时尚汽车_汽车生活移动版

西班牙施行了欧洲最严格的封禁令。西班牙首相佩德罗·桑切斯警告，将“逐步缓慢”复工，并且一旦发现新一轮疫情爆发的迹象，可能会取消解封。

西班牙的新冠疫情非常严重，共有死亡病例超过22,000例，排在全球第三位。西班牙允许包括工厂和建筑工地在内的部分“非必要”企业在复活节后复工。从上周日开始，14岁以下儿童六周来首次被允许走出家门，在一名成年人的陪同下散步不超过一个小时。（没错，规定的时间非常精确。）

上周三，西班牙将“紧急状态”延长至5月9日。“紧急状态”授权政府执行封锁令。

与此同时，意大利总理朱塞佩·孔蒂上周早些时候通过Facebook提醒国民，意大利即将取消封锁令。意大利的封锁令在欧洲持续时间最长。他在上周一表示：“我们的合理预测是从5月4日开始解封。”

到目前为止，意大利并没有披露有关所谓的“第二阶段”的详细信息。

在复活节之后，政府向园艺商店、童装零售店和书店开了绿灯。在罗马最大的大学之一罗马第三大学的街道上，书店于上周重新开始营业，但很少有顾客光临。由于学校无限期停课，学生只能待在家里；经过书店的人屈指可数，而且人们都戴着口罩，没有心情浏览书店的新书。

丹麦在欧洲国家中率先解封。丹麦政府在4月14日宣布学校复课，结果引发了混乱。家长们组织起来抗议政府的决定，甚至建了一个Facebook群组，名字叫“我的孩子不要当实验对象。”

不止丹麦人主张缓慢恢复正常生活。

德国商业游说机构呼吁在决定经济复工复产时应该极其谨慎，以免导致疫情第二轮爆发。德国工业联合会主席迪特·肯普夫表示：“再来一次封城，将对德国产生无法预测的后果。”

本文包括来自马德里的伊恩·蒙特和来自罗马的伯恩哈德·华纳的补充报道。（财富中文网）

译者：Biz

What if you opened a car showroom and nobody came?

That’s the dilemma facing many car dealers across Germany, who were given the all-clear to reopen last week or next—the timing depends on the authorities in specific states.

More than a month after the coronavirus lockdown forced them to suspend sales, auto showrooms—like small shops and certain retail sectors such as florists and DIY stores—are largely open to the public again. But customers are few and far between.

“Since Monday, I think we have had 10 customers in the showroom,” says Joachim Niersmann, manager of La Linea showroom in Saarbrücken, near the German border with France, on last Wednesday afternoon. In better times, the normal footfall would have been on the order of 20 to 25 customers a day.

“Nobody has come by this morning,” says Rasoul Behkalam, owner of Damax Automobile Berlin in the capital’s Wilmersdorf district, also on last Wednesday—the Berlin authorities only allowed limited store reopenings for the first time on that day. “People are distancing. We don’t expect much business this year.”

The dealers’ experience highlights one of the many problems facing businesses even once they are allowed to reopen—customer confidence around Europe remains desperately low as the scale of the economic fallout becomes ever more apparent, and as uncertainty remains over the trajectory of coronavirus infections.

The engine of the German economy

In the case of the 435 billion euro German auto industry, still reeling from the diesel scandal and ever-tightening emissions standards, the problem is particularly acute.

“As before the virus, customers don’t know what they have to buy: hybrids or electric vehicles or diesel,” says Niersmann. “I think it will be better in coming times, but this week they don’t want to make a mistake with the car, or with the virus.”

Germany’s Association of Independent Auto Dealers (BVfK) sounds more upbeat about the situation, insisting that ever more customers are visiting showrooms—but conceding that numbers are down since before the crisis struck. “It’s very difficult, but we are optimistic,” says Ansgar Klein, the trade group’s chairman.

There’s no mistaking how bad the crisis has been for Germany’s auto sector, and indeed for the wider economy—IHS Markit’s economic-activity statistics, released last Thursday, showed a record low that far outstripped analysts’ fears. At the start of April, Germany’s vehicle licensing authority said March car sales were down 38% year on year. In March, industry veteran Ferdinand Dudenhöffer of the University of St. Gallen in Switzerland told Fortune that the Western European market for passenger cars would take around a decade to return to pre-crisis levels.