MAN Group

Politics Newsletter

Issue 3 – September 2012

1 – Climate 2 – Climate | Climate 3 – Climate | Climate 4 – Environment

Energy efficiency in the transportation of goods is a joint task

National and international climate targets call for sharp

reductions in emissions in the transportation sector —

from trucks, ships, trains, and aircraft. At the same time,

the transportation of goods will increase steadily over the

next few years. Energy-efficient means of transportation

are the solution for the future.

The demand for mobility is growing worldwide. World trade

is set to soar in the course of globalization. According to fore-

casts, worldwide transportation of goods by sea alone will rise

40 percent by 2020. Even road haulage is trending upward.

This is against a backdrop of ambitious environmental and cli-

mate targets, which set strict emissions limits for pollutants and

greenhouse gases.

Thanks to Euro emissions standards, we now have almost

clean cars, trucks, and buses in the EU. In the maritime sector,

the provisions of the International Maritime Organization (IMO)

have ensured cleaner ships for around ten years.

CO2 is a focal issue on both land and water — emissions

can be cut by reducing fuel consumption. But that doesn’t just

go for the drivetrain: aerodynamic forms for commercial vehicles

and for ships made to go at slow speeds are other parameters

that can be changed, as well as optimizing logistic processes.

There is no need for CO2 limits: for customers in both ship-

ping and road haulage, efficiency is a purchasing argument.

Since experts are predicting that fuel costs will rise in the future,

consumption will continue to tip the scales. This means that the

market will continue to drive climate protection. Measures that

manufacturers cannot take without high technological outlay

and governments can only take with considerable investments

in infrastructure have a counterproductive effect — since they

take financial resources for investment and innovation away.

ENERGYMOBILITY&

Contents

MAN Group – Politics Newsletter – Issue 3 – September 2012

From 2013 onward, all newly built ships have to comply

with the Energy Efficiency Design Index (EEDI). It specifies

how many grams of CO2 a ship consumes when it trans-

ports a register ton load a nautical mile wide. The result:

modern ships will be built differently.

Ships carry out 90 percent of world trade – CO2 emissions

in the transportation sector can only be effectively reduced if the

maritime sector works more efficiently. The Energy Efficiency

Design Index (EEDI) of the International Maritime Organization

(IMO) will force new ships to be more efficient from 2013 onward.

Yet shipping has already been well on the way when it

comes to fuel efficiency since the crisis of 2009: more and

more ships have been designed for slow steaming since then,

which allows fuel consumption to be cut significantly. Back in

2010, MAN Diesel & Turbo presented its G-type program with

extra long strokes that allows the use of large screws. The new

engine generation also enabled a new ship design that is fully

designed for fuel efficiency, greenhouse gas emissions savings,

and optimized EEDI limits.

Combined with the MAN turbochargers, maximum fuel

efficiency can be achieved in this way since the engines draw

in more air and the engine produces more energy as a result.

Today, over 100 MAN Diesel & Turbo turbochargers are in

On course for climate change

With Tier III, the International Maritime Organization (IMO)

requires ships to emit less nitrogen oxide. Engine manu-

facturers have developed new solutions that go beyond

improvements within the engine.

Heavy fuel drives most ships. It is only since 2000 that

the International Maritime Organization (IMO) has set down

nitrogen oxide emissions with Tier I. Tier II entered into force

last year — and MAN Diesel & Turbo was able to implement

the requirements by making changes to the engine itself. Tier

III, in force from 2016 onward, requires nitrogen oxide to be

cut by 80 percent compared to today. This rule cannot sim-

ply be implemented by improving the engine alone. That is

why MAN Diesel & Turbo developed exhaust gas recirculation

(EGR). This technology puts part of the exhaust gases back

into the cylinder. Nitrogen oxide is produced when nitrogen and

oxygen are exposed to high temperatures. That’s why EGR

reduces the temperature in the combustion chamber and with

it also the amount of nitrogen oxide that is produced in the

combustion process. MAN Diesel & Turbo has just built the

second generation of EGR systems into a 4,500 TEU ship —

shipping company Maersk’s container ship already fulfills the

requirements for 2016 today.

operation which ideally supports slow steaming and helps the

maritime part of world trade to be conducted in more climate-

friendly manner.

Climate

Innovation for efficient world trade

Climate

MAN Group – Politics Newsletter – Issue 3 – September 2012

No sulfur emissions, less nitrogen oxide and CO2 in the

air – liquefied natural gas (LNG) is gaining ground in shipping

as an alternative to heavy fuel. After all, gas engines easily meet

the Tier III limits set by the International Maritime Organization

(IMO) and the limits in MARPOL, the International Convention

for the Prevention of Pollution from Ships, which are stipulated

for specific sea regions.

With its ME-GI and DF engines, MAN Diesel & Turbo offers

solutions that can burn gas or heavy fuel. Older ships can also

be refitted with them. The Mitsui LNG freighter’s two ME-GI

engines are a good example — they save up to 30 percent fuel

and just as much CO2.

Gas as an alternative

Clean workers on the high seas

Workboats like tugs or lifeboats are in action 365 days

a year. Their propulsion systems have to guarantee safe

maneuverability and maximum reliability under harsh con-

ditions while also meeting the highest demands in terms

of eco- and climate-friendliness. MAN achieves this with

engines that are also found in commercial vehicles.

Emission limits are becoming tighter and tighter on sea,

as they are on land. When it comes to workboats, MAN counts

on tried and tested engine technology: diesel engines with

common-rail injection technology and turbocharging. MAN will

be presenting a new 8-cylinder engine for smaller workboats at

the SMM trade fair in Hamburg. This will see the latest common

rail technology arrive in the performance class with 600 to 800

horsepower for the first time. The technology works efficiently

and cuts CO2 emissions if the ships have to accelerate often

in heavy periods or operate under full weight. The electronics

provide exactly the right dose of fuel and precisely control the

combustion process in the cylinder. This makes it possible to

fulfill the current emission standards at sea without exhaust gas

after-treatment. MAN also uses particularly efficient turbochar-

gers to produce higher output with lower fuel consumption.

The MAN engines will be certified independently for admis-

sion to sea. They have to prove that they can meet the required

output, exhaust levels, and material quality even after hundreds

of hours of operation.

Climate

Climate

Contact

MAN SE · Corporate Communications

Ungererstr. 69 · 80805 Munich

Phone +49 89 36098-111

Fax +49 89 36098-382

E-mail: presse@man.eu · www.man.eu

Publication Details

Published by: MAN SE

Stefan Klatt · Head of Public Affairs

E-mail: stefan.klatt@man.eu

Edited by: Dr. Kirsten Broecheler

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

MAN Group – Politics Newsletter – Issue 3 – September 2012

Risk of cancer from diesel particles could be a thing of the past

Diesel engines have been driving industrial society for more

than 100 years. The World Health Organization has now

declared diesel exhaust fumes as clearly carcinogenic. Yet

this classification is based on studies with older emissions

technologies.

It all started with Rudolf Diesel’s invention: 1897 saw the

MAN engineer usher in a new mobility era when he developed

the world’s first functional diesel engine. The diesel engine con-

tinues to celebrate its success today – and it remains the engine

of the future. However, the technology has come under criticism

from health and environmental organizations. They argue that

diesel exhaust fumes, especially soot particles, endanger peo-

ple and the environment. The fact that the International Agency

for Research on Cancer (IARC), a World Health Organization

(WHO) agency, classified diesel emissions as clearly carcino-

genic in June 2012 only serves to spur these critics on.

Yet state-of-the-art diesel engines emit almost no particu-

lates. The latest figures using the Heidelberg-based IFEU Insti-

tute’s TREMOD computer model for emissions reporting in 2012

shows that diesel particulate emissions have continuously fallen

since 1995, with the decreases even sharper from 2005 onward

due to the use of diesel particulate filters. IFEU also expects

88 percent fewer diesel particles for 2030 compared with

2010 due to the continuous market penetration of low-emis-

sion trucks, buses, and cars with Euro V technology and from

2014 with Euro VI technology. Diesel particulate filters fitted

as standard cut emissions to ambient air level — an effective

reduction by 99 percent compared with 1992. The WHO’s

classification is based on outdated engine technology and is

out of touch with reality.

Reducing fine particulate pollution, particularly in urban

centers, is one of the professed aims of MAN engine develop-

ment. MAN trucks and busses already go beyond legal emis-

sion regulations in force — be it in the form of EEV diesel

engines or low-emission gas engines. MAN also sets stan-

dards in city bus operations when it comes to implementing

Euro VI: it was the first manufacturer to present its Euro VI

bus engine, doing so back last year at the bus trade fair in the

Belgian city of Kortrijk.

It’s clear where we are headed: the compulsory introduction

of Euro VI plays another role in taking a sustainable approach to

health and the environment. That’s why using support measures

to quickly bring cars and trucks in the EU up to the latest tech-

nology standard should be a top political priority: it would make

the health risk posed by diesel exhaust fumes a thing of the past.

Environment