Environmental Certificate for the E 300 Bluetec HYBRID - Daimler
Environmental Certificate for the E 300 Bluetec HYBRID - Daimler Environmental Certificate for the E 300 Bluetec HYBRID - Daimler
Environmental Certificate for the E 300 BlueTEC HYBRID Life cycle 1
- Page 2: Contents Life Cycle - the Mercedes-
- Page 6: Interview “On-demand hybridisatio
- Page 10: The driving experience: “sailing
- Page 14: 1 Product documentation This sectio
- Page 18: 1.2 Material composition The weight
- Page 22: Mercedes-Benz offers its customers
- Page 26: 2.2.1 Data basis To be able to ensu
- Page 30: Total vehicle (paintwork) Passenger
- Page 34: CO2 [t] CO [kg] NOX [kg] NMVOC [kg]
- Page 38: 2.3 Design for recovery With the ad
- Page 42: 2.3.2 Dismantling information Disma
- Page 46: 2.5 Use of renewable raw materials
- Page 50: The members have the task of defini
<strong>Environmental</strong><br />
<strong>Certificate</strong> <strong>for</strong> <strong>the</strong><br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
Life<br />
cycle<br />
1
Contents<br />
Life Cycle – <strong>the</strong> Mercedes-Benz environmental documentation 4<br />
Interview with Professor Dr. Herbert Kohler 6<br />
Product description 8<br />
Declaration of validity 14<br />
1 Product documentation 15<br />
1.1 Technical data 16<br />
1.2 Material composition 18<br />
2 <strong>Environmental</strong> profile 19<br />
2.1 General environmental issues 20<br />
2.2 Life Cycle Assessment (LCA) 24<br />
2.2.1 Data basis 26<br />
2.2.2 LCA results <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> 28<br />
2.2.3 Comparison with <strong>the</strong> E <strong>300</strong> CDI BlueEFFICIENCY 32<br />
2.3 Design <strong>for</strong> recovery 38<br />
2.3.1 Recycling concept <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> 40<br />
2.3.2 Dismantling in<strong>for</strong>mation 42<br />
2.3.3 Avoidance of potentially hazardous materials 43<br />
2.4 Use of secondary raw materials 44<br />
2.5 Use of renewable raw materials 46<br />
3 Process documentation 48<br />
4 <strong>Certificate</strong> 52<br />
5 Conclusion 53<br />
6 Glossary 54<br />
Imprint 56<br />
As at: March 2012<br />
2<br />
3
Life<br />
cycle<br />
Since <strong>the</strong> beginning of 2009, “Life Cycle“ has been<br />
presenting <strong>the</strong> <strong>Environmental</strong> <strong>Certificate</strong>s <strong>for</strong><br />
Mercedes-Benz vehicles.<br />
Above all <strong>the</strong> principal aim of this documentation series is<br />
to provide <strong>the</strong> best possible service to as many interested<br />
parties as possible: on <strong>the</strong> one hand, <strong>the</strong> wide-ranging and<br />
complex subject of <strong>the</strong> “car and <strong>the</strong> environment“ needs<br />
to be communicated to <strong>the</strong> general public in a manner<br />
which is easy to understand. On <strong>the</strong> o<strong>the</strong>r hand, however,<br />
specialists also need to have access to detailed in<strong>for</strong>mation.<br />
“Life Cycle“ fulfils this requirement with a variable<br />
concept.<br />
Those wanting a quick overview can concentrate on<br />
<strong>the</strong> short summaries at <strong>the</strong> beginning of <strong>the</strong> respective<br />
chapters. These summaries highlight <strong>the</strong> most important<br />
in<strong>for</strong>mation in note <strong>for</strong>m, while standardised graphics also<br />
help to simplify orientation. If more detailed in<strong>for</strong>mation<br />
on <strong>the</strong> environmental commitment of <strong>Daimler</strong> AG is required,<br />
clearly arranged tables, graphics and in<strong>for</strong>mative<br />
text passages have also been provided. These elements<br />
describe <strong>the</strong> individual environmental aspects in a great<br />
deal of detail.<br />
With its service-oriented and striking “Life Cycle“ documentation<br />
series, Mercedes-Benz is once again demonstrating<br />
its pioneering role in this important area – just<br />
as in <strong>the</strong> past, when in 2005 <strong>the</strong> S-Class became <strong>the</strong> very<br />
first vehicle to receive <strong>the</strong> <strong>Environmental</strong> <strong>Certificate</strong> from<br />
TÜV Süd (South German Technical Inspection Authority).<br />
At <strong>the</strong> beginning of 2009, this certificate was also awarded<br />
to <strong>the</strong> GLK, <strong>the</strong> first SUV to receive it. Now, with <strong>the</strong><br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong>, <strong>the</strong> first diesel hybrid model<br />
is following in <strong>the</strong>se same footsteps.<br />
4 5
Interview<br />
“On-demand hybridisation”<br />
The E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
features modular hybrid technology.<br />
What benefits does this offer?<br />
Modular hybrid technology opens up <strong>the</strong> way <strong>for</strong> us to<br />
rapidly add hybrid models to o<strong>the</strong>r model series. With a<br />
clear focus on <strong>the</strong> varying needs of <strong>the</strong> worldwide markets,<br />
we are able to offer precisely <strong>the</strong> models that our<br />
customers want. When it comes to business vehicles in<br />
Europe, <strong>the</strong> demand is primarily <strong>for</strong> diesel models. This<br />
is why we are <strong>the</strong> first premium manufacturer to launch<br />
a diesel hybrid onto <strong>the</strong> market.<br />
Can <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> <strong>the</strong>re<strong>for</strong>e<br />
be viewed as spearheading <strong>the</strong> Mercedes-Benz<br />
hybrid initiative?<br />
Yes, at <strong>the</strong> same time that this model is being launched<br />
in Europe in June 2012, <strong>the</strong> E 400 <strong>HYBRID</strong> is also being<br />
launched on <strong>the</strong> American market, and will subsequently<br />
be available in o<strong>the</strong>r countries such as Japan and China.<br />
Its electric motor is combined with V6 petrol engine.<br />
Will customers of such hybrid vehicles<br />
have to make compromises in some areas?<br />
No, <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> does not require its<br />
passengers to make any compromises whatsoever in<br />
terms of spaciousness, ei<strong>the</strong>r in <strong>the</strong> interior or in <strong>the</strong> luggage<br />
compartment. The modular hybrid concept – which<br />
is a comprehensive enhancement of <strong>the</strong> concept used in<br />
<strong>the</strong> market segment leader, <strong>the</strong> S 400 <strong>HYBRID</strong> – does not<br />
require any changes to be made to <strong>the</strong> body. Fur<strong>the</strong>rmore:<br />
<strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> is also available both as a<br />
Saloon and an Estate.<br />
And what about safety?<br />
Integration of <strong>the</strong> hybrid systems without <strong>the</strong> need <strong>for</strong><br />
changes to <strong>the</strong> body has <strong>the</strong> practical benefit of not restricting<br />
spaciousness in any way. At <strong>the</strong> same time,<br />
it also ensures that all hybrid models boast exactly <strong>the</strong><br />
same high level of safety as <strong>the</strong>ir counterparts with an<br />
internal combustion engine – a very important aspect <strong>for</strong><br />
Mercedes-Benz. Accident behaviour has been appropriately<br />
safeguarded by means of crash simulations and tests.<br />
Similar to “Real Life Safety”, more recently Mercedes-Benz<br />
has talked about “Real Life Efficiency”, emphasising<br />
that what counts is not standard consumption but ra<strong>the</strong>r<br />
<strong>the</strong> consumption figures achieved in daily use. What sort<br />
of influence can a driver have on daily use?<br />
A very big influence. Comprehensive road tests using<br />
different test subjects have shown that with <strong>the</strong> E <strong>300</strong><br />
BlueTEC <strong>HYBRID</strong>, it only takes a relatively short time <strong>for</strong><br />
additional savings to be achieved as drivers learn to make<br />
increasingly deliberate and effective use of hybrid functions<br />
such as “sailing” or recuperation. They are supported<br />
here by <strong>the</strong> display concept used in <strong>the</strong> hybrid models.<br />
The central display provides in<strong>for</strong>mation on <strong>the</strong> current<br />
energy flow and <strong>the</strong> charge status of <strong>the</strong> battery. A top<br />
view of <strong>the</strong> vehicle is provided, depicting <strong>the</strong> drivetrain<br />
and coloured energy flow. The driver is able to monitor<br />
fuel consumption via energy/time graphs.<br />
Will Mercedes-Benz continue to provide vehicles<br />
with “classic” combustions engines?<br />
Yes. This is because in addition to on-demand hybridisation<br />
in its various stages of development - from <strong>the</strong> ECO<br />
start/stop function through to <strong>the</strong> purely electric driven<br />
hybrid – on <strong>the</strong> road to sustainable mobility Mercedes-<br />
Benz is just as committed to optimising vehicles with <strong>the</strong><br />
latest combustion engines - <strong>for</strong> example through measures<br />
such as downsizing, turbocharging, direct injection, lowfriction<br />
technology and BlueTEC.<br />
Besides all of this, have targeted optimisation measures<br />
also been applied to <strong>the</strong> vehicle?<br />
Yes, in <strong>the</strong> areas of aerodynamics, lightweight construction<br />
and energy management (BlueEFFICIENCY), <strong>for</strong><br />
example. Here we are able to make use of <strong>the</strong> “energy-<br />
Interview with Professor Dr. Herbert Kohler,<br />
Chief <strong>Environmental</strong> Officer of <strong>Daimler</strong> AG<br />
transparent vehicle”, a new development tool devised<br />
in-house which enables us to implement optimisation<br />
measures down to <strong>the</strong> finest detail. As such we are able to<br />
offer powerful and at <strong>the</strong> same time economical petrol and<br />
diesel models across all model series.<br />
Efficiency champions such as <strong>the</strong> SLK 250 CDI, S 250 CDI,<br />
ML 250 BlueTEC 4MATIC and SL 350 BlueEFFICIENCY<br />
are able to achieve <strong>the</strong> best figures in <strong>the</strong>ir respective<br />
segments in terms of efficiency.<br />
6 7
Product description<br />
Efficiency<br />
without<br />
compromises<br />
Mercedes-Benz is continuing its hybrid initiative with <strong>the</strong><br />
new E <strong>300</strong> BlueTEC <strong>HYBRID</strong>, <strong>the</strong> world‘s most economical<br />
luxury-class model (4.2 l of diesel/100 km, 109 g CO 2/km).<br />
The E <strong>300</strong> BlueTEC <strong>HYBRID</strong> combines <strong>the</strong> excellent fuel<br />
economy of <strong>the</strong> four cylinder diesel engine over long distances<br />
(motorway, inter-urban) with <strong>the</strong> advantages of an<br />
efficient hybrid in city and stop & go traffic.<br />
It <strong>the</strong>re<strong>for</strong>e exhibits impressive efficiency with no compromises:<br />
thanks to <strong>the</strong> compact hybrid concept <strong>the</strong>re are no<br />
restrictions in terms of spaciousness, com<strong>for</strong>t and safety.<br />
In <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong>, Mercedes-Benz has<br />
combined <strong>the</strong> 2.2-litre four-cylinder diesel engine developing<br />
150 kW (204 hp) with a powerful hybrid module.<br />
Its 20 kW electric motor, positioned between <strong>the</strong> internal<br />
combustion engine and <strong>the</strong> 7-speed automatic transmission,<br />
assists <strong>the</strong> diesel engine when <strong>the</strong> car is accelerating<br />
(boost effect) and, in alternator mode, is used <strong>for</strong> <strong>the</strong> recuperation<br />
of braking energy (recuperation), although<br />
it is also suitable <strong>for</strong> driving under electric power alone.<br />
Based on <strong>the</strong> modular hybrid principle developed by<br />
Mercedes-Benz, this diesel hybrid marks <strong>the</strong> start of a<br />
new era in hybrid drive systems.<br />
Highlights of <strong>the</strong><br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong> at a glance:<br />
• Compact, intelligent and modular hybrid concept:<br />
no modifications to <strong>the</strong> body of <strong>the</strong> base vehicle<br />
are necessary.<br />
• Also available as an Estate.<br />
• Spaciousness, safety and com<strong>for</strong>t remain unchanged.<br />
• Significant increase in com<strong>for</strong>t during start/stop operation;<br />
silent start, complete climatic com<strong>for</strong>t.<br />
• Class-leading fuel consumption in luxury-class business<br />
vehicle segment: 4.2 litres/100 km, 109 g CO 2/km.<br />
• Part of <strong>the</strong> intelligent downsizing strategy of<br />
Mercedes-Benz: increase in <strong>the</strong> engine output of <strong>the</strong><br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong> with 150 kW + 20 kW electric<br />
motor/500 Nm + 250, Nm compared with <strong>the</strong> E 250 CDI<br />
(150 kW/500 Nm). This places it on a par with <strong>the</strong><br />
E <strong>300</strong> CDI (170 kW/540 Nm).<br />
• Fuel saving of around 15 percent compared with <strong>the</strong><br />
E 250 CDI – even in real-life traffic conditions.<br />
• Unique hybrid driving experience (start/stop, recupera-<br />
tion, boost effect, purely electric motoring and “sailing”<br />
function).<br />
8<br />
9
The driving experience:<br />
“sailing” along <strong>the</strong> motorway<br />
Mercedes-Benz hybrid technology offers a wealth of additional<br />
functions that enhance both com<strong>for</strong>t and efficiency<br />
as well as helping to deliver a special driving experience<br />
underpinned by refined sportiness:<br />
• When <strong>the</strong> car is stationary/ECO start/stop function:<br />
<strong>the</strong> internal combustion engine can be switched off<br />
when coasting on <strong>the</strong> overrun at speeds up to<br />
160 km/h, since ancillary equipment such as <strong>the</strong><br />
power steering, brakes and air conditioning compres<br />
sor operate electrically It is restarted extremely<br />
quickly, smoothly and almost silently. One feature<br />
unique to Mercedes is <strong>the</strong> interaction between <strong>the</strong><br />
useful HOLD function and <strong>the</strong> start/stop system:<br />
when <strong>the</strong> HOLD function is activated (by fully de-<br />
pressing <strong>the</strong> brake pedal when <strong>the</strong> car is stationary),<br />
<strong>the</strong> internal combustion engine remains switched<br />
off even when <strong>the</strong> driver‘s foot comes off <strong>the</strong> brake<br />
pedal. Alternatively, if <strong>the</strong> car remains stationary <strong>for</strong><br />
a longer period, <strong>the</strong> driver can move <strong>the</strong> transmission<br />
selector lever to <strong>the</strong> “P” position or apply <strong>the</strong> parking<br />
brake instead of keeping a foot on <strong>the</strong> brake pedal.<br />
• Manoeuvring: in most cases, <strong>the</strong> car uses electric<br />
power alone <strong>for</strong> manoeuvring and parking.<br />
• Accelerating: electrical power alone is used <strong>for</strong> moving<br />
off and driving under low load Acceleration from<br />
a standstill is particularly powerful, since <strong>the</strong> electric<br />
motor‘s full torque of up to 250 Nm is immediately<br />
available.<br />
The display concept of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> supports an economical<br />
driving style The central display provides in<strong>for</strong>mation on <strong>the</strong> current energy<br />
flow and <strong>the</strong> charge status of <strong>the</strong> battery A top view of <strong>the</strong> vehicle is provided,<br />
depicting <strong>the</strong> drivetrain and coloured energy flow Here we see <strong>the</strong> energy flow<br />
when sailing and also gained from recuperation, <strong>for</strong> example when approaching<br />
traffic lights (from left).<br />
• Boost function: <strong>the</strong> electric motor supports <strong>the</strong><br />
combustion engine during acceleration, e.g. when<br />
overtaking, by providing additional drive torque.<br />
• Cruising: when <strong>the</strong> car is being driven at a constant<br />
speed, <strong>the</strong> engine control unit shifts <strong>the</strong> operating<br />
points towards exceptionally low specific fuel con<br />
sumption levels.<br />
• Sailing: “sailing“, as it has come to be known, is<br />
possible at speeds below 160 km/h. The combustion<br />
engine shuts down and <strong>the</strong> desired speed is main-<br />
tained by <strong>the</strong> electric motor alone until <strong>the</strong> battery<br />
needs recharging.<br />
• Kinetic energy recuperation (regenerative braking)<br />
when coasting or braking: when <strong>the</strong> car is coasting<br />
(decelerating on <strong>the</strong> overrun), <strong>the</strong> electric motor acts<br />
as a generator and feeds <strong>the</strong> kinetic energy back to<br />
<strong>the</strong> high-voltage battery. When <strong>the</strong> brake pedal is<br />
depressed, <strong>the</strong> generator output is initially increased<br />
proportionally <strong>for</strong> greater deceleration. Only when<br />
increased brake pressure is applied are <strong>the</strong> wheel<br />
brakes also operated. To make this function possible,<br />
<strong>the</strong> new hybrid models have brakes specially adapted<br />
<strong>for</strong> energy recuperation.<br />
Fuel consumption:<br />
benefits in real-life traffic, not just on paper<br />
In urban traffic, with its frequent stationary, deceleration<br />
and short acceleration phases, <strong>the</strong> hybrid drive is able to<br />
play to its strengths in particular. This is thanks, on <strong>the</strong><br />
one hand, to <strong>the</strong> frequent regenerative braking phases<br />
when decelerating and, on <strong>the</strong> o<strong>the</strong>r, to <strong>the</strong> capability to<br />
offer purely electric motoring when approaching traffic<br />
lights. The purely electric driving mode can also be used<br />
in stop-and-go traffic up to a speed of around 35 km/h and<br />
on journeys of up to a kilometre. When stationary, <strong>the</strong><br />
combustion engine is basically switched off.<br />
When it comes to inter-urban motoring, <strong>the</strong> boost, “sailing”<br />
and regenerative braking phases alternate in conjunction<br />
with an intelligent displacement of <strong>the</strong> combustion<br />
engine‘s load point. The actual effect depends on both<br />
<strong>the</strong> route profile as well as <strong>the</strong> behaviour of <strong>the</strong> driver.<br />
Additional displays of <strong>the</strong> energy flow:<br />
1 Inter-urban motoring,<br />
2 Acceleration,<br />
3 Inter-urban motoring with battery charging as well as<br />
4 Recuperation, <strong>for</strong> example when driving downhill<br />
On <strong>the</strong> motorway, <strong>the</strong> boost function takes a back seat in<br />
<strong>the</strong> higher engine speed range. Savings are achieved by<br />
<strong>the</strong> “sailing” function at speeds up to 160 km/h, <strong>for</strong> example<br />
on slight downhill gradients, by displacement of <strong>the</strong><br />
combustion engine‘s operating point, electric operation of<br />
accessories, and regenerative braking when decelerating.<br />
10 11<br />
1<br />
2 3<br />
4
The hybrid module:<br />
a compact and intelligently<br />
integrated powerhouse<br />
The hybrid drive unit is an enhancement of <strong>the</strong> module<br />
from <strong>the</strong> S 400 <strong>HYBRID</strong> and is based on <strong>the</strong> 7G-TRONIC<br />
PLUS automatic transmission. A new element is <strong>the</strong> lack<br />
of hydraulic torque converter. Instead a wet clutch has<br />
been added, as also found in a number of powerful AMG<br />
models. As a result, <strong>the</strong> electric motor can be integrated<br />
into <strong>the</strong> transmission unit in such a way that it only requires<br />
marginally more installation space than <strong>the</strong><br />
7G-TRONIC. The lack of converter allows <strong>for</strong> a purely<br />
electric driving mode as well as <strong>the</strong> “sailing“ function,<br />
and also <strong>the</strong>re<strong>for</strong>e significantly increases <strong>the</strong> potential<br />
<strong>for</strong> reducing consumption.<br />
The compact electric motor, which is installed in <strong>the</strong><br />
clutch housing between <strong>the</strong> engine and <strong>the</strong> transmission<br />
to save space, is a 3-phase AC internal rotor magneto<br />
motor, which develops a peak output of 20 kW and a peak<br />
torque of 250 Nm at an operating voltage of 120 Volts.<br />
The components:<br />
perfectly integrated into <strong>the</strong> vehicle<br />
The electric energy of <strong>the</strong> hybrid drive comes courtesy<br />
of <strong>the</strong> high-voltage lithium-ion battery which has been<br />
specially developed <strong>for</strong> automotive use. Its characteristics<br />
include an output of 19 kW and an energy content of<br />
0.8 kWh, enabling <strong>the</strong> E-Class to achieve a speed of up<br />
to 35 km/h and a range of up to one kilometre in purely<br />
electric mode.<br />
Major advantages over conventional nickel/metal hydride<br />
batteries include a higher energy density and better electrical<br />
efficiency, toge<strong>the</strong>r with more compact dimensions<br />
and a lower weight. Thanks to space-saving installation in<br />
<strong>the</strong> engine compartment, where it replaces <strong>the</strong> conventional<br />
starter battery, <strong>the</strong> generous interior space and boot capacity<br />
remain unchanged. The lithium-ion battery not only<br />
stores energy <strong>for</strong> <strong>the</strong> electric motor, but is also connected<br />
to <strong>the</strong> 12-volt vehicle electrical system via <strong>the</strong> DC trans<strong>for</strong>mer<br />
to supply power to o<strong>the</strong>r standard consumers such<br />
as <strong>the</strong> headlamps and com<strong>for</strong>t features. The battery system<br />
consists of <strong>the</strong> cell block with its lithium-ion cells and <strong>the</strong><br />
cell monitoring system, <strong>the</strong> battery management function,<br />
<strong>the</strong> high-strength housing, <strong>the</strong> cooling gel, <strong>the</strong> cooling<br />
plate, <strong>the</strong> coolant feed and <strong>the</strong> high-voltage connector.<br />
To support cold starting and act as a buffer store <strong>for</strong> <strong>the</strong><br />
on-board electrical system, a regular 12 Volt battery is<br />
located beneath <strong>the</strong> luggage compartment, and an additional<br />
small backup battery prevents unpleasant flickering<br />
of <strong>the</strong> vehicle lighting and dropouts in <strong>the</strong> infotainment<br />
system in start/stop mode.<br />
Sophisticated packaging means that numerous hybrid-<br />
specific components such as <strong>the</strong> high-per<strong>for</strong>mance electronics<br />
in <strong>the</strong> engine compartment can be directly incorporated<br />
with <strong>the</strong> internal combustion engine, thus neatly<br />
rounding off <strong>the</strong> modularity concept: <strong>the</strong> hybrid models<br />
can be produced on <strong>the</strong> same assembly line as <strong>the</strong>ir<br />
conventional counterparts without needing to be diverted<br />
elsewhere. Ano<strong>the</strong>r plus point of <strong>the</strong> overall concept is<br />
<strong>the</strong> scalability and compatibility with o<strong>the</strong>r vehicles and<br />
engines.<br />
Safety:<br />
on a par with previous models<br />
When it came to <strong>the</strong> hybrid-specific aspects relevant to<br />
safety, <strong>the</strong> development engineers were able to call upon<br />
<strong>the</strong>ir vast experience with <strong>the</strong> S 400 <strong>HYBRID</strong> model<br />
introduced back in 2009. The challenge lay in ensuring<br />
<strong>the</strong> greatest possible safety <strong>for</strong> <strong>the</strong> electrical components.<br />
This safety system already applies in production, includes<br />
workshop personnel during servicing and maintenance,<br />
and also takes <strong>the</strong> emergency services into account when<br />
passengers need to be rescued following an accident.<br />
Accordingly <strong>the</strong> hybrid technology of Mercedes-Benz<br />
is equipped with an extensive 7-stage safety concept.<br />
1. In <strong>the</strong> first stage, all of <strong>the</strong> high-voltage wiring is<br />
colour-coded to eliminate confusion, and marked<br />
with appropriate safety instructions. This prevents<br />
assembly errors in production, and makes <strong>the</strong> regular<br />
quality checks easier to carry out.<br />
2. The second stage comprises comprehensive contact<br />
protection <strong>for</strong> <strong>the</strong> entire system by means of generous<br />
insulation and newly-developed, dedicated connectors.<br />
3. As part of <strong>the</strong> third stage, <strong>the</strong> lithium-ion battery<br />
has been given a whole package of carefully<br />
coordinated safety measures. This innovative battery<br />
is accommodated in a high-strength steel housing,<br />
and also secured in place. Bedding <strong>the</strong> battery cells<br />
in a special gel effectively dampens any jolts and<br />
knocks. There is also a blow-off vent with a rupture<br />
disc and a separate cooling circuit. An internal<br />
electronic controller continuously monitors <strong>the</strong> safety<br />
requirements and immediately signals any mal-<br />
functions.<br />
4. The fourth stage of <strong>the</strong> safety concept includes<br />
separation of <strong>the</strong> battery terminals, individual safety<br />
wiring <strong>for</strong> all high-voltage components and continu-<br />
ous monitoring by multiple interlock switches.<br />
This means that all high-voltage components are<br />
connected by an electric loop. In <strong>the</strong> event of a mal<br />
function, <strong>the</strong> high-voltage system is automatically<br />
switched off.<br />
5. Active discharging of <strong>the</strong> high-voltage system as soon<br />
as <strong>the</strong> ignition is switched to “Off”, or in <strong>the</strong> event of<br />
a malfunction, is part of <strong>the</strong> fifth stage.<br />
6. During an accident, <strong>the</strong> high-voltage system is com-<br />
pletely switched off within fractions of a second.<br />
7. As <strong>the</strong> seventh and last stage, <strong>the</strong> system is continu-<br />
ously monitored <strong>for</strong> short circuits.<br />
12 13
1 Product documentation<br />
This section documents significant environmentally relevant specifications of <strong>the</strong> different variants<br />
of <strong>the</strong> current E-Class referred to in <strong>the</strong> statements on general environmental topics (Chapter 2.1).<br />
The detailed analyses of materials (Chapter 1.2), life cycle assessment (Chapter 2.2), and <strong>the</strong><br />
recycling concept (Chapter 2.3.1) refer to <strong>the</strong> new E <strong>300</strong> BlueTEC <strong>HYBRID</strong> with standard equipment.<br />
14 15
1.1 Technical data<br />
The table below shows essential technical data <strong>for</strong> <strong>the</strong> variants of <strong>the</strong> current E-Class.<br />
The relevant environmental aspects are explained in detail in <strong>the</strong> environmental profile in Chapter 2.<br />
Characteristic E 200 E 200 NGT E 250 E <strong>300</strong> E 350 E 500<br />
BlueEFFICIENCY BlueEFFICIENCY BlueEFFICIENCY BlueEFFICIENCY BlueEFFICIENCY BlueEFFICIENCY<br />
Engine type Petrol engine Petrol engine Petrol engine Petrol engine Petrol engine Petrol engine<br />
Number of cylinders 4 4 4 6 6 8<br />
Displacement (effective) [cc] 1796 1796 1796 3498 3498 4663<br />
Power output [kW] 135 120 150 185 225 <strong>300</strong><br />
Transmission<br />
manual x<br />
automatic Optional x x x x x<br />
Emissions standard (fulfilled) EU 5 EU 5 EU 5 EU 5 EU 5 EU 5<br />
Weight (w/o driver and luggage) [kg] 1540*/1540 1660 1575 1740 1750 1865<br />
Exhaust emissions [g/km]<br />
CO2: 172–165* 155–149***<br />
160–152 198–190 162–154 164–159 164–159 209<br />
NOX: 0.025*/0.019 0.039***/0.01 0.019 0.005 0.005 0.028<br />
CO: 0.254*/0.255 0272***/0.357 0.255 0.082 0.082 0.600<br />
THC: (petrol engine) 0.03*/0.048 0.05***/0.003 0.048 0.059 0.059 0.065<br />
NMHC:(petrol engine) 0.022*/0.04 0.028***/0.002 0.040 0.043 0.043 0.046<br />
THC+NOX: (diesel engine) – – – – – –<br />
PM (diesel and direct petrol injection) 0.002*/0.003 – 0.0026 0.0012 0.0012 0.0005<br />
Fuel consumption 7.4–7.1*/ 8.7–8.3***/<br />
NEDC combined [l/100 km] 6.9–6.5 8.5–8.1 7.0–6.6 7.0–6.8 7.0–6.8 8.9<br />
Driving noise [dB(A)] 74*/70 74 70 73 73 72<br />
* Figures <strong>for</strong> manual transmission<br />
** NEDC consumption <strong>for</strong> <strong>the</strong> base variant of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> with standard tyres: 4.2 l/100 km<br />
*** Figures <strong>for</strong> natural gas operation (consumption in m 3 /100 km)<br />
**** Output of electric motor<br />
Characteristic E 200 CDI E 220 CDI E 250 CDI E <strong>300</strong> CDI E <strong>300</strong> E 350 E 350 CDI<br />
Blue Blue Blue Blue BlueTEC BlueTEC Blue<br />
EFFICIENCY EFFICIENCY EFFICIENCY EFFICIENCY <strong>HYBRID</strong> EFFICIENCY<br />
Engine type Diesel engine Diesel engine Diesel engine Diesel engine Diesel engine Diesel engine Diesel engine<br />
Number of cylinders 4 4 4 6 4 6 6<br />
Displacement (effective) [cc] 2143 2143 2143 2987 2143 2987 2987<br />
Output [kW] 100 125 150 170 150+20**** 155 195<br />
Transmission<br />
manual x x x<br />
automatic Optional Optional Optional x x x x<br />
Emissions standard (fulfilled) EU 5 EU 5 EU 5 EU 5 EU 5 EU 6 EU 5<br />
Weight (w/o driver<br />
and luggage) [kg] 1645*/1660 1660*/1660 1660*/1660 1760 1770 1770 1770<br />
Exhaust emissions [g/km]<br />
CO2: 141–134*/ 139–130*/ 139–130*/<br />
141–134 138–129 138–129 159–153 112–109 188–180 159–153<br />
NOX: 0.154*/0.157 0.17*/0.146 0.017*/0.146 0.147 0.158 0.054 0.147<br />
CO: 0.268*/0.068 021*/0.054 0.21*/0.054 0.303 0.248 0.178 0.303<br />
THC: (petrol engine) – – – – – – –<br />
NMHC: (petrol engine) – – – – – – –<br />
THC+NOX: (diesel engine) 0.172*/0.168 0.183*/0.156 0.183*/0.156 0.190 0.181 0.073 0.190<br />
PM:(diesel and 0.0003*/ 0.0003*/ 0.0003*/<br />
direct petrol injection) 0.0001 0.0002 0.0002 0.0016 0.0002 0.0007 0.0016<br />
Fuel consumption 5.4–5.1*/ 5.3–5.0*/ 5.3–5.0*/<br />
NEDC combined [l/100 km] 5.4–5.1 5.3–4.9 5.3–4.9 5.8–6.1 4.3–4.2** 7.2–6.8 6.1–5.8<br />
Driving noise [dB(A)] 74*/70 74*/71 73*/71 71 71 72 71<br />
* Figures <strong>for</strong> manual transmission<br />
** NEDC consumption <strong>for</strong> <strong>the</strong> base variant of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> with standard tyres: 4.2 l/100 km<br />
*** Figures <strong>for</strong> natural gas operation (consumption in m 3 /100 km)<br />
**** Output of electric motor<br />
16 17
1.2 Material composition<br />
The weight and material data <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> were determined on <strong>the</strong> basis of internal<br />
documentation of <strong>the</strong> components used in <strong>the</strong> vehicle (parts list, drawings).<br />
The “kerb weight according to DIN” (without driver and luggage, fuel tank 90 percent full)<br />
served as a basis <strong>for</strong> <strong>the</strong> recycling rate and life cycle assessment. Figure 1-1 shows <strong>the</strong><br />
material composition of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> in accordance with VDA 231-106.<br />
In <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong>, more than half of <strong>the</strong><br />
vehicle weight (58.1 percent) is accounted <strong>for</strong> by steel/<br />
ferrous materials, followed by polymer materials with<br />
around 18.5 percent and light alloys (12.2 percent) as <strong>the</strong><br />
third largest group. Service fluids comprise about 4.2 percent.<br />
The proportions of non-ferrous metals and of o<strong>the</strong>r<br />
materials (predominantly glass) are somewhat lower, at<br />
around 3 percent in each case. The remaining materials –<br />
process polymers, electronics, and special metals – contribute<br />
about 1.5 percent to <strong>the</strong> weight of <strong>the</strong> vehicle. In<br />
this study, <strong>the</strong> material class of process polymers largely<br />
comprises materials <strong>for</strong> <strong>the</strong> paint finish.<br />
The polymers are divided into <strong>the</strong>rmoplastics, elastomers,<br />
duromers and non-specific plastics, with <strong>the</strong> <strong>the</strong>rmoplastics<br />
accounting <strong>for</strong> <strong>the</strong> largest proportion at 12 percent.<br />
Elastomers (predominantly tyres) are <strong>the</strong> second-largest<br />
group of polymers with 4 percent.<br />
Steel/ferrous<br />
materials 58.1 %<br />
Figure 1-1: Material composition of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
The service fluids include oils, fuel, coolant, refrigerant,<br />
brake fluid and washer fluid. Only circuit boards with<br />
components are included in <strong>the</strong> electronics group. Cables<br />
and batteries are categorised according to <strong>the</strong>ir material<br />
composition. The main components of <strong>the</strong> hybrid<br />
drive system are <strong>the</strong> combustion engine, electric motor,<br />
7G-TRONIC transmission, <strong>the</strong> power electronics, voltage<br />
trans<strong>for</strong>mer and <strong>the</strong> high-voltage battery (using lithiumion<br />
technology). In addition, <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
is fitted with an electrically-powered air conditioning<br />
compressor <strong>for</strong> <strong>the</strong> automatic climate control, an electric<br />
vacuum pump, electric power steering and a braking system<br />
which has been specifically developed <strong>for</strong> <strong>the</strong> hybrid<br />
model which enables effective regenerative braking. This<br />
has resulted in differences in terms of <strong>the</strong> proportions of<br />
materials (primarily metals) when contrasted with <strong>the</strong><br />
comparable E <strong>300</strong> CDI with diesel engine. The percentage<br />
of steel has decreased by approximately 4 percent, while<br />
<strong>the</strong> proportion of non-ferrous metals and light alloys, polymers<br />
and electronics in particular has increased.<br />
Light alloys 12.2 %<br />
Non-ferrous metals 3.3 %<br />
Precious metals 0.01 %<br />
Process polymers 0.8 %<br />
O<strong>the</strong>r 2.5 %<br />
Electronics 0.4 %<br />
Service fluids 4.2 %<br />
Polymer materials 18.5 %<br />
Thermoplastics 12.3 %<br />
Elastomers 3.9 %<br />
Duromers 0.1 %<br />
O<strong>the</strong>r plastics 2.2 %<br />
2 <strong>Environmental</strong> profile<br />
The environmental profile documents <strong>the</strong> general environmental features of <strong>the</strong><br />
current E-Class with respect to fuel consumption, emissions, <strong>the</strong> use of secondary<br />
and renewable raw materials or environmental management systems.<br />
It also provides specific analyses of <strong>the</strong> environmental per<strong>for</strong>mance, such as<br />
life cycle assessment and <strong>the</strong> recycling concept <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong>.<br />
18 19
2.1 General environmental issues<br />
• Intelligent and modular hybrid system<br />
• Compact electric motor<br />
(peak torque: 250 Nm)<br />
• Lithium-ion high-voltage battery<br />
(19 kW, 0,8 kWh)<br />
• Comprehensive<br />
“7-stage safety concept”<br />
With <strong>the</strong> new E <strong>300</strong> BlueTEC <strong>HYBRID</strong>, Mercedes-Benz is<br />
bringing its first diesel passenger car model with hybrid<br />
drive onto <strong>the</strong> market. When contrasted with <strong>the</strong> comparable<br />
E <strong>300</strong> CDI with diesel engine, <strong>the</strong> fuel consumption<br />
of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> has been reduced from<br />
between 6.1 and 5.8 l/100 km to between 4.3 and 4.2 l/<br />
100 km, depending on <strong>the</strong> tyres. This corresponds to a<br />
considerable reduction of up to 28 percent.<br />
The E-Class BlueTEC <strong>HYBRID</strong> is categorised in energy<br />
efficiency class A+.<br />
The E-Class with hybrid technology also achieves top<br />
marks in terms of CO 2 emissions too: They have been<br />
reduced to between 112 and 109 g/km.<br />
The new Mercedes-Benz E <strong>300</strong> BlueTEC <strong>HYBRID</strong> combines<br />
<strong>the</strong> benefits of an economical diesel engine with<br />
those of a compact electric motor. It is fitted with a<br />
comprehensively enhanced drive system, comprising <strong>the</strong><br />
four-cylinder diesel engine, additional permanent magnet<br />
electric motor, <strong>the</strong> seven-speed 7G-TRONIC PLUS automatic<br />
transmission designed to accommodate <strong>the</strong> hybrid<br />
module, <strong>the</strong> necessary power and control electronics,<br />
voltage trans<strong>for</strong>mer and also <strong>the</strong> lithium-ion high-voltage<br />
battery. The following illustration provides more details on<br />
<strong>the</strong> main components of <strong>the</strong> hybrid drive system.<br />
Figure 2-1: The main components of <strong>the</strong> hybrid drive system in <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
20 21
Mercedes-Benz offers its customers<br />
“Eco Driver Training” which teaches an<br />
energy-conscious style of driving which<br />
can help to reduce fuel consumption by<br />
up to 15 percent.<br />
In addition to <strong>the</strong> improvements to <strong>the</strong> vehicle, <strong>the</strong> driver<br />
also has a decisive influence on fuel consumption. For this<br />
reason, a display in <strong>the</strong> middle of <strong>the</strong> speedometer of <strong>the</strong><br />
E-Class shows <strong>the</strong> current fuel consumption level. This<br />
easy-to-read bar indicator reacts spontaneously as soon as<br />
<strong>the</strong> driver takes his foot off <strong>the</strong> accelerator and uses <strong>the</strong><br />
engine’s overrun cut-off, <strong>for</strong> example. The owner’s manual<br />
of <strong>the</strong> current E-Class also includes tips on an economical<br />
and environmentally friendly driving style.<br />
Fur<strong>the</strong>rmore, Mercedes-Benz offers its customers<br />
“Eco Driver Training”. The results of this training course<br />
show that adopting an efficient and energy-conscious style<br />
of driving can help to reduce <strong>the</strong> fuel consumption of a car<br />
by up to 15 percent.<br />
The current E-Class is also fit <strong>for</strong> <strong>the</strong> future when it<br />
comes to its fuels. The EU’s plans make provision <strong>for</strong> an<br />
increasing proportion of biofuels to be used. The E-Class<br />
is of course able to meet such requirements since a<br />
bioethanol content of 10% (E10) is permissible <strong>for</strong> petrol<br />
engines. A 10% biofuel proportion is also permissible <strong>for</strong><br />
diesel engines, in <strong>the</strong> <strong>for</strong>m of 7% biodiesel (B7 FAME) and<br />
3% high-quality, hydrated vegetable oil. A considerable<br />
improvement has been achieved in terms of exhaust gas<br />
emissions, too. Mercedes-Benz is <strong>the</strong> world’s first automotive<br />
manufacturer to install maintenance and additive-free<br />
diesel particulate filters into all diesel passenger cars,<br />
from <strong>the</strong> A to <strong>the</strong> S-Class. This of course also applies to<br />
<strong>the</strong> diesel variants of <strong>the</strong> current E-Class.<br />
Through <strong>the</strong> technical integration of <strong>the</strong> main hybrid<br />
components in <strong>the</strong> front end and <strong>the</strong> transmission tunnel,<br />
it is possible <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> to be<br />
produced toge<strong>the</strong>r with o<strong>the</strong>r E-Class models on a production<br />
line at <strong>the</strong> Mercedes-Benz Sindelfingen plant. The<br />
Sindelfingen plant has implemented an environmental<br />
management system certified in accordance with <strong>the</strong> EU<br />
eco-audit regulations and ISO standard 14001 since 1996.<br />
The painting technology used at <strong>the</strong> Sindelfingen plant,<br />
<strong>for</strong> example, boasts a high standard not only in technological<br />
terms but also with regard to environmental protection<br />
and workplace safety. Service life and value retention are<br />
fur<strong>the</strong>r increased through <strong>the</strong> use of a clear coat, whose<br />
state-of-<strong>the</strong>-art nanotechnology ensures much greater<br />
scratch-resistance than conventional paint. Through <strong>the</strong><br />
use of water-based paints and fillers, solvent emissions<br />
have been drastically reduced.<br />
High environmental standards are also firmly established<br />
in <strong>the</strong> environmental management systems in <strong>the</strong> sales<br />
and after-sales sectors at Mercedes-Benz. At dealer level,<br />
Mercedes-Benz meets its product responsibility with <strong>the</strong><br />
MeRSy recycling system <strong>for</strong> workshop waste, used parts<br />
and warranty parts and packaging materials.<br />
The take-back system introduced in 1993 also means that<br />
Mercedes-Benz is a model <strong>for</strong> <strong>the</strong> automotive industry<br />
where workshop waste disposal and recycling are concerned.<br />
This exemplary service by an automotive manufacturer<br />
is implemented right down to customer level. The<br />
waste materials produced in our outlets during servicing<br />
and repairs are collected, reprocessed and recycled via<br />
a network operating throughout Germany. Classic components<br />
include bumpers, side panels, electronic scrap,<br />
glass and tyres. The reuse of used parts also has a long<br />
tradition at Mercedes-Benz.<br />
The Mercedes-Benz Used Parts Center (GTC) was established<br />
back in 1996. With its quality-tested used parts, <strong>the</strong><br />
GTC is an integral part of <strong>the</strong> service and parts operations<br />
<strong>for</strong> <strong>the</strong> Mercedes-Benz brand.<br />
The display concept of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> supports an economical<br />
driving style The central display provides in<strong>for</strong>mation on <strong>the</strong> current energy<br />
flow and <strong>the</strong> charge status of <strong>the</strong> battery A top view of <strong>the</strong> vehicle is provided,<br />
depicting <strong>the</strong> drivetrain and coloured energy flow The driver is able to monitor<br />
fuel consumption via energy/time graphs.<br />
Although <strong>the</strong> recovery of Mercedes passenger cars lies<br />
in <strong>the</strong> distant future in view of <strong>the</strong>ir long service life,<br />
Mercedes-Benz offers a new, innovative procedure <strong>for</strong> <strong>the</strong><br />
rapid disposal of vehicles in an environmentally friendly<br />
manner and free of charge. For convenient disposal, a<br />
comprehensive network of collection points and dismantling<br />
facilities is available to Mercedes customers. Owners<br />
of used cars can dial <strong>the</strong> freephone number 00800 1<br />
777 7777 <strong>for</strong> in<strong>for</strong>mation and prompt advice on all of <strong>the</strong><br />
important details relating to <strong>the</strong> return of <strong>the</strong>ir vehicle.<br />
1 Standard in Germany, Austria, Switzerland and <strong>the</strong> Ne<strong>the</strong>rlands,<br />
optional in all o<strong>the</strong>r countries with a fuel sulphur content of below 50 ppm.<br />
22 23
2.2 Life Cycle Assessment (LCA)<br />
A decisive factor <strong>for</strong> <strong>the</strong> environmental compatibility of a vehicle is <strong>the</strong> environmental impact of its<br />
emissions and consumption of resources throughout its life cycle (see Figure 2-2).<br />
The standardised tool <strong>for</strong> evaluating a vehicle’s environmental compatibility is <strong>the</strong> Life Cycle<br />
Assessment. It comprises <strong>the</strong> total environmental impact of a vehicle from <strong>the</strong> cradle to <strong>the</strong><br />
grave, in o<strong>the</strong>r words from raw material extraction through production and use up to recycling.<br />
Down to <strong>the</strong> smallest detail<br />
• With <strong>the</strong> LCA, Mercedes-Benz registers all of <strong>the</strong> effects<br />
of a vehicle on <strong>the</strong> environment, from development via<br />
production and operation through to disposal.<br />
• For a comprehensive assessment, all environmental inputs<br />
are accounted <strong>for</strong> within each phase of <strong>the</strong> life cycle.<br />
• Many emissions arise not so much during driving, but in<br />
<strong>the</strong> course of fuel production - <strong>for</strong> example non-methane<br />
hydrocarbon (NMVOC)* and sulphur dioxide emissions.<br />
• The detailed analyses also include <strong>the</strong> consumption and<br />
processing of bauxite (aluminium production), iron and<br />
copper ore.<br />
* NMVOC = non-methane volatile organic compounds<br />
The elements of a life cycle assessment are:<br />
1. Goal and scope definition<br />
Define <strong>the</strong> objective and scope of an LCA.<br />
2. Inventory analysis<br />
Encompasses <strong>the</strong> material and energy flows<br />
throughout all stages of a vehicle‘s life:<br />
how many kilograms of raw material are used,<br />
how much energy is consumed, what wastes<br />
and emissions are produced, etc.<br />
3. Impact assessment<br />
Gauges <strong>the</strong> potential effects<br />
of <strong>the</strong> product on humans and <strong>the</strong> environment,<br />
such as global warming potential,<br />
summer smog potential, acidification potential,<br />
and eutrophication potential.<br />
4. Interpretation<br />
Draws conclusions and makes recommendations.<br />
In <strong>the</strong> development of Mercedes-Benz passenger cars,<br />
life cycle assessments are used in <strong>the</strong> evaluation and<br />
comparison of different vehicles, components, and<br />
technologies.<br />
The DIN EN ISO 14040 and DIN EN ISO 14044 standards<br />
prescribe <strong>the</strong> procedure and <strong>the</strong> required elements.<br />
Figure 2-2: Overview of <strong>the</strong> Life Cycle Assessment<br />
24 25
2.2.1 Data basis<br />
To be able to ensure <strong>the</strong> comparability of <strong>the</strong> examined vehicles, as a rule <strong>the</strong> ECE base<br />
variant was investigated. The E <strong>300</strong> BlueTEC <strong>HYBRID</strong> (with a combustion engine producing<br />
150 kW and 500 Nm, and an additional electric motor producing 20 kW and 250 Nm), is<br />
contrasted with <strong>the</strong> comparable E <strong>300</strong> CDI with diesel engine (producing 170 kW and<br />
540 Nm). The main parameters on which <strong>the</strong> LCA was based are shown in <strong>the</strong> table below.<br />
Project objective<br />
Project objective • LCA <strong>for</strong> <strong>the</strong> E-Class E <strong>300</strong> BlueTEC <strong>HYBRID</strong>, ECE base variant compared with <strong>the</strong> E <strong>300</strong> CDI with diesel engine.<br />
Project scope<br />
• Verification of attainment of <strong>the</strong> objective “environmental compatibility” and communication.<br />
Functional equivalent • E-Class passenger car (base variant; weight in accordance with DIN 70020).<br />
Technology/ • As two variants of <strong>the</strong> same vehicle type, <strong>the</strong> vehicles examined are comparable. The E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
product comparability can cover a limited distance in purely electric mode. Overall, <strong>the</strong> torque of <strong>the</strong> combustion engine and electric motor is<br />
higher than that of <strong>the</strong> comparable diesel variant, <strong>the</strong> E <strong>300</strong> CDI.<br />
System boundaries • Life Cycle Assessment <strong>for</strong> car manufacturing, use and recycling. The scope of assessment is only to be extended in <strong>the</strong><br />
case of elementary flows (resources, emissions, non-recyclable materials).<br />
Data basis • Weight data of car: MB parts list (date of revision 02/2012).<br />
• Materials in<strong>for</strong>mation <strong>for</strong> model-relevant, vehicle-specific parts: MB parts list, MB internal documentation systems,<br />
technical literature.<br />
• Vehicle-specific model parameters (bodyshell, paintwork, catalytic converter, etc.): MB specialist departments.<br />
• Location-specific energy supply: MB database.<br />
• Materials in<strong>for</strong>mation <strong>for</strong> standard components: MB database.<br />
• Use (fuel consumption, emissions): type approval/certification data.<br />
• Use (mileage): determined by MB.<br />
• Recycling model: state of <strong>the</strong> art (see also Chapter 2.3.1).<br />
• Material production, energy supply, manufacturing processes and transport: GaBi database rev. SP18<br />
(http://documentation.gabi-software.com); MB database.<br />
Allocations • For material production, energy supply, manufacturing processes, and transport, reference is made to GaBi databases<br />
and <strong>the</strong> allocation methods which <strong>the</strong>y employ.<br />
• No fur<strong>the</strong>r specific allocations.<br />
Table 2-1: LCA parameters <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
Project scope (Continued)<br />
Cut-off criteria • For material production, energy supply, manufacturing processes, and transport, reference is made to GaBi databases and<br />
<strong>the</strong> cut-off criteria which <strong>the</strong>y employ.<br />
• No explicit cut-off criteria. All available weight in<strong>for</strong>mation is processed.<br />
• Noise and land use are currently not available as LCA data and are <strong>the</strong>re<strong>for</strong>e not taken into account.<br />
• Particulate matter and emissions are not taken into account. Major sources of particulate matter (mainly tyre and brake<br />
abrasion) are not dependent on vehicle type and consequently of no relevance to <strong>the</strong> result of <strong>the</strong> vehicle comparison.<br />
• Vehicle maintenance and care are not relevant to <strong>the</strong> comparison.<br />
Assessment • Life cycle, in con<strong>for</strong>mity with ISO 14040 and 14044 (LCA).<br />
Assessment parameters • Material composition according to VDA 231-106.<br />
• Life cycle inventory: consumption of resources as primary energy, emissions, e.g. CO2, CO, NOx, SO2, NMVOC, CH4, etc.<br />
• Impact assessment: abiotic depletion potential (ADP), global warming potential (GWP),<br />
photochemical ozone creation potential (POCP), eutrophication potential (EP), acidification potential (AP).<br />
These impact assessment parameters are based on internationally accepted methods. They are modelled on categories<br />
selected by <strong>the</strong> European automotive industry, with <strong>the</strong> participation of numerous stakeholders, in an EU project, LIRECAR.<br />
The mapping of impact potentials <strong>for</strong> human toxicity and ecotoxicity does not yet have sufficient scientific backing today and<br />
<strong>the</strong>re<strong>for</strong>e will not deliver useful results.<br />
• Interpretation: sensitivity analyses of car module structure; dominance analysis over life cycle.<br />
Software support • MB DfE tool. This tool models a car with its typical structure and typical components, including <strong>the</strong>ir manufacture, and is<br />
adapted with vehicle-specific data on materials and weights. It is based on <strong>the</strong> LCA software GaBi 4.4<br />
(http://www.pe-international.com/gabi).<br />
Evaluation • Analysis of lifecycle results according to phases (dominance). The manufacturing phase is evaluated based on <strong>the</strong> underlying<br />
Documentation • Final report with all parameters.<br />
car module structure. Contributions of relevance to <strong>the</strong> results will be discussed.<br />
The fuel has a sulphur content taken to be 10 ppm.<br />
Combustion of one kilogram of fuel thus yields 0.02 grams<br />
of sulphur dioxide emissions. The use phase is calculated<br />
on <strong>the</strong> basis of a mileage of 250,000 kilometres.<br />
The LCA includes <strong>the</strong> environmental impact of <strong>the</strong> recycling<br />
phase on <strong>the</strong> basis of <strong>the</strong> standard processes of<br />
removal of service fluids, shredding, and energy recovery<br />
from <strong>the</strong> shredder light fraction (SLF). <strong>Environmental</strong><br />
credits are not granted.<br />
26 27
2.2.2 LCA results <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
Over <strong>the</strong> entire life cycle of <strong>the</strong> new E <strong>300</strong> BlueTEC<br />
<strong>HYBRID</strong>, <strong>the</strong> life cycle inventory analyses yield <strong>for</strong> example<br />
a primary energy demand of 621 gigajoules (corresponding<br />
to <strong>the</strong> energy content of around 17,000 litres<br />
of diesel fuel), an input into <strong>the</strong> environment of around<br />
41 tonnes of carbon dioxide (CO 2), around 16 kilograms<br />
of non-methane volatile organic compounds (NMVOC),<br />
around 62 kilograms of nitrogen oxides (NO x) and almost<br />
40 kilograms of sulphur dioxide (SO 2).<br />
In addition to <strong>the</strong> analysis of <strong>the</strong> overall results, <strong>the</strong> distribution<br />
of individual environmental impacts on <strong>the</strong> various<br />
phases of <strong>the</strong> life cycle is investigated. The relevance of<br />
<strong>the</strong> respective life cycle phases depends on <strong>the</strong> particular<br />
environmental impact under consideration. For CO 2 and<br />
also primary energy demand, <strong>the</strong> use phase dominates<br />
with a share of around 74 and 71 percent respectively<br />
(see Figure 2-3).<br />
CO2-emissions [t/car]<br />
40<br />
35<br />
30<br />
25<br />
20<br />
15<br />
10<br />
5<br />
0<br />
9.9<br />
30.1<br />
0.6<br />
Production Use Recycling<br />
Figure 2-3: Overall carbon dioxide (CO2) emissions in tonnes<br />
However, it is not <strong>the</strong> use of <strong>the</strong> vehicle alone which<br />
determines its environmental compatibility. Some environmentally<br />
relevant emissions are caused principally by its<br />
manufacture, <strong>for</strong> example SO 2 emissions (see Figure 2-4).<br />
O<strong>the</strong>r emissions, on <strong>the</strong> o<strong>the</strong>r hand, are also strongly influenced<br />
by fuel production, <strong>for</strong> example NMVOC and CH 4<br />
emissions. For this reason, both car and fuel production<br />
are included in <strong>the</strong> analysis of ecological compatibility .<br />
Fur<strong>the</strong>rmore, <strong>for</strong> comprehensive and thus sustained<br />
improvement of <strong>the</strong> environmental impact associated with<br />
a vehicle, it is also necessary to consider <strong>the</strong> end-of-life<br />
phase. In terms of energy, <strong>the</strong> use or initiation of recycling<br />
cycles is worthwhile.<br />
POCP [kg e<strong>the</strong>ne equiv.]]<br />
28 29<br />
ADP [GJ]<br />
EP [kg phosphate equiv.]<br />
AP [kg SO2 equiv.]]<br />
GWP100 [t CO2 equiv.]]<br />
CH4 [kg]<br />
SO2 [kg]<br />
NMVOC [kg]<br />
NOX [kg]<br />
CO [kg]<br />
Primary energy demand [GJ]<br />
CO2[t]<br />
Figure 2-4: Share of life cycle phases <strong>for</strong> selected parameters<br />
Car production Fuel production Operation Recycling<br />
0 % 10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 %<br />
For a comprehensive assessment, all environmental inputs<br />
are taken into consideration within each phase of <strong>the</strong> life<br />
cycle. In addition to <strong>the</strong> results shown above, it was determined<br />
<strong>for</strong> example that municipal waste and stockpile<br />
goods (especially ore processing residues and overburden)<br />
largely arise in <strong>the</strong> manufacturing phase, while special<br />
waste is created mainly through <strong>the</strong> production of petrol<br />
in <strong>the</strong> usage phase.<br />
<strong>Environmental</strong> burden in <strong>the</strong> <strong>for</strong>m of emissions into water<br />
is a result of vehicle manufacturing; this especially applies<br />
to heavy metals, NO 3- and SO 4 2- -ions, and <strong>the</strong> factors<br />
AOX, BOD and COD.<br />
In addition to <strong>the</strong> analysis of overall results, <strong>the</strong> distribution<br />
of selected environmental impacts on <strong>the</strong> production<br />
of individual modules is investigated. Figure 2-5 shows by<br />
way of example <strong>the</strong> percentage distribution of carbon dioxide<br />
and sulphur dioxide emissions <strong>for</strong> different modules.<br />
While bodyshell manufacturing features predominantly in<br />
terms of carbon dioxide emissions, when it comes to sulphur<br />
dioxide it is modules with precious and non-ferrous<br />
metals and glass that are of greater relevance, since <strong>the</strong>se<br />
give rise to high emissions of sulphur dioxide in material<br />
production.<br />
12<br />
560<br />
9<br />
80<br />
43<br />
54<br />
40<br />
16<br />
62<br />
105<br />
621<br />
41
Total vehicle (paintwork)<br />
Passenger cell/bodyshell<br />
0 % 5 % 10 % 15 % 20 %<br />
Emissions <strong>for</strong> car production [%]<br />
30<br />
31<br />
Flaps/wings<br />
Doors<br />
Cockpit<br />
Mounted external parts<br />
Mounted internal parts<br />
Seats<br />
Electrics/electronics<br />
Tyres<br />
Vehicle controls<br />
Fuel system<br />
Hydraulics<br />
Engine/transmission periphery<br />
Engine<br />
Transmission<br />
Steering<br />
Front axle<br />
Rear axle<br />
Figure 2-5: Distribution of selected parameters (CO2 and SO2) to modules<br />
CO2 [%]<br />
SO2 [%]<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
Production overall<br />
CO 2 9.9 t<br />
SO 2 24.9 kg
2.2.3 Comparison with <strong>the</strong> E <strong>300</strong> CDI BlueEFFICIENCY<br />
In parallel with <strong>the</strong> analysis of <strong>the</strong> new E <strong>300</strong> BlueTEC<br />
<strong>HYBRID</strong>, an assessment of <strong>the</strong> ECE base version of <strong>the</strong><br />
E <strong>300</strong> CDI (1760 kg DIN weight) was made.<br />
The underlying conditions were identical to those <strong>for</strong><br />
<strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong>. The production process was<br />
represented on <strong>the</strong> basis of an excerpt from <strong>the</strong> current<br />
list of parts. Use was calculated on <strong>the</strong> basis of applicable<br />
certification values. The same state-of-<strong>the</strong>-art model was<br />
used <strong>for</strong> recovery and recycling.<br />
Making use of high savings potentials<br />
The following savings have been achieved over <strong>the</strong> E <strong>300</strong> CDI:<br />
• Reduction of CO 2 emissions by 23 percent (12 tonnes) over<br />
<strong>the</strong> entire life cycle.<br />
• Reduction of <strong>the</strong> primary energy demand of 22 percent<br />
over <strong>the</strong> entire life cycle, corresponding to <strong>the</strong> energy<br />
content of approx. 4800 litres of diesel.<br />
• Over <strong>the</strong> entire life cycle, <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> shows<br />
clear advantages in terms of global warming potential.<br />
32 33<br />
CO2-emissions [t/car]<br />
Car<br />
Production<br />
60<br />
55<br />
50<br />
45<br />
40<br />
35<br />
30<br />
25<br />
20<br />
15<br />
10<br />
5<br />
0<br />
Fuel<br />
production Operation Recycling<br />
0.6<br />
27.3<br />
2.9<br />
0.6<br />
38.3<br />
4.0<br />
9.9 9.6<br />
E <strong>300</strong> CDI<br />
BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> CDI BlueTEC <strong>HYBRID</strong>: 4.2 l/100 km, 109 g CO2/km<br />
E <strong>300</strong> CDI: 5.8 l/100 km, 153 g CO2/km<br />
As Figure 2-6 shows, <strong>the</strong> production processes <strong>for</strong><br />
both vehicle models results in similar levels of carbon<br />
dioxide emissions. But clear advantages emerge <strong>for</strong> <strong>the</strong><br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong> over <strong>the</strong> entire life cycle.<br />
At <strong>the</strong> beginning of <strong>the</strong> life cycle, production of <strong>the</strong><br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong> gives rise to a quantity of CO 2emissions<br />
which is somewhat higher than that of <strong>the</strong><br />
reference vehicle (9.9 tonnes of CO 2 overall). This is attributable<br />
to <strong>the</strong> additional components <strong>for</strong> <strong>the</strong> drive system,<br />
which in some cases are more complex to manufacture<br />
(primarily <strong>the</strong> battery). In <strong>the</strong> subsequent use phase,<br />
comprising fuel production and vehicle operation, <strong>the</strong><br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong> emits around 30 tonnes of CO 2;<br />
<strong>the</strong> total emissions during production, use and recycling<br />
thus amount to 40.7 tonnes of CO 2.<br />
Figure 2-6: Carbon dioxide emissions of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
compared with <strong>the</strong> E <strong>300</strong> CDI [t/car]
CO2 [t]<br />
CO [kg]<br />
NOX [kg]<br />
NMVOC [kg]<br />
SO2 [kg]<br />
CH4 [kg]<br />
GWP100 [t CO2 equiv.]<br />
AP [kg SO2 equiv.]<br />
EP [kg phosphate equiv.]<br />
POCP [kg e<strong>the</strong>ne equiv.]<br />
Car Production Fuel production Operation Recycling<br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
0 20 40 60 80 100 120 140<br />
Figure 2-7: Selected parameters of <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> compared with <strong>the</strong> E <strong>300</strong> CDI [units/car]<br />
Production of <strong>the</strong> comparable E <strong>300</strong> CDI diesel model<br />
gives rise to 9.6 tonnes of CO 2 Due to <strong>the</strong> higher fuel<br />
consumption, <strong>the</strong> E <strong>300</strong> CDI models emit approx.<br />
42 tonnes of CO 2 during use. Overall, CO 2-emissions total<br />
52.5 tonnes.<br />
Over its entire life cycle, comprising production, use over<br />
250,000 kilometres and recycling, <strong>the</strong> E <strong>300</strong> BlueTEC<br />
<strong>HYBRID</strong> gives rise to 23 percent (approx. 12 tonnes) less<br />
CO 2-emissions than <strong>the</strong> E <strong>300</strong> CDI. This reduction in<br />
CO 2-emissions is certainly substantial in size. The saving<br />
of around 12 tonnes per vehicle is somewhat higher than<br />
<strong>the</strong> annual per capita emissions of an average European 2 .<br />
2 European Environment Agency: EAA Report 09/2009,<br />
Greenhouse gas emission trends and projections in Europe 2009<br />
Figure 2-7 shows fur<strong>the</strong>r emissions into <strong>the</strong> atmosphere<br />
and <strong>the</strong> corresponding impact categories in comparison<br />
over <strong>the</strong> various phases. In terms of production, <strong>the</strong> results<br />
<strong>for</strong> <strong>the</strong> E <strong>300</strong> CDI are <strong>for</strong> <strong>the</strong> most part slightly more<br />
favourable, however <strong>the</strong> <strong>HYBRID</strong> displays clear advantages<br />
over <strong>the</strong> entire life cycle. In terms of nitrogen oxide emissions,<br />
both cars are on a comparable level.<br />
34 35<br />
1000<br />
800<br />
600<br />
400<br />
200<br />
0<br />
Bauxite<br />
[kg]<br />
Iron ore<br />
[kg]**<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
Mixed ores<br />
[kg]*/**<br />
* Primarily <strong>for</strong> <strong>the</strong> extraction of <strong>the</strong> elements lead, copper and zinc<br />
** In <strong>the</strong> <strong>for</strong>m of ore concentrate<br />
Material resources [kg/car] Energy resources [GJ/car]<br />
Figure 2-8 shows selected material and energy resources.<br />
The shifts in <strong>the</strong> material mix and <strong>the</strong> slightly higher<br />
vehicle weight also lead to changes in demand <strong>for</strong> material<br />
resources in <strong>the</strong> production of <strong>the</strong> E <strong>300</strong> BlueTEC<br />
<strong>HYBRID</strong>.<br />
The requirement <strong>for</strong> mixed ores, <strong>for</strong> example, has increased<br />
due to <strong>the</strong> increased quantity of electrics and<br />
electronics (copper ore). In terms of energy resources, <strong>the</strong><br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong> shows a significantly lower crude<br />
oil requirement. This can be attributed to <strong>the</strong> significantly<br />
reduced fuel consumption during use. Compared with <strong>the</strong><br />
reference model, <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> achieves<br />
600<br />
500<br />
400<br />
<strong>300</strong><br />
200<br />
100<br />
0<br />
Lignite<br />
[GJ]<br />
Hard coal<br />
[GJ]<br />
Figure 2-8: Selected material and energy resources <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> compared with <strong>the</strong> E <strong>300</strong> CDI [units/car]<br />
Crude oil<br />
[GJ]<br />
E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
E <strong>300</strong> CDI<br />
Natural gas<br />
[GJ]<br />
Uranium<br />
[GJ]<br />
Renewable<br />
energy<br />
resources<br />
[GJ]<br />
primary energy savings of 22 percent over <strong>the</strong> entire<br />
life cycle, corresponding to <strong>the</strong> energy content of around<br />
4800 litres diesel fuel.<br />
Tables 2-2 and 2-3 present an overview of <strong>the</strong> main LCA<br />
parameters. The lines with grey shading indicate superordinate<br />
impact categories; <strong>the</strong>y group toge<strong>the</strong>r emissions<br />
with <strong>the</strong> same effects and quantify <strong>the</strong>ir contribution to<br />
<strong>the</strong> respective impacts over a characterisation factor, e.g.<br />
contribution to global warming potential in kilograms of<br />
CO 2 equivalent.
Input parameters<br />
Resources, ores E <strong>300</strong> BlueTEC E <strong>300</strong> CDI Delta vs. Comments<br />
Hybrid Hybrid diesel<br />
Bauxite [kg] 727 718 1 % Increased use of primary aluminium.<br />
Dolomite [kg] 128 110 16 % Increased use of magnesium.<br />
Iron ore [kg] 995 977 2 % Primarily car manufacturing.<br />
Mixed ores (esp. Cu,Pb,Zn) [kg]**<br />
Rare earth ore/<br />
146 120 21 % Primarily power electronics, electric motor.<br />
precious metal ores [kg]** 0.7 0.3 95 % Primarily electric motor.<br />
**In <strong>the</strong> <strong>for</strong>m of ore concentrate<br />
Energy sources E <strong>300</strong> BlueTEC E <strong>300</strong> CDI Delta vs. Comments<br />
Hybrid Hybrid diesel<br />
Fossil ADP* [GJ] 560 721 – 22% Abiotic depletion potential.<br />
Dominated mainly by fuel consumption.<br />
Primary energy [GJ] 614 785 – 22 % Consumption of energy resources.<br />
Significantly lower than <strong>for</strong> <strong>the</strong> E <strong>300</strong> CDI,<br />
due to <strong>the</strong> increased fuel efficiency<br />
of <strong>the</strong> E-Class Hybrid.<br />
Proportionately Lignite [GJ] 14 17 – 22 % Approx. 90 % from car manufacturing.<br />
Natural gas [GJ] 65 77 – 17 % Approx. 34 % from use in <strong>the</strong> case of <strong>the</strong><br />
hybrid variant. Reduction due to lower fuel<br />
consumption.<br />
Crude oil [GJ] 441 597 – 26 % Significant reduction due<br />
to lower fuel consumption.<br />
Hard coal [GJ] 48 47 4 % Approx. 96 % from car manufacturing.<br />
Uranium [GJ]<br />
Renewable<br />
32 32 0 % Approx. 91 % from car manufacturing.<br />
energy resources [GJ] 14.0 14.5 – 4 % Primarily from car manufacturing.<br />
Table 2-2: Overview of LCA parameters (I)<br />
In Table 2-3 <strong>the</strong> superordinate impact categories are also<br />
indicated first. The E <strong>300</strong> BlueTEC <strong>HYBRID</strong> shows significant<br />
advantages over <strong>the</strong> reference model, particularly<br />
in terms of <strong>the</strong> global warming potential. In <strong>the</strong> impact<br />
categories acidification, summer smog and eutrophication,<br />
it is better than and/or on par with <strong>the</strong> E <strong>300</strong> CDI.<br />
* CML 2001, date of revision: December 2009<br />
The goal of bringing about improved environmental<br />
per<strong>for</strong>mance in <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> over <strong>the</strong><br />
reference model was <strong>the</strong>re<strong>for</strong>e achieved overall.<br />
Output parameters<br />
Emissions in air E <strong>300</strong> BlueTEC E <strong>300</strong> CDI Delta vs. Comments<br />
Hybrid Hybrid diesel<br />
GWP* [t CO2 equiv.] 43 55 – 22 % Global warming potential. Primarily due to<br />
CO2 emissions, significant reduction due to<br />
lower fuel consumption.<br />
AP* [kg SO2 equiv.] 80 83 – 4 % Acidification potential. Primarily due to<br />
SO2 and NOX emissions.<br />
EP* [kg phosphate equiv.] 9 9 – 1 % Eutrophication potential. Primarily due to<br />
NOX emissions.<br />
POCP* [kg ethylene equiv.] 12 14 – 15 % Summer smog. Primarily due to<br />
NMVOC, CO, SO2 and NOX emissions.<br />
CO2 [t] 41 52 – 23 % Primarily from driving operation. CO2<br />
reduction is a direct result of lower fuel<br />
consumption.<br />
CO [kg] 105 118 – 12 % Approx. 62 % from car use (primarily<br />
driving operation), as a result<br />
reduction due to lower fuel consumption.<br />
NMVOC [kg] 16 22 – 25 % Approx. 62 % from car use, approx.<br />
equal amounts due to driving operation<br />
and fuel production.<br />
CH4 [kg] 54 67 – 19 % Approx. 60 % from car use, primarily due to<br />
fuel production. Driving operation<br />
accounts <strong>for</strong> only 4 %.<br />
NOX [kg] 62 60 2 % Approx. 74 % from car use,<br />
driving operation accounts <strong>for</strong> 64 %<br />
of nitrogen dioxide emissions.<br />
SO2 [kg] 40 43 – 7 % Approx. 64 % from car manufacturing,<br />
remainder from fuel production.<br />
Emissions in water E <strong>300</strong> BlueTEC E <strong>300</strong> CDI Delta vs. Comments<br />
Hybrid Hybrid diesel<br />
BSB [kg] 0.4 0.4 – 3 % Approx. 87 % from car manufacturing.<br />
Hydrocarbons [kg] 0.3 0.4 – 20 % Approx. 75 % from car manufacturing.<br />
NO3 - [g] 496 464 7 % Approx. 96 % from car manufacturing.<br />
PO4 3- [g] 19 17 12 % Approx. 76 % from car manufacturing.<br />
SO4 2- [kg] 17 19 – 6 % Approx. 77 % from car manufacturing.<br />
Table 2-3: Overview of LCA parameters (II) * CML 2001, date of revision: November 2009<br />
36 37
2.3 Design <strong>for</strong> recovery<br />
With <strong>the</strong> adoption of <strong>the</strong><br />
European ELV Directive (2000/53/EC)<br />
on 18 September 2000, <strong>the</strong> conditions<br />
<strong>for</strong> recovery of end-of-life vehicles<br />
were revised.<br />
The objective of this directive is <strong>the</strong> prevention of vehicle<br />
waste and <strong>the</strong> promotion of <strong>the</strong> return, reuse, and recycling<br />
of vehicles and <strong>the</strong>ir components. This results in <strong>the</strong><br />
following requirements on <strong>the</strong> automotive industry:<br />
• Establishment of systems <strong>for</strong> collection of end-of-life<br />
vehicles (ELVs) and used parts from repairs.<br />
• Achievement of an overall recovery rate of 95 percent<br />
by weight by 1 January 2015 at <strong>the</strong> latest.<br />
• Evidence of compliance with <strong>the</strong> recycling rate as part<br />
of type approval <strong>for</strong> new passenger cars as of<br />
December 2008.<br />
• Take-back of all ELVs free of charge<br />
from January 2007.<br />
• Provision of dismantling in<strong>for</strong>mation from <strong>the</strong><br />
manufacturer to <strong>the</strong> ELV recyclers within six months<br />
of market launch.<br />
• Prohibition of <strong>the</strong> heavy metals lead, hexavalent<br />
chromium, mercury, and cadmium, taking into<br />
account <strong>the</strong> exceptions in Annex II.<br />
The E-Class meets <strong>the</strong> recoverability rate of 95 percent<br />
by weight, effective 01.01.2015<br />
• End-of-life vehicles have been taken back by Mercedes-Benz<br />
free of charge since January 2007.<br />
• Heavy metals such as lead, hexavalent chromium, mercury<br />
or cadmium have been eliminated in accordance with <strong>the</strong><br />
requirements of <strong>the</strong> ELV Directive.<br />
• Mercedes-Benz already currently has a highly<br />
efficient take-back and recycling network.<br />
• By reselling certified used parts, <strong>the</strong> Mercedes Used Parts<br />
Center makes an important contribution to <strong>the</strong> recycling<br />
concept.<br />
• Even during development of <strong>the</strong> E-Class, attention was paid<br />
to separation and ease of dismantling of relevant <strong>the</strong>rmoplastic<br />
components.<br />
• Detailed in<strong>for</strong>mation is provided in electronic <strong>for</strong>m <strong>for</strong> all<br />
ELV recyclers: <strong>the</strong> International Dismantling<br />
In<strong>for</strong>mation System (IDIS).<br />
38<br />
39
2.3.1 Recycling concept <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong><br />
The calculation procedure is regulated in ISO standard 22628,<br />
“Road vehicles – Recyclability and recoverability – calculation method”.<br />
The calculation model reflects <strong>the</strong> real ELV recycling<br />
process and is divided into four stages:<br />
1. Pre-treatment (extraction of all service fluids, removal<br />
of tyres, battery, and catalytic converter, triggering of<br />
airbags).<br />
2. Dismantling (removal of replacement parts and/or<br />
components <strong>for</strong> material recycling.)<br />
3. Segregation of metals in <strong>the</strong> shredder process.<br />
4. Treatment of non-metallic residue fraction (shredder<br />
light fraction, SLF).<br />
The recycling concept <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> was<br />
devised in parallel with <strong>the</strong> development of <strong>the</strong> vehicle;<br />
<strong>the</strong> individual components and materials were analysed<br />
<strong>for</strong> each stage of <strong>the</strong> process. The volume flow rates<br />
established <strong>for</strong> each stage toge<strong>the</strong>r yield <strong>the</strong> recycling and<br />
recovery rates <strong>for</strong> <strong>the</strong> entire vehicle.<br />
The deployment of a lithium-ion battery in a hybrid series<br />
model also presents new challenges in <strong>the</strong> area of disposal<br />
and recycling. For <strong>the</strong> recycling process <strong>for</strong> <strong>the</strong> highvoltage<br />
batteries, four stages were <strong>the</strong>re<strong>for</strong>e defined and<br />
corresponding processes developed:<br />
1. “ReUse”: reuse of <strong>the</strong> battery, whereby reconditioning<br />
is limited to cleaning and exchanging parts limited to<br />
<strong>the</strong> service life of <strong>the</strong> battery, e.g. fuses.<br />
2. “RePair”: this more extensive repair stage includes<br />
additional repair work on <strong>the</strong> HV storage system.<br />
In this way, <strong>the</strong> battery system’s individual modules<br />
(connected cells) can be exchanged.<br />
3. “ReManufacturing”: this repair stage comprises<br />
<strong>the</strong> complete disassembly of <strong>the</strong> battery down to<br />
individual cell level and subsequent reassembly of<br />
<strong>the</strong> battery system following sorting, testing and<br />
exchange of components.<br />
4. “ReMat”: this process comprises recycling and<br />
recovery of valuable content materials.<br />
R = (m +m +m +m )/m x 100 > 85 percent<br />
cyc P D M Tr V<br />
R = R + m /m x 100 > 95 percent<br />
cov cyc Te V<br />
Figure 2-9: Material flows in <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> recycling concept<br />
At <strong>the</strong> pretreatment stage, <strong>the</strong> ELV recycler removes <strong>the</strong><br />
fluids, battery, oil filter, tyres and catalytic converters. The<br />
airbags are activated using equipment standardised <strong>for</strong><br />
all European vehicle manufacturers. During dismantling,<br />
<strong>the</strong> prescribed parts are first removed according to <strong>the</strong><br />
European ELV Directive. To improve recycling, numerous<br />
components and assemblies are <strong>the</strong>n removed and are<br />
sold directly as used spare parts or serve as a basis <strong>for</strong> <strong>the</strong><br />
manufacturing of replacement parts.<br />
The reuse of used parts has a long tradition at Mercedes-<br />
Benz. The Mercedes-Benz Used Parts Center (GTC) was<br />
established back in 1996. With its quality-tested used<br />
parts, <strong>the</strong> GTC is an integral part of <strong>the</strong> service and parts<br />
operations <strong>for</strong> <strong>the</strong> Mercedes-Benz brand and makes an important<br />
contribution to <strong>the</strong> appropriately priced repair of<br />
Mercedes-Benz vehicles. In addition to used parts, materials<br />
that can be recycled using economically appropriate<br />
procedures are selectively removed in <strong>the</strong> vehicle dismantling<br />
process. These include components of aluminium<br />
ELV recycler Shredder operators<br />
1) in acc. with 2000/53/EC<br />
2) SLF = shredder light fraction<br />
and copper as well as selected large plastic components.<br />
During <strong>the</strong> development of <strong>the</strong> E-Class, <strong>the</strong>se components<br />
were specifically prepared <strong>for</strong> subsequent recycling. Along<br />
with <strong>the</strong> segregated separation of materials, attention was<br />
also paid to ease of dismantling of relevant <strong>the</strong>rmoplastic<br />
components such as bumpers, wheel arch linings, outer<br />
sills, underfloor panelling and engine compartment coverings.<br />
In addition, all plastic parts are marked in accordance<br />
with international nomenclature.<br />
In <strong>the</strong> subsequent shredding of <strong>the</strong> residual body, <strong>the</strong> metals<br />
are first separated <strong>for</strong> reuse in <strong>the</strong> raw material production<br />
processes. The largely organic remaining portion is<br />
separated into different fractions <strong>for</strong> environment-friendly<br />
reuse in raw material or energy recovery processes. With<br />
<strong>the</strong> described process chain, overall a material recyclability<br />
rate of 85 percent and a recoverability rate of 95 percent<br />
were verified on <strong>the</strong> basis of <strong>the</strong> ISO 22628 calculation<br />
model <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> as part of <strong>the</strong> vehicle<br />
type approval process (see Figure 2-9).<br />
40 41<br />
Vehicle mass: m V<br />
Pre-treatment: m P<br />
Fluids<br />
Battery<br />
Tires<br />
Airbags<br />
Catalytic converters<br />
Oil filter<br />
Dismantling: m D<br />
Prescribed parts 1 ),<br />
Components <strong>for</strong><br />
recovery<br />
and recycling<br />
Segregation<br />
of metals: m M<br />
Residual metal<br />
SLF 2 ) treatment<br />
m Tr = recycling<br />
m Te = energy recovery
2.3.2 Dismantling in<strong>for</strong>mation<br />
Dismantling in<strong>for</strong>mation <strong>for</strong> ELV recyclers<br />
plays an important role in <strong>the</strong> implementation of <strong>the</strong> recycling concept.<br />
For <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong> too, all<br />
necessary in<strong>for</strong>mation is provided in<br />
electronic <strong>for</strong>m via <strong>the</strong> International<br />
Dismantling In<strong>for</strong>mation System (IDIS).<br />
This IDIS software provides vehicle<br />
in<strong>for</strong>mation <strong>for</strong> ELV recyclers, on <strong>the</strong><br />
basis of which vehicles can be subjected<br />
to environmentally friendly pretreatment<br />
and recycling techniques at <strong>the</strong> end of<br />
<strong>the</strong>ir operating lives.<br />
The system presents model-specific data<br />
both graphically and in text <strong>for</strong>m. In pretreatment,<br />
specific in<strong>for</strong>mation is provided<br />
on service fluids and pyrotechnic<br />
components. In <strong>the</strong> o<strong>the</strong>r areas, materialspecific<br />
in<strong>for</strong>mation is provided <strong>for</strong> <strong>the</strong><br />
identification of non-metallic components.<br />
The current version of IDIS (5.31) contains in<strong>for</strong>mation<br />
in 30 languages on 1684 different vehicles from 68 car<br />
brands. The IDIS data are made available to ELV recyclers<br />
and incorporated into <strong>the</strong> software half a year after <strong>the</strong><br />
respective market launch.<br />
Figure 2-10: Screenshot of <strong>the</strong> IDIS software<br />
2.3.3 Avoidance of potentially hazardous materials<br />
The avoidance of hazardous substances is a matter of top<br />
priority in <strong>the</strong> development, manufacturing, use, and<br />
recycling of Mercedes-Benz vehicles. For <strong>the</strong> protection of<br />
humans and <strong>the</strong> environment, substances and substance<br />
classes that may be present in materials or components<br />
of Mercedes-Benz passenger cars have been listed in an<br />
internal standard (DBL 8585) since 1996. This standard<br />
is already made available to <strong>the</strong> designers and materials<br />
experts at <strong>the</strong> advanced development stage <strong>for</strong> both <strong>the</strong><br />
selection of materials and <strong>the</strong> definition of manufacturing<br />
processes.<br />
The heavy metals lead, cadmium, mercury, and hexavalent<br />
chromium, which are prohibited by <strong>the</strong> ELV Directive<br />
of <strong>the</strong> EU, are also taken into consideration. To ensure<br />
compliance with <strong>the</strong> ban on heavy metals in accordance<br />
with <strong>the</strong> legal requirements, Mercedes-Benz has modified<br />
and adapted numerous processes and requirements both<br />
internally and with suppliers.<br />
The new E-Class complies with <strong>the</strong> applicable regulations.<br />
For example, lead-free elastomers are used in <strong>the</strong> drive<br />
system, along with lead-free pyrotechnic initiators, cadmium-free<br />
thick film pastes, and surfaces free of hexavalent<br />
chromium in <strong>the</strong> interior, exterior, and assemblies.<br />
Materials used <strong>for</strong> components in <strong>the</strong> passenger compartment<br />
and boot are also subject to emission limits that are<br />
likewise laid down in <strong>the</strong> DBL 8585 standard as well as in<br />
delivery conditions <strong>for</strong> <strong>the</strong> various components. The continual<br />
reduction of interior emissions is a major aspect of<br />
component and material development <strong>for</strong> Mercedes-Benz<br />
vehicles.<br />
42 43
2.4 Use of secondary raw materials<br />
In <strong>the</strong> E-Class, 43 components with an overall<br />
weight of 41.5 kilograms can be manufactured<br />
partly from high-quality recycled plastics.<br />
• These include wheel arch linings, cable ducts<br />
and <strong>the</strong> boot liner.<br />
• The mass of secondary raw material components<br />
has increased by 80 percent compared with <strong>the</strong><br />
predecessor model.<br />
• Wherever possible, secondary raw materials are<br />
derived from vehicle-related waste streams: <strong>the</strong><br />
front wheel arch linings are made from recovered<br />
vehicle components.<br />
In addition to <strong>the</strong> requirements <strong>for</strong> <strong>the</strong> attainment of<br />
recycling rates, <strong>the</strong> manufacturers are obliged by<br />
Article 4, Paragraph 1 (c) of <strong>the</strong> European ELV Directive<br />
2000/53/EC to make increased use of recycled materials<br />
in vehicle production and <strong>the</strong>reby to establish or extend<br />
<strong>the</strong> markets <strong>for</strong> recycled materials. To meet <strong>the</strong>se<br />
re-quirements, <strong>the</strong> technical specifications <strong>for</strong> new<br />
Mercedes models prescribe a constant increase in <strong>the</strong><br />
recycled content of passenger cars.<br />
The studies relating to <strong>the</strong> use of recycled material, which<br />
accompany <strong>the</strong> development process, focus on <strong>the</strong>rmoplastics.<br />
Unlike steel and ferrous materials, which already<br />
include a proportion of secondary materials from <strong>the</strong><br />
outset, <strong>the</strong> use of plastics requires a separate procedure<br />
<strong>for</strong> <strong>the</strong> testing and release of <strong>the</strong> recycled material <strong>for</strong><br />
each component.<br />
For this reason, <strong>the</strong> data on <strong>the</strong> use of recycled material<br />
in passenger cars are documented only <strong>for</strong> <strong>the</strong>rmoplastic<br />
components, as this is <strong>the</strong> only factor that can be influenced<br />
in <strong>the</strong> course of development.<br />
The quality and functionality requirements placed on a<br />
component must be met both with secondary raw materials<br />
and with comparable new materials. To ensure passenger<br />
car production is maintained even when shortages<br />
are encountered on <strong>the</strong> recycled materials market, new<br />
materials may also be used as an option.<br />
In <strong>the</strong> current E-Class, a total of 43 components with an<br />
overall weight of 41.5 kg can be manufactured partly from<br />
high-quality recycled plastics.<br />
Typical applications include wheel arch linings, cable<br />
ducts, and <strong>the</strong> boot liner, which are largely made from<br />
polypropylene. It has also been possible to close additional<br />
material loops in <strong>the</strong> case of <strong>the</strong> E-Class, however: <strong>the</strong> use<br />
of recycled polyamide is approved <strong>for</strong> <strong>the</strong> blower shroud<br />
in <strong>the</strong> engine compartment of this vehicle, while recycled<br />
acrylonitrile butadiene styrene (ABS) is approved <strong>for</strong> <strong>the</strong><br />
basic carrier of <strong>the</strong> centre console. Recycling polyol is<br />
partly used in <strong>the</strong> rear seat cushions. Figure 2-11 shows<br />
<strong>the</strong> components approved <strong>for</strong> <strong>the</strong> use of recycled materials.<br />
A fur<strong>the</strong>r objective is to derive <strong>the</strong> recycled materials as<br />
far as possible from automotive waste streams, <strong>the</strong>reby<br />
closing process loops. In <strong>the</strong> case of <strong>the</strong> wheel arch linings<br />
of <strong>the</strong> new E-Class, <strong>for</strong> example, a secondary raw material<br />
comprising reprocessed vehicle components is used (see<br />
Figure 2-12): starter battery housings, bumper coverings<br />
from <strong>the</strong> Mercedes-Benz Recycling System, and production<br />
waste from cockpit units.<br />
Figure 2-11: Use of secondary raw materials in <strong>the</strong> current E-Class<br />
Figure 2-12: Use of secondary raw materials, taking <strong>the</strong> wheel arch lining as an<br />
example (in <strong>the</strong> current B-Class)<br />
44 45
2.5 Use of renewable raw materials<br />
• A total of 44 components with a total weight of around<br />
21 kg are produced using natural materials.<br />
• The floor of <strong>the</strong> luggage compartment consists of a card<br />
board honeycomb structure.<br />
• Olive coke serves as an activated charcoal filter <strong>for</strong><br />
fuel tank ventilation.<br />
• The textile seat covers are comprised on 25 percent<br />
pure sheep’s wool.<br />
In automotive production, <strong>the</strong> use of renewable raw materials<br />
is concentrated primarily in <strong>the</strong> vehicle interior. The<br />
natural fibres predominantly used in series production of<br />
<strong>the</strong> new E-Class include cellulose, cotton and wool fibres<br />
in combination with various polymers. The use of natural<br />
materials in automotive manufacturing has a number of<br />
advantages:<br />
• Compared with glass fibre, natural fibres normally<br />
result in a reduced component weight.<br />
• Renewable raw materials help to reduce <strong>the</strong> con-<br />
sumption of fossil resources such as coal, natural<br />
gas and crude oil.<br />
• They can be processed by means of conventional<br />
technologies. The resulting products are generally<br />
readily recyclable.<br />
• In terms of energy recovery, <strong>the</strong>y exhibit an almost<br />
neutral CO 2 balance, since only <strong>the</strong> same amount<br />
of CO 2 is released as was absorbed by <strong>the</strong> plant<br />
during growth.<br />
The types of renewable raw materials and <strong>the</strong>ir applications<br />
are listed in Table 2-4.<br />
In <strong>the</strong> current E-Class, a total of 44 components with a<br />
combined weight of around 21 kg are produced using<br />
natural materials.<br />
Figure 2-13 shows <strong>the</strong> components in <strong>the</strong> current E-Class<br />
which are produced using renewable raw materials.<br />
The luggage compartment floor consists of a cardboard<br />
honeycomb structure, and <strong>for</strong> <strong>the</strong> tank ventilation <strong>the</strong><br />
Mercedes engineers have also drawn on a raw material<br />
from nature: olive coke serves as an activated charcoal<br />
filter. This open-pored material absorbs hydrocarbon<br />
emissions, and <strong>the</strong> filter regenerates itself automatically<br />
during vehicle operation.<br />
Natural materials also play an important part in <strong>the</strong><br />
production of <strong>the</strong> fabric seat upholstery <strong>for</strong> <strong>the</strong> current<br />
E-Class, which contains approx. 25 percent pure sheep’s<br />
wool. This natural material has significant com<strong>for</strong>t ad-<br />
vantages over syn<strong>the</strong>tic fibres: wool not only has very<br />
good electrostatic properties, but is also better at absorbing<br />
moisture and has a positive effect on climatic<br />
seating com<strong>for</strong>t in high temperatures.<br />
Figure 2-13: Components produced using renewable raw materials in <strong>the</strong> current E-Class<br />
Raw material Application<br />
Wool Seat covers<br />
Cotton Various damping and trim<br />
Cellulose fibres Various damping and linings<br />
Wood veneer Trim elements and mouldings<br />
Olive stones Activated charcoal filter<br />
Paper Luggage compartment floor, filter elements<br />
Table 2-4: Application of renewable raw materials in <strong>the</strong> current E-Class<br />
46 47
3 Process documentation<br />
Reducing <strong>the</strong> environmental impact of a vehicle‘s emissions<br />
and resource consumption throughout its life cycle<br />
is crucial to improving its environmental per<strong>for</strong>mance.<br />
The environmental burden of a product is already largely<br />
determined in <strong>the</strong> early development phase; subsequent<br />
corrections to product design can only be implemented at<br />
great expense. The earlier sustainable product development<br />
(“Design <strong>for</strong> Environment”) is integrated into <strong>the</strong><br />
development process, <strong>the</strong> greater <strong>the</strong> benefits in terms of<br />
minimised environmental impact and cost. Process and<br />
product-integrated environmental protection must be<br />
realised in <strong>the</strong> development phase of a product. <strong>Environmental</strong><br />
burden can often only be reduced at a later date by<br />
means of downstream “end-of-pipe” measures.<br />
“We strive to develop products which are highly responsible<br />
to <strong>the</strong> environment in <strong>the</strong>ir respective market segments”<br />
– this is <strong>the</strong> second <strong>Environmental</strong> Guideline of<br />
<strong>the</strong> <strong>Daimler</strong> Group. Its realisation requires incorporating<br />
environmental protection into products from <strong>the</strong> very<br />
start. Ensuring that this happens is <strong>the</strong> task of environmentally<br />
friendly product development. Comprehensive<br />
vehicle concepts are devised in accordance with <strong>the</strong><br />
“Design <strong>for</strong> Environment” (DfE) principle. The aim is<br />
to improve environmental per<strong>for</strong>mance in objectively<br />
measurable terms, while at <strong>the</strong> same time meeting <strong>the</strong><br />
demands of <strong>the</strong> growing number of customers with an<br />
eye <strong>for</strong> environmental issues such as fuel economy and<br />
reduced emissions or <strong>the</strong> use of environmentally friendly<br />
materials.<br />
Mercedes-Benz devises comprehensive vehicle concepts in line with <strong>the</strong><br />
“Design <strong>for</strong> Environment” principle, with <strong>the</strong> aim of improving environmental<br />
compatibility in objectively measurable terms.<br />
In organisational terms, responsibility toward improving<br />
environmental per<strong>for</strong>mance was an integral part of <strong>the</strong> development<br />
project <strong>for</strong> <strong>the</strong> E-Class. Under <strong>the</strong> overall level<br />
of project management, employees are appointed with re-<br />
sponsibility <strong>for</strong> development, production, purchasing,<br />
sales, and fur<strong>the</strong>r fields of activity. Development teams<br />
(e.g. body, drive system, interior, etc.) and cross-functional<br />
teams (e.g. quality management, project management,<br />
etc.) are appointed in accordance with <strong>the</strong> most important<br />
automotive components and functions.<br />
One such cross-functional group is known as <strong>the</strong> DfE<br />
team, consisting of experts from <strong>the</strong> fields of life cycle<br />
assessment, dismantling and recycling planning, materials<br />
and process engineering, and design and production.<br />
Members of <strong>the</strong> DfE team are also incorporated in a devel-<br />
opment team, in which <strong>the</strong>y are responsible <strong>for</strong> all environmental<br />
issues and tasks; this ensures complete integration<br />
of <strong>the</strong> DfE process into <strong>the</strong> vehicle development<br />
project.<br />
48<br />
49
The members have <strong>the</strong> task of defining and monitoring<br />
<strong>the</strong> environmental objectives in <strong>the</strong> technical specifications<br />
<strong>for</strong> <strong>the</strong> various vehicle modules at an early stage,<br />
and deriving improvement measures where necessary.<br />
Integration of Design <strong>for</strong> Environment into <strong>the</strong> operational<br />
structure of <strong>the</strong> development project <strong>for</strong> <strong>the</strong> E-Class ensured<br />
that environmental aspects were not sought only at<br />
<strong>the</strong> time of launch, but were included in <strong>the</strong> earliest stages<br />
of development.<br />
The targets were coordinated in good time and reviewed in<br />
<strong>the</strong> development process in accordance with <strong>the</strong> quality<br />
gates. Requirements <strong>for</strong> fur<strong>the</strong>r action up to <strong>the</strong> next quality<br />
gate are determined by <strong>the</strong> interim results, and <strong>the</strong><br />
measures are implemented in <strong>the</strong> development team.<br />
The process carried out <strong>for</strong> <strong>the</strong> E-Class meets all <strong>the</strong><br />
criteria <strong>for</strong> <strong>the</strong> integration of environmental aspects into<br />
product development which are described in ISO standard<br />
TR 14062.<br />
Over and above this, in order to implement Design <strong>for</strong><br />
Environment activities in a systematic and controllable<br />
manner, integration into <strong>the</strong> higher-level ISO 14001 and<br />
ISO 9001 environmental and quality management systems<br />
is also necessary. The international ISO 14006 standard<br />
published in 2011 describes <strong>the</strong> prerequisite processes<br />
and correlations.<br />
Focus on “Design <strong>for</strong> Environment”<br />
• Sustainable product development<br />
(“Design <strong>for</strong> Environment”, DfE), was integrated into <strong>the</strong><br />
development process <strong>for</strong> <strong>the</strong> E-Class from <strong>the</strong> outset.<br />
This minimises environ mental impact and costs.<br />
• In development, a “DfE” team ensures compliance with<br />
<strong>the</strong> secured environmental objectives.<br />
• The “DfE” team comprises specialists from a wide range<br />
of fields, e.g. life cycle assessment, dismantling and re-<br />
cycling planning, materials and process engineering,<br />
and design and production.<br />
• Integration of “DfE” into <strong>the</strong> development process has<br />
ensured that environmental aspects were included in all<br />
stages of development.<br />
Mercedes-Benz already meets <strong>the</strong> requirements of <strong>the</strong><br />
new ISO 14006 in full. This was confirmed <strong>for</strong> <strong>the</strong> first<br />
time by <strong>the</strong> independent appraisers from TÜV SÜD<br />
Management GmbH in 2012.<br />
Figure 3-1: “Design <strong>for</strong> Environment” activities at Mercedes-Benz<br />
50 51
4<br />
CERTIFICATE<br />
The Certification Body<br />
of TÜV SÜD Management Service GmbH<br />
certifies that<br />
<strong>Daimler</strong> AG<br />
Group Research & Mercedes-Benz Cars Development<br />
D-71059 Sindelfingen<br />
<strong>for</strong> <strong>the</strong> scope<br />
Development of Passenger Vehicles<br />
has implemented and applies an <strong>Environmental</strong> Management System<br />
with particular focus on ecodesign.<br />
Evidence of compliance to<br />
ISO 14001:2004<br />
with ISO 14006:2011 and ISO/TR 14062:2002<br />
was provided in an audit, report No. 70097150/70014947, demonstrating that<br />
<strong>the</strong> entire product life cycle is considered in a multidisciplinary approach when<br />
integrating environmental aspects in product design and development.<br />
Results are verified by means of Life Cycle Assessments.<br />
The <strong>Certificate</strong> is valid until 2012-12-03<br />
<strong>Certificate</strong> Registration-No. 12 770 13407 TMS<br />
Munich, 2012-01-30<br />
5 Conclusion<br />
The new Mercedes-Benz E <strong>300</strong> BlueTEC <strong>HYBRID</strong> not only meets <strong>the</strong> highest demands<br />
in terms of safety, com<strong>for</strong>t, agility, and design, but also fulfils all current requirements<br />
regarding environmental compatibility.<br />
Mercedes-Benz is <strong>the</strong> world‘s first automotive manu-<br />
facturer to have held <strong>the</strong> <strong>Environmental</strong> <strong>Certificate</strong> in<br />
accordance with <strong>the</strong> ISO TR 14062 standard since 2005.<br />
Over and above this, since 2012 <strong>the</strong> requirements of <strong>the</strong><br />
new ISO 14006 standard on <strong>the</strong> integration of Design <strong>for</strong><br />
Environment activities into <strong>the</strong> higher level environmental<br />
and quality management systems have been confirmed by<br />
TÜV SÜD Management GmbH.<br />
The <strong>Environmental</strong> <strong>Certificate</strong> <strong>for</strong> <strong>the</strong> E <strong>300</strong> BlueTEC<br />
<strong>HYBRID</strong> documents <strong>the</strong> significant improvements that<br />
have been achieved compared with <strong>the</strong> reference model.<br />
Both <strong>the</strong> process of environmentally compatible product<br />
development and <strong>the</strong> product in<strong>for</strong>mation contained<br />
herein have been certified by independent experts in<br />
accordance with internationally recognised standards.<br />
In <strong>the</strong> E <strong>300</strong> BlueTEC <strong>HYBRID</strong>, Mercedes customers<br />
benefit <strong>for</strong> example from significantly enhanced fuel<br />
economy, lower emissions and a comprehensive recycling<br />
concept. The new E <strong>300</strong> BlueTEC <strong>HYBRID</strong> is thus char-<br />
acterised by environmental per<strong>for</strong>mance that has been<br />
significantly improved compared with <strong>the</strong> reference<br />
model.<br />
52 53
6 Glossary<br />
Term Explanation<br />
ADP Abiotic depletion potential (abiotic = non-living); impact category describing <strong>the</strong> reduction<br />
of <strong>the</strong> global stock of raw materials resulting from <strong>the</strong> extraction of non-renewable<br />
resources.<br />
Allocation Distribution of material and energy flows in processes with several inputs and outputs,<br />
and assignment of <strong>the</strong> input and output flows of a process to <strong>the</strong> investigated product<br />
system.<br />
AOX Adsorbable organically bound halogens; sum parameter used in chemical analysis mainly<br />
to assess water and sewage sludge. The sum of <strong>the</strong> organic halogens which can be adsorbed<br />
by activated charcoal is determined; <strong>the</strong>se include chlorine, bromine and iodine compounds.<br />
AP Acidification potential; impact category expressing <strong>the</strong> potential <strong>for</strong> milieu changes in<br />
eco systems due to <strong>the</strong> input of acids.<br />
Base variant Base vehicle model without optional extras, usually Classic line and with a small engine.<br />
BOD Biological oxygen demand; taken as a measure of <strong>the</strong> pollution of waste water, waters with<br />
organic substances (to assess water quality).<br />
COD Chemical oxygen demand; taken as a measure of <strong>the</strong> pollution of waste water, waters with<br />
organic substances (to assess water quality).<br />
DIN German Institute <strong>for</strong> Standardisation (Deutsches Institut für Normung e. V.)<br />
ECE Economic Commission <strong>for</strong> Europe; <strong>the</strong> UN organisation in which standardised technical<br />
regulations are developed.<br />
EP Eutrophication potential (overfertilisation potential); impact category expressing <strong>the</strong><br />
potential <strong>for</strong> oversaturation of a biological system with essential nutrients.<br />
GWP100 Global warming potential, time horizon 100 years; impact category that describes potential<br />
contribution to <strong>the</strong> anthropogenic greenhouse effect.<br />
HC Hydrocarbons<br />
IDIS International Dismantling In<strong>for</strong>mation System<br />
IMDS International Material Data System<br />
Impact categories Classes of effects on <strong>the</strong> environment in which resource consumptions and various<br />
emissions with <strong>the</strong> same environmental effect (such as global warming, acidification, etc.)<br />
are grouped toge<strong>the</strong>r.<br />
ISO International Organisation <strong>for</strong> Standardisation<br />
KBA Federal Motor Transport Authority (Kraftfahrtbundesamt)<br />
Life Cycle Assessment Compilation and evaluation of input and output flows and <strong>the</strong> potential<br />
(LCA) environmental impacts of a product system throughout its life.<br />
MB Mercedes-Benz<br />
NEDC New European Driving Cycle; cycle prescribed by law, in use in Europe since 1996 to<br />
establish <strong>the</strong> emissions and consumption of motor vehicles.<br />
Non-ferrous metal (aluminium, copper, zinc, lead, nickel, magnesium, etc.)<br />
POCP Photochemical ozone creation potential; impact category<br />
that describes <strong>the</strong> <strong>for</strong>mation of photo-oxidants (“summer smog”).<br />
Primary energy Energy not yet subjected to anthropogenic conversion.<br />
Process polymers Term from <strong>the</strong> VDA materials data sheet 231-106; <strong>the</strong> material group “process polymers”<br />
comprises paints, adhesives, sealants, protective undercoats.<br />
SLF Shredder Light Fraction; non-metallic substances remaining after shredding as part of a<br />
process of separation and cleaning.<br />
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Imprint<br />
Publisher: <strong>Daimler</strong> AG, Mercedes-Benz Cars, D-70546 Stuttgart<br />
Mercedes-Benz Technology Center, D-71059 Sindelfingen<br />
Department: Design <strong>for</strong> Environment (GR/PZU)<br />
in collaboration with Global Communications Mercedes-Benz Cars (COM/MBC)<br />
Tel. no.: +49 711 17-76422<br />
www.mercedes-benz.com<br />
Descriptions and details quoted in this publication apply to <strong>the</strong> Mercedes-Benz international model range.<br />
Differences relating to basic and optional equipment, engine options, technical specifications and<br />
per<strong>for</strong>mance data are possible in o<strong>the</strong>r countries.<br />
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<strong>Daimler</strong> AG, Global Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com