2. Will Asian manufacturers introduce special provisions to protect their own markets, while simultaneously embarking on large Western markets?
Even today, China is protected by joint venture requirements in the truck sector. Customs regulations in Russia require a certain proportion of domestically produced components.

3. Will the Asian manufacturers reach "EU levels" in terms of technology and quality soon?
Compare the private car sector, where Japan needed 20 years, Korea 15 years and China and India perhaps 10 years to reach the level required to compete on a global market.
In terms of technology and quality, the Chinese are basically running an even race in certain truck segments. Particularly in areas like construction vehicles, where low fuel consumption isn´t as critical a factor.

4. Will increased traffic safety and emissions requirements help EU manufacturers hold the lead?
Yes and no. It´s not easy to keep up in the developmental race for more eco-friendly motors, but it really just boils down to financial muscles - and that´s something China has in excess. In terms of safety, much of the responsibility for development lies on sub-suppliers, and most of these are in China already.

5. Will the situation force joint ventures between EU and Asian manufacturers - a step Volvo has already taken?
Volvo has actually dissolved its joint venture with CNHTC (Sinotruk) due to uncertainties concerning intangible property rights. MAN has taken Volvo´s place, but joint ventures in China do present a risk, which is something that more and more western OEMs are discovering (and something that Scania has always warned about).

6. Will insufficient infrastructure limit the truck markets, forcing alternative measures and increasing road haulage rates?
In Europe and the US, possibly, but the question is, what are the alternatives? In Europe, there´s a lot of talk about trains, but very little is happening. And Deutsche Bahn has recently abandoned rail as its "preferred choice" in favor of longer trucks.

7. Does the truck industry in the EU have the profitability needed to handle requisite product developments?
Yes, though with some allowance made for my answer to question 4.

8. The truck sector doesn´t have the political backing that we see in the private car sector, which makes it more vulnerable at a domestic level. Protecting the truck sector is not as urgent as protecting the private car sector - compare the situation with Saab, for example. Is the EU truck sector too weak in communicating its significance and the extent of developments?
They are sufficiently vocal, I think, but the heavy political debate focuses on employment rates, and the truck sector will never be able to compete here because of its relatively small size. Looking at long-term competitiveness, this is a grave mistake on the part of politicians, because the private car sector will very likely gravitate with increasing speed toward Asia.