MAN Group

Politics Newsletter

Issue 2 – June 2018

ENERGYMOBILITY

Europe on the Move – the third Mobility Package

In mid-May 2018 the European Commission published its third Mobility Package with the goal of creating a more safe, environment-friendly, networked and automated system of mobility.

In May and November of last year the EU Commission presented its first two mobility packages. In this further bundle of meas-ures EU citizens should be protected from traffic accidents, poor air quality and climate change and have the opportunity to use new mobility solutions. The measures are also supposed to improve the competitiveness of European industry. The vari-ous legislative initiatives can be categorized under the headings

“Safe mobility”, “Environment-friendly mobility” and “Networked and automated mobility”. For example: assistance systems

such as turn-off assistants and driver drowsiness detection are to be stipulated in order to come closer to achieving the “Vision Zero” goal, i.e. no fatalities or serious injuries in road transport accidents by the year 2050.

For the first time the EU Commission has also proposed CO2 standards for heavy duty vehicles in order to cut CO2 emis-sions in road transport and to fulfil the Paris Agreement. The EU Executive also wants to reduce fuel and CO2 emissions by way of a legal initiative for improving the aerodynamics of driver’s cabs. Making Europe the world leader in automated and net-worked mobility is the plan behind a strategy proposal from the Commission. The EU Parliament and the Council will be discus-sing the Mobility Package in the next few months. We present some of the initiatives in greater detail here.

1 – Mobility Package2 – Safety | Fuel Efficiency3 – CO2 Emissions | Automated Driving4 – Climate

Mobility Package

MAN Group – Politics Newsletter – Issue 2 – June 2018

Improved aerodynamics and greater safety

The aerodynamics of a truck directly affect its CO2 emis-sions. The EU Commission is therefore proposing that manufacturers should be able to put appropriately designed truck cabs on the market more quickly. However, road safety must also play a major role.

Both politicians and the automotive industry have been striving to improve the aerodynamics of driver’s cabs. The European commercial vehicle industry therefore supports EU Directive 2015/719, which allows for longer vehicles and thus for a redesign of the driver’s cabs. In this way truck cabs that have been optimised in terms of safety and aerodynamics can be built.

In view of the long life cycles in the commercial-vehicle busi-ness, this directive envisages a 36-month moratorium before modified vehicle dimensions can be introduced on the market. In its current proposal, however, the EU Commission plans to shorten this period to four months. This is intended to give the commercial vehicle industry more room to maneuver in implemen-ting the ambitious CO2 standards.

MAN welcomes the principle behind this initiative. Neverthe-less in order to put new cab designs on the market it will not be sufficient to merely shorten the transitional period. There are as yet, for example, no regulations that define – as required in the original directive – how the optimisation of aerodynamics and safety of longer vehicles is to be guaranteed. The goal must there-fore be to concentrate on drawing up the necessary regulations quickly to create a sound basis for planning. Only on this basis can

Fuel Efficiency

Last year more than 25,000 people died EU roads and 135,000 suffered serious injuries. To reduce these figures the EU Com-mission has, in its third Mobility Package, proposed that new vehicles must be fitted with advanced safety systems.

For trucks these include pedestrian and cyclist detection systems as well as camera systems and driver drowsiness detection, emergency brake assist and preparation for alcohol interlock (breathalyzer).

To protect pedestrians and cyclists MAN already has a ret-rofit solution that broadens the driver’s field of vision – a video turn-off assistant. The important point about these systems is that they are accepted by drivers. A driver must be able to handle them. Incorrect warnings must be ruled out as far as possible. Only in this way will such systems win the acceptance of drivers on a lasting basis.

Modern assistance systems for safe mobility

Safety

manufacturers start their development work so that the potential of aerodynamically optimized cabs can be tapped in the interests of both efficiency and safety.

MAN Group – Politics Newsletter – Issue 2 – June 2018

Another component of the third Mobility Package is an ambitious proposal on how far CO2 emissions from heavy duty vehicles are to be reduced in the future. This will int-roduce CO2 limits for heavy trucks and buses in Europe.

The EU Commission’s proposal envisages that the CO2 emis-sions from heavy duty vehicles be cut by 15 percent by the year 2025 for trucks > 16t and by at least 30 percent for all heavy duty vehicles by 2030. The base year for this is 2019 and the 2030 target will be reviewed in 2022.

Vehicle manufacturers had proposed considerably more realistic targets: 7 percent for 2025 and 16 percent for 2030, also using a 2019 baseline. The aims of EU Commission can

For the first time: CO2 standards also for heavy duty vehicles

be achieved only with a constantly increasing share of zero-emission vehicles (ZEV) in the fleet – under the definition of the EU Commission these can only be vehicles emitting less than 1 g CO2/kWh.

The EU Commission proposal envisages – as with cars and light commercial vehicles – penalties if the reduction targets are not met: 6,800 Euro/g CO2/tkm, equivalent to 570 Euro/g CO2/km. This is, however, disproportionately high in comparison with the penalty for light commercial vehicles, which currently amounts to 95 Euro/g CO2/km.

To achieve these extremely ambitious reduction targets the EU Commission has included the possibility for manufacturers to accumulate “super-credits”: manufacturers can collect these when they sell zero-emission vehicles (ZEV) and thus come closer to achieving the reduction target. Each ZEV will count as two vehicles.

For the industry, however, offering commercial vehicles that have both zero CO2 emissions and the operating range and payload capacity necessary for long-haul transport will be no simple matter. Beside this the super-credits may not contribute to more than 3 percent in achieving the reduction target.

The EU Parliament and Council still have the chance to modifiy the Commission’s proposal before it assumes binding legal force.

CO2 Emissions

In its mobility strategy the EU Commission has underlined the potential of platooning for future road transport and defined the need for regulation so that communication pro-tocols can be standardised.

Networked and automated driving will transform mobility and goods transport in the future. In its strategy for the “Future of mo bility” the EU Commission has underlined the EU’s aim of pro viding EU citizens with safe, efficient, socially responsible and en vironmentally-friendly driverless mobility: furthermore, the EU le gal and political framework for this is to be created as quickly as possible.

MAN welcomes the cooperation between EU member sta-tes in the area of driving licence law, harmonisation of traffic regulations and road infrastructure requirements and above all in the need for regulations for networked vehicles. Platooning in particular, where several vehicles can drive one behind the other with small distances between them with the help of a technical

“Mobility for the future” with a clear commitment to platooning

Automated Driving

steering system, is an obvious example of auto mation and presupposes reliable, continuous and standar dised communi-cation between the vehicles. The continued exis tence of the 5.9 GHZ frequency band designated for WLAN communication between the vehicles and the targeted stan dardisation of data exchange for inter-brand platoons are es sential for the market ramp-up in Europe. MAN, for example, is already testing pla-tooning technology on public roads in real lo gistics operations with DB Schenker. Legislators are thus called upon to create the regulatory framework for keeping pace with tech nical deve-lopments. With the strategy now presented the EU Commission has set the course for this.

ContactMAN Truck & Bus AG · Corporate Communications Dachauer Str. 667 · 80995 München Phone: +49 89 1580-2001E-Mail: publicaffairs@man.eu

Publication Details Published by MAN Truck & Bus AGDr. Kirsten Broecheler, Head of Public AffairsE-Mail: kirsten.broecheler@man.euEditor: Birgit Bauer

If you wish to receive the Politics Newsletter as a PDF, please e-mail publicaffairs@man.eu.

MAN Group – Politics Newsletter – Issue 2 – June 2018

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CO2 regulations for shipping

The International Maritime Organization (IMO) has commit-ted to the COP21 climate goals and is formulating specific CO2 reduction targets for international shipping.

At its last meeting in April the IMO decided after prolonged nego-tiations on an “Initial CO2 Strategy” for international shipping. Even though ships continue to be the most efficient means of transport, shipping still accounts for some 2.3 percent of global CO2 emissions. Under the plans of the IMO, CO2 emissions have to go down by 50 percent by 2020 in comarison to 2008 figures. At the same time the CO2 intensity per unit transported

is to fall by 40 percent. How ambitious these targets actually are becomes clear by comparison with the current forecasts for the growth in shipping. Here the IMO assumes that the volume of shipping could increase by up to 250 percent by the year 2050. MAN Diesel & Turbo nevertheless expressly welcomes this deci-sion, as it increases the chances for a “maritime energy turna-round”. The company is concentrating above all on efficiency solutions and alternative drive systems such as LNG (Liquefied Natural Gas) or methanol. In the long run E-fuels from renewable energy sources that are produced by means of Power-to-X will play a major role in achieving these targets.

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