Volkswagen afianza su rumbo hacia los veh\u00edculos el\u00e9ctricos de bater\u00eda al hacer la empresa una declaraci\u00f3n en relaci\u00f3n con un proyecto de ley del Ministerio de Medio Ambiente alem\u00e1n elaborado para aplicar la directiva de la UE sobre energ\u00edas renovables en el transporte. <\/p>\n
En la declaraci\u00f3n vista por primera vez por Sueddeutsche Zeitung<\/em>, VW tambi\u00e9n se opone sin ambages a la asociaci\u00f3n industrial alemana VDA, de la que es miembro mayoritario. Nos sumergimos en el debate en torno a los combustibles alternativos y el hidr\u00f3geno en la naci\u00f3n del autom\u00f3vil (\u00bfel\u00e9ctrico?).<\/p>\n * * *<\/p>\n El Sueddeutsche Zeitung (SZ)<\/em> newspaper recibi\u00f3 sendas declaraciones de VDA y Volkswagen AG tras la convocatoria de comentarios realizada por el Ministerio a finales de septiembre. Ambas organizaciones dieron su opini\u00f3n sobre la legislaci\u00f3n propuesta para que Alemania se ajuste a las expectativas de la UE sobre el uso de energ\u00edas renovables en la transici\u00f3n del transporte.<\/p>\n Aunque esto forma parte del m\u00e1s amplio Green Deal, la Comisi\u00f3n de la UE adoptado recientemente<\/a> la estrategia de la UE para la integraci\u00f3n de los sistemas energ\u00e9ticos y el hidr\u00f3geno. La primera aborda la infraestructura y las redes de recarga, mientras que la estrategia H2 se centra en los veh\u00edculos pesados y de largo recorrido y en la infraestructura del hidr\u00f3geno. El objetivo es proponer medidas pol\u00edticas y legislativas concretas a nivel de la UE \"para configurar gradualmente un nuevo sistema energ\u00e9tico integrado, respetando los diferentes puntos de partida de los Estados miembros.\" S\u00f3lo que \u00e9stos tambi\u00e9n pueden diferir internamente, como mostrar\u00e1 esta visi\u00f3n de Alemania.<\/p>\n Los coches el\u00e9ctricos que se cargan con energ\u00eda procedente de fuentes renovables es la integraci\u00f3n sencilla, aunque no siempre f\u00e1cil de aplicar. Otros debates giran en torno al potencial del hidr\u00f3geno y de combustibles alternativos como el GNC.<\/p>\n Y aqu\u00ed es donde los \u00e1nimos se dividen entre la industria alemana. Seg\u00fan Volkswagen, en su declaraci\u00f3n, \"el supuesto potencial de estas alternativas para los combustibles l\u00edquidos est\u00e1, por lo general, masivamente sobrevalorado\". La empresa a\u00f1ade que la producci\u00f3n de combustibles sint\u00e9ticos a partir de energ\u00edas renovables sobrantes era \"compleja, costosa, poco respetuosa con el clima y de escasa eficacia\".<\/p>\n Las academias cient\u00edficas europeas llegaron recientemente a una conclusi\u00f3n similar en su \u00f3rgano consultivo conjunto, el Consejo Asesor Cient\u00edfico de las Academias Europeas (Easac). Sueddeutsche<\/em> sugiere, los investigadores advirtieron de que la producci\u00f3n de combustibles sint\u00e9ticos es \"intr\u00ednsecamente ineficiente\". En un futuro previsible, esto significa que el uso de este tipo de combustibles se limitar\u00e1 probablemente a aplicaciones \"dif\u00edciles de electrificar\", como los veh\u00edculos pesados o los de los sectores de la aviaci\u00f3n y la navegaci\u00f3n.<\/p>\n Pero no los coches. En la declaraci\u00f3n vista por Sueddeutsche<\/em>, VW declar\u00f3 que las consideraciones para producir hidr\u00f3geno verde a partir de energ\u00edas renovables con el fin de propulsar autom\u00f3viles no eran m\u00e1s que \"disparatadas\". El hidr\u00f3geno era \"demasiado valioso\" para la movilidad individual en autom\u00f3vil y m\u00e1s adecuado para reestructurar industrias como la sider\u00fargica, la qu\u00edmica o la cementera, seg\u00fan Volkswagen.<\/p>\n No as\u00ed para la VDA, la organizaci\u00f3n de presi\u00f3n que cuenta con VW como su mayor miembro pero que se opone a su razonamiento. La VDA, en su declaraci\u00f3n enviada al gobierno alem\u00e1n y al SZ<\/em> considera que los objetivos propuestos son demasiado bajos. Exigen ver un porcentaje mayor de hidr\u00f3geno y combustibles sint\u00e9ticos que los previstos hasta ahora en el proyecto de ley. En cambio, la asociaci\u00f3n cree posible un uso \"en todas las aplicaciones del transporte\".<\/p>","protected":false},"excerpt":{"rendered":" Volkswagen cimenta su rumbo hacia los veh\u00edculos el\u00e9ctricos de bater\u00eda, ya que la empresa ha hecho una declaraci\u00f3n en relaci\u00f3n con un proyecto de ley del Ministerio de Medio Ambiente de Alemania redactado para implantar<\/p>","protected":false},"author":21,"featured_media":137502,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[9930],"tags":[3701,17070,7098,7097,6684,21658,17177,567],"class_list":["post-142248","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-automobile","tag-bev","tag-bmu","tag-fcev","tag-fuel-cell","tag-hydrogen","tag-synthetic-fuels","tag-vda","tag-volkswagen"],"acf":{"inhalt_teil2":" At the heart of the discussion is, of course, the future of combustion engines (or bastards and bridges of hybrids thereof) but also, the seemingly important question whether hydrogen or batteries will make the race to drive personal transport, that is cars and not commercial vehicles. Volkswagen had dubbed the issue of technological clarity<\/a> already in March 2019. The company, still rattled by the diesel scandal, had also begun to make real noise around the upcoming MEB platform and push for electric vehicles.<\/p>\n Volkswagen has since been working to make their course clear and on getting the rest of the German industry to follow in its track. Executives of VW, BMW and Daimler back then had appeared to agree on a common approach towards battery-electric mobility with joint statement<\/a> made following a call. In the coming decade, electric mobility would be the only technology to enable carmakers to comply with environmental laws in the EU, the Germans claimed, also assuming that fuel cell cars would not be market-ready before then – or at least not theirs.<\/p>\n Of course, there had been different views around, taken in particular in Asia with Toyota, Hyundai and Honda. Volkswagen has since had Audi looking into fuel cell technology as well with Porsche apparently also considering synthetic fuels, and Daimler had made advances in hydrogen territory more than once.<\/p>\n Nonetheless, the Group here repeats its push for battery-electric cars – and funding for charging infrastructure – in the current climate political climate in which the EU has become more daring in pressing action. The Commission, for example, considers tightening the CO2 limits for cars again as proposed in September<\/a>.<\/p>\n While Volkswagen is not among the four other carmakers<\/a> who have already reached their emission targets for 2020, Chairman Herbert Diess has voiced support for general climate measures before. He demanded that “the mineral oil tax should be rededicated to a CO2 tax” earlier this year in an almost seminal speech<\/a>. A price of 100 euros per tonne of CO2 is “not outrageous,” Diess said at a New Year\u2019s reception of the company in Brussels. Company spokesperson Dr Thomas Steg updated the demand at a conference in September saying, “From Volkswagen\u2019s point of view, Europe-wide a floor price of 60 euros per ton CO2 in 2023 is key. And floor price means, ETS and non-ETS sectors.”<\/p>\n The German government\u2019s climate package only accounts for 25 euros per tonne from 2021. With a clear price signal, Diess said, it would be possible to persuade industry and private consumers to do more without carbon dioxide emissions.<\/p>\n The VW boss also criticised the high proportion of coal in power generation, especially in Germany and Eastern Europe, given the goals of the Paris Climate Agreement as reported<\/a>. Seven of the ten largest carbon dioxide emitters were in the Federal Republic of Germany, he said earlier this year. And again, Steg echoed the thoughts of his Chairman when telling the audience “For us at Volkswagen, it is very clear that sustainable mobility in Europe is electric.”<\/p>\n “And, for any push to electric transport, clean power generation is ideal, also because “the switch to electric mobility cannot be credibly communicated if the power supply continues to rely primarily on coal,” added Diess.<\/p>\n The latest statement published in parts by Sueddeutsche<\/em>, states accordingly that battery-electric mobility “already provides an effective, efficient, low-cost technology for cars that will help them achieve the climate goals of the future,” which is why VW largely welcomes the draft from the Ministry of the Environment. The Ministry too, sees BEVs as “the most efficient alternative” in the passenger car sector.<\/p>\n For Volkswagen, their point is made. It remains to be seen how far the wider industry is prepared to go. BMW has been seen trying to make advances in fuel cells with CEO Oliver Zipse wishing to see the “expansion of the hydrogen filling station infrastructure” for cars and trucks. Bosch would even like to see synthetic fuels to stay and in Germany statements around the so-called eFuels have flared up higher recently, but we will spare you these views at this stage.<\/p>\nUna divisi\u00f3n en Auto nation<\/h3>\n
Hydrogen versus or with battery-electric mobility<\/h3>\n