Focusing on carbon neutrality and carbon peaking and new energy development, Wang Junjin put forward these proposals

CFIC Guide

◆ The Fifth Session of the 13th National People's Congress of the People's Republic of China and the Fifth Session of the 13th National Committee of the Chinese Political Consultative Conference were held in Beijing from March 4, and Wang Junjin, member of the National Committee of the Chinese People's Political Consultative Conference, Chairman of JuneYao Group and Aijian Group, attended the two sessions with a number of proposals, actively offered suggestions and suggestions to promote high-quality economic and social development, and ushered in the victory of the 20th National Congress of the Party.

Proposer: Wang Junjin

Sectors: Social welfare and social security sectors

Establish user carbon credit accounts and carbon inclusive systems

Form a new energy vehicle industry development

On May 24, 2014, General Secretary Xi Jinping stressed during his inspection of SAIC Motor That "the development of new energy vehicles is the only way for the mainland to move from an automobile power to an automobile power." "Driven by the subsidy policy, after years of cultivation in the market, the mainland's new energy automobile industry has grown from a baby with teeth and teeth to a vibrant young adult, with the production and sales of new energy vehicles exceeding 3.5 million in 2021, and the market penetration rate has reached 14.8%, ranking first in the world."

However, according to the Notice on the Financial Subsidy Policy for the Promotion and Application of New Energy Vehicles in 2022 jointly issued by the Ministry of Finance, the Ministry of Industry and Information Technology, the Ministry of Science and Technology, and the National Development and Reform Commission on December 31, 2021, Caijian [2021] No. 466 document, "The subsidy policy for the purchase of new energy vehicles in 2022 was terminated on December 31, 2022, and vehicles licensed after December 31, 2022 will no longer be subsidized." This means that from 2009, the new energy vehicle purchase subsidy policy that has been extended for 13 years will be fully withdrawn at the end of this year, and the development of the mainland's new energy vehicle industry will enter the "post-subsidy era" from 2023.

In the "post-subsidy era", how to continue to maintain the healthy and rapid development of the mainland's new energy automobile industry, I think that in addition to vigorously promoting the technological innovation of the industry, it is particularly important to form a set of market-oriented mechanisms to continue to cultivate and encourage the enthusiasm of consumers, especially in the context of China's solemn commitment to the world - carbon peak in 2030 and carbon neutrality action goals in 2060.

Carbon emissions in the field of mainland transportation account for more than 9%, of which road transportation accounts for 84% of the overall carbon emissions of transportation. Therefore, the promotion and application of new energy vehicles is an important starting point for reducing carbon emissions in the field of transportation. Although the national carbon emission trading market and the double credit system for the manufacturing of new energy vehicles have been established so far, the policy and market mechanism for carbon emission reduction on the supply side have basically formed, but the policy and market mechanisms in the energy consumption side and the use of new energy vehicles are still blank. Forming a consensus on low-carbon development in the whole society and mobilizing the enthusiasm of consumers to reduce emissions is also crucial to achieving the goal of "carbon peaking and carbon neutrality". Therefore, the establishment of a series of policy incentives, commercial incentives and market trading mechanisms and systems around the carbon reduction at the consumer end, and taking the lead in forming a demonstration effect in the promotion and application of new energy vehicles, is of great significance for the "post-subsidy era" to continue to actively promote the development of the new energy vehicle industry and achieve the "double carbon" goal in the field of transportation.

To this end, it is recommended as follows:

1

Establish a national unified public data platform for new energy vehicle users, establish a carbon credit account for each new energy vehicle user, and completely record the user's charging and electrification travel data (not involving personal privacy information). With reference to the dual credit system for new energy vehicles, establish the rules for the user's charging and electric travel points, so that the user's carbon credit has a statutory credit.

2

At the national and local government levels, the carbon inclusive incentive policy for individual carbon credits is formulated, such as in the annual settlement of individuals, tax reduction support is given with reference to tax reduction methods such as raising minor children's education, supporting parents, and renting.

3

Guide and encourage all kinds of enterprises in the whole society to participate in carbon inclusive incentives, and give incentives to carbon credits for new energy vehicle users through points exchange, product discounts, etc. For example, airlines can introduce incentives such as personal carbon credit redemption tickets, and automobile companies can introduce incentives such as personal carbon credit conversion price discounts.

4

Gradually establish a certification and trading mechanism for individual carbon credits, so that individual carbon credits can enter the carbon emission trading market.

Improve the construction of charging piles for new energy vehicles

Charging infrastructure is the basic condition for ensuring the promotion and application of new energy vehicles, if there is no moderate advance in the construction of charging piles and synchronous supporting of charging services, new energy vehicles cannot be used normally. Because the construction and use of charging piles involves the coordination of power facilities, property management, fire safety, parking space occupancy and other aspects, it is not a problem that can be solved by car manufacturers and users alone. In the past ten years, with the development of the new energy automobile industry, the overall situation of the construction of charging infrastructure in the country is manifested in the following two aspects:

●

As of the end of November 2021, 1.096 million public charging piles have been built nationwide, of which 450,000 are DC charging piles and 646,000 are AC charging piles; 1.293 million private charging piles have been built with vehicles. The vehicle-to-pile ratio reached 3.3:1.

On the other hand, although the construction of public charging piles has developed rapidly, and even some cities of public charging piles are close to saturation, the regional distribution of public charging piles is still unbalanced, which does not match the demand for public charging, and a considerable proportion of public charging piles cannot be used normally. The problem of private charging pile installation and use is more prominent, and urban and rural residents in most provinces and cities across the country still face many difficulties in installing charging piles.

Through the investigation of the installation and use of charging piles for urban and rural residents, the current outstanding problems are as follows:

First, the public charging piles built in the city, especially the AC charging piles around residential areas, due to long-term unmanned management and maintenance, a considerable proportion of them are in a zombie state or damaged state and cannot be used;

Second, the parking lot or underground parking garage of the urban residential area that has been built, especially the old residential area, due to the low distribution capacity at that time, it is now unable to meet the needs of residents to install charging piles;

Third, the living places of rural residents are scattered, and the cost of power expansion is high, which has become a bottleneck restricting rural residents from installing charging piles;

Fourth, in the absence of high-power charging standards, some vehicle companies in order to achieve high-power charging functions (such as 800V high-voltage solutions), most of them have adopted a compromise approach: or the use of enterprise custom charging standards, or based on the old charging standards for secondary development. New cars and new piles developed based on these custom standards will be greatly reduced in charging compatibility, and even the old charging installation will not work properly, which will cause a greater burden on vehicle enterprises and charging operation enterprises in the future.

From the perspective of guiding and supporting the healthy development of new energy vehicles, as well as the intensive and rational use of batteries and energy, the construction of charging piles in residential areas and the unification of the "high-power DC charging interface" standard are more important, because the power battery is the biggest cost link of new energy vehicles, due to the problem of inconvenient charging, consumers all hope that the mileage of new energy vehicles is as long as possible, resulting in the battery of the vehicle is getting larger and larger, the cost is increasing, and the ineffective energy consumption in driving is also increasing. In fact, the vast majority of users travel within 80 kilometers per day, if they can be conveniently charged every day, there is no need to configure such a large mileage. At the same time, new energy vehicle charging should use more low-valley electricity at night, which can not only reduce the pressure on the power grid, but also reduce the cost of charging.

In view of the above problems, it is recommended to:

The government will take back the management and operation rights of the city's public charging outlets, select capable enterprises to provide unified management and operation through regular bidding, and supervise and inspect through third-party agencies to ensure the effective operation of public charging services.

The city government and the State Power Corporation have strengthened cooperation to jointly study the market demand for new energy vehicles and formulate a set of policies to increase the power capacity of residential parking lots and underground parking garages. In addition, the government actively guides urban residential areas to share parking and charging resources with nearby enterprises and institutions to form an intensive and efficient use of resources.

For the problem of insufficient power capacity and high cost of installing charging piles for rural residents, it is recommended that the combination of household photovoltaic + energy storage charging can be solved. Guide and encourage power enterprises or third-party service enterprises to cooperate with rural residents, and the enterprises will invest in the construction of household photovoltaic power generation + energy storage charging facilities, provide charging for new energy vehicles through photovoltaic power generation during the day and energy storage electricity at night, and can connect excess electricity to the Internet.

Accelerate the introduction of the national standard for "high-power DC charging interface" for electric vehicles, which includes but is not limited to technical review, standard approval and other aspects. The standard should also consider internationalization, on the one hand, it can be compatible with the high-power DC charging standards of the world's mainstream countries such as Japan, Europe and the United States, and on the other hand, it must be fully compatible with the previous generation of DC charging interface standards, so that the newly developed models can also work normally on the old charging piles, so as to maximize the utilization of stock resources. The standard itself makes a certain design reservation, leaving design space for possible further technological upgrades in the future.

The source of this article: Shanghai Aijian Group, JuneYao Group

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