Road freight transport needs climate alliance - MAN SE
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MAN Group
Politics-Newsletter
Issue 4 – December 2014
MOBILITY
ENERGY
Content 1 – Climate
2 – Climate | Transport policy
3 – Climate | Energy policy
4 – Company
Road freight transport needs climate alliance
Cost and competitive pressures will lead to clean vehicles from the vehicle itself, trailer and body design, handling, alterna-
for road freight transport. A climate alliance of all parties tive fuels, transport infrastructure and transport conditions also
concerned would ensure a greater potential reduction in impact significantly on CO2 emissions.
harmful greenhouse gases. According to the TML study, an integrated approach could
lead to a 20 percent reduction in CO2 emissions over the next
European commercial vehicle manufacturers are on target six years up to 2020, equivalent to an annual reduction of 3.5
to meet the goal they set themselves back in 2008. It is now six percent. Approximately six percent of this figure would be attri-
years since they announced plans to reduce the fuel consump- butable to vehicle alterations, including changes to trailers and
tion of new vehicles by 20 percent or 1.3 percent a year by 2020, tires, 2.5 percent would be the result of alternative fuels and
compared to 2005 levels. 13 percent due to transport conditions. European commercial
However, a study presented at this year‘s IAA which was vehicle manufacturers have proposed a series of measures in
carried out by the research institute Transport & Mobility Leuven order to achieve these targets. These include driving training,
(TML), reveals in detail for the first time how greater savings regular tire pressure monitoring, infrastructure measures, aero-
could be achieved through an all-sector climate alliance. Apart dynamic trucks and trailers and long trucks for cross-border use.
MAN Group – Politics Newsletter – Issue 4 – December 2014
Climate Highway Research Institute (BASt) confirms the positive bene-
fits of long trucks for road freight transport in terms of safety,
Long trucks with positive effects the environment and infrastructure. According to the report, fuel
savings and CO2 reductions of up to 25 percent can be achieved
Long trucks have been undergoing field trials in Germany since compared to traditional vehicles. The BASt has not observed a
the start of 2012. A total of 39 haulage firms, including MAN, shift from truck to rail. CO2 reductions such as those possible
are currently taking part with 80 vehicles. The recently presen- using long trucks would be extremely difficult to achieve using
ted interim scientific report on this from the German Federal other technologies in road freight transport.
Transport policy
Accessibility on intercity buses: Unresolved issues
The deregulation of intercity bus transport in Germany at the Association of Self-Help for the Physically Disabled (BSK) with
start of 2013 required an amendment to the Public Trans- the aim of developing a manual for accessible intercity transport.
port Act (PBefG) to ensure that coaches are also accessible Besides the needs of wheelchair passengers, the requirements
to persons with reduced mobility. A need for clarification of those with other disabilities were also taken into consideration.
remains in terms of infrastructure. Common ground was reached between manufacturers,
operators and disability organizations as regards the technical
Under the PBefG, all newly registered intercity buses as of equipment and relevant systems already on the market today.
2016, and all buses from 2020 onwards, must be fitted with two The discussions in the BSK steering group also demonstrated
spaces to accommodate wheelchair users. In 2014, a steering that technical implementation and subsequent registration of
group was formed consisting of operator, manufacturer and disa- accessible intercity buses alone are not sufficient. On the con-
bility organizations under the guidance of the German National trary, unresolved issues regarding practicability are still in need
of swift resolution. These concern accessible infrastructures and
bus stops, legally compliant transport conditions, rights and res-
ponsibilities of crew, the range of wheelchairs as well as the
impacts of driving and rest periods.
For accessible mobility to really become a part of intercity
transport in the near future, other stakeholders, alongside opera-
tors and manufacturers, such as cities, municipalities and policy
makers, also need to be involved. A common roadmap must be
arrived at which lays out the entire chain of ways and processes.
Only in this way is there a realistic possibility of practically imple-
menting accessible mobility in intercity buses.
MAN Group – Politics Newsletter – Issue 4 – December 2014
Climate
Commercial vehicles require their own electromobility concepts
Electromobility for heavy duty vehicles means striking a not a question of full electrification as possible with passenger
balance between long operating times, maximizing vehicle cars, but rather of technologies combining to deliver the greatest
load capacity and minimizing procurement and mainte- overall benefit in terms of CO2 emissions.
nance costs. At the same time, a six percent fuel saving through hybridi-
zation and a correspondingly high reduction in CO2 emissions
Commercial vehicle manufacturers are pursuing hybrid and cost savings for logistics companies represents a milestone
concepts in the truck sector with test series, pilot vehicles and in the commercial vehicle sector.
prototypes. A paradigm shift becomes obvious: Where once
urban deliveries were regarded as the optimal area of application
for hybrid trucks, MAN is now convinced that these vehicles are
most likely to be best used in long-distance transport where
trucks cover up to around 150,000 kilometers per year. The
MAN TGX Hybrid pilot vehicle, presented at IAA by MAN, ena-
bles a fuel saving of around six percent, a saving which would
instantly disappear in urban traffic dominated by short distances.
Electromobility for commercial vehicles demands a change
in thinking from both policy makers and the general public. It is
Energy policy
Bleak outlook for CHP plants
A study prepared on behalf of the German Federal Ministry On the other hand, they do not anticipate any significant growth
of the Economy sees the need for political intervention in the coming years in the public sector.
in order to be able to press ahead with the expansion of The study anticipates potential for industrial applications,
cogeneration. but not until the year 2030. It makes it clear that in the current
political climate, given the charge for self-produced electricity
The study entitled „Possible and Cost-benefit Analysis of contained in the 2014 reform of the EEG (German Renewable
the Potential Applications of Cogeneration and Evaluation of Energies Act) for instance, the German Government will no
the KWKG (Combined Heat and Power Act) in 2014“, which longer be able to achieve its goal for CHP generation of 25
was prepared by four highly regarded research institutes on percent in 2020 without additional measures.
behalf of the German Federal Ministry of the Economy, paints a For MAN, there is thus a need for political intervention.
very mixed picture for the future of cogeneration (CHP). On the Efficient CHP plants must remain economically viable to be able
one hand, the authors clearly point to CHP‘s technical benefits, to exploit their potential for the reduction of CO2 emissions and
particularly in conjunction with renewable wind and solar power. in conjunction with wind and solar power.
MAN Group – Politics Newsletter – Issue 4 – December 2014
Company
MAN leads the way in climate and environmental protection
MAN is among the leading companies globally in terms of emissions at production sites by 2020, compared with 2008
climate and environmental protection, as demonstrated by levels. By 2013, MAN had already achieved reductions of more
the rankings in the International Carbon Disclosure Project, than 77,000 tonnes in greenhouse gas emissions, 14 percent
the Dow Jones Sustainability Index and those of the oekom lower than the base year of 2008. This climate strategy and the
research institute. strict implementation of it also impressed the analysts at oekom
research institute, who awarded MAN prime status.
MAN again received top marks for its commitment to cli- MAN is also the only German company in its sector to be
mate and environmental protection and was included for the first placed among the top 3 companies in the Dow Jones Sustai-
time in the most important climate protection indices produced nability World and Europe Index. The index is the key indicator
by the Carbon Disclosure Project (CDP), a non-governmental for financial investors as regards the development of the most
organization which maintains the largest international database sustainably run companies in the world. It focuses on economic,
of company-based climate information. The CDP analysts gave environmental and social sustainability. This year, MAN was able
particular recognition to the efforts made by MAN to implement to significantly improve its position in the field of social sustai-
the company‘s own climate strategy. Here, the company has nability and achieve high scores for its environmental and risk
set itself the goal of achieving a 25 percent reduction in CO2 management as well as its compliance.
Contact Publication Details
MAN SE · Corporate Communications Published by: MAN SE
Ungererstraße 69 · 80805 Munich Stefan Klatt · Head of Public Affairs
Phone +49 89 36098-111 E-mail: stefan.klatt@man.eu
Fax +49 89 36098-382 Editor: Dr. Kirsten Broecheler
E-mail: presse@man.eu · www.man.eu
If you wish to receive the Politics Newsletter as a PDF, please e-mail publicaffairs@man.eu.
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