· Fuel consumption points and new energy vehicle points should be implemented separately

At present, China's auto industry is faced with many challenges such as reducing dependence on fossil energy, controlling greenhouse gas and pollutant emission reduction, and enhancing the core competitiveness of independent brands. To this end, the state in the "energy-saving and new energy vehicle industry development plan (2012-2020)", the development of energy-saving cars and new energy vehicles as the two strategic weapons to achieve energy-saving emission reduction and independent innovation and transformation.
Reducing fuel consumption and developing new energy vehicle targets
Fuel consumption standards and management are effective means for countries to achieve energy saving and technological upgrading. In order to accelerate the energy saving and emission reduction of the passenger vehicle industry, China has set a fuel consumption target of 5L/100km in 2020 and 4L/100km in 2025, which requires the average annual energy consumption of enterprises to drop by 6~9 percentage points. This goal is extremely challenging. Beginning in 2016, China began to implement the fourth stage fuel consumption standard. The state stipulates that new energy vehicles can be incorporated into the enterprise fuel consumption calculation through the production multiple and zero energy consumption preferential calculation, similar to the US new energy vehicle super credit (NEV Super Credit). This will not only reduce the difficulty of energy-saving targets, but also promote the development of new energy vehicles. In order to improve the flexibility of corporate compliance, the country has been promoting the fuel consumption point trading and reward and punishment mechanism in the past three years. However, in view of the complex structure of the Chinese automobile industry and the multi-interest game, the rules for the transaction of points between enterprises have not yet been clarified. Delayed introduction. Due to the lack of incentives and penalties, the power of enterprises to apply energy-saving technologies has been reduced. In the past two years, the actual fuel consumption has slowed down. Some self-owned brands have even increased their SUV sales, which has led to an increase in the quality of fuel preparation. The realization of the national fuel consumption target.
At the same time, as new energy vehicles can achieve zero emissions during the use phase, the country is regarded as one of the strategic emerging industries, and has become the core means of controlling pollutants in various cities. Today, China has become the world's largest electric vehicle market, and the country has also set a target of 5 million units and 2 million units in 2020. With the subsidy beginning to officially enter the retreat stage in 2016, the new energy vehicle point management and trading mechanism is considered to be the most effective policy tool for promoting the application and marketing of innovative technologies for new energy vehicles in the post-subsidy era.
In short, to achieve the dual strategic goals of reducing fuel consumption and developing new energy vehicles, it is necessary to work together, and the fuel consumption points and new energy vehicle integration mechanism are two effective policy supplements.
Similarities and differences between fuel consumption points, new energy vehicle points and carbon quota mechanism
The fuel consumption integration mechanism led by the Ministry of Industry and Information Technology was originally proposed to promote the upgrading of traditional fuel vehicle energy-saving technologies and increase the flexibility of enterprises to meet the standards. It is based on the existing fuel consumption standard system. In general, its compliance targets and targets are clear, and the calculation method is determined. The company has accumulated a certain amount of technical reserves, and the implementation risk is small. In the medium term, it can help achieve fuel consumption reduction and greenhouse gas emission reduction targets.
The new energy vehicle integration mechanism is a new policy plan that is inspired by the California Zero Emission Vehicle Integral (ZEV) regulations and hopes to promote new energy vehicle innovation technologies and industrial development in China. It depends on the development of new energy vehicle technology and market penetration, and has certain uncertainties. However, in the medium and long term, it is an effective means for vehicle products to completely break away from fossil fuels such as gasoline and diesel and to achieve emission reduction of pollutants and greenhouse gases.
Both require the government to set mandatory targets, implementation rules, supervision and punishment mechanisms to ensure policy implementation; as a compliance target, companies need to improve their existing technologies or develop new technologies, or purchase market points to achieve mandatory compliance. Requirements; and the point trading platform relies on the market and flexible trading according to the requirements of the government.
A few days ago, the National Development and Reform Commission issued a draft of the "Measures for the Management of Carbon Equity for New Energy Vehicles". The "Regulations on the Management of Carbon Emissions Trading" was used as the legal basis to solve the "identity" problem and replaced "new energy vehicle points" with " The concept of carbon allowances.
In general, the fuel consumption score is based on the company's fuel consumption reduction. The new energy vehicle credit is defined according to the new energy vehicle technology, type and zero emission mileage. The true meaning and intrinsic value of “point” is the mechanism. The core, annual goals, trading mechanisms and rewards and punishments supervision and other implementation rules are the key, but also the issues that new energy score policy makers need to seriously consider.
Fuel consumption points and new energy vehicle points merge or separate to implement each pros and cons
Before the National Development and Reform Commission conducted a carbon quota for comments, the Ministry of Industry and Information Technology recently announced the Interim Measures for the Parallel Management of Enterprise Average Fuel Consumption and New Energy Vehicle Points (Draft for Comment). The fuel consumption standard is a key policy affecting the development of the automobile industry. Similarly, the new energy vehicle integration policy will become the next directional and decisive measure for the industry. Both mechanisms are integrated or managed separately. Pros and cons.
1. Pros and cons of separate implementation of the two policies
From the perspective of separate implementation, the fuel consumption integration mechanism and the new energy vehicle integration mechanism have their own mandatory objectives, calculation methods, compliance requirements, trading rules and independent punishment mechanisms. In the existing fuel consumption accounting, new energy vehicles can obtain production multiples and zero energy consumption concessions, fuel consumption points can be traded between enterprises, but new energy vehicle points can not cross-border to offset the company's substandard fuel consumption negative points. The new energy vehicle point transaction is an independent mechanism that allows companies to purchase points or accept penalties through the market, and is not associated with fuel consumption points. Traditional auto companies need to align both mechanisms, and new energy vehicle manufacturers above the scale can generally benefit.
The advantages of separate implementation are that it is conducive to the upgrading and application of energy-saving technologies, and truly achieves the fuel consumption target. Second, it is conducive to promoting new energy auto companies to increase investment to achieve breakthroughs in innovation and gaining profits; third, the goal of fuel consumption and new energy vehicles is clear and clear. Compliance subjects are very clear about the compliance requirements and non-compliance costs of each mechanism, which is conducive to mobilizing the enthusiasm of enterprises, especially excellent enterprises; Fourth, it is conducive to point accounting, supervision and punishment, reducing the risk of “empty” and other uncertainties The fifth is conducive to the implementation of effect tracking, evaluation and pre-judgment, find the crux of the problem and timely adjustment and correction. The disadvantage is that there are more preparatory work in the early stage, more department coordination is needed, and the legal basic work and the separate management system are constructed in advance. In addition, companies may face two or more administrations, adding a certain burden.
2. Pros and cons of the merger of the two policies
From the perspective of merger implementation, it integrates the new energy vehicle points into the existing fuel consumption integration mechanism. Although the two mechanisms have their own independent goals, calculation methods, and compliance requirements, the point transaction rules and penalty mechanisms will be further integrated. Auto companies only need to comply with the integration mechanism and face a government authority. The key to the integration implementation is how to define the two types of points, how to exchange them, etc. After all, they are essentially two different systems with different meanings.
The advantages of the merger implementation are conducive to the growth of domestic new energy auto companies; the second is to follow the single supervisor of the Ministry of Industry and Information Technology to reduce the complexity of inter-departmental coordination and communication; third, enterprises only need to face a set of management methods, which is relatively simple to implement. However, since the new energy vehicles are included in the fuel consumption preferential calculation, their points can also compensate the fuel consumption negative points twice, which will dilute the fuel consumption target, which is not conducive to the upgrading of energy-saving technologies. In addition, the exchange of fuel consumption and new energy vehicles is complicated, which increases the difficulty of scientific design of fuel consumption and the ratio of new energy vehicles. The two policy objectives are inconsistent, which is not conducive to the development of medium and long-term development strategies and supporting technical solutions. At the same time, the merger implementation may encourage enterprises to defraud the acquisition of points and false transactions, to a certain extent protect the interests of fuel-non-standard enterprises, increase the uncertainty of target implementation and the difficulty of government supervision.
3. Separate implementation of the two mechanisms at this stage is more conducive to achieving the goal.
In my opinion, the separate implementation of fuel consumption points and new energy vehicle integration mechanism is more beneficial to the realization of fuel consumption targets and new energy targets, because the objectives are clear and clear, the points calculation and compliance requirements and punishment mechanisms are clearer, and can effectively prevent enterprises. "Drilling the gap", to do the best. Although the merger implementation can follow the existing unified management system, it may increase the difficulty of policy science design and supervision due to the confusion of objectives, and it will not reach the fuel consumption and new energy vehicle preset targets. Therefore, the author suggests that at this stage, the two points mechanism will be separately managed and managed separately. After several years of development, the two policy mechanisms, enterprise technology reserves and market acceptance factors have gradually improved and matured. Consider further simplifying management, increasing the flexibility of enterprises to achieve compliance, and moderately integrating the two mechanisms.
Proposal for separate management of the two mechanisms
I have several suggestions for the separate implementation of fuel consumption points and new energy vehicle integration mechanism.
First, it is necessary to gradually reduce the production multiples and energy consumption of new energy vehicles in the fuel consumption mechanism, and finally achieve equal treatment of new energy vehicles and traditional automobile production. In terms of energy consumption, the principle of the whole life cycle should be taken as the principle, and the actual situation should be converted to make the national fuel consumption target more clear and clear.
Second, considering the legal basis and management cost, the new energy vehicle integral transaction can rely on the carbon trading management system, but it should be an independent system, not subject to carbon quotas. It is recommended that the national and local carbon rights or emissions trading exchanges, Trading center management.
Third, the definition and pricing of new energy vehicle points is the key, and can not be simply based on carbon prices. The new energy vehicle points and carbon quotas are very different in nature. The new energy vehicle points should be determined according to the type of automobile products. It is necessary to establish a corresponding relationship between the carbon quota indicators and the new energy vehicle points. Although the “new energy vehicle carbon quota” mentioned in the National Development and Reform Commission document is defined according to the amount of carbon reduction, it does not clearly define the relationship with the new energy vehicle points.
Fourth, the new energy vehicle points should return to the essence and definition of zero emissions. The author believes that the price of the integral should also consider the following: First, the amount of carbon reduction; second, the reduction of conventional pollutants, including CO (carbon monoxide), NOx (nitrogen oxides), HC (hydrocarbons), PM2.5, PM10, carbon black, etc.; the third is the impact on health; the fourth is the cost of research and development of new energy vehicles; the fifth is the new cost of new energy vehicles. The new energy vehicle price will determine the effectiveness and sustainability of new energy vehicle transactions.
In short, the introduction of any new policy plan cannot be closed-door, and it is necessary to extensively and openly solicit the opinions of stakeholders, including the opinions of government authorities, industry experts, think tanks and automobile companies, to carry out in-depth scientific assessment and simulation, with national energy conservation and emission reduction as Fundamental interests, adhere to the goal of fuel consumption and the goal of new energy vehicles, can not ignore this.

Maximum Load:1000-100,1000kg