MOBILITY ENERGY. MAN Group. Climate- and eco-friendly transportation is a joint effort. Politics Newsletter. Contents

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1 MAN Group Politics Newsletter Issue 3 September 2014 MOBILITY ENERGY Contents 1 Climate 2 Climate Climate 3 Climate 5 Industry Transportation Policy 6 Technology Climate- and eco-friendly transportation is a joint effort The eco- and climate-friendly manner in which people and goods are on the move depends on many players: vehicle manufacturers, suppliers, policy- and lawmakers, oil companies, transportation operators, and logisticians together with their drivers. They must all interact together perfectly for the environment and the climate to benefit in the future. Clean engines that emit almost no air pollutants yet still save fuel are possible, as MAN is currently showing with its new D38 engine. Designers in the commercial vehicle industry manage to cut fuel consumption again and again, e.g. by reducing weight, optimal routing, or through lower energy consumption of components. Nevertheless, commercial vehicle manufacturers will not achieve the EU s climate objectives in the transportation sector through their immense research efforts alone. CO ² emissions generated by transportation are to be reduced by 60 percent by 2050 according to the European Commission. Since a higher amount can be expected in both goods and passenger transportation in the future, other players in addition to vehicle manufacturers law- and policymakers, logisticians, and transportation operators and their drivers as well as the end customers have to fulfill their obligations. After all, modern infrastructure that is ideally used helps to save fuel. Innovations such as the long truck contribute toward cutting CO ² emissions in goods transportation just as significantly as the use of alternative fuels that requires a corresponding Europe-wide infrastructure. The opportunities for vehicles to communicate among one other and with infrastructure will soon offer major potential. What is more, driver assistance systems are already helping to cut fuel consumption. In actual fact, handling is one of the most effective ways to cut CO ² emissions. Approaches to conserve the environment already exist. We call on all players to join forces to make it happen.

2 MAN Group Politics Newsletter Issue 3 September 2014 Climate Buses offer top CO ² savings in passenger transportation City and intercity buses score major points for efficiency and safety in passenger transportation even if they are not operating at a capacity of 100 percent. Be it in transportation around cities or long journeys, buses have been proving themselves to be eco- and climate-friendly as well as a safe means of transportation for years. The latest generation of vehicles that meet the EURO VI emission standard emit nearly 98 percent fewer air pollutants than a bus from When it comes to greenhouse gases, buses are also kinder to the environment: if operating at 60 percent, a coach emits three kilograms of CO ² per passenger over 100 kilometers according to the German Environmental Protection Agency (the UBA). In line with these calculations, passenger cars emit 14.1 kilograms of CO ² per person and even trains, which are an eco-friendly means of transportation, impact the climate at 4.5 kilograms of CO ² per passenger over 100 kilometers. The city transportation situation is similar: a modern city bus consumes 3.2 liters of fuel per passenger over 100 kilometers, even when it is only operating at a capacity of 21 percent. Fuel consumption, and with it CO ² emissions, can be further reduced through the use of hybrid technology or even gas as an alternative to diesel. Cities that use biogas offer their inhabitants a means of transportation that is climate-neutral. When considering alternatives to diesel, the overall picture of how greenhouse gases arise is a prime concern: an electric bus, for example, can be more damaging for the climate than a diesel- or gas-run bus if the electricity is primarily generated in coal-fired power stations. Climate CO ² levels of heavy-duty commercial vehicles: Europe leads the way Regardless of whether it is the USA, Japan, or China there is currently no other economic power that can compete with the plans of the European Commission to monitor the CO 2 levels of trucks and buses. We can only hope that the EU rules will become the global benchmark. The European Commission has set itself an ambitious target: most likely starting in 2018, it intends to record, certify, and monitor the CO ² levels of trucks and buses across the entire vehicle. By contrast, other countries are not as precise when it comes to the meaning of the CO ² emissions measured in goods and passenger transportation by road: Japan has had CO 2 legislation for heavy-duty commercial vehicles since 2006 that will be brought in in 2015 and primarily target the engine and drive train. China is set to adopt a standard before the year is out that uses the roller dynamometer test bench for standard vehicles as a guide. US and Canadian legislation targets the CO ² emissions of the engine and specific cabin features that are implemented through simplified performance levels and manufacturer declarations. However, the CO ² emissions of the entire vehicle cannot be deduced by simply checking the engine or the drive train. For this reason, Europe is focusing on the CO ² simulation model VECTO, which is set to reflect the real CO ² levels for vehicles and vehicle combinations. VECTO is based on the extensive vehicle measurements of trucks, buses, and trailers and bodies on test routes and the measurements of components on test benches across all vehicle categories and application profiles. The simulation approach chosen in Europe is now also attracting interest worldwide: the United States are already working on a revision of their legislation that is likely to use the future EU regulations for complete vehicles as a guide.

3 Climate Joining forces for the climate Responsibility of Current status In the future, the trucks and buses on Europe s roads will be even more beneficiary to the environment and will save even more fuel. This also means lower CO ² emissions that impact the climate. However, substantial emission savings cannot be generated by commercial vehicle manufacturers alone. An integrated approach that also holds accountable trailer makers, CO 2 savings that truck manufacturers can generate on their own: CO 2 reductions that can only be achieved together: 1 MORE EFFICIENT ENGINES AND TRANSMISSIONS Commercial vehicle manufacturers Engine efficiency constantly being developed further. However, on the political and lawmaker side the focus should be on CO ², especially as the optimum reduction has been achieved in air pollutants with EURO VI. 4 VEHICLE AERODYNAMICS European Commission, European Parliament, EU member states: adoption of Directive 96/53 EC, manufacturers: Implementation Trialog method for EU Directive 96/53 EC, the revision of which could enable vehicles that are more aerodynamic. 2 AUXILIARY COMPONENT MANAGEMENT 5 Commercial vehicle manufacturers Constantly being developed further BIOFUELS Commercial vehicle manufacturers, lawmakers, oil companies An objective approach with the food or fuel debate, development of second and third-generation biofuels. 3 VEHICLE WEIGHT Commercial vehicle manufacturers Vehicle weight constantly being reduced 6 TOPOGRAPHICAL DRIVER ASSISTANT Commercial vehicle manufacturers (integration into the vehicle), haulers (acquisition) Assistance system available as an extra

4 MAN Group Politics Newsletter Issue 3 September 2014 bodybuilders, suppliers, logistics companies and their drivers, energy suppliers, and fuel providers as well as law- and policymakers of the EU and its member states is needed. We show CO ² savings potential based on a 40-ton long-haul vehicle. The integrated approach, which MAN is in favor of and is the only one that can lead to a sustainable reduction in CO ² emissions, covers optimization of the vehicle, vehicle handling measures, improvements in infrastructure, and optimization of the logistics chain and expansion of the infrastructure for alternative CO ² -reducing fuels. The relevant expenses have to be borne in mind when considering the various reduction approaches. CO 2 reduction potential beyond the control of commercial vehicle manufacturers: 7 LNG AS FUEL Policymakers and fuel suppliers: establishment of a Europe-wide LNG 10 TRUCK DRIVERS Haulers, lawmakers infrastructure, offering for LNG or dual-fuel vehicles on the manufacturer Driver training on offer but used too little, implementation in a CO side can still be expanded ² strategy missing 8 9 EU level: European Commission proposal for a directive regarding the use of alternative fuels (COM(2013)18), German national level: Mobility and fuel strategy (MKS) of the Federal Government, first LNG and dual-fuel vehicles available as series or pilot vehicles HYBRIDIZATION / ELECTRIFICATION Commercial vehicle manufacturers, policymakers (incentives), haulers (use) Small series delivery vehicles on the market, hybrid vehicles for long-haul being developed CRUISE CONTROL Commercial vehicle manufacturers, haulers, drivers Cruise control systems available 11 ROLLING RESISTANCE OPTIMIZED TIRES Tire manufacturers are called upon to further optimize tires. Haulers can cut fuel consumption through their choice of tires Since November 1, 2012, EU tire labeling regulations have required classification of tires in seven categories with regard to rolling resistance, wet grip, and external tire/road noise emission. 12 TRAILERS AND BODIES Trailer and body manufacturers, haulers Trailer makers and bodybuilders are constantly developing their products further to save fuel and cut CO 2 emissions. The aim must be rapid renewal of the trailer and body fleet EU-WIDE USE OF LONG TRUCKS European Commission, EU Parliament, EU member states Cross-border use of long trucks is currently not possible in the EU. Longer vehicle combinations are currently not part of the political climate and CO ² strategy MORE EFFICIENT LOGISTICS MANAGEMENT Haulers, lawmakers Constant optimization of logistics, even through increasing IT use. 15 INFRASTRUCTURE National level, local level, EU member states Infrastructure maintenance and expansion hardly plays a role in the CO ² and climate strategy of the EU member states and the EU itself. 16 FLEET RENEWAL Haulers, policymakers, lawmakers Occasional incentives to acquire new eco- and climate-friendly vehicles and technologies

5 MAN Group Politics Newsletter Issue 3 September 2014 Industry MAN lobbies Economic Affairs Minister Gabriel for self-sufficient power generation On his visit to MAN Diesel & Turbo in Augsburg, Germany s Economic Affairs Minister Sigmar Gabriel discussed the potential and obstacles for industrial self-sufficient power generation with Dr. Georg Pachta-Reyhofen, Chief Executive Officer of MAN SE, and Dr. Hans-O. Jeske, MAN Diesel & Turbo SE s Chief Technical Officer. The company representatives made it clear that highly efficient cogeneration plants could play a decisive role in achieving Germany s energy policy objectives. They campaigned for an environment in which industrial self-sufficient power generation would be able to contribute toward the expansion of cogeneration plants in the future too and with it also toward the urgently necessary increase in energy efficiency in Germany. Transportation Policy Vital milestones on the road to safe autonomous driving With drivers aided by assistance systems and vehicles that are becoming increasingly independent, autonomous driving and connectivity of vehicles promise more safety. Some important issues need to be clarified before this. The importance of connecting vehicles and infrastructure is growing in goods transportation by road because it allows goods to be managed more efficiently, drivers to be relieved, and transportation to be made safer. For the goods transportation of tomorrow, MAN is not only working on vehicle infrastructure communication but also on automated driver systems. One example of this is a research project in which MAN is working on what is currently the first driverless vehicle: a protection vehicle that slowly follows mobile construction sites on freeways and in doing so protects the workers from collisions. These vehicles are often involved in accidents mostly through no fault of their own which burdens their drivers. The research project intends to show that this kind of vehicle could also be automated. Driver assistance systems already support the highly stressed professional drivers, helping to reduce accidents. Connecting the various assistance systems with one another and the vehicle with infrastructure and other road users will bring the vision of reducing road casualties closer to zero. This makes mobility more sustainable by using infrastructure intelligently. Nevertheless, it is not just about the technically feasible. Legal, ethical, and social aspects such as issues relating to transportation law, liability, licensing, and data protection have to be clarified. Policymakers have a duty to create a single legal framework. The German Federal Ministry of Transportation s Automated Driving round table is a key milestone toward making the potential of connectivity a reality.

6 Technology New MAN D38 engine: fuel reduction despite high performance Reducing traditional air pollutants while also cutting fuel consumption were two objectives that used to conflict. The new MAN D38 engine defies this basic rule: it offers more horsepower, lower emissions, and lower CO ² emissions thanks to a large number of technical innovations. In redesigning vehicles and engines, commercial vehicle manufacturers primarily pursue one goal: less fuel consumption and thus less costs for their customers. In the past, it took a great deal of effort to achieve this since the ambitions of policymakers to reduce traditional air pollution emissions to zero placed limits on the industry. Innovations balanced the exhaust gas treatment requirements out and were therefore only able to cut CO 2 emissions to a limited extent. The newly designed MAN D38 engine that the Company will be presenting at the IAA 2014 in Hanover shows that there is still potential to cut fuel consumption despite the high EURO VI emission standards. On comparative test drives, the 15.2l six-cylinder inline engine with a horsepower of 520 through 640 manages to reduce consumption by up to three percent compared with the predecessor model. In order to reduce diesel consumption, the designers specifically concentrated on cutting the total cost of ownership (TCO). To do so, the MAN engineers placed their faith in numerous new technologies since such a high reduction in consumption can only be achieved using a large number of individual measures. One example of this is the 160 kilograms that the designers were able to cut from the comparable predecessor model by using innovative high-strength base metals less weight has a positive effect on fuel consumption and CO 2 emissions. Technical innovations also make the vehicles more reliable. They last longer and customers can look forward to lower maintenance. The D38 engine is mainly used in the kind of MAN vehicles that constantly have to pull high loads such as in long-haul goods transportation if customers permanently have to drive 40 or 44 tons or in the case of heavy haulage with weights of up to 250 tons. Contact MAN SE Corporate Communications Ungererstraße Munich Phone Fax presse@man.eu Publication Details Published by: MAN SE Stefan Klatt Head of Public Affairs stefan.klatt@man.eu Editor: Dr. Kirsten Broecheler If you wish to receive the Politics Newsletter as a PDF, please publicaffairs@man.eu.