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Far far away, behind the word mountains, far from the countries Vokalia and Consonantia, there live the blind texts. Separated they live in Bookmarksgrove right at the coast of the Semantics, a large language ocean. A small river named Duden flows by their place and supplies it with the necessary regelialia. It is a paradisematic country, in which roasted parts of sentences fly into your mouth.

Even the all-powerful Pointing has no control about the blind texts it is an almost unorthographic life One day however a small line of blind text by the name of Lorem Ipsum decided to leave for the far World of Grammar. The Big Oxmox advised her not to do so, because there were thousands of bad Commas, wild Question Marks and devious Semikoli.

She packed her seven versalia, put her initial into the belt and made herself on the way. When she reached the first hills of the Italic Mountains, she had a last view back on the skyline of her hometown Bookmarksgrove, the headline of Alphabet Village and the subline of her own road, the Line Lane.

A wonderful serenity has taken possession of my entire soul, like these sweet mornings of spring which I enjoy with my whole heart. I am alone, and feel the charm of existence in this spot, which was created for the bliss of souls like mine.

I am so happy, my dear friend, so absorbed in the exquisite sense of mere tranquil existence, that I neglect my talents. I should be incapable of drawing a single stroke at the present moment; and yet I feel that I never was a greater artist than now. When, while the lovely valley teems with vapour around me, and the meridian sun strikes the upper surface of the impenetrable foliage of my trees, and but a few stray gleams steal into the inner sanctuary I throw myself down among the tall grass by the trickling stream; and, as I lie close to the earth, a thousand unknown plants are noticed surface impenetrable.

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    By Nick Carey, Victoria Waldersee and Giulio Piovaccari

    TAMWORTH, England, Sept 26 (Reuters) - The auto industry's drive to
    a greener and cleaner future is a treacherous road for companies in its beleaguered supply chain. Only the strong and the shrewd may survive.



    Many auto suppliers, already squeezed by rampant inflation and energy prices, say they
    have little choice but to shoulder the extra costs of making their components sustainable to meet carmakers' environmental targets.


    "If you don't, you're not going to have a business in five or six years supplying major carmakers," said Shane Kirrane,
    commercial director at Autins Group, which has plants in Britain, Sweden and Germany that make acoustic and thermal insulation for cars.


    All major carmakers have committed to green targets, seeking
    to purge dirtier materials from their supply chains to satisfy regulators and investors
    as they transition to electric vehicles (EVs).

    BMW, for instance, expects all of its battery and many of its
    steel and aluminium providers to produce materials made
    using renewable energy, while Volvo is targeting 25% recyclable plastic in its cars by 2025.


    Many suppliers are consequently making large investments to green up their
    acts, from developing recyclable parts to hooking up their businesses
    to renewable energy, according to interviews with more
    than a dozen industry players.

    At the same time, many say they have little leeway
    to raise the prices they charge big automakers, which are themselves laser-focused on costs as they shell out
    tens of billions of dollars to reinvent themselves for a lower-carbon era.



    "We use the term disruptive all the time, but it's much more than just disruptive," said Joe McCabe,
    CEO of researcher AutoForecast Solutions.

    "We're going to see a real big shakeout the next five, 10 years in the auto supply chain."

    Philadelphia-based AutoForecast compiles auto industry production estimates and advises suppliers
    on whether the requests-for-quotes (RFQs) they receive
    from carmakers are based on realistic assumptions for vehicle production volumes.



    "Suppliers are being asked to develop new technologies to support EVs and invest in a greener supply chain with (high) volumes we don't believe are obtainable based on the actual RFQs," McCabe added.


    "But carmakers are also telling suppliers: 'If you want to be part of this new green revolution, give me the best price possible so I don't go to your competition'."

    'A MONUMENTAL TASK'

    Carmakers are often reluctant to discuss contractual relationships with suppliers.



    Mercedes-Benz, which aims to extensively
    use recyclable material and "green" steel made using renewable energy in its cars, told Reuters it was fully aware that going to zero emissions was "a monumental task"
    for suppliers.

    It said that it planned to reach this goal collaboratively, including providing training to suppliers or shared research and development.


    Volkswagen, targeting a 30% reduction in CO2 emissions for its vehicles including
    their supply chain, said it has a collaborative
    relationship with suppliers, citing a joint programme it created to tackle
    rising energy prices, without providing details.


    Going green is costly for even the biggest suppliers,
    such as American Swiss connector maker TE Connectivity, according to its chief technology officer Ralf Klaedtke.


    The company, which is worth about $39 billion, launched its own sustainability drive in 2020 and is working on recyclable products with carmakers
    including Volkswagen, Volvo and BMW.

    "For smaller suppliers, the challenge is even more severe," Klaedtke said.


    "The suppliers that don't qualify for sustainability will be ruled out of the procurement process."

    For Britain's Autins, which had revenue of about 23 million pounds ($26
    million) for the fiscal year ending September 2021, one part of the green solution is to shift to 100% renewable energy later this year, according to CEO Gareth Kaminski-Cook, speaking at the company's plant in Tamworth,
    central England.

    He said this would cost his company several thousands of pounds more per year - the
    cost of building out infrastructure to connect renewable energy
    to the grid is passed on to business customers.

    Eventually, though, those bills will come down.

    The publicly-traded company has also been pursuing its own green targets to satisfy shareholders.


    Autins, whose customers include Volkswagen and Jaguar
    Land Rover, has invested about 50,000 pounds in developing a recyclable insulation material that should be
    ready around the end of 2022, Kaminski-Cook added.



    'KILLED OUR MARGINS'

    Plastic and rubber component maker Sigit, with annual revenue of around
    $200 million, spent 10 million euros in 2019-20 on a research centre in Turin that has developed
    a recyclable thermoplastic composite bracket 90% lighter than the previous metal part.


    CEO Emanuele Buscaglione said supply-chain problems that began during the pandemic plus soaring costs had "killed our margins" and "created the perfect storm" for the industry.



    The Swiss-Italian company spent three years developing the bracket and now
    has its first contract, for vans made by Stellantis, the world's No.


    4 carmaker, Buscaglione added.

    "We are trying to concentrate the few resources we have available on innovation," said the CEO.
    He added, though, that Sigit's carmaker customers had been unwilling to
    pay any more for new, greener products so
    far, even the luxury brands.

    The challenge of passing on added costs to customers is "anything but trivial,"
    Buscaglione says.

    Suppliers are also feeling the strain in Germany, Europe's biggest
    car market.

    M.

    Busch, which makes cast-iron parts including brake
    discs and gearboxes in North-Rhine Westphalia, wants to shift from burning coke
    to "biocoke" made from organic waste, use renewable energy and replace
    gas for melting the metal with hydrogen, owner Andreas Guell
    said.

    But the organic waste is hard to find, there is not enough hydrogen fuelling infrastructure to meet his needs while renewable
    energy is still expensive compared with conventional power,
    he added.

    Guell says carmakers only want to work with suppliers who use green energy, leaving him in a
    tight spot.

    German aluminium supplier Gerd Roeders, the owner of G.A.


    Roeders, which provides material for Volkswagen and Continental,
    wants to shift to a hydrogen-and-gas mix from just gas,
    but says government and carmaker support is needed to build green infrastructure.


    "To be innovative, the supplier industry needs money," Roeders said.

    "We feel a bit stuck."

    ($1 = 1.0004 euros; $1 = 0.8687 pounds) (Reporting by Nick Carey in Tamworth, Victoria Waldersee
    in Berlin and Giulio Piovaccari in Milan; Editing by Pravin Char)





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