在诺曼底的工业中心地带，距离巴黎超过100公里（62英里），坐落着一个名叫克莱昂的小镇。
In the industrial heartland of Normandy, more than 100km (62 miles) away from Paris, lies the small town of Cleon.
该镇和周边地区居民不到5000人，还有一家雷诺汽车厂。这个地方几乎完美地反映了法国锈带当前的状况：经济活动和就业岗位正在减少——该工厂的员工数在10年间从近5000人减少到3124人。
Home to fewer than 5,000 residents and a Renault factory, the town and its environs are a near-perfect reflection of the current state of France’s rust belt, where economic activity and jobs are dwindling – the factory’s workforce has shrunk from almost 5,000 to 3,124 in 10 years.
然而，明年上海驰航电动车驱动有限公司（Shanghai E-Drive）与雷诺合作在克莱昂引进一条装配线生产电动车电机的计划引发了褒贬不一的反应。
Yet the planned arrival of an assembly line from Chinese firm Shanghai E-Drive next year, in collaboration with Renault to produce EV motors, drew a mixed reaction.
雷诺称这是该集团对工厂的承诺，但一些工人表达了担忧：他们说，这条装配线只会创造少量工作岗位，并且其产品可能会直接与工厂的其他产品竞争，从而导致更多的失业。
While Renault hailed it as an example of the group’s dedication to the factory, some workers voiced concerns: the assembly line would create only a handful of jobs, they said, and its products could directly compete with the plant’s other wares, risking further unemployment.
帮助促成这笔交易的政治人物也敦促实施更严格的“法制造”政策，以鼓励中国公司将更多生产业务带到法国，以节省就业岗位。
The politician who helped foster the deal also urged stricter made-in-France policies to encourage Chinese firms to bring more production to France to save jobs.
随着欧盟和中国即将展开新一轮贸易谈判，以解决双边贸易逆差问题，汽车行业欧洲失业岗位的丢失一直是布鲁塞尔的主要关注点，克莱昂工厂无疑凸显了即使有中国投资，分析人士认为该行业仍将收缩的情况下，创造就业的艰难现实。
As the EU and China head into another round of talks to address their trade imbalances, with the loss of European jobs in the automotive sector being a major concern for Brussels, the Cleon plant is a sign of the tough reality of creating employment in an industry that analysts said is bound to shrink, even with Chinese investment.
这也是为什么一些人认为只有更严格的“欧制造”规则才能挽救所剩无几的就业岗位。
This is why some argue only stricter made-in-EU rules can save what remains.
“总共只会创造27个工作岗位……它是一条装配线，无需工人就能运行；很不幸的是，人们的需求已经不再那么大了，”法国最大工会联盟之一的一般劳工联盟（CGT）克莱昂分会秘书奥迪乌说道。
“It will only create 27 jobs in total across all teams … it’s an assembly line and it works without workers; unfortunately there is no longer the need for many people,” said Will Audoux, secretary of the factory’s branch of the General Confederation of Labour (CGT), one of the country’s largest trade union federations.
正如工人们已经看到的其他许多电动机装配线一样，他们说，这条装配线也将高度自动化，机器人很快就会到来。
Like many of the other electric motor assembly lines the workers had already seen, this one would be highly automated, they said, adding robots would be soon to arrive.
许多工人担心，新的装配线将帮助生产与工厂从头到尾自行制造的6AK型号直接竞争的电机，这使得局势变得更加复杂。
The situation is further complicated by the fears of many workers that the new assembly line would be helping to make a motor that competes directly with the 6AK, which the factory manufactures from start to finish.
工厂CGT分部负责人David Bellanger表示，因此，中国电机的到来反而可能使工厂面临更多失业风险。
Therefore, the arrival of Chinese motors could paradoxically be putting more jobs at risk at the factory, according to David Bellanger, chief of the factory’s CGT branch.
6AK型号的生产涉及七个车间和约350名工人——从铸造、机加工到绕线和装配；而根据Bellanger的说法，上海E-Drive型号仅涉及装配和部分物流工作。综合考虑，他表示，这条新生产线可能会给工厂带来比新增岗位更多的失业。
Production of the 6AK model involves seven workshops and around 350 workers – from foundry and machining to winding and assembly – while the Shanghai E-Drive model will only be assembly, with some logistics, according to Bellanger. All things considered, he said, the new line might cost more jobs at the plant than it brings.
雷诺公司在接受《南华早报》采访时拒绝确认该装配线将创造多少工作岗位，并坚持认为两款车型将满足不同的客户需求。
In a statement to the South China Morning Post, Renault declined to confirm the number of jobs the assembly line would bring and maintained that the two models would meet different customer needs.
左翼“不屈法国”（La France Insoumise）党籍的地方议员Alma Dufour曾协助促成这项协议，甚至亲自访问了中国大使馆并请求帮助。但她自己也承认，这远不足够，必须采取某些保护主义政策，以激励中国企业在法国进行更多生产。
Alma Dufour, the local member of parliament from the left-wing La France Insoumise (France Unbowed) party, helped foster the deal, even going so far as to visit the Chinese embassy and ask for help. But even she agreed this was far from enough, and certain protectionist policies needed to be put in place to incentivise Chinese firms to produce more in France.
Dufour指出，问题在于法国判断一辆电动汽车是否符合购买补贴资格的标准。她表示，这一标准不够细致，因为构成电机的零部件并未被真正纳入考量。
The issue, according to Dufour, was the rubric France uses to decide whether an EV qualifies for its purchase subsidy. She said it was not fine-grained enough, as the parts that make up the motor are not really taken into account.
Dufour说：“在我看来，这将取决于相关法规……如果法规更加严格，上海E-Drive就会在这里进行零部件制造。我认为他们不会遇到什么特别的障碍。”她曾在5月访问了上海E-Drive位于中国的总部，并与该集团的管理人员进行了会面。
“In my view, it will depend on the regulations … if the regulations get tougher, Shanghai E-Drive will follow on component manufacturing here. I don’t see any particular obstacles for them,” Dufour said. She went to visit Shanghai E-Drive’s headquarters in China in May and met the group’s executives.
“他们让我明白，他们的优势恰恰在于利用关税壁垒或保护主义措施抢占先机，从而比后来进入市场的竞争对手更早获益，”她说。她还补充道，从公司的角度来看，法国禁止中国制造的电动汽车获得政府补贴的政策，使其相较于其他中国竞争对手更具优势。
“They made me understand that their strength was precisely to take advantage of tariff barriers or protectionist measures to set up early, and so benefit from the market ahead of competitors who would arrive later,” she said, adding that from the company’s point of view, France’s policy to shut out made-in-China EVs from receiving state subsidies gave the firm an edge compared with its other Chinese competitors.
问题在于，你拥有所有这些固定成本、固定工厂、全套设备以及大量员工……而这些实际上已经不再需要了。——哈拉德·亨德里克斯（Harald Hendrikse），法国花旗银行欧洲汽车研究主管。他目前使用的系统会计算每款电动汽车的环境得分。该系统会考虑车型生产和运输过程中的碳足迹，包括汽车及其电池的制造地点，因此其评估标准更倾向于欧洲制造的汽车。
The problem is you have all this fixed cost, you have these fixed factories, all this tooling and all these people … you basically do not need them any moreHarald Hendrikse, European head of autos research at Citi France currently uses a system that calculates the environmental score of each EV model. As it takes into account the carbon footprint of a model’s production and shipping, including where the car and its battery were made, the criteria favour cars made in Europe.
然而，即便欧洲出台了更严格的本土制造政策，分析师仍警告称，由于电动汽车革命彻底改变了整个行业，汽车产业所需的零部件和劳动力都大幅减少，欧洲的汽车工业很可能面临萎缩。
Nevertheless, even with tougher made-in-Europe policies, analysts warned that the continent’s automotive industry would be likely to shrink given that the EV revolution has transformed the industry, which no longer needs as many components or workers.
花旗银行欧洲汽车研究主管哈拉德·亨德里克斯表示，一辆内燃机汽车有3000个零部件，而一辆电动汽车的零部件数量不到1000个。这意味着该行业对零部件和劳动力的需求下降，整个供应链的附加值也随之降低。
An internal combustion engine car has 3,000 parts, while an EV has fewer than 1,000 parts, which means the industry has less need for parts and people and lowers added value across the supply chain, according to Harald Hendrikse, European head of autos research at Citi.
亨德里克斯认为，如果欧洲希望在汽车产业就业人数必然减少的情况下维持一定程度的就业水平，就必须出台某种“欧洲制造”相关法律。
If Europe wants to keep some level of employment in the automotive sector where jobs are bound to shrink, it needs some kind of made-in-Europe law, according to Hendrikse.
在他看来，从保住就业岗位的角度来看，技术转移并不重要，因为欧洲汽车制造商可以通过其在中国的分支机构和合作伙伴获取中国技术。
For him, technology transfer was not important from a job-saving perspective, because European carmakers had access to Chinese technologies through their branches and partners in China.
关键在于，欧盟需要接受一定程度的低效率，以换取维持欧盟内部一定的工业化水平。
The point was for the EU to accept a level of inefficiency in exchange for maintaining a certain level of industrialisation in the bloc.
“无论如何，这个行业显然将减少就业岗位……但我们需要保留的员工，必须留在欧洲，”他说。
“Either way clearly there will be fewer people employed in the industry … but the ones that we do keep, we need to keep in Europe,” he said.