Continental announced the complete elimination of coal and fuel oil as energy sources in tire production. Since January of this year, all of the company’s plants have switched to alternative energy sources such as biomass, biogas, electricity from renewable energy sources, and fuels like liquefied petroleum gas (LPG) and natural gas, with the goal of ensuring a constant energy supply .

“By opting for a smart mix of energy sources, increasingly renewable and, where possible, generated directly on site, we are making our manufacturing more independent and, therefore, more resilient,” said Bernhard Trilken, Director of Manufacturing and Logistics at Continental Tires.

For his part, Henning Mühlenstedt, Director of Future Technologies and Sustainable Infrastructure at Continental Tires, highlighted that the reduction in carbon dioxide (CO₂) emissions is the result of continuous investments in electrification and alternative sources .

Until the early 2020s, seven of the company’s 19 plants relied on coal and fuel oil to generate steam. Currently, all operate with a diversified mix of alternative sources , the result of systematic investment.

According to the tire manufacturer, the greenhouse gas intensity of its production has been reduced by more than 70% compared to 2019, avoiding nearly 180,000 metric tons of CO₂ in the last four years .

The energy transition is reflected in various of the company’s plants . In Gqeberha, South Africa, coal was replaced by biomass and LPG; in Kalutara, Sri Lanka, the installation of a second biomass boiler eliminated fuel oil. In Otrokovice, Czech Republic, collaboration with the regional energy provider led to a shift towards biomass and natural gas.

Currently, all of Continental’s tire plants have a diversified mix of alternative energy sources, due to systematic and long-term investments.

Last year, Continental’s efforts to reduce its emissions were recognized by the Carbon Disclosure Project (CDP) , which awarded it an A- rating for climate transparency and emissions reduction measures .

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The Berlin Mærsk is the fourteenth such vessel in the Maersk fleet and is part of a new class of high-capacity container ships. Five sister vessels will follow in 2025.

“With the launch of the Berlin Mærsk class, we continue to build a maritime portfolio adaptable to multiple fuel alternatives. Fleet renewal is essential to maintaining our competitive advantage in maritime transport and is a cornerstone of our commitment to decarbonization,” said Anda Cristescu, Head of Chartering and Newbuildings at Maersk.

With its scheduled arrival at the port of Shanghai on July 7, the Berlin Mærskwill begin operations on the AE3 route, which connects East Asia with Northern Europe.

The design of the Berlin Mærsk is very similar to that of the previous Ane Mærsk class , of which Maersk has taken delivery of a total of 12 dual-fuel vessels, all built by HHI. The only difference between the two vessels is the wider beam, which allows the Berlin Mærsk to carry more containers.

The six vessels in the series, currently under construction by HHI, will be ready by 2025 and will operate under the Danish flag.

In 2024, container shipping reached an all-time high in carbon dioxide (CO₂) emissions. According to data from Xeneta and Marine Benchmark , global emissions increased by 14% compared to 2023, totaling 240.6 million tonnes of CO₂. Vessels with capacities between 14,500 and 20,000 TEU were the main emitters, with 24.2 million tonnes recorded.

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There’s no deadline that’s missed, no date that’s missed. This happened with NOM-044-Semarnat , which sets limits on diesel engine emissions, which was postponed at least twice, but the January 1, 2025, date was immovable.

The entry into force of the EURO VI/EPA’10 combination is the highest standard of technology , which reduces nitrogen oxides by 92% and particulate matter by 90% compared to the average EURO III/EPA’98 vehicle fleet technology.

This is a crucial moment for transporters, manufacturers, and authorities, as this transition defines the future of mobility in the country. But are the right conditions in place to make the leap toward cleaner and more sustainable transportation?

Challenges for trucking!

The shift to EURO VI / EPA’10 standards poses a series of challenges affecting manufacturers, distributors, and transporters. These include investment in cutting-edge technology, the lack of ultra-low sulfur diesel (ULSD) infrastructure, and the high costs associated with fleet renewal.

The transition to new emissions standards is an opportunity to offer more efficient products with lower emissions, says Alejandro Gómez, Director of Operations for Grupo Veracruz (Gruver) , a distributor for Daimler Truck Mexico . However, he also acknowledges that the price increase could generate uncertainty, especially among smaller carriers, who may see their ability to renew their fleets affected.

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