 I'm very happy that our co-chairperson of the party the left, Janine Wissler, is here with us and she has the floor right away to open this event. Yes, thank you very much Manuela and thank you very much for this invitation. I have to say that I'm very pleased to be able to open this conference on this very important subject. It is indeed a very important subject because mobility is a very important issue if we want to meet the climate goals and especially in the automotive industry and the transition in mobility in general is targeted by many of the demonstrators for example the climate activists. We need a quick exit policy from the co2 production and we have understood very clearly this year that the climate disaster is not too far off I'm afraid we can feel the effects of the climate change already certainly in the global south but also in europe we've seen forests burning we have seen inundations and this jeopardizes the very existence of the people living in those areas and therefore we understand that protecting the climate is really one of our prime tasks. When we talk about a transport conversion or a transition then we have to understand that many people working in that industry are afraid of losing their jobs and are afraid of losing their subsistence their livelihoods and so therefore we must come up with a valid project for actually making it work being very good in defending the climate and at the same time shifting towards an ecological mobility industry we need to become much more sustainable at the same time we need to be democratic in all our endeavors the automotive industry is certainly one of the most central sectors in this respect certainly in Germany because despite the corona crisis and the fact that far less cars were sold they have made a huge profit five billion of those profits were paid out to shareholders in dividends so this is a flourishing business because also the state jumped in and offered compensation for furloughing of workers for example so some big multinationals received public funding for the crisis in the economy but then they were at the same time able to pay out dividends which should be a no-go and we really have a huge problem in that respect the transport sector the car industry still driving around in cars is a major danger to the climate and none of the co2 emissions have been reduced since the 90s and a huge part of that is to is caused by the car or by the by this transport on roads up to 2030 the co2 emissions are supposed to be reduced by over 55 percent in the european union and the climate neutrality should be achieved but it is factually probably impossible and then the traffic should also be involved in the emission trade but the whole topic of traffic avoidance traffic jam or the traffic turns they remain completely underlit in bruce the traffic policy vision that means that we have what we actually really need is not just changing the traction and the transmission technology is public transport much more than the private transport on the roads the electric cars or vehicles can not possibly really make up for the ecological game changer that we need because in fact cars and roads use up much too much space and therefore we need public transport which must be affordable which must extend its network much broader to all the outlaying regions and it must be run in a cost efficient way of course this has already been achieved in some cities or metropolitan areas what we would like to see our countries where in the main you will be using trains and transport on rails but thousands of rail kilometers have been decommissioned in germany hundreds of train stations have been abandoned and huge regions cannot be reached by public transport any longer so that is something we really urgently need to change because it also has a social dimension and that's something that brussels must understand because otherwise we will run into further conflicts of about resources and we simply need to take stock of the social repercussions of our political choices the european left said at the end of the european forum last week we really need an unparalleled shift to new modes of transport for the future and the opportunities are not bad at all from the research we know that stringent socially minded transition of transport could really make up for the potential losses in the car building industry but we do need a very ambitious climate and automotive policy to move forward in this area we should not leave it to the market forces this whole transition because entire industrial areas might be destroyed that way we need a transition fund in order to convert the supply chain for example in a sensible way and we need to create alternative employment in the rail transport moving to an ecological mobility industry will not be achieved at the same pace in all the individual countries of the european union and therefore i think that the study which is being launched today is a treasure and we will find very interesting initiatives in the study and be able to take up some of the ideas i'm sure i'm very curious to find out more about the results and your findings and i wish us all a very lively debate thanks very much yeah thank you for your friendly words and thank you for your friendly words and for welcoming the study and thanks a lot as well to mentioning what we have to do for example in germany to create new jobs in other industrial sectors but also to mention what we have to do in europe and what is our task as a european left so now we are going to present the study our different authors are going to talk about it and we start with Salvador claros ferret from the spanish trade union comisiones obreras please thank you very much and thank you for inviting me in to a such relevant meeting i only have seven minutes to summarize the main issues it's quite a challenge in seven minutes firstly we identified that in spain we were quite late faced with the transformation with the european policies of emission reductions and this lead to question marks regarding the drop in the demand we've seen in the last years deepened by the covid crisis and also due to the lack of supply of components faced with this situation of the 17 plants manufacturing plants we see that the majority have estimated a drop in the production of 20 to 30 percent many workers temporary workers were laid off not the permanent staff and that was done through furlough schemes due to the lack of microchips that we think that the furlough scheme is going to continue until next year mid next year or the end of the next year so the situation of the manufacturing plants in spain is quite pessimistic now regarding the manufacturing of electrical vehicles it's quite testimonial so we see more hybrid vehicles than electric vehicles even though the increase in the last years has been spectacular not exponential but spectacular the lack of the new mobility culture the difficulties to charge the vehicles are some of the obstacles regarding the industry we are faced with the possibility to lose some of the assets nissan motors is going to leave spain it's the first plant closing in baslona and it's generating quite an alarm in the sector and the closure of plants might affect the secondary industry we see that they represent brands that have decision making in other countries and this is very important for our industry in order to keep models resources etc we don't have our own production in the country regarding strategic components of batteries for example and microchips regarding batteries and now the plants are being decided and there's a quite fight between the regions and he apologizes to the interpreters for speeding up but if i don't do it i won't be able to say what i want so semiconductors also for 2022 as i said we foresee the furlough schemes are going on and also there is the sales the maintenance of vehicles are at risk and there is also a very affected sectors due to these main changes the circular economy finally is a part of the business that is very little developed and it might represent a radical change now regarding employment there's an european study of clipper the european association of automotive talking about a loss of employment of 300 000 jobs the electrical vehicle will be a loss in the value chain with consequences in the secondary industry and the manufacturers the loss of jobs is due to the simplification of components and the less time you need to assemble their vehicles so the loss of companies and of jobs in the sector of components is very worrying also we are thinking about the upskilling or reskilling of workers and now regarding the business model due to the high price of the vehicles so marginalize the working class it's over 30 000 euros and it reduces the number of vehicles that can be sold we don't see a change in the strategy for example rental cars instead of buying so services more than ownership of private vehicles now regarding governmental policies there are important investments the government has adopted recovery green plan for example for hydrogen batteries as well as um charging points etc and now regarding the sustainable development sector investments are being made but in our opinion that's where we see the weaknesses regarding the changes and i'm concluding with some general observations firstly the sector is moving between tension with employment and environmental sustainability we don't want to lose employment it's an important sector it generates important resources but the environmental sustainability is the other side of the coin and it generates tension industry is moving in between technological change with mobility the connected vehicle but that's that change occurs in our first stage the technological transformation of the vehicle but we're not tackling the cultural change the business model change going from manufacturing to mobility service which is what we see at the horizon but we can't see right now this second phase of changes we don't see it in the agenda of the automotive manufacturers this poses a big question mark so we don't know whether the sector is going to change whether they're going to be alliances between the brands whether there will be changes in production so this is a very quick summary but as i don't have more time thank you very much for listening to me thank you very much salvia for this description and naming all the challenges which are coming towards us and i have also put the link into the chat for our study so who's interested to can have a look into this study it's in english and i'm thankful that you also have been talking about the price it's very costly to buy an electrical car and the idea is not really that the change in mobility can be guaranteed by everybody buying now an electrical vehicle i mean that's not the idea because that won't solve the problem of the climate change because we are in against another challenge now i'm going to give the word to samuel clebaner he is a professor at the sorbonne university in france so please thank you thank you thank you thank you thank you manuela and thank you thank you manuela thanks to the rosa luxembourg foundation how can this sector become a necological sector it's a matrix we have to ponder upon the economic and political reasons for transformation i.e. for transforming mobility but also this raises a lot of questions about the industry about the sector in my report i've tried to answer those questions i've reached a number of conclusions in terms of how to democrat democratically organize the sector the car industry in france has a very big weight it employs 200 000 people direct jobs and 2.2 indirect workers in the repair sector in the repair and maintenance sector despite the fact that there is general precarity in employment in france the car sector the car industry still has a fairly high level of protection and remuneration for workers the car industry in france is also a sector where there's a lot a lot of innovation thanks to honneau and stilantes and a lot of suppliers like folio and forrestia who are number one leader companies if you compare this sector with the rail sector the rail sector is also a historically important sector in france it has 10 times fewer workers for building trains and then there are jobs in the car sector it's hard to make comparisons because it's a different logic in terms of production car production is based upon a mass system responding to demand whereas the rail industry needs public orders durable and long-standing public orders to be able to sustain employment so what needs to be converted that's the question really we need to also wonder what is the the role and weight of mobility in france today france is the biggest the largest country in europe it is a rural country and but a rural country with a number of big urban areas or conurbations so we have to look at mobility in france since 2000 most large cities have massified their transport offer i.e. trams underground trains metro and buses but by the same token a lot of regional trains have been canceled which means that access to mobility is a different thing if you live in a city it's quite different if you live in the suburbs in the peripheries of cities where access to services is much more complicated and mobility is a crucial stake in france a political issue testimony to that is the big campaign initiated as from 2018 by the yellow vests and also the the political slogans that you or political decisions that you have i.e curbing the maximum speed on our roads or making it much more difficult for cars to get access to cities all these measures are seen as punitive measures by users whereas many users are actually depending upon their individual cars so mobility needs to be accessible to as many people as possible and in this respect and e-vehicles are an efficient means to improve the environmental footprint of cars without changing mobility and putting it upside down but there is a with the electrical vehicles we have a vehicle which could be seen as ecological the battery duration or life cycle is long the car can be plugged in and connected to the grid so as to cut fossil fuel related emissions this means that a technical network needs to be set up also a framework of rules political and social rules to integrate electrical vehicles in their environment so that it becomes carbon-free there is also quite clearly an economic opportunity french producers are making strenuous efforts to integrate the value chain in france and in europe so as to produce batteries cells to assemble cars and to also have also production of electronic components so this is a possible development but this means that we need to massify public transport offer we need to densify rail networks in france because they've been hit hard and we also need to promote soft mobility inside cities it is a trend which we can identify at the moment the objective being to develop inter modality which could be a solution but this would this means that of course you would need trains that are adapted to the new mode of transport this raises the issue of prices it has to be attractive for families and affordable and we also need to make sure that urban sprawling is limited we need to make sure that medium-sized cities are becoming more attractive so as to have a better transportation flows optimistic service show that it is possible to create more jobs with this new mobility more jobs than the jobs that we have with the current mobility but of course what types of jobs are we going to create and how are we going to orient industry to put it on this on this path in my report i conclude that is urgent to conduct a democratic industrial policy what does that mean it means that industrial policy needs to be included not so much at the service of economic objectives but it should be put at the service of social and environmental objectives social and environmental objectives must be seen as destinations objectives that we need to achieve an industrial policy needs to be seen as a means to achieve that and today when we look at the french political situation these policies are actually conducted at different levels the environmental the environmental protection department there's the economics department the transport department they all work in silos right what we need to do is we need to develop a holistic policy with a clear crystal clear objective and with the appropriate resources that can be applied if you look at job conversion well the employment department needs to put together a training plan in keeping with the social and environmental objectives that we have today what what can we see we see that national governments set the objectives i.e the end for internal combustion engines and big car manufacturers and clients are left free to organize themselves and this is quite terrific and tremendous in terms of social damage if you look at for example public foundries the government has said by 2030-2035 we don't want to have internal combustion vehicles try to think of something else and of course then foundries and other operators have to start planning for the for the medium term five to ten years if there were long-term planning things could be anticipated by the different economic operators by supply and so on and trade unions could also start working on training plans which means that conversion would be applied not just to industrial production but also to employment jobs the same can be said about the repair and maintenance industry we need to heed these changes to take them aboard but for that we need a global industrial policy in keeping with the set objectives in France there are a number of levels of power with industrialists elected representatives representatives of workers trade unions and in order to try and and discuss and and plan for the future but these groups or think tanks should become more active or and have a should have should have a say really the question is what do we need and how are we going to produce it this is the general political conclusion that you will see in my report following the many interviews I've conducted with different players in the industry they share the view that we need to be clear on the objective to discuss to talk and to plan to plan I had to be brief but of course I'd be glad to to come back to some of the points I've made and to answer your questions at the end of the round of presentations thank you in addition to the discussion I have the opportunity to thank you very much as Samuel the play of the urban space and the rural regions you put in place how important it is Samuel that you have also been talking about the connection we have to draw between the rural areas and the urban areas and it's really important to take in to account the global picture if you really want to draw up a new industrial policy and now we are happy to listen to Matteo Gadi from the Italian trade union and he has also been one of the co-authored of the study yeah okay many thanks manuela for this invitation I will share my screen I'm sorry okay okay I will try in seven minutes to explain the case of Italy where the main problem in my opinion is not so much the ecological transformation of the automotive sector but radar the existence or not of an industrial structure of the mobility sector and the corresponding jobs because let's see let's see why because first of all I would I like the Italian situation about the production of vehicle which is a dramatically dropped you can see that at the end of the 80s Italy produced about two million vehicle but 30 years later vehicle production collapsed losing around 72 percent 72 percent of the volumes and this collapse gavely affected the employment of the sector both from the point of view of the employment level and from the point of view of the employment structure from the point of view of the employment level we can see that in 20 years Italy lost about more than not about more than 36 000 jobs but this reduction differently affected the automotive sector as a whole because we can see that in the 1998 the most part of employment was in the final assembly of motor vehicles with 52 percent but 20 years later on the contrary the most part of the employment in the sector is on production of parts and components and some authors in front of this data some authors stated that okay Italy can't lose the production of vehicle but at the same time can specialize in the component production this is not true first of all because an Italian national champion in component production doesn't exist because of three or four years ago FCA sold the Magneti Marelli to Japanese companies calzoni can say and Magneti Marelli was the largest component producer in Italy so we don't have a national champion producing parts and components for automotive sector and between the top 10 component producer in Italy only three are Italian and all the other are foreign home made from Germany from Japan from France from USA etc and the rest of Italian company are small medium enterprises so they are very weak from the point of view of the budget from the point of view of the financial capacity of the investment of the industrial capacity etc second the most part 52 percent of component produced are exported abroad in particular within the European Union and in particular the first destination country is Germany but it's clear if the final assembly plants are located in Germany the German plant will absorb the production of parts and components produced in Italy so basically in the actions of a domestic manufacturer producing vehicles and in this way capable of absorbing the production of parts and components for a multinational there is no reason to remain in Italy to produce parts and components and in this way the production of parts and components can be relocated abroad in particular in the in the so-called low-cost countries and in particular close to the German plants so even the production of parts and components in Italy is at risk of relocation abroad and to summarize the production of vehicles dramatically dropped the production of parts and components can be relocated abroad so the question is can public transport sector compensate for the decline of the automotive industry my hands were is very worrying because this depends on public policies I mean the investment decided by national government or by public authorities depends of the existence or not of an adequate industrial production capacity I mean an industrial structure capable to produce buses and trains and finally for the rules of the European public procurement framework first of all public policies the first table concerning the the buses and we can see that both from the point of view of the employees and the buses the number in this period dropped and a similar situation we can see in the second table of this slide about the trains both from the point of view of the traction vehicle and from the point of view of the passenger coaches because the budget cuts defined by Italian government according to the austrian and neoliberal policies determined this situation so the number of buses the number of trains the number of employees of this sector in this period dramatically dropped second about production capacity this table is dramatic we can see in the first column the number of buses manufactured in Italy and in the second column the buses registered in Italy the buses registered in Italy per year range from 2000 and and 4000 but the number of buses produced in Italy is very very low and this difference means import from abroad the situation is similar about the production of trains yes of course a train industry in Italy exists but it is dominated by the multinational like us Alstom and Bombardier which have an industrial structure fragmented and widespread across the Europe in particular within the European Union in the low-cost country like us Poland, Czech Republic, Hungary etc and they can relocate abroad part of the total of the train production and finally because my time is finished the European rules about public procurement European neoliberal policies cannot allow the government when a government issue a public tender to buy trains and buses to insert with it public tender the so-called social closes I mean closes we guarantee that the production of this public means of transport take place on national territory so we are loosing the automotive industry we are loosing the parts and component production we are at the same time very worrying about the situation of the mobility sector as a world because the data demonstrated that the production of buses the production of of train cannot place in Italy but on the contrary could be relocated abroad so I think many thanks for your attention and I think that you understood that I'm very worried for Italian situation and in particular for the for the situation of Italian workers many thanks yeah thank you thank you thank you thank you very much Matteo I'm very glad you mentioned the European framework for public procurement and that we need the social clauses in this procurement rules and that you have explained it very well in your study and now I'm talking to everyone we can have a little debate now if there are any questions if you have any comment to our speakers just raise your hand in the chat or you just click on your camera we are going to continue you know with Monica and Marty's cover because she has been working with her colleague on the study for the Czech Republic and Slovakia and she's working in the Celsi Institute and she's an expert in this field so you have the floor please hello everyone it's a pleasure to be with you today yeah I'm supposed to briefly actually present two case studies or two studies we produced with my colleagues Patrick Gagazzo and Tom Smith so on Czechia and Slovakia so I'll try to compare a bit the two countries although they are very very similar in many aspects so when we talked about the reduction of workplaces in Italy and France most of them appeared in these countries yes so so the the employment in the last 20 years rocketed in the automotive industry mostly through foreign direct investments yeah automotive industry as such employs around five percent of the whole workforce in these countries and Czechia has like three final producers Slovakia already four final producers and quite a lot of suppliers engaged with super high share of foreign direct or of multinational companies involved so there is like local element is missing and it's one of my discussion points for the further discussion is that what about countries where the foreign direct investments played such an important role and the car industry was like mostly imported into the country as such and the local policies were mostly reduced to attracting foreign direct investments so engaged so politicians mostly engaged in competitive bidding but not that much developed some local policies to to to bring something own into this industry yeah so in such a situation these car industries industries appear to be in in like so dependent position that it's so difficult for the local actors to even find a way how to how to deal with the situation yeah this was very visible from the interviews we did we did interviews with trade unionists employers NGOs also journalists to see about the discourse on the transformation of this industry and and and we find out that that's for for many of the of the local stakeholders it's even difficult to understand where it is going and the here this dependent position appears that it's it's quite difficult for them to develop their own strategy and at the same time to understand where it is going when we looked at more like and actually this study was perfect opportunity for us as researchers to also look at this like mobility industry as such to see the whole ecosystem in the local country but first of all you with such a dependent country on foreign direct investment and so you will have the production completely completely out of the consumption yes so the consumption of the cars or of the mobility is something completely different story than than the production so you may have production of electric cars in Slovakia and Czechia but the these cells are super low so there is like this connection also in our study we looked at other at the production of other mobility transportation systems or vehicles and this also gives another picture how these countries may be prepared for the transformation or where the transformation will be heading while in Czechia there is other transport vehicles production there are 24 000 people employed for three bus finalists produces buses here in Slovakia there's nothing else than the car production and the individual car production and around like 5000 other people work in some production or repairs of trains and these like other things so I would support Matteo's hesitations about the possibility to do to do the transformation and and the relocation of jobs from one mobility industry from car car industry to other mobility industry because there is simply no space to to employ all 300 or not 300 but even like 100 000 employees to relocate to other mobility industry so this this doesn't seem to be an option for for for these countries yeah and and in terms of relocation or or building this like new new value chains in terms of like battery production and and extraction of lithium and these issues it also may produce some workplaces and it may not be that disaster in terms of like the final result of workplaces in these countries but the the question is the the quality of workplaces and the structural unemployment which current employees will be facing because that there is like more than one third of all employees employed in the car industries in these countries are manual workers which with the digitalization and automatization and with the cars electric cars production they will be becoming very soon redundant and the local policies are not ready to deal with the with the employees which are redundant it's the this is something these countries solved in their when in the transition period in 90s when the communism fall they solve the situation with attracting foreign direct investment so so the response for the for the structural unemployment was to attract foreign direct investment but this may not be again an answer for the future development in the automotive industry globally and and the local impacts will be like very severe i'm afraid and this is not really even discussed in these countries so so these these these are our main concerns and main points from from the studies we produced for Czechia and Slovakia so i stop here thank you yes thank you very much Monica and thank you very much indeed for having appointed us to the fact that it would be very useful to establish indeed the value chains locally but how difficult it is because there's this huge dependence on foreign direct investment present and it is very clear from the texts in both the Czech Republic as in Slovakia now i'm very very pleased but Tanja and Darko are also there they are the co-authors from Serbia and they work at the center for politics of emancipation in Belgrade and have submitted a very interesting text on Serbia please you have the floor thank you thank you Manuela thank you all for having us in here tonight first because of the short time first i'll very shortly represent the findings regarding the automotive sector in Serbia and then Darko will talk more about the interviews i mean the the our findings regarding the interviews with stakeholders so first of all if you want to get at least the partial picture about automotive sector in Serbia and its impact on the labor sphere i think it's it's very important to understand actually the position of Serbia and state in the global division of labor and we can say that the whole transitional period from socialism to capitalism until today was characterized by the process of industrialization privatization of almost all productive resources in combination with the extremely bad macroeconomic policy monitor policy fiscal policy which actually increased the dependence of Serbian state on the import so we can say that Serbia remained on the periphery of capital markets which means minimal or better to say no power at all to influence global economic flows so taking into consideration the lack of capital Serbian government is completely oriented towards the attracting the foreign investments which of course means creating the environment and favorable condition for for for capital which means of course the owner of the capital invests less funds and get the highest profit so we can say that almost all fdi that are coming in Serbia are searching for low low skilled or even unskilled labor so the production based on new technologies that can actually improve the economy are very very limited in Serbia so it's mostly about production of the components marginal marginal components for vehicles and these are very often dirty industries that are endangered environments even so but we can say like that Serbian government continues to to sell their workers offer their workers to foreign investors as highly qualified and cheap labor for private companies it's of course more important that it's cheap than it's highly qualified so we can say that earnings in these sectors are around uh uh minimum guaranteed uh legally uh minimal guaranteed level uh taking into account that in the automotive sector in Serbia are working around 60 000 people uh waste majority of them are receiving a salary that is at the minimum level which is in Serbia now around 270 euros let's say like that so we can say that these uh uh legally regulated minimum wage represent the greatest benefits for the for the companies and those low wages enables companies to save almost 80 percent of their of their costs so but comparing to to to other countries we can say that Serbia has a lower corporate profit tax rate so for example if company invests more than 8.5 million of euros and it boils more than 100 people they are exempt from paying the corporate income tax rate so like for next 10 years from the moment when they start to make a profit in Serbia and that's almost all almost all automotive companies that are operating in Serbia it's like that so also Serbia offers them very cheap electricity very cheap water we can say that in Serbia there are 15 trade zones where these automotive companies that are operating are exempt from paying the uh tax uh uh value added tax on the construction materials on energy transport fuels also in these free zones they are exempt from paying custom duties on the raw material on equipment on on construction materials and so on and so on also local governments are very often uh offering to those private companies the the uh land at price which is much lower than the market price which very often turns into the free transfer or free transfer of land for private companies so the list of incentives are not uh sorry the list of incentives are not ending uh in here also Serbian government offers uh financial subsidies for those companies but because we are very short it's time i think it's time to that Darko will take the floor thank you yeah i just went to this uh this position this whole situation puts the the workers mostly in the very precarious position and they don't have any any kind of negotiating power especially because there is a Serbian automotive sector only produces components not not whole products only periphery components mostly like cables and and maybe some windshield motors that what i think that windshield motors is one of the most complex uh product from this market uh but uh from the from our talking with the stakeholders we talked with uh a representative trade union so even company management uh from the uh scientific community NGOs dealing with environmental protection and so on journalists also uh we could conclude that uh yeah there are two perspectives on the environmental protection or the environmental environmental transition uh people who are coming from scientific community and NGOs mostly they do see the the problem with the electronic vehicle production most of the car production they they don't see that as a green transition uh they understand that that this transition should be focused most on the public transportation but these groups are not in the position to implement any kind of policies they're not even in position at this moment at least to influence the policies they're very marginal environmental NGOs and and part of their scientific community uh people coming from trade unions or working in automotive industry or general public generally considers environmental transition as transition to to using e-vehicles uh personal e-cars which is problematic but this is how how generally this is presented in public in government is giving subsidies for the purchase purchase of e-vehicles uh so uh trying to to to to to push some other agenda is going to be going to be kind of difficult uh this is this is indicative of this lack of knowledge in the general public but it's also indicative of of fear mostly from the basically people working or associated with the auto industry as such as it is because they are also like similar like in Italy or or or or like in Czech or Czech and Slovakia they're afraid for their jobs they they they don't mind that they think that they could produce part because they're producing parts they can produce parts for whatever industry but they think that uh switching possible to to public transportation vehicles or whatever cannot produce enough of jobs or enough of requirements for for the parts um and uh it is interesting maybe to to to just to mention that they do uh see that these stakeholders can identify the biggest barriers to transition they for one they can very good identify this position of Serbia in global economy they do understand that uh they don't have any kind of power that even uh produces here don't have any power these these are any companies that they that are be dictated from from from uh whatever uh wherever the headquarters of these companies are there is basically no domestic companies in Serbia uh but they also see the the one of theirs is the the the the government Serbian government that is focused mostly on attracting all the foreign directives like like Tanya mentioned which means that they are all in standards both working uh for the for the workers but also for the environment environment uh and uh yeah but uh representatives from NGOs they also mentioned the the the learn cultures so to say this so that that even uh even that there was with push maybe better uh for for the green position that they that most of the people would find hard to to to to change their behavior and their dependency on the car especially when uh the implementation of the public transportation needed for the for the for the whole side of the function we need to be so radical because the public transportation at this point is in a very dark dark dark state so Serbia is now importing the the euro three or euro two combusting agent cars from the EU because they are cheap because people don't need them cheap vehicles to to transport to the to the well to commute to their their uh works uh jobs because public transportation is very very in a very bad condition and uh it can't be probably fixed in a in a short term actually maybe in a long term yeah and uh yeah but but the positive situation let's say is that we can't see the rise of the environmental um consciousness in a wider population uh in Serbia at this point there are ongoing mass protests against the lead to your mind or that uh re-op into companies trying to establish routine to in the in the near future clients to to to start exploitation with human people are rebelling against this because of the the environmental uh consequences that this could be this uh should indicate the the rise of environmental consciousness but uh what the policies uh are are still are very unclear uh thank you thank you for the time and yeah yeah uh thank you daco and tanya thank you daco and tanya you have given a very clear picture we have from the one hand the dependence of the industry they really need to to produce small components small parts and then you really have to ask the questions do we have an industrial basis for an alternative production but then on the other hand if we think of the huge production we had in the railway sector in Serbia and the public transport sector which was very strong there in the past and now we are in front of a huge challenge again i think that's very impressive and i can only invite you to read their part in the study they had conducted 18 interviews to elaborate their part and now i've got good news we have another representative from the the IEMA in the institute in brazil isis demis she's working for the industry in for the institute in brazil who has contributed to the part of the study which is talking about the situation in brazil the opportunity to be here it's a pleasure to be able to present to you the conclusions drawn by IEMA i would like to excuse the members of the team who couldn't be here for health reasons so i'm going to convey their conclusions they carried out a study and the entire team was involved in writing this study during this study we tried to understand the transformations the brazilian industry is going through and to try to compare it to the economic situation of the country we studied the electrification of cars and the role digital technologies play in brazil the main risks we identify was a loss of jobs along the entire productive chain to continue to produce internal engine powered vehicles and importing electric power cars making the car become a consumption goods reserved to elites the general failure of the public transport and the return of clandestine means of transport the clandestine public transport affected huge cities in the nineties and this phenomenon is back and there's no political will to promote public transfer policies that would enchain a chain in urban mobility so that we can guarantee the right to transport this is a fundamental right the country is going through an economic slowdown and that is a generalized process and the country is going through a slowdown in industry industrial production our demercades closed their plants and our capacity to produce is shrinking and our imports are increasing this will create more unemployment and jobs will be transferred to other countries in brazil we've got subsidiaries of industries that follow the guidelines from the parent company and brazil went through a huge technological transformation when we introduced flex cars that use ethanol and other kinds of fossil fuels and what we would like to say is that we would like to use more hybrid vehicles that are produced in brazil and to use electric cars but these would have to be imported this is a luxury segment part of these jobs could be compensating creating more jobs in assembly lines that produce bodyworks and chassis but for that we would have to relocate the workers from the autumn of chain to other industrial branches we should substitute the use of diesel by the use of electric power cars but we don't have a national strategy to make this a reality brazil could broaden this market because the brazilian has a brazilian industry produces buses we have a strong tradition in manufacturing bus and we export them to neighboring countries and we are competing with lots of chassis manufacturers who are trying to see what they would use battery gas hybrid fuels and we when we talk about zero emissions well through our studies we realize that we should promote the electrification of our fleet to have more battery powered cars but if we don't get government subsidies to make this change possible we will fail if we try to change the motors of the buses because the diesel powered buses is a very consolidated industry brazil is lagging behind it's going through a deindustrialization process so we would need to plan and we would need to coordinate policies and align them to technological developments it would be up to the state to regulate the markets and promote public interests and they should recover that public transport promoting public transport would create jobs would create income and it would create factories that would build components and this would improve public mobility we need to invest in our national bus industry that already exports to other countries and make those who live in cities who don't use public transport who use private cars decide to use public transport and we would have to have a better quality public transport to make this a reality if the brazilian industry does not embrace digital transformation and doesn't change it ways and if there are no public objectives to promote public mobility while reducing social economic differences what will happen is that we will suffer setbacks i would like to remind you that in six months the number of brazilians who started living below the poverty line was triplicated we have almost 28 million people living below the poverty line in brazil so we really need public policies and we have to think in the greater good that's all i had to say thank you very much yes thanks a lot isis for your presentation it was great that you could spontaneously help us out it looked like as you had prepared it before and yes it is really important to think of the public transport also as an instrument to close the gap between the rich and the poor and to give an offer for everybody and we see that in the big cities there is a lot of pressure on transport the individual transport because there are a lot of illegal vehicles driving around and they don't really guarantee the right to mobility and it is really necessary to create a bigger offer of public transport and it is not about important more luxury cars and vehicles to brazil and i think that's also very important for europe where these luxury vehicles often come from so now i want to give the opportunity to our participants questions comments