跟读练习: Why EU’s Tariffs Won’t Stop Chinese EVs - 通过视频学习英语口语
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115 句
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European imports of Chinese EVs surged from $1.6 billion in 2020 to $11.5 billion in 2023.
2
Though Chinese cars are still a small share of the total European car market, Chinese and Chinese owned brands grew from 1% of the EV market in 2019 to about 15% in the first half of 2024.
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The EU needs EVs to meet ambitious climate targets.
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China is producing millions of EVs far cheaper than everyone else.
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But the sudden rush of Chinese cars into Europe has instead caused worries.
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We've heard about this globalization story: that we have to integrate, we have to be free trade and so on.
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But that was easy to tell when China was not a big player and was not changing the rules of trade.
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The European Union has responded by proposing tariffs of up to 36.3%.
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That's on top of the existing 10% already levied on all imports. A final decision is expected by October 30th. Analysts say it is the highest profile EU trade case against China in over a decade.
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Chinese EVs have several advantages, but one sticks out: government support.
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Chinese make no apologies about it.
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That's our game. We're state capitalists.
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We're going to own this industry.
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But problems abound.
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There are loopholes.
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The risk of retaliation looms.
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European countries have reportedly been divided on the issue, and some of Europe's own automakers, the ones the tariffs are meant to protect, oppose them.
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The EU says its tariffs are not meant to block Chinese EVs, but instead level the playing field.
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We're dealing with an economy in China where credit money is allocated by the state and not by the market, and the state picks sectors that they want to promote.
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And in that kind of economy, if you do that, you always get overinvestment, you always get overcapacity, you always get overproduction.
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And then that overproduction gets dumped on the rest of the world.
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Chinese manufacturers can make a car for about $5,500, the cheapest a European can do about 20,000.
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That gap is explained by potential subsidies that the Chinese government is giving to its companies, but also it's explained by higher economies of scale, it's explained by lower labor costs and by the fact that when it's about electric cars, China, unlike the rest of the world, has already secured the supply chain for the batteries.
24
The tariffs only apply to fully assembled EVs, not parts like batteries.
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China controls more than 80% of the world's battery manufacturing capacity, and cars made all over the world, including in Europe, rely on Chinese batteries.
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Tariff rates vary based on how much help an automaker receives from the Chinese government.
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Here, it is important to note that all this is being done according to rules set out by the World Trade Organization, both the EU and China are members.
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There are 166 countries total and there are rules.
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So if China is subsidizing its auto industry and European countries say that help is giving Chinese companies an unfair advantage, it can impose tariffs to offset it.
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But first it has to prove that China is actually breaking the rules and that that rule breaking is harming European companies.
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It's not arbitrary.
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It's a calculation of the amount of harm that's been done. And as near as I can tell, the European Union has followed the rules.
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They also vary based on whether a company cooperatively discloses the subsidies it receives to the European Commission. This is why the tariff on Tesla cars is a lot lower than those placed on its Chinese brand rivals.
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It's an American company.
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Chinese were a lot more generous to indigenous Chinese companies.
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But even they are being tariffed at different rates.
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These tariffs could make it more challenging for Europe to meet its ambitious climate policy goals by 2030.
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It needs to reduce emissions by 55% below the levels they were at in 1990.
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That's just six years away.
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A report leaked earlier this year suggests the EU is not on track, to put it mildly.
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The bloc needs to double the pace of reduction to meet the 2030 target.
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I don't think the tariffs would be too meaningful or impactful in terms of slowing down EV growth, but if the tariffs end up being too high and domestic or local European automakers can't offer the more affordable models, then we could see some delay.
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If there's not enough models that that are cheap enough or within the price point that consumers want to buy them.
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I mean, the administration is wrestling with this dilemma right now. I mean, it's the same thing with solar panels. The Chinese have something like 84% of the global market in solar panels.
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If you want us to convert to solar energy, the best thing you can do is bring in as many panels as you possibly can and install them everywhere.
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And if you say Chinese panels can't come in, which we've done, you really slow down the transition.
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The holdup to EV adoption in many markets like the US and Europe is, one: there's not as much public fast charging available, but two: there's not as many low priced EVs. And those affordable vehicle segments where the majority of consumers buy vehicles.
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And that's exactly what Chinese firms have been able to do, sell cars for as low as about $10,000 in the case of the BYD Seagull.
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European manufacturers can't match that.
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Neither can American, nor Japanese, nor Korean.
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The US has imposed a 100% tariff on all Chinese vehicles. By the way.
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It did that just unilaterally, not through the WTO process. But even a 100% tariff on a $10,000 car is still far cheaper than the cheapest EV sold in the US.
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The European carmakers, they learned that they can make more money selling less cars.
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Last year, many of them posted records in terms of operating profits.
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This strategy of increasing prices and producing less cars is good, as long as you don't have a more competitive rival, such as China.
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At the proposed rates, they might not do much to stem the tide of Chinese imports.
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One analysis showed that tariffs would have to be at least in the 40 to 50% range, depending on the company, the analysts said.
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These rates would be unlikely, and the EU would have to use nontraditional methods like tightening labor rights or cybersecurity requirements.
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The economic effects of tariffs are disputed.
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Many economists argue, they raise prices and reduce choice.
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Trump has said repeatedly, you know, we're going to put tariffs on the foreign country.
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The Americans don't pay the tariffs.
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The foreigners pay the tariff.
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That's, for the most part, wrong.
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There's a mountain of data to demonstrate that it's wrong.
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Others say these tariffs will have a negligible effect on EV prices over the long term.
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There are also loopholes.
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To try to get around US rules, Chinese automakers such as BYD are reportedly striking deals to build factories in Mexico, though there is uncertainty around the exact timing.
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This whole...it's a constant cat and mouse game.
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You know, you cut them off, they'll go somewhere else and make the product and ship it in.
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From there, you cut them off, they'll move to a third country.
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So why is the EU doing this?
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Simply, it considers the European automotive industry crucial to its future.
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It employs millions of people and is responsible for nearly one out of every ten manufacturing jobs.
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Terrorists are a giant timeout that is just designed for one purpose in mind.
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Buy some time while we regroup and confront this massive automotive manufacturing machine that China presents us with.
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Over the last few decades, countries have leveled a lot of accusations against China: intellectual property theft, bullying trade partners, and so on.
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Even this sudden surge of vehicle exports fits a pattern.
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This goes back 30, 40 years.
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And when their economy gets into trouble, as it is right now, they always do the same thing.
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They try to export their way out of it.
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The EU is pretty much the last among major developed markets in the world to enact new tariffs against Chinese EVs.
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This makes it harder for the Chinese to redirect exports to other countries.
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You can squeeze them out of the United States and all that production will just go somewhere else, and it won't change the policy.
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What you got to do is get everybody together and all squeeze at once, make the Chinese eat the surplus.
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China already makes one out of every three vehicles sold in the world. It has the capacity to make about half.
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Industry after industry, they flood the zone.
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They introduce massive capacity in a given industry.
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And when I first went to China in the 1980s, it was buttons. They got really good at manufacturing buttons, better than everyone else in the world.
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And they soon had a monopoly.
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Today it's solar panels.
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In the United States, Various trade groups have already labeled Chinese automakers an existential threat.
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It's another proof that the European industry is not competitive yet.
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In a vote in Brussels in July, 12 EU member countries reportedly voted in favor of the tariffs.
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Four against, 11 abstained.
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Votes in favor reportedly included France, Italy and Spain, and abstentions included Germany, Finland and Sweden. The European Commission neither confirmed nor commented to CNBC, saying the vote was confidential.
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They would be the beneficiaries of the tariffs, but they're worried that they have a large investment in China and terrorists put that investment at risk.
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So each company is going to decide which side of that line it's going to fall on.
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I mean, I don't envy them. They're in a difficult situation.
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German carmakers have substantial businesses in China.
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It is Germany's third largest auto export market, after the US and UK.
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The European country has a trade surplus with China in cars and in parts.
103
On the other side, the French and Italian manufacturers are not exposed to China at all because they are more worried about their position in Europe, which is probably the most exposed to this increasing flow of Chinese competitive cars.
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And though the Chinese market has become a lot tougher for foreign companies, it is still a highly desirable place to build cars for export.
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Again, China is a huge battery producer and is responsible for much of the rest of the EV supply chain.
106
If an alien were to come down to Earth today and say, I'm going to build a great car company to rival Tesla, where should I put it? There's no question what the answer would be. That alien would put their business in China because it offers the highest quality at the lowest cost with advanced technologies.
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And not only are the Chinese companies doing this, but global auto manufacturers are basing themselves there too.
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The other fear: retaliation.
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China has already filed a complaint with the WTO over the US EV tax credits, and it has appealed the EU decision.
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My observation has been the Chinese always retaliate.
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Since at least May, the Chinese government has been proposing to raise an import tariff on gas burning cars with larger engines.
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VDA, a German automotive trade association, says this would hit German carmakers especially hard.
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About a third of the roughly 200,000 cars German factories sent to China in 2023 had larger engines.
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Another 48,000 came from German owned factories in Slovakia, Austria and Italy.
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The more likely thing with Volkswagen or Daimler-Benz is, you know, a wave of inspectors suddenly hit their plants in China and discover 37 safety violations and shut the plant down.
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本课的词汇与口语要点
这节 B2 级别的口语课以视频“Why EU’s Tariffs Won’t Stop Chinese EVs”为素材。 视频中反复出现的词有：Chinese, China, tariff, European, trade。 这段视频共有 115 个句子、1933 个单词可供跟读。 讲话部分时长为 11:38。 说话人语速自然，每分钟约 166 个词，接近日常对话。 84% 的单词属于英语最常用的 3,000 词，其余的词建议在练习前先学一下。
视频中的重点词汇
视频中最难的 15 个单词，附发音和释义：
| 单词 | 发音 | 释义 |
|---|---|---|
| tariff 名词 | /ˈtæɹəf/ | 關稅 /关税 |
| import 名词 | /ˈɪm.pɔɹt/ | 進口貨 /进口货, 舶來品 /舶来品 |
| automotive 形容词 | /ˌɔtəˈmoʊtɪv/ | 汽車 /汽车, 機動車 /机动车 |
| automobile 名词 | /ˈɔː.tə.məˌbil/ | 汽車 /汽车, 車 /车 |
| rival 名词 | /ˈɹaɪvəl/ | 對手 /对手, 敵手 /敌手 |
| loophole 名词 | /ˈluphoʊl/ | 漏洞 |
| retaliation 名词 | /ɹɪˌtæl.iˈeɪ.ʃən/ | 報復 /报复 |
| subsidy 名词 | /ˈsʌbsɪdi/ | 津貼 /津贴, 補貼 /补贴 |
| surplus 名词 | /ˈsɝˌplʌs/ | 過剩 /过剩, 多餘 /多余 |
| squeeze 动词 | /skwiːz/ | 壓榨, 擠壓 /挤压 |
| ambitious 形容词 | /æmˈbɪʃ.əs/ | 有雄心, 遠大 /远大 |
| expose 动词 | /ɪkˈspoʊz/ | 揭露, 暴露 |
| propose 动词 | /pɹəˈpəʊz/ | 提議 /提议 |
| abstain 动词 | /əbˈsteɪn/ | 避免, 戒除 |
| abstention 名词 | /æbˈstɛn.ʃn̩/ | 棄權 /弃权, 戒除 |
视频中出现的短语动词
| 单词 | 发音 | 释义 |
|---|---|---|
| slow down 动词 | 減速 /减速, 放慢 | |
| end up 动词 | 到达 | |
| go back 动词 | 回去, 返回 | |
| set out 动词 | /ˈsɛt‿aʊt/ | 動身 /动身 |
| stick out 动词 | 突出, 凸出 |
值得反复跟读的句子
视频中简短而完整的句子，可以直接用在日常对话里：
- We're going to own this industry.
- I mean, it's the same thing with solar panels.
- I mean, I don't envy them.
视频中的语法
说话人最常用的结构，并附上视频中的原话：
| 结构 | 视频中的用法 |
|---|---|
| 现在完成时 have/has + 过去分词 — 过去发生但与现在仍有关联的事 | We've heard · has responded · has already secured |
| 被动语态 be + 过去分词 — 强调发生了什么，而不是谁做的 | is expected · been divided · are not meant |
需要注意的发音
说话人用了 19 次缩略和弱读形式，例如 don't, we're, can't。请按听到的简短形式来说。
- “sh” 和 “zh” 音: retaliation /ɹɪˌtæl.iˈeɪ.ʃən/, ambitious /æmˈbɪʃ.əs/, abstention /æbˈstɛn.ʃn̩/, beneficiary /ˌbɛn.ɪˈfɪʃ.ɚ.i/, existential /ˌɛɡzɪˈstɛnʃl̩/
- 长单词——注意重音位置: reportedly /ɹɪˈpɔːtɪdli/, automotive /ˌɔtəˈmoʊtɪv/, automobile /ˈɔː.tə.məˌbil/, retaliation /ɹɪˌtæl.iˈeɪ.ʃən/, beneficiary /ˌbɛn.ɪˈfɪʃ.ɚ.i/
中文母语者容易读错的音：
- /v/ — 不要读成 /w/，上齿轻触下唇: automotive /ˌɔtəˈmoʊtɪv/, rival /ˈɹaɪvəl/, envy /ˈɛnvi/, levy /ˈlɛ.vi/, convert /kənˈvɝt/
- 词尾辅音 — 要读清楚，后面不要加元音: tariff /ˈtæɹəf/, import /ˈɪm.pɔɹt/, automotive /ˌɔtəˈmoʊtɪv/, surge /sɝd͡ʒ/, surplus /ˈsɝˌplʌs/
- /r/ 和 /l/ 的区别: reportedly /ɹɪˈpɔːtɪdli/, rival /ˈɹaɪvəl/, retaliation /ɹɪˌtæl.iˈeɪ.ʃən/, retaliate /ɹɪˈtæl.i.eɪt/, wrestle /ˈɹɛs(ə)l/
如何用这段视频练习
- 先完整听一遍视频，不要开口，记下不认识的单词。
- 先用 0.75 倍速逐句跟读，熟练之后再回到正常速度。
- 录下自己的声音并与原声对比，特别注意 tariff, import, automotive 这类单词。
什么是跟读法？
跟读法 (Shadowing) 是一种有科学依据的语言学习技巧，最初开发用于专业口译员的培训，并由多语言者Alexander Arguelles博士普及。这个方法简单而强大：您在听英语母语原声的同时立即大声重复——就像是一个延迟1-2秒紧跟说话者的影子。与被动听力或语法练习不同，跟读法强迫您的大脑和口腔肌肉同时处理并模仿真实的讲话模式。研究表明它能显着提高发音准确性，语调，节奏，连读，听力理解和口语流利度——使其成为雅思口语备考和真实英语交流最有效的方法之一。