SD Dojavi Slobodna Dalmacija
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Tijekom proteklog desetljeća Kina je postala vodeći svjetski proizvođač automobila. Više od pola svih novih električnih automobila prodanih diljem svijeta dolazi iz Kine, gdje se mogu napraviti jeftinije i brže od onih proizvedenih na zapadu. No unatoč ovoj globalnoj dominaciji, kineski proizvođači automobila ne uspijevaju pronaći kupce u Europi, piše The Conversation.

Tisuće uvezenih vozila, od kojih su mnoga električni automobili iz Kine, zaglavili su u velikim europskim lukama jer proizvođači šalju više vozila nego što ih mogu prodati. Neki automobili u lukama budu parkirani i do 18 mjeseci dok se proizvođači trude pronaći im kupce. Tom Stacey sa Sveučilišta Anglia Ruskin objašnjava da se izazovi s kojima se suočavaju kineski proizvođači automobila mogu podijeliti u četiri područja: oprez kupaca, nedostatak imidža marke, trgovinski protekcionizam i brza zastarjelost.

Kina ima cjenovnu prednost u usporedbi s Europom ili SAD-om. Ekonomija razmjera, izvrsne brodske veze i jeftina radna snaga znače, piše The Conversation, da su kineski automobili jeftiniji i za proizvodnju i za kupnju. Međutim, u mnogim zemljama podliježu visokim uvoznim carinama. EU trenutno nameće uvoznu carinu od 10 posto na svaki uvezeni automobil, dok u SAD-u carina iznosi 27,5 posto. Te bi tarife mogle i dalje rasti; EU, naime, utvrđuje je li njezina carina preniska. Ako to zaključi da jest,  retroaktivno će se primjenjivati više carine na uvezene automobile.

Lider, pak, piše kako će, prema novoj analizi Rhodium Groupa, EU na kineska električna vozila morati uvesti carine veće od očekivanih, čak do 55 posto, kako bi ograničila njihov uvoz, no navode da je ipak vjerojatnije da će carine biti u rasponu od 15 do 30 posto.

Iz Rhodium Groupa smatraju kako to neće biti dovoljno da se spriječi sve jača konkurencija iz Kine, jer ako carine budu i 30 posto, neki proizvođači u Kini i dalje će moći ostvariti dobre profitne marže. Navodi se primjer iz izvješća: BYD-ov model Seal U, koji se u Kini prodaje za 20.500, a u EU-u za 42.000 eura, ostvaruje procijenjenu dobit od 1300 eura na domaćem, kineskom tržištu, prema 14.300 eura po automobilu prodanom u Europi. Kineskim kompanijama tek bi puno veće carine - od oko 45 do 55 posto - izvoz na europsko tržište učinile neprivlačnim.

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Za Otvoreno more pišu Tonka Alujević i Edo Šegvić, na pitanja čitatelja odgovara Alen Soldo. Pogledajte i predivne galerije Srđana Vrančića koji snima vrhunske podvodne fotografije, a na njima su najčešće tropske ribe i ostale egzotične morske životinje. 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Tijekom proteklog desetljeća Kina je postala vodeći svjetski proizvođač automobila. Više od pola svih novih električnih automobila prodanih diljem svijeta dolazi iz Kine, gdje se mogu napraviti jeftinije i brže od onih proizvedenih na zapadu. No unatoč ovoj globalnoj dominaciji, kineski proizvođači automobila ne uspijevaju pronaći kupce u Europi, piše The Conversation.

Tisuće uvezenih vozila, od kojih su mnoga električni automobili iz Kine, zaglavili su u velikim europskim lukama jer proizvođači šalju više vozila nego što ih mogu prodati. Neki automobili u lukama budu parkirani i do 18 mjeseci dok se proizvođači trude pronaći im kupce. Tom Stacey sa Sveučilišta Anglia Ruskin objašnjava da se izazovi s kojima se suočavaju kineski proizvođači automobila mogu podijeliti u četiri područja: oprez kupaca, nedostatak imidža marke, trgovinski protekcionizam i brza zastarjelost.

Kina ima cjenovnu prednost u usporedbi s Europom ili SAD-om. Ekonomija razmjera, izvrsne brodske veze i jeftina radna snaga znače, piše The Conversation, da su kineski automobili jeftiniji i za proizvodnju i za kupnju. Međutim, u mnogim zemljama podliježu visokim uvoznim carinama. EU trenutno nameće uvoznu carinu od 10 posto na svaki uvezeni automobil, dok u SAD-u carina iznosi 27,5 posto. Te bi tarife mogle i dalje rasti; EU, naime, utvrđuje je li njezina carina preniska. Ako to zaključi da jest,  retroaktivno će se primjenjivati više carine na uvezene automobile.

Lider, pak, piše kako će, prema novoj analizi Rhodium Groupa, EU na kineska električna vozila morati uvesti carine veće od očekivanih, čak do 55 posto, kako bi ograničila njihov uvoz, no navode da je ipak vjerojatnije da će carine biti u rasponu od 15 do 30 posto.

Iz Rhodium Groupa smatraju kako to neće biti dovoljno da se spriječi sve jača konkurencija iz Kine, jer ako carine budu i 30 posto, neki proizvođači u Kini i dalje će moći ostvariti dobre profitne marže. Navodi se primjer iz izvješća: BYD-ov model Seal U, koji se u Kini prodaje za 20.500, a u EU-u za 42.000 eura, ostvaruje procijenjenu dobit od 1300 eura na domaćem, kineskom tržištu, prema 14.300 eura po automobilu prodanom u Europi. Kineskim kompanijama tek bi puno veće carine - od oko 45 do 55 posto - izvoz na europsko tržište učinile neprivlačnim.

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nitko ih nećeJeftini kineski automobili u lukama EU-a mjesecima čekaju kupce. Više je razloga zašto ih ne nalaze

Piše L. G. K./SD
4. svibnja 2024. - 12:34
26343859
Str/Afp

Tijekom proteklog desetljeća Kina je postala vodeći svjetski proizvođač automobila. Više od pola svih novih električnih automobila prodanih diljem svijeta dolazi iz Kine, gdje se mogu napraviti jeftinije i brže od onih proizvedenih na zapadu. No unatoč ovoj globalnoj dominaciji, kineski proizvođači automobila ne uspijevaju pronaći kupce u Europi, piše The Conversation.

Tisuće uvezenih vozila, od kojih su mnoga električni automobili iz Kine, zaglavili su u velikim europskim lukama jer proizvođači šalju više vozila nego što ih mogu prodati. Neki automobili u lukama budu parkirani i do 18 mjeseci dok se proizvođači trude pronaći im kupce. Tom Stacey sa Sveučilišta Anglia Ruskin objašnjava da se izazovi s kojima se suočavaju kineski proizvođači automobila mogu podijeliti u četiri područja: oprez kupaca, nedostatak imidža marke, trgovinski protekcionizam i brza zastarjelost.

Kina ima cjenovnu prednost u usporedbi s Europom ili SAD-om. Ekonomija razmjera, izvrsne brodske veze i jeftina radna snaga znače, piše The Conversation, da su kineski automobili jeftiniji i za proizvodnju i za kupnju. Međutim, u mnogim zemljama podliježu visokim uvoznim carinama. EU trenutno nameće uvoznu carinu od 10 posto na svaki uvezeni automobil, dok u SAD-u carina iznosi 27,5 posto. Te bi tarife mogle i dalje rasti; EU, naime, utvrđuje je li njezina carina preniska. Ako to zaključi da jest,  retroaktivno će se primjenjivati više carine na uvezene automobile.

Lider, pak, piše kako će, prema novoj analizi Rhodium Groupa, EU na kineska električna vozila morati uvesti carine veće od očekivanih, čak do 55 posto, kako bi ograničila njihov uvoz, no navode da je ipak vjerojatnije da će carine biti u rasponu od 15 do 30 posto.

Iz Rhodium Groupa smatraju kako to neće biti dovoljno da se spriječi sve jača konkurencija iz Kine, jer ako carine budu i 30 posto, neki proizvođači u Kini i dalje će moći ostvariti dobre profitne marže. Navodi se primjer iz izvješća: BYD-ov model Seal U, koji se u Kini prodaje za 20.500, a u EU-u za 42.000 eura, ostvaruje procijenjenu dobit od 1300 eura na domaćem, kineskom tržištu, prema 14.300 eura po automobilu prodanom u Europi. Kineskim kompanijama tek bi puno veće carine - od oko 45 do 55 posto - izvoz na europsko tržište učinile neprivlačnim.

#KINA#AUTOMOBILI
18. svibanj 2024 19:33