ACAP CONTESTA FALTA DE INCENTIVOS AO ABATE NO ORÇAMENTO DO ESTADO 2021

Sector automóvel regista quebras superiores a 35%

Governo não aprovou a medida implementada, em Junho, por Espanha, França e Itália. Orçamento não integra qualquer apoio ao sector automóvel

in ACAP, 30-11-2020


Concluído o processo de aprovação do Orçamento do Estado para 2021, constata-se que não existem medidas de apoio ao sector automóvel, que tem sido muito afectado pela pandemia da Covid-19. Depois de analisar o documento, a ACAP – Associação Automóvel de Portugal, revela-se descontente e contesta a ausência de medidas que visem estimular o sector que, além de bastante descapitalizado, registou, nos últimos 10 meses, quebras superiores a 35 por cento. A não implementação da proposta de incentivo ao abate de veículos em fim de vida – medida concretizada, em Junho, por Espanha, França e Itália – é apenas uma das lacunas deste OE, que poderá colocar em causa a viabilidade do sector que representa oito por cento do PIB nacional.

Refira-se que os primeiros 10 meses de 2020 mostram uma quebra de 26 por cento ao nível da produção e perfilam Portugal como o segundo país que apresenta maior queda de veículos ligeiros de passageiros matriculados na União Europeia (menos 37%). À frente de Portugal, encontra-se apenas a Croácia. As vendas para o mercado dos rent-a-car registam, também, uma quebra preocupante. O número de veículos ligeiros de passageiros novos registou em Agosto de 2020 – e comparativamente ao período homólogo, em 2019 – uma descida de quase 50 por cento. No acumulado dos primeiros 10 meses do ano – e em comparação com 2019 –, a descida fixa-se nos 75 por cento.

Por outro lado, a aprovação do fim dos incentivos fiscais aos veículos híbridos, que ontem teve lugar, com o voto do Partido Socialista, é uma medida de extrema gravidade. Isto porque, a mesma vai contra tudo o que vem sendo a política de descarbonização na União Europeia e compromete as metas de redução a que o sector automóvel está obrigado.

Um sector impulsionador da economia nacional

Os grandes números do sector mostram, de forma clara, a sua expressão e relevância a nível nacional. Com um volume de negócios superior a 33 mil milhões de euros, trata-se de uma indústria responsável por um VAB (Valor Acrescentado Bruto) de 4,2 mil milhões de euros e que garante uma receita fiscal de quase 10 mil milhões de euros, 21 por cento das receitas fiscais totais do Estado. Acrescente-se que o sector automóvel emprega 152 mil trabalhadores e que as exportações representam 8,8 mil milhões de euros (15 por cento das exportações nacionais). O automóvel assume-se mesmo como o produto mais exportado em Portugal.

“Mais do que a importância do sector, esta radiografia mostra-nos a importância de se olhar para esta indústria e ajudá-la a enfrentar e ultrapassar esta crise”, revela Helder Pedro, secretário-geral da ACAP. Para o representante, “o incentivo ao abate representa uma oportunidade não só para o sector automóvel, mas para o Governo. Com esta medida, seria possível, por exemplo, minimizar as quebras superiores a 270 milhões de euros que o executivo estima apenas em ISV (Imposto Sobre Veículos)”.

Os números apurados em 2019 mostram que o parque automóvel português é maioritariamente constituído por ligeiros de passageiros (cerca de 72 por cento), com uma idade média que ronda os 13 anos, valor consideravelmente superior à média da União Europeia que se fixa nos 11 anos. “A implementação das medidas de incentivo ao abate seriam, no caso de Portugal, além de uma prioridade do ponto de vista económico, um passo importante (e urgente) no campo da gestão ambiental”, conclui o secretário-geral da ACAP.

Com a ausência de medidas de incentivo no OE 2021, Portugal fica mais longe dos pactos ambientais assumidos. E o esforço de renovação tecnológica garantido pelas marcas é ainda mais penalizador. Não só o parque automóvel nacional vai tornar-se mais antigo e poluente, como a importação de veículos usados vai crescer – em resultado da deterioração da economia –, penalizando ainda mais o sector e o ambiente. A aposta nas energias alternativas é assim, uma vez mais, adiada.

 

Stakeholders’ joint letter: Sustainable renewable fuels should be included in the EU mobility legislation

ON 30 NOVEMBER 2020, CLEPA TOGETHER WITH 38 ASSOCIATIONS AND COMPANIES, COLLABORATIVELY SIGNED AND SENT A LETTER, CALLING ON THE EUROPEAN COMMISSION TO INCLUDE SUSTAINABLE RENEWABLE FUELS IN EU MOBILITY LEGISLATION.

The signatories of this joint letter represent a crucial part of the automotive, fuel, energy industry and civil society in Europe, i.e. a combined force behind the transformation of EU mobility towards climate neutrality in a smart and sustainable way.

The European Union has set itself the ambitious objective of becoming climate neutral by 2050 and consequently raised its 2030 climate target. Whether the objective will be achieved and what impact this will have on EU competitiveness and employment strongly depends on the design of a suite of climate policies for the coming years. Transport and future mobility will be a central element of these policies. The EU’s long-term climate strategy cannot rely solely on the development of new technologies and infrastructures; it must embrace a diverse portfolio of solutions in parallel, including existing sustainable renewable liquid and gaseous fuel solutions that can reduce greenhouse gases starting today.

Against this ambition, the EU Commission will outline the Sustainable and Smart Mobility Strategy and revise important mobility and energy legislations, such as CO2 emissions standard for cars, vans and also heavy-duty vehicles. These upcoming revisions are the timely opportunity to implement a truly technology neutral approach by including the contribution to emissions reduction achieved using sustainable renewable fuels.

This recommendation aligns with the following principles, crucial to achieve a carbon neutral road transport sector in Europe:

  • Technology and fuel diversity towards 2050 – With increased climate targets there is added urgency for transport to accelerate its path towards net-zero emissions. To facilitate this acceleration, a broad portfolio of solutions is necessary to support the full spectrum of geographic, economic and vocational market demands. Considering the lack of a “one-size-fits-all solution”, it is imperative that all low carbon options, including alternative and renewable fuels, play a role in the energy transition not only on the existing fleet but also for new vehicles to curb the GHG emissions from the road transport sector across all the EU countries.
  • Coupling the efforts for the expansion of the sustainable renewable fuels market with further improvement of vehicle efficiency – Despite gains in fuel efficiency, increased demand for personal mobility and freight transport have led to increased CO2 emissions from road transport. It is necessary to leverage all available solutions to reverse this trend and accelerate the decarbonisation of the sector. Accelerating the production of sustainable renewable fuels, accompanied by continued development of a range of new vehicles optimised for these fuels, can have a climate-positive impact today via the existing and future vehicle fleet for both passenger cars and heavy-duty vehicles.
  • Enabling a competitive, sustainable market till 2050 – Many publications have shown that relying on full electrification alone will not result in climate neutrality in 2050. Products and solutions need to be placed according to their mission profile, where they are more necessary and accommodating the market demand. Conventional fuels and engine technologies provide a stream of revenues for vehicle manufacturers that can continuously be invested into alternative powertrains and solutions, according to the mission segment. As global players, vehicle manufacturers will maintain a central role in delivering innovative products, also in other parts of the world.
  • Integrating a growing rate of renewables in the market to practice the circular economy while seizing industrial opportunities – Sustainable renewable fuels technologies offer sectorial integration with the waste management and the agricultural sectors. This enables a clever approach to treat waste materials, which would have otherwise been disposed with the consequent emissions, while producing sustainable energy and, at the same time, high quality by-products like bio-fertiliser. This is a landmark example of circular economy targeting emissions in agriculture and waste. At the same time, the production of sustainable renewable fuel technologies involves a long value-chain, from renewable energy systems to components, taking place mostly in Europe. Sustainable renewable fuels value chain can contribute to create many new jobs and to maintain industrial leadership, while strengthening the cooperation with third-countries on innovative energy projects to speed up the energy transition.
  • System affordability – It is key to avert mobility poverty and to avoid a two-speed Europe while heading towards a carbon neutral mobility system. Being based on proven engine technologies and an already structured distribution network, sustainable renewable fuels are the most cost-efficient way to contribute to the decarbonisation process at the lowest possible cost to society. Besides the cost in relation to emission reductions, it is important to consider the impact on industrial competitiveness, innovation, affordability, and employment to ensure a fair transition for all European citizens.

Our industries are ready to contribute to a technology-open, ambitious but pragmatic regulatory framework to drive the decarbonisation of EU road transport.

 

Read the full letter here

 

 

BorgWarner investe 7 milhões de euros para ampliar fábrica do Parque Empresarial de Lanheses

O Presidente da Câmara Municipal de Viana do Castelo assinou com a BorgWarner um contrato de investimento para que a multinacional avance com uma ampliação de 7 milhões de euros das instalações situadas no Parque Empresarial de Lanheses. A multinacional norte-americana de componentes para automóvel prevê criar, com este novo investimento, mais 38 postos de trabalho.

in CM Viana do Castelo, 28-11-2020


Recorde-se que a BorgWarner instalou-se na capital do Alto Minho em 2014, num investimento de 25 milhões de euros e que, na altura, estimava criar 500 postos de trabalho, mas atualmente emprega 966 trabalhadores.

O Presidente da Câmara, José Maria Costa, elogiou o “clima mútuo de confiança”, considerando que a assinatura do contrato de investimento resulta num dia “particularmente feliz, porque representa uma ampliação que vai criar mais emprego e mais economia”.

O plano de expansão apresentado pela empresa resulta do potencial aumento de volume de negócios previsto para os próximos anos. O projeto contempla um investimento para aumento da área produtiva em 5.800 metros quadrados no lado poente e nascente através de construções adjacentes ao edifício já existente. O propósito da aquisição do terreno público no lado Norte está relacionado com a instalação do novo parque de estacionamento, no âmbito do plano de expansão.

Já Hugo Silva, Plant Manager da BorgWarner, indicou que a empreitada de ampliação deverá iniciar nos primeiros meses de 2021, devendo estar concluída ainda no percurso do próximo ano.

Desde 2014 que a BorgWarner Viana consolidou a sua produção nas áreas de gestão de gases de exaustão e eletrónica, assegurando um crescimento contínuo e com portfólio diversificado de módulos EGR e de produtos eletrónicos que, de forma sustentável, permite ter uma posição equilibrada no mercado de sistemas de propulsão para veículos de combustão, híbridos e elétricos.

 

Veneporte | Nova gama EURO 6

A Veneporte disponibiliza para o mercado de reposição novas referências com tecnologia Euro 6. Todos os distribuidores da marca terão acesso a esta nova gama, podendo desta forma dar resposta à procura destes produtos e simultaneamente respeitar as diretivas comunitárias através da garantia de homologação dos mesmos.

in Veneporte, 26-11-2020


Neste grupo de novas referências estão incluídas os novos conversores catalíticos, os novos filtros de partículas e muito especialmente os SCR`s (Selective Catalytic Redution).

O SCR é o mais recente sistema de controlo de emissões cuja instalação é fundamental para cumprir as metas de emissões exigidas pela norma EURO 6.

No seguimento da sua estratégia, a Veneporte continua na linha da frente no desenvolvimento de soluções tecnologicamente cada vez mais exigentes para o controlo de emissões, indo ao encontro das diretivas/legislação em vigor, mas também das melhores soluções técnicas e tecnológicas utilizadas no sector, no sentido de dar uma verdadeira resposta às novas necessidades dos nossos clientes.

 

https://www.veneporte.pt/pt/produtos/scr/

 

 

Bosch puts first 5G campus network into operation

5G to be deployed in Bosch plants worldwide

  • Bosch to equip its Industry 4.0 lead plant in Stuttgart-Feuerbach with 5G.
  • Network set up jointly by Bosch and Nokia.
  • Bosch to launch its first 5G-capable products for industrial applications.
  • Michael Bolle: “5G strengthens our competitiveness and lets us make even more of Industry 4.0’s potential.”

in Bosch, 26-11-2020


Stuttgart, Germany – Bosch is putting its first 5G campus network into operation. At its Industry 4.0 lead plant in Stuttgart-Feuerbach, the company aims to manufacture under previously unheard-of conditions, with data being transferred extremely reliably and ultra-fast, and machines reacting almost instantaneously. For the first time, wireless implementation will be possible for critical applications that require absolute precision and safety. Without exception, people and machines will be able to cooperate safely and without barriers. “5G strengthens our competitiveness and lets us make even more of Industry 4.0’s potential,” says Dr. Michael Bolle, board of management member and CDO/CTO at Bosch. “We will gradually roll 5G out to our roughly 250 plants around the world.” The locations where Bosch will be setting up 5G networks in the coming months include its research campus in Renningen, Germany. The company is also developing 5G-capable products and launching its first solutions for industrial use.

“5G strengthens our competitiveness and lets us make even more of Industry 4.0’s potential. We will gradually roll 5G out to our roughly 250 plants around the world.”

Dr. Michael Bolle, board of management member and CDO/CTO at Bosch

Bosch plant in Stuttgart-Feuerbach is 5G pioneer

The ActiveShuttle moves effortlessly and autonomously over the shop floor, avoids people and vehicles, bypasses storage boxes, steers purposefully toward the production line, stops, unloads its freight, and sets off again. At the Bosch plant in Stuttgart-Feuerbach, the factory of the future is becoming a reality – including 5G applications such as the widespread use of autonomous transport systems. “Campus networks¹ are an important building block for Industry 4.0,” Bolle says. One decisive feature is ubiquitous and uninterrupted network coverage. The network can be optimized and tailored to highly demanding industrial applications. In the campus network in Feuerbach, eight small base stations – known as “small cells” – ensure good signal reception throughout the manufacturing facility, which covers around 10,000 square metres. This lets wirelessly connected machines and systems communicate with each other in real time and exchange data within a few milliseconds.

Integrated into the existing IT infrastructure and continuously monitored, the 5G campus network offers a maximum of security and independence. “Campus networks give us control – over what happens in the factory and over how data is transferred both within and beyond the factory walls,” Bolle says. Bosch set up the network together with Nokia. While Bosch defined use cases, Nokia provided 5G components. The two companies are jointly responsible for network planning, operation, and servicing. The pioneering work in Feuerbach is also the setting for an extraordinary symbiosis: Industry 4.0 combined with 5G, optimized with artificial intelligence. As part of KICK, a project funded by the German Federal Ministry of Education and Research, Nokia and other partners are researching how artificial intelligence can simplify the operation and maintenance of 5G campus networks.

“We have a clear vision of the factory of the future, and how we need to develop our products to meet its requirements. In this context, 5G is a ‘springboard innovation,’ a technology that will fundamentally change the market.”

Rolf Najork, member of the Bosch board of management

Bosch to launch its first 5G-capable products

Anyone looking to seize the potential of the new mobile communications standard in factories needs not just 5G networks but also equipment and machines that interact wirelessly. Bosch is making products 5G-capable. “We have a clear vision of the factory of the future, and how we need to develop our products to meet its requirements. In this context, 5G is a ‘springboard innovation,’ a technology that will fundamentally change the market,” says Rolf Najork, the member of the Bosch board of management responsible for industrial technology. Capgemini has found that 65 percent of industrial companies worldwide plan to deploy 5G within the first two years of availability². Bosch is developing solutions to meet this demand. At the Hannover Messe 2019, the company presented its ActiveShuttle, whose 5G capability and intelligent software allow it to integrate into intralogistics operations smoothly and safely. 5G also plays an important role in control technology. Indeed, Bosch Rexroth’s ctrlX Automation platform was designed for 5G from the outset. “We are forging new paths and bridging the gap between control systems, IT, and the internet of things. Our new control technology will use the new mobile communications standard to connect a wide range of devices,” Najork says.

Bosch sees 5G as a boost for business

5G is making inroads not only into manufacturing industry, but also into healthcare, agriculture, mobility, and urban development. Experts estimate that there will be up to 70 billion connected devices worldwide by 2025³, ranging from industrial robots and autonomous cars to sensors that provide information about the nutrient content or moisture level of arable soils. The new mobile communications standard plays a major role in this and is becoming a competitive factor. “We have played an active part in shaping 5G. Bosch started its research into 5G as early as 2014,” Bolle says. These include activities such as 5G NetMobil, a project that shows how to achieve fully connected driving and how modern communications technology can make it safer. Meanwhile, the international 5G-SMART association is investigating the potential effects 5G will have on complex semiconductor production. These findings are being incorporated into the planning of 5G networks, also in Bosch’s new wafer fab in Dresden, which will be ready for 5G from day one. Moreover, Bosch now chairs the 5G-ACIA initiative, whose more than 70 member companies aim to shape 5G so that it meets the needs of manufacturing industry from the outset. As a leading IoT company that offers solutions for connected mobility, the smart home, and connected industry, Bosch sees 5G as a driver of future business.

¹ “5G campus network” denotes a geographically limited, local cellular network adapted to meet specific requirements such as industrial communications.

² See Capgemini: “5G in industrial operations: How telcos and industrial companies stand to benefit”, p. 7.

³ See Roland Berger: „Erfolgsfaktor 5G. Innovation und Vielfalt für die nächste Stufe der Digitalisierung“, p. 11.

 

 

https://www.bosch-presse.de/pressportal/de/en/bosch-puts-first-5g-campus-network-into-operation-221632.html

 

 

El 15% de los coches que fabrica PSA Madrid es eléctrico y espera alcanzar el 20% en semanas

La factoría madrileña del fabricante francés refuerza la cadencia de montaje de las versiones cero emisiones del nuevo C4 con el fin de proveer unidades a la red de concesionarios global. Con el 20% de mix que se alcanzará en unas semanas, Villaverde estará trabajando con la máxima capacidad que tiene para este tipo de tecnología. El centro, que funciona ahora a un turno, activará el segundo a comienzos de 2021.

in La Tribuna de Automoción, por Pablo M. Ballesteros, 26-11-2020


La fábrica de PSA Madrid ya produce alrededor de 224 vehículos al día, en un único turno, de los que aproximadamente el 15% son eléctricos, una cifra que a principios del año que viene se estirará hasta el 20%, según ha comentado a la prensa el director industrial de los nuevos Citroën C4 y ë_C4 en la planta de Villaverde, Carlos Yllera.

Este 15%, al igual que el 20% de vehículos cero emisiones, que se alcanzará en las próximas semanas, es la capacidad máxima que tiene la factoría para hacer este tipo de modelos y responde a la necesidad de suministrar unidades a los concesionarios de todo el mundo para su lanzamiento y habrá que esperar aún algunos meses para ver si se consolida.

Tal y como detalló el CEO de Citroën, Vicent Cobée, y el director de la fábrica, Eric Brochard, Madrid, que el 9 de octubre ensambló el último Citroën C4 Cactus de la historia, ha conseguido llegar a los objetivos fijados en el Proyecto SmartMAD2021, que se inició en mayo de 2017, en cuanto a calidad, tiempos y, algo esencial, costes, una cuestión que también ha recalcado Yllera.

En números, el 90% de los vehículos sale bien a la primera y no requiere retoques, lo que es una cifra muy alta teniendo en cuenta que desde mediados de octubre se empezó a incrementar el equilibrado, por lo que solo llevan poco más de un mes produciendo en serie un volumen alto. En la actualidad, cada dos minutos (240 coches en ocho horas o 480 minutos de turno) sale un coche de la línea.

El proyecto, que ha contado con una inversión de 144 millones de euros, se verá aún más reforzado entre enero y febrero de 2021, cuando empezará a funcionar el turno de tarde, según ha podido saber La Tribuna de Automoción, para el que se han contratado entre 400 y 500 empleados, que complementarán a una plantilla que, a día de hoy, cuenta con 965 efectivos, según PSA.

En este sentido, el responsable industrial del proyecto no ha querido corroborar la fecha, pero sí ha señalado que “el equipo está listo” para cuando el mercado lo demande. Una vez que se instaure el equipo de tarde, aún se podría implantar un tercer turno y otro de fin de semana. En total, la capacidad máxima productiva son 180.000 coches, según aclara Yllera, aunque las previsiones están muy lejos de este escenario y más en tiempos de pandemia.

Una fábrica remozada

Entre las operaciones que se han llevado a cabo para traer la plataforma CMP, que equipan los modelos de menor tamaño de PSA, se encuentra una compactación del área industrial en un único edificio de 80.000, en el que se hacen todos los procesos, con la salvedad de que no hay actividad de estampación —las piezas más grandes de chapa vienen de Figueruelas (Zaragoza) y las pequeñas de otros proveedores— y la caja de la batería que se ensambla en Vigo, aunque las celdas vienen de China.

Otra novedad ha sido la implantación generalizada de AGV, carrerillas autónomas, en las que se llevan piezas, pero también las carrocerías montadas. De esta forma, se permite modificar la estructura de producción solo desplazando la cinta magnética del suelo, sin tener que hacer grandes inversiones, lo que la convierte en una fábrica súper flexible.

Asimismo, se ha absorbido a varios proveedores dentro del edificio de fabricación  lo que mejora la secuenciación de los componentes. Entre ellos, Faurecia fabrica los tubos de escapePlastic Omnium hace los paragolpes y Adient los asientos a pie de cadena de montaje.

También se ha automatizado el 100% de los 3.800 puntos de soldadura, aunque en el área de carrocerías trabajan alrededor de 100 personas que supervisan que todo esté en condiciones, a la vez que son los encargados de mover piezas. Como curiosidad, destacar que aunque por fuera el coche parece igual, la versión térmica y la eléctrica se diferencia desde las piezas de chapa. No obstante, los dos tipos de modelo tardan en ensamblarse alrededor de 23 horas.

 

El nuevo E-C4 eléctrico que se produce en la planta de PSA en Madrid, junto a las versiones térmicas.

 

 

Pedro Sánchez se reúne hoy con el presidente mundial del Grupo VW para hablar de electromovilidad

El directivo alemán pedirá al presidente del Gobierno apoyo y compromisos firmes de las administraciones españolas con el desarrollo de la electrificación en un encuentro en el que también dará detalles de los planes industriales del consorcio para las fábricas de Martorell y Landaben.

in La Tribuna de Automoción, por Ignacio Anasagasti, 26-11-2020


El presidente del Comité de Dirección del Grupo Volkswagen y presidente del Consejo de Administración de SeatHerbert Diess, se reunirá esta tarde en La Moncloa con el presidente del Gobierno, Pedro Sánchez, para abordar, fundamentalmente, el reto de la electrificación en España, según han informado a La Tribuna de Automoción fuentes del sector.

Esta reunión, de carácter informal –no aparece en la agenda presidencial–, servirá para que el directivo alemán le traslade al jefe del Ejecutivo la estrategia que el consorcio germano tiene en nuestro país en relación con la movilidad de cero y bajas emisiones y los proyectos industriales que están previstos para las fábricas de Martorell (Barcelona) y Landaben (Navarra). Además, solicitará a Sánchez apoyo y compromisos de las administraciones para acelerar la implantación de la tecnología eléctrica en el mercado español, con el fin de que abandone los puestos de cola de Europa y así las inversiones empresariales puedan ser atractivas y estar justificadas con un claro modelo de negocio.

Hasta la fecha, el fabricante únicamente desarrolla proyectos de electrificación en la planta catalana de Seat, donde ya ensambla en la línea 2 las versiones híbrida enchufable y microhíbrida del León. A estas, se le añadirá a comienzos de 2021 el Cupra Formentor PHEV. A diferencia de este centro, en el navarro de VW, que produce el Polo y el T-Cross –en 2021, llegará el rediseño del Polo y el nuevo CUV, que se montará a partir de septiembre–, solo se trabaja con motorizaciones térmicas.

De cara al futuro, ambas instalaciones no tienen asignado, por el momento, ningún modelo 100% eléctrico. No obstante, en el caso de la marca española, se ha comunicado la «intención» de que Martorell fabrique un coche «a partir de 2025», cuando «el mercado haya crecido», tal y como trasladó el pasado 8 de julio el entonces presidente interino del Comité Ejecutivo de Seat, Carsten Isensee, en un evento en el que se anunció una inversión de la compañía de 5.000 millones de euros durante el próximo lustro, enfocada sobre todo en electromovilidad.

Según informó esta publicación en su edición impresa de la segunda quincena de julio, los planes que tiene marcados el Grupo VW a día de hoy –sin estar aprobados– se refieren a la producción de un automóvil pequeño de en torno a cuatro metros, que arrancará en 2026 o 2027. Fuentes del sector señalan a La Tribuna de Automoción que actualmente se está trabajando internamente para que la llegada del primer VE se adelante a 2024 o 2025, lo que tendría que oficializarse en la próxima ronda de reparto de producciones del consorcio, que se validará a finales del año que viene.

Estas mismas fuentes precisan que las gestiones para hacer realidad de manera más temprana el proyecto –se justificaría por la aceleración que está teniendo el mercado europeo de cero emisiones– no están siendo ni serán sencillas, dado que en la matriz del grupo «hay muchas presiones» para que los nuevos vehículos se localicen en Alemania y, concretamente, en la factoría de VW en Wolfsburgo, donde se ubica también la sede de la empresa, la cual todavía no ha recibido el encargo de ningún VE.

En cuanto a Landaben, fuentes del sector hablan de «preocupación» de que para esta fábrica ni siquiera figure una posibilidad de industrialización de modelo eléctrico en los programas de trabajo que ha preparado hasta el momento el constructor.

Luca de Meo, en La Moncloa

El encuentro de Pedro Sánchez con Herbert Diess sucede a otro informal –tampoco se comunicó a la prensa– que mantuvo con el CEO mundial del Grupo Renault, Luca de Meo, durante la visita que hizo este último a España el 17 y 18 de noviembre, en la que también fue recibido por el rey Felipe VI.

En dicha reunión, según ha podido saber esta publicación, el directivo italiano, además de enfatizar la necesidad de que España redoble esfuerzos con la electromovilidad y apoye de manera sólida a la automoción, le trasladó al jefe del Gobierno que la estrategia en los próximos años de su empresa con nuestro país pasará por el desarrollo en las factorías de la tecnología híbrida enchufable. Actualmente, ya se monta en Valladolid una versión del Captur y en Palencia del Mégane; y lo siguiente será la llegada de la propulsión PHEV para la próxima generación del Kadjar en el centro palentino, para inicios de 2022, previsiblemente.

Sánchez solicitó al responsable de la marca del rombo que traigan carga de trabajo 100% eléctrica, sin embargo, desde la automovilística le expusieron que la apuesta a corto y medio plazo serán los híbridos mencionados, que generan más actividad y empleo, añadiendo que introducir ahora los cero emisiones podría restar volúmenes a los centros y, por tanto, operarios.

 

Archivo. De izquierda a derecha, el presidente de la marca china JAC, An Jin; el presidente del Grupo Volkswagen, Herbert Diess; y el expresidente de Seat y ahora CEO de Renault, Luca de Meo, tras la firma en el Palacio de la Moncloa el 28 de noviembre de 2018 de un acuerdo por el que Seat volvería a vender en el gigante asiático en 2021. Este proyecto posteriormente fue cancelado.

 

GROUPE RENAULT CREATES THE FIRST EUROPEAN FACTORY DEDICATED TO THE CIRCULAR ECONOMY OF MOBILITY IN FLINS

  • The Re-FACTORY Flins: Europe’s leading circular economy factory dedicated to mobility, with a target for a negative CO2 balance by 2030*;
  • A competitive industrial model for sustainable mobility based on the potential for value creation generated by the vehicle throughout its life.
  • An objective for more than 3,000 jobs by 2030.

in Groupe Renault, 25-11-2020


Groupe Renault today announces the transformation of its site in Flins to create the Re-FACTORY, Europe’s first circular economy factory dedicated to mobility with a negative CO2 balance by 2030. This project, which is part of the Group’s transformation strategy, will enable Renault to benefit from a rapidly growing source of value while reaffirming its industrial footprint in France. In line with the Group’s commitments, the RE-FACTORY will host the renovation activities of Choisy-le-Roi. Groupe Renault is planning support and training schemes for the employees of Flins and Choisy-le-Roi to develop their skills and aims to employ more than 3,000 people on the site by 2030.

Jean-Dominique Senard, Chairman of the Board of Directors of Renault declared: This announcement is the result of the remarkable work of Renault’s teams and constructive consultation with our stakeholders, including local authorities. The RE-FACTORY is a new breath of life for Renault, its employees and for the entire region’s dynamism. This project is based on our pioneering commitment to the circular economy, on our values, on our know-how and fully meets our ambition to positively transform our industry.

The climate crisis and our customers’ expectations have prompted Groupe Renault to orient its strategy with strong ambitions in terms of the quality and durability of its products, as well as the reduction of its carbon emissions. Groupe Renault is convinced that the circular economy carries an extremely powerful growth potential. With the RE-FACTORY, the Group’s ambition is to be one step ahead of the competition.

With the RE-FACTORY, Flins will become a European reference in the circular economy. RE-FACTORY will enable the Group to respond to the challenges facing mobility and automotive industry players today – and even more so tomorrow. This plant, with an objective of a negative CO2 balance by 2030, is fully in line with the Group’s global strategy by combining circular economy, reduction of emissions, development of skills and the creation of new value-generating activities, added Luca de Meo, CEO of Renault.

The Re-FACTORY, to be realized between 2021 and 2024, will involve a large network of multisectoral partners (start-ups, academic partners, major groups, local authorities, etc.) and will be structured around four activity centres whose expertise will support the vehicle’s entire life cycle by acting on the main components of the circular economy (supply, eco-design, economy of functionality, maintenance, reuse, remanufacturing and recycling).

The 4 centres of activity:

  • RE-TROFIT: this division will group together all the activities enabling the life of vehicles and their uses to be extended, in coordination with the Re-Cycle division to ensure efficient management of the flow of used parts and materials within the same site. It will integrate a Factory VO for the reconditioning of used vehicles, a ‘retrofit’ activity for the conversion of thermal vehicles to other less carbon-based energies, repair services for vehicle fleets and new mobility, and a service for manufacturing rare parts using 3D printers. It will also rely on a test and prototyping centre for the durability of vehicles and materials, to enrich the design of future vehicles and propose improvements during use.
  • RE-ENERGY: this cluster plans to develop the potential of applications arising from electric batteries and new energies to an industrial scale (including the optimisation of the first life of batteries, development of second life applications such as stationary energy storage, management of the end of life of batteries, and development of technical and supply solutions for new energies such as hydrogen).
  • RE-CYCLE: this division, integrating the activities of Choisy le Roi, will bring together all the Group’s activities contributing to efficient management of resources and their flows to promote the supply of parts and materials in short loops and integrate a growing share of recycled or reused materials (installation of a line for dismantling end-of-life vehicles, extension of remanufacturing, reuse and recycling of materials).
  • RE-START: to enhance and develop industrial know-how, but also to accelerate research and innovation in the circular economy, this cluster plans to house an incubator, as well as a university and training centre.
    These four entities will be designed to interact with their environment (subsidiaries, customers, partners, etc.) and will operate in an interconnected and complementary manner. Thus, for example, the RE-TROFIT centre will be able to send used parts to the RE-CYCLE centre and obtain renovated or reused parts in return. The RE-CYCLE centre will also supply the other centres with parts and materials and will source used batteries from the RE-ENERGY centre to prepare them for new use in second life.

To find out more about this circular economy ecosystem: consult the press kit

 


*In line with the Group’s environmental strategy to achieve carbon neutrality in Europe by 2050, the Flins site aims to become the leading European site with a negative CO2 balance by 2030, based on the positive contribution of ecosystem activities to the decarbonisation of mobility:

  • A negative carbon balance at the end of its conversion, thanks to new product and service activities contributing to avoiding emissions. This decarbonisation strategy is also based on the reduction of CO2 resulting from the evolution of Flins’ activities (paint process shutdown, assembly, etc…).
  • Activities with a lower impact on water, energy and material resources.