecting too much from them without giving anything in return could have dramatic consequences.  
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