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The 10th China Automotive Industry Summit 2012 hosted by China Europe International Business School and European Automobile Industry Association was held in Shanghai on October 28th. Harrie Schippers, president of the DAF Group, pointed out that commercial vehicle manufacturers are becoming more and more global companies. Greenhouse gas emissions are not a separate issue in a certain country on a single continent, but are global issues. The problem of reducing greenhouse gases and fuel efficiency cannot be solved in a one-size-fits-all manner. The styling, mode of use, and tasks of the vehicles must all be considered. Truck drivers have greater impact on trucks than technology on trucks.
The following is a textual record:
Harrie Schippers: I would like to thank the organizers. I have invited me to this forum this year. I am very honored to be here. The topic I want to talk about today is the perspective of the future of global commercial vehicles.
This year I am chairman of the Commercial Vehicles Division of the European Automobile Industry Association. Unlike passenger cars, in many parts of the world, European commercial vehicles are different from most other passenger cars in the world. Commercial vehicles have seen many in Europe. In the integration, 5 have already withdrawn. As you can see here, members of the European Automobile Industry Association today, Volvo, Volkswagen, Iveco, Duff, etc., the commercial vehicle industry is a global industry, and commercial vehicle manufacturers are increasingly becoming global enterprises. Our products are also global, just like the safety of air quality, the problem of less and less fossil raw materials, etc. Our production should be standardized.
Our global commercial vehicle market also shares common concerns. We now hope to consider more about the continuous decline in the cost of ownership of automobiles. In order to meet these new industry standards, everybody needs to work harder, and most of these standards are made by European and American countries. Then we need a global unified security and environmental requirements, and we must have reliable and good technical guarantees. This is beneficial to our customers.
Japan, the United States, and China have already issued their own requirements in terms of fuel efficiency and greenhouse gas emissions. GHG emissions are not a separate issue of a certain country on a single continent, but a global issue. At the same time, we are Manufacturers, our products are sold globally, and the quality of air, and the availability of fuel are becoming less and less. This is a global common concern, so we need to jointly reduce greenhouse gas emissions from a global perspective. Increase efficiency in certification and compliance, and implement effective standards that are consistent and valid. My point is that if China can accelerate O5 emission standards in this respect, it will be better. China has postponed these European emission standards in the past. The European Union's 4th and 5th emission standards are intended to promote the industry's greater investment in technology, and more investment in research and development will also enable Chinese companies to operate in Europe and the United States. The world market will further improve their technologies and increase their competitiveness.
Emissions of greenhouse gases, the methods of Japan and the United States, are that they have limitations on engine emissions, and Europe is still studying various methods that are feasible. European manufacturers face daily pressure from the market and customers to increase fuel economy. At the same time, they mean lower greenhouse gas emissions, and there are pressures to set standards. We are facing different kinds of pressure in large trucks, trailers, and supercars, so we used standard mode tests when we were testing. We are now working on a computer model with the EU to calculate the total number of trucks. Car performance. Based on these tests, calculate the emission limits for each truck unit, and report these to customers. Ultimately, market forces will drive customers to choose the most attractive GHG emission solutions. Every customer wants the lowest total cost of ownership of a car. Our industry needs to work hard to establish a globally uniform process and method for greenhouse gas emissions and fuel efficiency.
The problem of reducing greenhouse gases and fuel efficiency cannot be solved in a one-size-fits-all manner. The vehicle's styling, usage patterns, and tasks must all be considered. It is just like a passenger car. Generally speaking, only one person is sitting, and trucks need to be considered. It is the work it has to do, so trucks have to consider the performance per passenger-kilometer, or its fuel consumption, meaning the performance of each ton of load. So there will be small cars. From this perspective, in Europe, we even advocate that our trucks be longer, so if we drag two cars and reduce greenhouse gas emissions by 20%-25%, we must have relevant The policy can make the entire truck more productive, so that the big truck is better than the small truck. So the test method must also be able to reflect this aspect of the requirements, such as in the computer simulation model, can simulate the driving situation, so there is a transparent comparison, for each vehicle, such as fuel, greenhouse gas emissions There are transparent comparisons.
All the trucks work differently, so they are all different. To see the wide variety of truck configurations, it is necessary to find standardized data that can be compared for some large modules. Therefore, there is a need for such a standardized process, including, for example, an engine, we must have standardization so that computer models can be used. As a country, we need standards so that we can reduce our emissions. We also need to consider the different types of vehicles, such as long-distance, and other types of trucks, because these will cause different fuel consumption types.
After all, in fact, the driver of a truck has more influence on the truck than the technology, so there must also be an analysis of the driver's behavior to become part of the solution.
What does this mean for Pakadav? In fact, we are 100% owned by Duff. In North America, the market share actually accounts for 30%. Therefore, we are the number one Paka. In Europe, Duff itself was a very small brand ten years ago, and now it has It is second, and even third, and our market share is 16%. The tractor market share is even better, accounting for almost 20%, so it is the European tractor market leader. So we have done a good job in Europe and North America, but this year we are starting a new DAF plant in Brazil. It is expected that this factory can be put into production in the second half of next year. Our engine won the China Bus Annual Engine Award. We are consecutive 5 We won this award this year, and we also increase the number of parts purchased in China, and at the same time assess whether it is possible to sell trucks and make profits in China. Profit is the most important to us. Selling trucks in China not only creates job opportunities. Our purpose in selling trucks in China is to be able to make profits, so that we can meet investment needs in R&D and other areas.
Therefore, as a global company, harmonizing global standards is crucial. This is true for Pakadav. Thank you for listening.
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