Detailed Version - Volkswagen AG
Detailed Version - Volkswagen AG
Detailed Version - Volkswagen AG
You also want an ePaper? Increase the reach of your titles
YUMPU automatically turns print PDFs into web optimized ePapers that Google loves.
The Golf<br />
Environmental Commendation –<br />
<strong>Detailed</strong> <strong>Version</strong>
Inhalt<br />
Introduction 3<br />
Summary 4<br />
1 The Golf – a defining character 5<br />
2 Life Cycle Assessments for ecological product evaluation and optimisation 7<br />
2.1. Life Cycle Inventory – LCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8<br />
2.2. Life Cycle Impact Assessment – LCIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9<br />
2.3. Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9<br />
2.4. Implementation at <strong>Volkswagen</strong> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10<br />
3 The Golf models assessed 12<br />
3.1. Aim and target group of the assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12<br />
3.2. Function and functional unit of the vehicle systems assessed . . . . . . . . . . . . . . . . . . . . . 12<br />
3.3. Scope of assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13<br />
3.4. Environmental impact assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15<br />
3.5 Basis of data and data quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16<br />
4 Model assumptions and findings of the Life Cycle Assessment 19<br />
5 Results of the Life Cycle Assessment 21<br />
5.1. Material composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21<br />
5.2. Results of the Life Cycle Inventory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22<br />
5.3. Comparison of Life Cycle Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27<br />
5.4. Diesel vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27<br />
5.4. Petrol vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31<br />
5.4. Differentiation of environmental impact caused by manufacturing . . . . . . . . . . . . . . . . . 34<br />
6 Recycling end-of-life vehicles with the VW SiCon process 36<br />
7 We‘re driving mobility forward 40<br />
8 Conclusion 42<br />
9 Validation 43<br />
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44<br />
Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46<br />
List of sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47<br />
List of figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48<br />
List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48<br />
Annex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49<br />
2
Introduction<br />
Introduction<br />
With 26 million units sold since 1974, the <strong>Volkswagen</strong> Golf is Europe‘s best-selling car.<br />
This success will be continued by the Golf VI thanks to high levels of safety, economy<br />
and innovations in driver comfort and environmental protection. As a high-volume<br />
carmaker, we are well aware of our responsibility for climate protection and the conservation<br />
of resources, and thus for sustainable mobility. For this reason, <strong>Volkswagen</strong><br />
has set itself the target of making each new model better than its predecessor in all<br />
relevant areas. This applies especially to environmental properties. The sixth-generation<br />
Golf meets these requirements in an exemplary way.<br />
<strong>Volkswagen</strong> uses environmental commendations to document the environmental<br />
performance of its vehicles and technologies. Our first environmental commendations,<br />
for the Passat and the Golf V, were very well received both by the public and by the<br />
media. Our environmental commendations provide our customers, shareholders<br />
and other stakeholders inside and outside the company with detailed information<br />
about how we are making our products and production processes more environmentally<br />
compatible and what we have achieved in this respect.<br />
The environmental commendations are primarily based on the results of a Life Cycle<br />
Assessment (LCA) in accordance with ISO 14040/44, which has been verified by independent<br />
experts, in this case from TÜV NORD. As part of an integrated product policy,<br />
the LCA considers not only individual environmental aspects such as the driving<br />
emissions of a vehicle, but the entire product life cycle – from production and use,<br />
right through to disposal – in other words “from cradle to grave”.<br />
Here, too, <strong>Volkswagen</strong> has already established a tradition. We have been analysing<br />
our cars and their individual components since 1996, using Life Cycle Assessments to<br />
enhance their environmental compatibility. The environmental improvement of our<br />
best-selling model is an especially important step for us as we advance towards sustainable<br />
mobility. The environmental commendation for the Golf VI presents the<br />
comprehensive results of our Life Cycle Assessment and documents the continuous<br />
progress achieved by <strong>Volkswagen</strong> in the field of environmental product optimisation.<br />
3
Summary<br />
Summary<br />
For the Life Cycle Assessment of the Golf VI, we compared a petrol model with<br />
1.6-litre engine (75 kW) and 7-speed DSG dual-clutch gearbox with a predecessor<br />
model (Golf V 1.6 MPI, 75 kW) with manual gearbox. For the diesel models, a<br />
2.0-litre TDI developing 81 kW was compared with a similar predecessor model<br />
(Golf V 1.9 TDI, 77 kW). Both of the diesel models feature a diesel particulate filter<br />
(DPF) as standard equipment. The evaluation of the environmental profile is not<br />
solely based on emissions during a vehicle’s service life, but on the entire life<br />
cycle from production to disposal. As in the case of the Golf V, the latest models<br />
show improvements in all the environmental impact categories. The greatest<br />
advances have been made in the areas of global warming potential (greenhouse<br />
effect), acidification and photochemical ozone (summer smog) creation potential.<br />
In other respects, such as water and soil eutrophication and ozone depletion,<br />
the cars assessed have in any case very little impact. It emerged that these<br />
improvements were primarily due to reduced fuel consumption and the resultant<br />
drop in driving emissions and reduction in environmental impact at the fuel<br />
production stage. The reduction in fuel consumption, in turn, is the direct result<br />
of an extensive package of measures<br />
related to the engines (especially the<br />
turbocharged and mechanically<br />
supercharged direct injection petrol<br />
engines) and transmissions, as well as<br />
improvements in the areas of lightweight<br />
design, aerodynamic drag and<br />
rolling resistance and the energy consumption<br />
of electrical components.<br />
4<br />
A Life Cycle Assessment includes<br />
fuel production and vehicle<br />
production, the vehicle’s service<br />
life and recycling/disposal.
1 The Golf – a defining character<br />
The Golf – a defining character<br />
Over more than 30 years, <strong>Volkswagen</strong> has systematically perfected the Golf. From model<br />
to model, it has retained the good features of its predecessors at the same time as re-<br />
ceiving many improvements. A Golf always embodies the highest degree of innovation<br />
and quality, as well as safety and economy. In other words, the Golf is a symbol of the<br />
key values of <strong>Volkswagen</strong>.<br />
These values are crucial, but <strong>Volkswagen</strong> thinks even further: our goal is that every new<br />
vehicle, in addition to all its technical advantages that make a driver‘s life easier and<br />
safer, should have better environmental properties than its predecessor, viewed over<br />
the entire vehicle life cycle. The Technical Development department of the <strong>Volkswagen</strong><br />
brand has set itself environmental targets in the areas of healthcare, climate protection<br />
and resource conservation so that <strong>Volkswagen</strong> can shoulder its responsibilities towards<br />
customers, society and the environment.<br />
As raw materials are scarce and atmospheric carbon dioxide concentrations are growing,<br />
There are two main factors that can contribute to reduced fuel consumption<br />
and carbon dioxide emissions – lighter weight and economical engines.<br />
However, Golf engines are already highly efficient and the effort required to reduce their<br />
fuel consumption, for example from 5 to 4.5 litres per 100 kilometres, is considerable –<br />
and becomes more so as fuel consumption decreases. Nevertheless, we have succeeded<br />
in making the engines available for the new Golf even more economical. We have<br />
achieved this mainly by using forced-induction engines, equipped with turbochargers<br />
and/or mechanical superchargers. Despite their small capacity, they develop a power<br />
output that could only have been reached by much larger engines just a few years ago.<br />
5
1 The Golf – a defining character<br />
As engines with lower displacement require less material, take up less space and also<br />
feature lower friction losses, they are lighter and call for less energy to produce the<br />
same power output. In short, these engines use fuel considerably more efficiently<br />
than normally aspirated engines with the same power output.<br />
<strong>Volkswagen</strong>‘s powerful but economical TDI diesel engines have been impressing the<br />
automobile world since the 1990s. Among other things, their record-breaking fuel<br />
economy is due to direct fuel injection. In combination with supercharging, this<br />
technology also makes modern petrol engines, such as <strong>Volkswagen</strong>‘s TSI units, very<br />
frugal. Thanks to supercharging and direct injection, TSI engines can develop more<br />
torque, especially at low engine speeds. The result is more comfortable driving and<br />
low fuel consumption at the same time as greater driving pleasure.<br />
In 2008, TSI technology received the Engine of the Year Award for the third year in<br />
succession. However, TDI and TSI power plants can only achieve their full savings<br />
potential in combination with the DSG ® dual-clutch gearbox developed by <strong>Volkswagen</strong>.<br />
This gearbox is not only more convenient to use; it also improves both performance<br />
and fuel economy. The new manual gearboxes also feature optimised<br />
transmission ratios that help reduce fuel consumption.<br />
All the engines offered for the Golf have emissions below the limits set by the Euro-5<br />
emissions standard (see Table 3, p. 16). Factors which help achieve these low emissions<br />
include a new generation of engine electronics and a modified coating for the main<br />
catalytic converter.<br />
There have also been significant improvements in acoustics and aerodynamics. The<br />
Golf has become perceptibly quieter. Engine, wind and rolling noise have all been<br />
reduced significantly by a variety of developments. For example, heavy acoustic<br />
insulation material has been consistently reduced where possible and replaced by<br />
lighter material. The engine and passenger compartments are now isolated from each<br />
other more effectively. Quieter tires and new engine mounts to decouple the engine<br />
from the body help reduce noise levels, as does the new common rail injection system<br />
that replaces the pump-injector system on the TDI. A special sound insulation film in<br />
the windscreen and newly developed seals for doors and side windows round off the<br />
noise reduction package. In addition, the wing mirrors have been redesigned to create<br />
less wind noise. They also contribute to improved aerodynamics: the product of the<br />
drag coefficient (Cd) and the cross sectional area (A) is only 0.69, lower than for any<br />
other Golf previously produced.<br />
6
2 Life Cycle Assessments for ecological product evaluation and optimisation<br />
Life Cycle Assessments for ecological product<br />
evaluation and optimisation<br />
The environmental goals of the Technical Development department of the <strong>Volkswagen</strong><br />
brand state that we develop our vehicles in such a way that, in their entirety, they present<br />
better environmental properties than their predecessors. By „in their entirety“, we<br />
mean that the entire product life cycle is considered, from cradle to grave.<br />
Fig 1: Environmental goals of the Technical Development department of the <strong>Volkswagen</strong> brand<br />
7
2 Life Cycle Assessments for ecological product evaluation and optimisation<br />
This environmental commendation considers the significance of all these technical<br />
developments for the environmental profile of the new Golf VI. The decisive factor for<br />
the environmental profile of a product is its impact on the environment during its<br />
entire „lifetime“. This means we do not focus solely on a car’s service life but also on<br />
the phases before and after, i.e. we draw up a balance sheet that includes the manufacturing,<br />
disposal and recycling processes. All life cycle phases require energy and<br />
resources, cause emissions and generate waste. Different vehicles and technologies<br />
can only be effectively compared on the basis of a balance sheet that covers all these<br />
individual processes from „cradle to grave“. And this is precisely what Life Cycle<br />
Assessments or LCAs facilitate. Our Life Cycle Assessments accurately and quantifiably<br />
describe the environmental impacts related to a product, for instance a car, and<br />
thus allow a more precise description of its environmental profile on the basis of comparable<br />
data. To ensure that the results of the Life Cycle Assessments meet exacting<br />
quality and comparability requirements, they are based on the standard series ISO<br />
14040 [14040 2006]. This specifically includes the verification of the results by an independent<br />
expert. In this case, a critical review was conducted by the TÜV NORD<br />
technical inspection agency.<br />
The first stage in preparing a Life Cycle Assessment is to draw up a precise definition<br />
of its objectives and the target groups it is intended to address. This definition clearly<br />
describes the systems to be evaluated in terms of the system function, the system limits 1<br />
and the functional unit 2 . The methods of environmental impact assessment, the en-<br />
vironmental impact categories considered, the evaluation methods and, if necessary,<br />
the allocation procedures3 are defined in accordance with ISO 14040. The individual<br />
steps involved in preparing a Life Cycle Assessment are described briefly below.<br />
Life Cycle Inventory – LCI<br />
In the Life Cycle Inventory, data is collected for all processes within the scope of the<br />
evaluation. Information on inputs such as raw materials and sources of energy and<br />
outputs, such as emissions and waste, is compiled for each process, always with reference<br />
to the defined scope of the evaluation (see Fig 2).<br />
Energy<br />
&<br />
Resources<br />
Manufacturing<br />
Recycling<br />
Fig 2: Input and output flows for a Life Cycle Inventory<br />
Production<br />
Utilisation<br />
Emissions<br />
&<br />
Waste<br />
1 By defining the system limits, the scope of the Life Cycle Assessment is restricted to those processes and material<br />
flows that need to be evaluated in order to achieve the defined goal of the study.<br />
2 The functional unit quantifies the benefit of the vehicle systems evaluated and further ensures their comparability.<br />
3 Where processes have several inputs and outputs, an allocation procedure is needed to assign flows arising from<br />
the product system under evaluation to the various inputs and outputs.<br />
8
2 Life Cycle Assessments for ecological product evaluation and optimisation<br />
The Life Cycle Inventory of an entire product life cycle includes numerous different<br />
inputs and outputs that are ultimately added up to prepare the inventory.<br />
Life Cycle Impact Assessment – LCIA<br />
A Life Cycle Inventory only quantifies the inputs and outputs of the system investiga-<br />
ted. The following step – impact assessment – allocates the appropriate environmental<br />
impacts to the respective material flows, allowing conclusions to be drawn concerning<br />
potential environmental impacts. This involves defining an indicator substance for<br />
each environmental impact category, for instance carbon dioxide (CO2) for the impact<br />
category „global warming potential“. Then all substances that also contribute to the<br />
global warming potential are converted to CO2 equivalents4 using equivalence factors.<br />
Product Life Cycle<br />
Manufactoring<br />
fuel and materials<br />
CO2 CH4 NOX ...<br />
Fig. 3: Procedure for impact assessment<br />
Production Utilisation Recycling<br />
CO2 VOC ... CO2 VOC NOX ... CO2 SO2 NOX ...<br />
Life Cycle Inventory<br />
NCH4 NVOC NCO2 NNOX N...<br />
Impact Assessment<br />
Global warming potential Photochemical ozone Acidification Eutrophication ...<br />
Standardisation<br />
of environmental impacts with average impact per inhabitant:<br />
How many inhabitants cause the same environmental impact as the product evaluated?<br />
Examples of environmental categories are global warming potential, photochemical<br />
ozone creation potential, acidification potential or eutrophication potential.<br />
Evaluation<br />
The subsequent final evaluation interprets and evaluates the results of the Life Cycle<br />
Inventory and the Life Cycle Impact Assessment. The evaluation is based on the defined<br />
goal and scope of the Life Cycle Assessment.<br />
4 Carbon dioxide (CO2) is the indicator substance for global warming potential. All substances that contribute to<br />
the greenhouse effect are converted into CO2 equivalents through an equivalence factor. For instance, the global<br />
warming potential of methane (CH4) is 23 times<br />
9
2 Life Cycle Assessments for ecological product evaluation and optimisation<br />
Implementation at <strong>Volkswagen</strong><br />
<strong>Volkswagen</strong> has many years of experience with Life Cycle Assessments for product and<br />
process optimisation. We have even assumed a leading role in implementing and publishing<br />
complete life cycle inventories of vehicles. For instance, in 1996 we were the<br />
first car manufacturer to prepare a Life Cycle Inventory study (for the Golf III) and<br />
publish it [Schweimer and Schuckert 1996]. Since then we have drawn up Life Cycle<br />
Assessments for other cars and also published some of the results [Schweimer 1998;<br />
Schweimer et al. 1999; Schweimer and Levin 2000; Schweimer and Roßberg 2001].<br />
These LCAs primarily describe and identify environmental „hot spots“ in the life cycle<br />
of a car. Since then we have broadened the assessments to include production processes<br />
as well as fuel production and recycling processes [Bossdorf-Zimmer et al. 2005;<br />
Krinke et al. 2005b]. Since 2007, we have used environmental commendations to inform<br />
customers about the environmental properties of our vehicles [<strong>Volkswagen</strong> <strong>AG</strong><br />
2007a, <strong>Volkswagen</strong> <strong>AG</strong> 2007b].<br />
<strong>Volkswagen</strong> is also making long-term investments in further developing and optimising<br />
Life Cycle Assessment methods. Thanks to our intensive research we have succeeded in<br />
considerably reducing the workload involved in preparing life cycle inventories.<br />
Our research resulted in the development of the VW slimLCI interface system [Koffler et<br />
al. 2007]: this interface not only significantly cuts the workload involved in preparing<br />
Life Cycle Assessments of complete vehicles by automating the process but also further<br />
improves the consistency and quality of the LCA models produced.<br />
This represents substantial progress, since preparing a complete LCA for a vehicle<br />
involves registering thousands of components, together with any related upstream<br />
supply chains and processes (see Fig. 4).<br />
Fig. 4: Dismantling study of the Golf V<br />
10
2 Life Cycle Assessments for ecological product evaluation and optimisation<br />
The fact that all the parts and components of a vehicle themselves consist of a variety<br />
of materials and are manufactured by many different processes – processes that in turn<br />
consume energy, consumables and fabricated materials – demonstrates the complexity<br />
of the modelling process. In addition, the correct assignment of manufacturing processes<br />
to materials calls for considerable expert knowledge, a large database and<br />
detailed information on production and processing steps. The VW slimLCI interface<br />
system allows these details to be modelled very precisely and sufficiently completely<br />
in Life Cycle Assessment models – even for entire vehicles. A Life Cycle Assessment or<br />
product model is based on the vehicle parts lists drawn up by the Technical Development<br />
department, as well as on material data drawn from the <strong>Volkswagen</strong> <strong>AG</strong> Material<br />
Information System (MISS). The VW slimLCI interface system primarily consists of two<br />
interfaces that transfer the vehicle data from these systems to the Life Cycle Assessment<br />
software GaBi5 , using a defined operating sequence (algorithm). (see Fig. 5).<br />
slimLCI<br />
MISS<br />
Material Data Interface 1 Transfer file Interface 2 Product model<br />
Database<br />
Predefinied process<br />
Product<br />
parts list<br />
Manual<br />
consolidation<br />
Electronic data<br />
Manual process<br />
GaBi<br />
software<br />
Fig. 5: Process of modelling an entire vehicle with the VW slimLCI interface system<br />
Interface 1 helps assign information from parts lists (part designations and quantities) to<br />
the relevant component information (materials and weights) from MISS6 and converts it<br />
into a transfer file which is then quality-tested (manual consolidation). Interface 2 then<br />
allows the transfer file to be linked with the related data records in the GaBi Life Cycle<br />
Assessment software. For example, to each material, such as sheet metal, the interface<br />
allocates all the material production, moulding and subsequent treatment processes<br />
listed in the database. The model generated by GaBi therefore reflects all the processing<br />
stages in the manufacture of the entire vehicle being evaluated. So with the VW slimLCI<br />
interface system we can prepare Life Cycle Assessments in a very short time and use<br />
them continuously in order to keep pace with the steadily growing demand for environment-related<br />
product information.<br />
5 GaBi ® is a Life Cycle Assessment software package from PE international.<br />
6 MISS is a VW internal computer tool used to determine the material composition of a component.<br />
11
3 The Golf models assessed<br />
The Golf models assessed<br />
<strong>Volkswagen</strong>‘s environmental commendation for the Golf describes and analyses the<br />
environmental impacts of selected Golf models. We have compared diesel and petrolengined<br />
models from the current model range (Golf VI) with their predecessors (Golf V).<br />
The results are based on Life Cycle Assessments drawn up in accordance with the<br />
standards DIN EN ISO 14040 and 14044. All the definitions and descriptions required for<br />
preparing these Life Cycle Assessments were drawn up in accordance with the standards<br />
mentioned above and are explained below.<br />
Aim and target group of the assessment<br />
<strong>Volkswagen</strong> has been producing Life Cycle Assessments for over ten years to provide<br />
detailed information on the environmental impacts of vehicles and components for<br />
our customers, shareholders<br />
and other<br />
interested parties<br />
within and outside<br />
the company. The<br />
aim of this Life Cycle<br />
Assessment is to describe<br />
the environmental<br />
profiles of the<br />
current Golf models<br />
with diesel and petrol<br />
engines and compare<br />
them with their predecessors.<br />
We compared<br />
the Golf V 1.9<br />
TDI7 with its successor,<br />
the Golf VI 2.0 TDI8 .<br />
Both these diesel models are equipped with a diesel particulate filter (DPF). The<br />
petrol-engined Golf V 1.6 MPI9 was compared with its successor, the Golf VI 1.6 MPI10 with seven-speed DSG ® dual-clutch gearbox11 .<br />
Function and functional unit of the vehicle systems assessed<br />
The “functional unit” for the assessment was defined as the transportation of passengers<br />
in a five-seater vehicle over a total distance of 150,000 kilometres in the New European<br />
Driving Cycle (NEDC) with comparable utilisation characteristics (such as performance<br />
and loading volume – see technical data in Table 1).<br />
7 5.1 l/100km (NEDC) 135g CO2/km<br />
8 4.5 l/100km (NEDC) 119g CO2/km<br />
9 7.4 l/100km (NEDC) 176g CO2/km<br />
10 6.7 l/100km (NEDC) 157g CO2/km<br />
11 In each case, the engine/transmission combination with the lowest fuel consumption was selected for the comparison. This was<br />
normally a model with manual gearbox. However, in the case of the Golf VI MPI, the model with 7-speed DSG gearbox has the<br />
lowest consumption. The greater comfort and convenience of the DSG gearbox was not taken into account in the assessment.<br />
12
Engine capacity [cm 3 ]<br />
3 The Golf models assessed<br />
Output [kW]<br />
Gearbox<br />
Fuel<br />
Emission standard<br />
Maximum speed [km/h]<br />
Acceleration 0-100 km/h [s]<br />
Max torque [Nm]<br />
DIN unladen weight [kg]<br />
Loading volume [l]<br />
Range [km]<br />
Acoustics [db(A)]<br />
(standing/driving noise)<br />
Golf V<br />
1.9 TDI DPF<br />
1896<br />
77<br />
5-speed manual<br />
Diesel<br />
Euro 4<br />
187<br />
11.3<br />
250 / 1900<br />
1251<br />
350 / 1305<br />
1078<br />
78 / 71<br />
Scope of assessment<br />
Golf V<br />
1.6 MPI<br />
The scope of the assessment was defined in such a way that all relevant processes and<br />
substances are considered, traced back to the furthest possible extent and modelled at<br />
the level of elementary flows in accordance with ISO 14040. This means that only substances<br />
and energy flows taken directly from the environment or released into the environment<br />
without prior or subsequent treatment exceed the scope of the assessment.<br />
The only exceptions to this rule are the material fractions formed in the recycling stage.<br />
The vehicle manufacturing phase was modelled including all manufacturing and<br />
processing stages for all vehicle parts and components. The model included all steps<br />
from the extraction of raw materials and the manufacture of semifinished products<br />
right through to assembly.<br />
As regards the vehicle’s service life, the model includes all relevant processes from<br />
fuel production and delivery through to actual driving. The analysis of the fuel supply<br />
process includes shipment from the oilfield to the refinery, the refining process and<br />
transportation from the refinery to the filling station. Vehicle maintenance is not included<br />
in the assessment as previous studies demonstrated that maintenance does<br />
not cause any significant environmental impacts [Schweimer and Levin, 2000].<br />
13<br />
Table 1: Technical data of vehicles assessed<br />
Golf VI<br />
2.0 TDI DPF<br />
1968<br />
81<br />
5-speed manual<br />
Diesel<br />
Euro 5<br />
194<br />
10.7<br />
250 / 1750<br />
1266<br />
350 / 1305<br />
1222<br />
75 / 71<br />
1595<br />
75<br />
5-speed manual<br />
petrol (Super)<br />
Euro 4<br />
184<br />
11.4<br />
148 / 3800<br />
1173<br />
350 / 1305<br />
743<br />
81 / 72<br />
Golf VI<br />
1.6 MPI with DSG ®<br />
1595<br />
75<br />
7-speed DSG<br />
petrol (Super)<br />
Euro 5<br />
188<br />
11.3<br />
148 / 3800<br />
1190<br />
350 / 1305<br />
820<br />
78 / 70
3 The Golf models assessed<br />
The recycling phase has been modelled in accordance with the VW SiCon process.<br />
In contrast to conventional recycling approaches, this process allows non-metallic<br />
shredder residue to also be recycled and used as a substitute for primary raw materials.<br />
Using the SiCon process, approximately 95 percent of a car by weight can be recycled.<br />
A more detailed description of the VW SiCon process is provided in Chapter 6.<br />
In this Life Cycle Assessment, no environmental credits were awarded for the secondary<br />
raw material obtained from the recycling process. We only included the environmental<br />
impacts of the recycling processes required. This corresponds to a worst case assumption12<br />
, since in reality secondary raw material from vehicle recycling is generally returned<br />
to the production cycle. This recycling and substitution of primary raw materials avoids<br />
the environmental impact of primary raw material production.<br />
Fig. 6 is a schematic diagram indicating the scope of the Life Cycle Assessment. Europe<br />
(EU 15) was chosen as the reference area for all processes in the manufacture, service<br />
and recycling phases.<br />
Scope of assessment<br />
Production of raw material<br />
Production of materials<br />
Production of components<br />
Fig. 6: Scope of the Life Cycle Assessment<br />
Production pipeline<br />
Transport refining<br />
Transport filling station<br />
Fuel supply<br />
Manufacturing Maintenance Recycling<br />
Service life<br />
Recovery of energy<br />
and raw materials<br />
Credits<br />
12 Here the worst case is a set of most unfavourable model parameters of the recycling phase.<br />
14
3 The Golf models assessed<br />
Environmental impact assessment<br />
The impact assessment is based on a method developed by the University of Leiden<br />
in the Netherlands (CML methodology) [Guinée and Lindeijer 2002]. The assessment<br />
of environmental impact potentials in accordance with this method is based on recognised<br />
scientific models. A total of five environmental impact categories13 were<br />
identified as relevant and were then assessed in this study:<br />
• eutrophication potential<br />
• ozone depletion potential<br />
• photochemical ozone creation potential<br />
• global warming potential for a reference period of 100 years<br />
• acidification potential<br />
The above environmental impact categories were chosen because they are particularly<br />
important for the automotive sector, and are also regularly used in other automotiverelated<br />
Life Cycle Assessments [Schmidt et al. 2004; Krinke et al. 2005a]. The environmental<br />
impacts determined in the Life Cycle Assessments are measured in different<br />
units. For instance, the global warming potential is measured in CO2 equivalents and<br />
the acidification potential in SO2 equivalents (each in kilograms). In order to make them<br />
comparable, a standardisation process is necessary. In this Life Cycle Assessment the<br />
results were standardised with reference to the average environmental impact caused<br />
by an inhabitant of the EU15 each year. For example, in the global warming category,<br />
each inhabitant of the European Union caused the emission of about 12.6 metric tons of<br />
CO2 equivalents in the year 2001 (see Table 2).<br />
Table 2: Average impact per inhabitant figures in the EU 15<br />
referred to an inhabitant in 2001 [PE International 2003]<br />
Environmental category<br />
Eutrophication potential<br />
Ozone depletion potential<br />
Photochemical ozone creation potential<br />
Global warming potential<br />
Acidification potential<br />
Per capita<br />
33.22<br />
0.22<br />
21.95<br />
12,591.88<br />
72.85<br />
This “normalisation” allows statements to be made regarding the contribution of a<br />
product to total environmental impacts within the European Union. The results can<br />
then be presented on a graph using the same scale. This approach also makes the<br />
results more comprehensible and allows environmental impacts to be compared.<br />
In Table 2, we have listed the average figures per inhabitant for the individual impact<br />
categories. In this context it must be pointed out that the normalisation does not give<br />
13 The glossary contains a detailed description of these environmental impact categories.<br />
15<br />
Unit<br />
kg PO4 equivalents<br />
kg R11 equivalents<br />
kg ethene equivalents<br />
kg CO2 equivalents<br />
kg SO2 equivalents
3 The Golf models assessed<br />
any indication of the relevance of a particular environmental impact, i.e. it does not<br />
imply any judgement on the significance of individual environmental impacts.<br />
Basis of data and data quality<br />
The data used for preparing the Life Cycle Assessment can be subdivided into product<br />
data and process data. “Product data” describes the product itself, and among other<br />
things includes:<br />
• Information on parts, quantities, weights and materials<br />
• Information on fuel consumption and emissions during utilisation<br />
• Information on recycling volumes and processes.<br />
“Process data” includes information on manufacturing and processing steps such as the<br />
provision of electricity, the production of materials and semifinished goods, fabrication<br />
and the production of fuel and consumables. This information is either obtained from<br />
commercial databases or compiled by <strong>Volkswagen</strong> as required.<br />
We ensure that the data selected are as representative as possible. This means that the<br />
data represent the materials, production and other processes as accurately as possible<br />
from a technological, temporal and geographical point of view. For the most part,<br />
published industrial data are used. In addition, we use data that are as up-to-date as<br />
possible and relate to Europe. Where European data are not available, German data are<br />
used. For the various vehicles we always use the same data on upstream supply chains<br />
for energy sources and materials. This means that differences between the latest models<br />
and their predecessors are entirely due to changes in component weights, material<br />
compositions, manufacturing processes at <strong>Volkswagen</strong> and driving emissions, and not<br />
to changes in the raw material, energy and component supply chains.<br />
The Life Cycle Assessment model for vehicle production was developed using <strong>Volkswagen</strong>‘s<br />
slimLCI methodology (see Chapter 1). Vehicle parts lists were used as data<br />
sources for product data, and the weight and materials of each product were taken<br />
from the <strong>Volkswagen</strong> material information system (MISS). This information was then<br />
linked to the corresponding process data in the Life Cycle Assessment software GaBi.<br />
Material inputs, processing procedures and the selection of data in GaBi are stand-<br />
ardised to the greatest possible extent, ensuring that the information provided by<br />
VW slimLCI is consistent and transparent.<br />
16
3 The Golf models assessed<br />
Fig. 7: Excerpt from the model structure of the Golf VI 1.6 MPI with DSG ®<br />
VW slimLCI methodology not only ensures highly detailed modelling but also high<br />
quality standards for LCA models. Fig. 7 shows an excerpt from the “parts-tree” of the<br />
Golf VI 1.6 MPI DSG, as extracted from the original parts list for the LCA model.<br />
For the modelling of the vehicle’s service life, representative data for upstream fuel<br />
supply chains were taken from the GaBi database. It was assumed that fuel used in<br />
Europe was transported over a distance of 200 kilometres on average. For the regulated<br />
emissions CO, NOX and HC, direct driving emissions were modelled in accordance with<br />
the Euro 4 (Golf V) and Euro 5 (Golf VI) emission standards.<br />
Table 3: Emission limits in accordance with Euro 4 and Euro 5<br />
Carbon monoxide emissions (CO)<br />
Nitrogen oxide emissions (NOX)<br />
Hydrocarbon emissions (HC)<br />
of which NMHC<br />
NOX+HC emissions<br />
Particulate emissions<br />
Petrol<br />
[g/km]<br />
1.00<br />
0.08<br />
0.10<br />
Diesel<br />
[g/km]<br />
This model too represents a worst case assumption, since actual emissions are in some<br />
cases far below the applicable limits (see Table 4). This means that the regulated servicelife<br />
emissions indicated in the graphs are higher than those that actually occur.<br />
17<br />
Euro 4 emission limits Euro 5 emission limits<br />
0.50<br />
0.25<br />
0.30<br />
0.025<br />
Petrol<br />
[g/km]<br />
1.00<br />
0.06<br />
0.10<br />
0.068<br />
0.005*<br />
Diesel<br />
[g/km]<br />
0.50<br />
0.18<br />
0.23<br />
0.005<br />
* with direct injection
Kraftstoff<br />
Fuel consumption [l/100km]*<br />
(urban/ highway/combined)<br />
Emission standard<br />
Carbon dioxide emissions (CO2)<br />
[g/km]<br />
Carbon monoxide emissions (CO)<br />
[g/km]<br />
Nitrogen oxide emissions (NOX)<br />
[g/km]<br />
Hydrocarbon emissions (HC)<br />
[g/km]<br />
of which NMHC [g/km]<br />
NOX + HC emissions [g/km]<br />
Particulate emissions [g/km]<br />
3 The Golf models assessed<br />
Table 4: Fuel consumption and emissions of vehicles assessed<br />
Golf V<br />
1.9 TDI DPF<br />
Diesel<br />
( 6.3 / 4.5 / 5.1 )<br />
Euro 4<br />
135<br />
0.034<br />
0.179<br />
0.191<br />
0.002<br />
Golf V<br />
1.6 MPI<br />
Petrol (Super)<br />
( 9.9 / 6.1 / 7.4 )<br />
Euro 4<br />
The fuel consumption of the vehicles was calculated in each case from the measured<br />
CO2 emissions and is shown in Table 4. All consumption figures and emissions were<br />
determined on the basis of EU Directives 80/268/EEC and 70/220/EEC [EU 2001; EU<br />
2004] and regulation 692/2008 [EU 2008] for type approval and correspond with the<br />
values presented to the German Federal Motor Transport Authority (Kraftfahrtbundesamt)<br />
for type approval. A sulphur content of 10 ppm was assumed for petrol. 14<br />
Vehicle recycling was modelled on the basis of data from the VW SiCon process and<br />
using representative data from the GaBi database.<br />
In sum, all information relevant to the aims of this study was collected and modelled<br />
with a sufficient degree of completeness. 15 The modelling of vehicle systems on the<br />
basis of vehicle parts lists ensures that the model is complete, especially with respect<br />
to the manufacturing phase. In addition, as the work processes required are automated<br />
to a great extent, any differences in the results are due solely to changes in product<br />
data and not to deviations in the modelling system.<br />
14 In some countries, fuel with a sulphur content of 10 ppm is not yet available. However, even if the sulphur content<br />
were higher, the contribution of sulphur emissions during the vehicle’s service life would still remain negligible.<br />
15 Completeness, as defined by ISO 14040, must always be considered with reference to the objective of the<br />
investigation. In this case, completeness means that the main materials and processes have been reflected. Any<br />
remaining gaps in the data are unavoidable and apply equally to all the vehicles compared.<br />
18<br />
Golf VI<br />
2.0 TDI DPF<br />
Diesel<br />
( 6.0 / 3.7 / 4.5 )<br />
Euro 5<br />
119<br />
0.391<br />
0.116<br />
0.186<br />
0.0007<br />
176<br />
0.759<br />
0.04<br />
0.07<br />
Golf VI<br />
1.6 MPI with DSG ®<br />
Petrol (Super)<br />
( 8.8 / 5.5 / 6.7 )<br />
Euro 5<br />
157<br />
0.351<br />
0.029<br />
0.035<br />
0.025<br />
* Total average consumption (NEDC)
4 Model assumptions and findings of the Life Cycle Assessment<br />
Model assumptions and findings of the Life<br />
Cycle Assessment<br />
All the framework conditions and assumptions defined for the Life Cycle Assessment<br />
are outlined below.<br />
Table 5: Assumptions and definitions for the Life Cycle Assessment<br />
Aim of the Life Cycle Assessment<br />
• Comparison of the environmental profiles of predecessor and successor versions<br />
of selected Golf models with petrol and diesel engines<br />
Scope of assessment<br />
19<br />
Function of systems<br />
• Transport of passengers in a five-seater car<br />
Functional unit<br />
• Transport of passengers in a five-seater car over a total distance of 150,000<br />
kilometres in the New European Driving Cycle (NEDC), with comparable<br />
utilisation characteristics (e.g. performance, loading volume)<br />
Comparability<br />
• Comparable performance figures<br />
• Cars with standard equipment and fittings<br />
System limits<br />
• The system limits include the entire life cycle of the cars (manufacture, service<br />
life and recycling phase).<br />
Cut-off criteria<br />
• The assessment does not include maintenance or repairs<br />
• No environmental impact credits are awarded for secondary raw materials<br />
produced<br />
• Cut-off criteria applied in GaBi data records, as described in the software<br />
documentation (www.gabi-software.com)<br />
• Explicit cut-off criteria, such as weight or relevance limits, are not applied<br />
Allocation<br />
• Allocations used in GaBi data records, as described in the software documentation<br />
(www.gabi-software.com)<br />
• No further allocations are used
4 Model assumptions and findings of the Life Cycle Assessment<br />
Data basis<br />
• <strong>Volkswagen</strong> vehicle parts lists<br />
• Material and weight information from the <strong>Volkswagen</strong> Material Information<br />
System (MISS)<br />
• Technical data sheets<br />
• Technical drawings<br />
• Emission limits (for regulated emissions) laid down in current EU legislation<br />
• The data used comes from the GaBi database or was collected in cooperation<br />
with VW plants, suppliers or industrial partners<br />
Life Cycle Inventory results<br />
• Material compositions in accordance with VDA (German Association of the<br />
Automotive Industry) Standard 231-106<br />
• Life Cycle Inventory results include emissions of CO2, CO, SO2, NOX, NMVOC,<br />
CH4, as well as consumption of energy resources<br />
• The impact assessment includes the environmental impact categories eutrophication<br />
potential, ozone depletion potential, photochemical ozone creation<br />
potential, global warming potential for a reference period of 100 years and<br />
acidification potential<br />
• Standardisation of the results to average impact per inhabitant values<br />
Software<br />
• Life Cycle Assessment software GaBi, and GaBi DfX Tool and VW slimLCI<br />
interface as support tools<br />
Evaluation<br />
20<br />
• Evaluation of Life Cycle Inventory and impact assessment results, subdivided<br />
into life cycle phases and individual processes<br />
• Comparisons of impact assessment results of the vehicles compared<br />
• Interpretation of results
5 Results of the Life Cycle Assessment<br />
Results of the Life Cycle Assessment<br />
Material composition<br />
Fig. 8 shows the material composition of a Golf VI 2.0 TDI in accordance with the VDA<br />
(German Association of the Automotive Industry) standard 231-106 for material classification<br />
[VDA 1997]. 16 The graph indicates the material composition of and material<br />
shares in the vehicle assessed.<br />
Fig. 8: Material composition of Golf VI 2.0 TDI DPF<br />
Material composition<br />
Golf VI 2.0 TDI DPF*<br />
65 %<br />
The Golf VI 2.0 TDI consists of 65 percent steel and iron materials and 17 percent various<br />
plastics (polymer materials). It also contains about six percent light alloys, such as<br />
aluminium and magnesium. Nonferrous metals, such as copper and brass, account for<br />
about three percent of the car‘s materials. The composite and other materials, which<br />
account for approximately three percent of the vehicle by weight, include ceramics and<br />
glass, renewable raw materials and materials which are inseparably joined, e.g. metal<br />
coated with plastic. Operating fluids, such as oils, fuel, brake fluid, coolant and washing<br />
water combined, account for about five percent of the total vehicle weight. The remaining<br />
approximately one percent is made up of process polymers such as paints<br />
and adhesives. The share of electronics and electrics is extremely low because the<br />
materials used in these components have been itemised in detail on the basis of the<br />
16 Unladen weight in accordance with DIN 70020 without driver and with the fuel tank filled to 90% of capacity.<br />
21<br />
Steel and iron materials<br />
Light alloys, cast and<br />
wrought alloys<br />
Nonferrous heavy metals,<br />
cast and wrought alloys<br />
Special metals<br />
Polymer materials<br />
Process polymers<br />
Other materials and<br />
composite materials<br />
Electronics and electrics<br />
Fuels and auxiliary<br />
materials<br />
6 %<br />
3 %<br />
0.05 %<br />
1 %<br />
3 %<br />
0.01 %<br />
5 %<br />
17 %<br />
* Diesel particulate filter
DIN unladen weight [kg]<br />
Steel and iron materials<br />
5 Results of the Life Cycle Assessment<br />
MISS data and can be allocated to other VDA categories. As shown in Table 6 there are<br />
only very slight differences between the material compositions of the vehicles assessed.<br />
Table 6: Material composition<br />
Light alloys, cast and<br />
wrought alloys<br />
Nonferrous metals, cast and<br />
wrought alloys<br />
Special metals<br />
Polymer materials<br />
Process polymers<br />
Other materials and<br />
composite materials<br />
Electronics and electrics<br />
Fuels and auxiliary materials<br />
Golf V<br />
1.9 TDI DPF<br />
1251<br />
64.32 %<br />
6.38 %<br />
2.43 %<br />
0.02 %<br />
17.85 %<br />
1.25 %<br />
2.77 %<br />
0.01 %<br />
4.96 %<br />
Golf V<br />
1.6 MPI<br />
So the material composition of the latest models has remained almost the same as in<br />
their predecessors.<br />
Results of the Life Cycle Inventory<br />
The information on the life cycle inventories is divided into the three life cycle phases:<br />
manufacturing, service life and recycling. The manufacturing phase is subdivided into<br />
vehicle and engine/transmission manufacturing, while the service life differentiates<br />
between the environmental impact caused by the upstream fuel supply chain and direct<br />
driving emissions. The contribution shown for recycling only indicates the impacts of<br />
recycling processes but does not include any environmental impact credits for secondary<br />
raw materials produced.<br />
Fig. 9 clearly shows that the emissions of the Golf V 1.9 TDI, such as carbon dioxide<br />
(CO2), carbon monoxide (CO) and nitrogen oxides (NOX), are mainly generated during<br />
the service life of the car.<br />
22<br />
Golf VI<br />
2.0 TDI DPF<br />
1266<br />
64.54 %<br />
6.47 %<br />
2.52 %<br />
0.05 %<br />
17.27 %<br />
1.34 %<br />
3.00 %<br />
0.01 %<br />
4.80 %<br />
1173<br />
62.45 %<br />
7.50 %<br />
2.31 %<br />
0.03 %<br />
18.69 %<br />
1.27 %<br />
2.66 %<br />
0.02 %<br />
5.08 %<br />
Golf VI<br />
1.6 MPI with DSG ®<br />
1190<br />
63.52 %<br />
7.15 %<br />
2.21 %<br />
0.09 %<br />
17.87 %<br />
1.38 %<br />
2.95 %<br />
0.01 %<br />
4.82 %
5 Results of the Life Cycle Assessment<br />
100%<br />
80%<br />
60%<br />
40%<br />
20%<br />
Life Cycle Inventories<br />
Golf V 1.9 TDI DPF*<br />
[27.6 t] [116.8 kg] [28.1 kg] [54.0 kg] [17.7 kg] [31.9 kg] [409.2 GJ]<br />
Carbon<br />
dioxide<br />
(CO 2 )<br />
Vehicle manufacture<br />
Fuel supply<br />
Driving emissions<br />
Recycling<br />
Carbon<br />
monoxide<br />
(CO)<br />
Sulphur<br />
dioxide<br />
(SO 2 )<br />
Fig. 9: Life Cycle Inventory data for Golf V 1.9 TDI DPF<br />
Nitrogen<br />
oxides<br />
(NO X )<br />
Hydro<br />
carbons<br />
(NMVOC)<br />
Methane<br />
(CH 4 )<br />
Primary<br />
energy<br />
demand<br />
* Diesel particulate filter<br />
In contrast, both methane emissions and primary energy demand are dominated by<br />
the fuel supply phase – from the wellhead to the filling station. As a result of the low<br />
sulphur content assumed for the fuels used, the manufacturing phase accounts for the<br />
greater part of overall sulphur dioxide emissions. CO2 emissions over the entire life<br />
cycle of the Golf V 1.9 TDI reach approximately 27.6 metric tons. The total energy<br />
demand amounts to about 409 GJ.<br />
23
5 Results of the Life Cycle Assessment<br />
100%<br />
80%<br />
60%<br />
40%<br />
20%<br />
Life Cycle Inventories<br />
Golf VI 2.0 TDI DPF*<br />
[24.7 t] [117.4 kg] [25.2 kg] [42.0 kg] [17.0 kg] [28.7 kg] [364.5 GJ]<br />
Carbon<br />
dioxide<br />
(CO 2 )<br />
Vehicle manufacture<br />
Fuel supply<br />
Driving emissions<br />
Recycling<br />
Carbon<br />
monoxide<br />
(CO)<br />
Sulphur<br />
dioxide<br />
(SO 2 )<br />
Fig. 10: Life Cycle Inventory data for Golf VI 2.0 TDI DPF<br />
Nitrogen<br />
oxides<br />
(NO X )<br />
Hydro<br />
carbons<br />
(NMVOC)<br />
Methane<br />
(CH 4 )<br />
Primary<br />
energy<br />
demand<br />
* Diesel particulate filter<br />
The life cycle inventories for the Golf VI 2.0 TDI and the Golf V 1.9 TDI show that there<br />
is no significant difference between the two models as regards the shares of the life<br />
cycle phases (engine and transmission manufacture, vehicle manufacture, fuel supply,<br />
driving emissions and recycling) in the overall figures (see Fig. 9 and Fig. 10). However,<br />
the absolute figures indicate the savings achieved by the latest model compared with<br />
its predecessor. For example, the CO2 emissions of the Golf VI are only 24.7 instead of<br />
27.6 metric tons and the total energy demand for the Golf VI has fallen from 409 to<br />
approximately 365 GJ. Only the CO value has risen slightly, due to an increase in CO<br />
emissions in vehicle manufacture. However, the share of these CO emissions in the<br />
overall figure is negligible, at well below one percent.<br />
24
5 Results of the Life Cycle Assessment<br />
The next two graphs, Fig. 11 and Fig. 12, show the results of the life cycle inventories for<br />
the petrol-engined cars. The figures clearly indicate that the share of the manufacturing<br />
phase in overall emissions is lower than in the case of the diesel models. There are two<br />
main reasons for this: firstly, the environmental impact of manufacturing petrol-engined<br />
cars is slightly lower than for diesel cars; secondly, the service life of a petrol-engined<br />
vehicle accounts for a greater share of life cycle emissions as a result of its higher fuel<br />
consumption.<br />
The Golf V 1.6 MPI causes 36.4 metric tons of CO2 emissions and has a total energy de-<br />
mand of 510.4 GJ (see Fig. 11).<br />
Carbon<br />
dioxide<br />
(CO 2 )<br />
Vehicle manufacture<br />
Fuel supply<br />
Driving emissions<br />
Recycling<br />
Carbon<br />
monoxide<br />
(CO)<br />
Sulphur<br />
dioxide<br />
(SO 2 )<br />
Fig. 11: Life Cycle Inventory data for Golf V 1.6 MPI<br />
25<br />
100%<br />
80%<br />
60%<br />
40%<br />
20%<br />
Life Cycle Inventories<br />
Golf V 1.6 MPI<br />
[36.4 t] [194.2 kg] [38.4 kg] [32.5 kg] [30.4 kg] [39.3 kg] [510.4 GJ]<br />
Nitrogen<br />
oxides<br />
(NO X )<br />
Hydro<br />
carbons<br />
(NMVOC)<br />
Methane<br />
(CH 4 )<br />
Primary<br />
energy<br />
demand
5 Results of the Life Cycle Assessment<br />
The successor model Golf VI 1.6 MPI with DSG causes 3.3 metric tons less CO2 emissions<br />
and also has a significantly lower energy demand (see Fig. 12). This is a direct result of<br />
the reduction in fuel consumption compared with the predecessor model. Owing to the<br />
considerable share of service-life emissions in the overall life cycle figures, the significantly<br />
lower fuel consumption also leads to improvements in all the other Life Cycle<br />
Inventory figures.<br />
Carbon<br />
dioxide<br />
(CO 2 )<br />
Vehicle manufacture<br />
Fuel supply<br />
Driving emissions<br />
Recycling<br />
Carbon<br />
monoxide<br />
(CO)<br />
Sulphur<br />
dioxide<br />
(SO 2 )<br />
Nitrogen<br />
oxides<br />
(NO X )<br />
Fig. 12: Life Cycle Inventory data for Golf VI 1.6 MPI with DSG<br />
26<br />
100%<br />
80%<br />
60%<br />
40%<br />
20%<br />
Life Cycle Inventories<br />
Golf VI 1.6 MPI DSG<br />
[33.1 t] [193.7 kg] [36.9 kg] [28.5 kg] [29.5 kg] [36.8 kg] [469.8 GJ]<br />
Hydro<br />
carbons<br />
(NMVOC)<br />
Methane<br />
(CH 4 )<br />
Primary<br />
energy<br />
demand
5 Results of the Life Cycle Assessment<br />
Comparison of Life Cycle Impacts<br />
On the basis of the Life Cycle Inventory data, Life Cycle Impact Assessments are drawn<br />
up for all the environmental impact categories. The interactions of all the emissions<br />
recorded are considered and potential environmental impacts are determined based<br />
on scientific models (see Fig. 3).<br />
Diesel vehicles<br />
With reference to average impact per inhabitant in the EU, Fig. 13 clearly shows that<br />
all the vehicles considered here make their largest contributions to overall environmental<br />
impacts in the global warming potential category, followed by acidification<br />
and photochemical ozone creation. Contributions to the categories eutrophication<br />
and ozone depletion potential are smaller. Consequently, the notes below focus on<br />
the first three environmental impact categories.<br />
2.5<br />
2.0<br />
1.5<br />
1.0<br />
0.5<br />
Global warming<br />
potential<br />
Photochemical<br />
ozone<br />
Acidification Ozone depletion<br />
Fig. 13: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF<br />
27<br />
Comparison of environmental profiles of Golf diesel cars (absolute)<br />
Average value per inhabitant, EU 15, 2001<br />
CO 2 equivalents<br />
[t]<br />
28.5<br />
25.5<br />
Predecessor<br />
Ethen equivalents<br />
[kg]<br />
12.3 11.6<br />
Golf VI 2.0 TDI DPF *<br />
SO 2 equivalents<br />
[kg]<br />
67.4<br />
56.0<br />
R11 equivalents<br />
[kg]<br />
0.40 0.36<br />
PO 4 equivalents<br />
[kg]<br />
8.0<br />
6.4<br />
Eutrophication<br />
* Diesel particulate filter
5 Results of the Life Cycle Assessment<br />
Fig. 14 shows that the environmental impacts of the Golf VI 2.0 TDI are lower in all<br />
categories than those of its predecessor, the Golf V 1.9 TDI. At 17 percent, the reduction<br />
in acidification potential is the most pronounced. This is mainly due to compliance<br />
with a more stringent exhaust emission standard, i.e. reduced NOx emissions.<br />
100<br />
80<br />
60<br />
40<br />
20<br />
Comparison of environmental profiles of Golf diesel cars (relative)<br />
relative to Golf V MPI<br />
Predecessor<br />
Golf VI 2.0 TDI DPF *<br />
-11% -6% -17%<br />
Global warming potential Photochemical ozone creation Acidification<br />
Fig. 14: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF (relative)<br />
* Diesel particulate filter<br />
As regards global warming potential, the additional impact caused by a slight increase<br />
in vehicle weight, the improved emission class and the higher engine output of the<br />
Golf VI 2.0 TDI are compensated for by the reduced fuel consumption. The significant<br />
(11 percent) reduction in global warming potential represents a cut of approximately<br />
3 metric tons of CO2 equivalents. Fig. 15 shows how these reductions are achieved. The<br />
absolute environmental impacts are allocated to the individual life cycle phases. As<br />
was already evident from the analysis of the Life Cycle Inventory data, the relevant<br />
changes occur during the use of the vehicle and the production of the fuel required.<br />
Most of the improvements therefore result either directly (lower driving emissions) or<br />
indirectly (less fuel production) from lower fuel consumption. It can also be seen that<br />
the impact of the recycling phase is marginal for all the models considered.<br />
28
5 Results of the Life Cycle Assessment<br />
2.5<br />
2.0<br />
1.5<br />
1.0<br />
0.5<br />
Allocation of environmental impacts to life cycle phases for<br />
Golf diesel models (detail)<br />
Average value per inhabitant, EU 15, 2001<br />
Global warming potential Photochemical ozone creation Acidification<br />
Predecessor<br />
Golf VI 2.0 TDI DPF *<br />
Recycling<br />
Driving emissions<br />
Fuel supply<br />
Production<br />
Fig. 15: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF (detail)<br />
* Diesel particulate filter<br />
Fig. 16 below shows the environmental impacts described in relation to each other and<br />
over the entire life cycle of the vehicle. The relations between manufacture, use and<br />
recycling with regard to the individual environmental impacts can clearly be seen.<br />
Global warming potential in particular is influenced mainly by vehicle use (highest<br />
increase over service life).<br />
On the other hand, acidification and photochemical ozone creation are distributed more<br />
evenly over all the phases of the life cycle. The significant reductions in these impacts<br />
are chiefly due to the more stringent exhaust emission standard of the successor model.<br />
29
Predecessor model<br />
Golf VI 2.0 TDI DPF *<br />
5 Results of the Life Cycle Assessment<br />
1.4<br />
1.2<br />
1.0<br />
0.8<br />
0.6<br />
0.4<br />
0.2<br />
Comparison of the environmental profiles of the Golf diesel models<br />
Average impact per inhabitant, EU 15, 2001<br />
Manufacturing<br />
Use Recycling<br />
Fig. 16: Comparison of environmental impacts over the full life cycle – diesel models<br />
30<br />
2.8<br />
2.6<br />
2.4<br />
2.2<br />
2.0<br />
1.8<br />
1.6<br />
Global warming potential<br />
Acidification<br />
Photochemical ozone creation<br />
0 km Kilometres driven (model calculation) 150,000 km<br />
* Diesel particulate filter
5 Results of the Life Cycle Assessment<br />
Petrol vehicles<br />
A comparison of the petrol vehicles also shows that the greatest potential environ-<br />
mental impacts are in the areas of photochemical ozone creation, global warming<br />
potential and acidification. In this case too, the Golf VI represents an improvement<br />
over its predecessor in all categories (see Fig. 17).<br />
3.5<br />
3.0<br />
2.5<br />
2.0<br />
1.5<br />
1.0<br />
0.5<br />
Comparison of environmental profiles of Golf petrol-engined models<br />
(absolute)<br />
Average value per inhabitant, EU 15, 2001<br />
37.5<br />
34.1<br />
Global warming<br />
potential<br />
Predecessor<br />
18.7 18.2<br />
Photochemical<br />
ozone<br />
Golf VI 1.6 MPI DSG<br />
Fig. 17: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG<br />
0.41 0.40<br />
Acidification Ozone depletion Eutrophication<br />
The life cycle global warming potential of the Golf VI MPI DSG is considerably lower<br />
than that of its predecessor. In the case of the 7-speed DSG dual-clutch gearbox, the<br />
combination with an automatic transmission, which normally results in higher fuel<br />
consumption than with a manual transmission, actually improves fuel economy. This<br />
confirms the innovative potential of the DSG and the associated fuel saving that is<br />
31<br />
CO 2 equivalents<br />
[t]<br />
Ethen equivalents<br />
[kg]<br />
SO 2 equivalents<br />
[kg]<br />
62.7<br />
58.5<br />
R11 equivalents<br />
[kg]<br />
PO 4 equivalents<br />
[kg]<br />
5.4 4.8
5 Results of the Life Cycle Assessment<br />
possible. Overall, for the assumed distance driven of 150,000 kilometres, greenhouse gas<br />
emissions show a reduction of around 3.4 metric tons of CO2 equivalents per vehicle.<br />
100<br />
80<br />
60<br />
40<br />
20<br />
Comparison of environmental profiles of petrol-engined Golf models<br />
(relative)<br />
relative to Golf V MPI<br />
Global warming potential Photochemical ozone creation Acidification<br />
Predecessor<br />
Golf VI 1.6 MPI DSG<br />
-9% -3% -7%<br />
Fig. 18: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG (relative)<br />
Fig. 18 indicates the changes in environmental impacts between the Golf V 1.6 MPI and<br />
its successor, the Golf VI MPI with DSG. The diagram clearly shows that photochemical<br />
ozone creation potential has been reduced by three percent and acidification potential<br />
by seven percent. In the case of global warming potential, the reduction of 3.4 metric<br />
tons of CO2 equivalents described above corresponds to a drop of nine percent.<br />
Fig. 19 indicates the sources of these improvements in detail. As in the case of the diesel<br />
models, most of the reductions are the result of the lower fuel consumption of the Golf VI<br />
1.6 MPI with DSG. It can clearly be seen that the driving emissions and the contribution<br />
to emissions associated with fuel supply are both lower in the case of the successor model.<br />
Compliance with a higher exhaust emissions class in the case of the Golf VI also has an<br />
effect in reducing environmental impact. It can also be seen that the manufacture of the<br />
successor model results in a slightly higher environmental impact. However, improvements<br />
in the service life emissions and fuel supply easily outweigh this increase. In the<br />
petrol models too, the recycling phase has only a negligible environmental impact.<br />
32
5 Results of the Life Cycle Assessment<br />
3.2<br />
2.8<br />
2.4<br />
2.0<br />
1.6<br />
1.2<br />
0.8<br />
0.4<br />
Allocation of environmental impacts to life cycle phases for<br />
petrol-engined Golf models (detail)<br />
Average value per inhabitant, EU 15, 2001<br />
Global warming potential Photochemical ozone creation Acidification<br />
Predecessor<br />
Golf VI 1,6 MPI DSG<br />
Recycling<br />
Driving emissions<br />
Fuel supply<br />
Production<br />
Fig. 19: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG (detail)<br />
The diagram also shows the order of magnitude of the reductions. In the case of the<br />
Golf VI 1.6 MPI with DSG (compared with the Golf V 1.6 MPI), the reduction in global<br />
warming potential is almost sufficient to compensate for the slightly increased emissions<br />
during vehicle production. This means that, compared with its predecessor, the Golf<br />
VI 1.6 MPI with DSG, viewed over its entire life cycle, saves more than 70 percent of the<br />
CO2 equivalents (3.4 metric tons) generated during the entire production of the vehicle<br />
(4.8 metric tons of CO2 equivalents per vehicle).<br />
In the case of the petrol models, the global warming potential is even more predominant<br />
than in the case of the diesel models (see Fig. 20). The lower values of the Golf VI 1.6 MPI<br />
with DSG can clearly be seen. The benefits in terms of acidification and photochemical<br />
ozone creation potential are also due to lower fuel consumption, the associated reduced<br />
environmental impact of fuel production and the more stringent exhaust emissions<br />
standard for the successor model.<br />
33
Predecessor model<br />
Golf VI 1.6 MPI DSG<br />
5 Results of the Life Cycle Assessment<br />
3.2<br />
3.0<br />
2.8<br />
2.6<br />
2.4<br />
2.2<br />
2.0<br />
1.8<br />
1.6<br />
1.4<br />
1.2<br />
1.0<br />
0.8<br />
0.6<br />
0.4<br />
0.2<br />
Comparison of the environmental profiles of the Golf petrol models<br />
Average impact per inhabitant, EU 15, 2001<br />
Manufacturing<br />
Use Recycling<br />
Global warming potential<br />
Acidification<br />
Photochemical ozone creation<br />
0 km Kilometres driven (model calculation) 150,000 km<br />
Fig. 20: Comparison of environmental impacts over the full life cycle – petrol models<br />
Differentiation of environmental impact caused by manufacturing<br />
While it is relatively easy to draw up life cycle inventories for the service life of a vehicle,<br />
the procedure for the manufacturing phase is considerably more complex as a result of<br />
the wide variety of different parts, materials and processes involved. In the past, it was<br />
necessary to use cut-off criteria in order to simplify the process and to group together<br />
material data for a number of different components. Today, the slimLCI process described<br />
in Chapter 1 allows detailed analyses of the entire parts structure of a vehicle<br />
and all the associated material data.<br />
Furthermore, the LCI process means that a wide variety of information normally omitted<br />
from life cycle inventories in the past can now be considered. This information includes<br />
part numbers that clearly identify all the parts taken into account, the sources of<br />
material and weight data (parts lists, MISS, drawings, etc.) and the assignment of parts<br />
to the six separate disciplines within the <strong>Volkswagen</strong> Development department: engine,<br />
transmission, equipment, electrical, body and chassis.<br />
34
5 Results of the Life Cycle Assessment<br />
The structured inclusion of this information in the Life Cycle Inventory model supports<br />
environmentally compatible product development by clearly identifying design respon-<br />
sibilities and hot spots that can be used as the starting point for further optimisation.<br />
Contribution of different disciplines to the global<br />
warming potential generated by vehicle production<br />
Golf VI 1.6 MPI DSG<br />
13.9 %<br />
Fig. 21: Contribution of different disciplines to the global warming potential generated by production of the<br />
Golf VI 1.6 MPI DSG<br />
Fig. 21 indicates the contributions of these disciplines to the global warming potential<br />
generated by the production of the Golf VI 1.6 MPI with DSG. In addition to the six disciplines<br />
mentioned above, the shares of painting (paintshop at Wolfsburg plus paint<br />
supply chains) and final assembly are also shown. As the chart shows, the body makes<br />
the largest contribution to global warming potential in the manufacturing phase,<br />
followed by chassis, engine and equipment.<br />
The high level of detail used for Life Cycle Inventory modelling means that the contributions<br />
of the various disciplines can be broken down to the level of individual SETs<br />
(simultaneous engineering teams) and even to the individual components concerned.<br />
This lays the foundations for a targeted approach to the definition and discussion of<br />
optimisation measures.<br />
35<br />
Equipment<br />
Electrical<br />
Chassis<br />
Transmission<br />
Body<br />
Painting<br />
Assembly<br />
Engine<br />
7.9 %<br />
2.6 %<br />
14.6 %<br />
34.4 %<br />
4.4 %<br />
3.4 %<br />
18.8 %
6 Recycling end-of-life vehicles with the VW SiCon process<br />
Recycling end-of-life vehicles with the<br />
VW SiCon process<br />
The VW SiCon process used for life cycle<br />
inventories for the vehicle recycling phase<br />
was jointly developed by <strong>Volkswagen</strong> and<br />
SiCon GmbH in cooperation with further<br />
technology partners. The aim of the<br />
process is to recycle and process end-oflife<br />
vehicles in a way that yields secondary<br />
raw materials that can be substituted for<br />
primary raw materials in existing plant and<br />
equipment. The materials must therefore<br />
meet the quality standards of the plant<br />
operators concerned. That includes not<br />
only process requirements but also the<br />
requirements relating to products and<br />
emissions. Another important consideration<br />
when the process was developed was to<br />
ensure that the secondary raw materials<br />
produced are destined for use in processes<br />
where the demand for such materials is<br />
sufficient to ensure that the uptake of<br />
these materials is assured nationwide<br />
and in the long term. Currently, there is<br />
a greater demand for secondary raw<br />
materials than can actually be met by the<br />
VW SiCon process. To ensure these aims<br />
are met, potential plant operators and consumers were involved in the development of<br />
the process at an early stage. As a result, it was possible to ensure that the materials<br />
produced meet the physical and chemical requirements of the plant operators concerned.<br />
Along with the development of the process, a Life Cycle Assessment was drawn up<br />
to analyse and evaluate the environmental profiles of the different process options.<br />
This approach – in particular the constructive dialogue with technology partners along<br />
the entire value chain – is a key element in successful life cycle management. When an<br />
end-of-life vehicle is recycled using the VW SiCon process, the first step is to drain all<br />
fluids and to remove certain parts before the remaining body is shredded. Shredder<br />
residues are subjected to different separation processes and further refining. The<br />
generated fractions are shredder fluff, shredder sand and shredder granulate, as well as<br />
a PVC-enriched plastic fraction. These fractions are then recycled. Around five percent<br />
of the vehicle by weight is not recyclable and is disposed of as waste. Fig. 22 provides an<br />
overview of the sequence of operations in the VW SiCon process.<br />
36
6 Recycling end-of-life vehicles with the VW SiCon process<br />
Removal of pollutants/<br />
fluids, dismantling<br />
End-of-life vehicle<br />
Fluids, wheels,<br />
batteries,<br />
catalytic converters<br />
Spare parts<br />
Iron and steel<br />
scrap<br />
Fig. 22: End-of-life vehicle treatment with the VW SiCon process<br />
Shredding and separation of shredder residues<br />
Shredder<br />
VW-SiCon<br />
process<br />
Non-ferrous<br />
metals<br />
Shredder<br />
granulate<br />
Shredder<br />
fluff<br />
Shredder<br />
sand<br />
PVC<br />
fraction<br />
Residues<br />
The selective processing of the shredder residues for subsequent recycling is shown in<br />
Fig. 23. The shredder granulate consists of a plastic fraction containing very little PVC<br />
and metal, which can be used to replace heavy fuel oil as a reducing agent in blast<br />
furnaces. But before that a PVC-rich fraction is separated. The PVC can be recovered,<br />
for example using the Vinyloop ® 17 process. The shredder fluff primarily consists of seat<br />
foams and textile fibres and replaces coal dust as a dehydration agent in sewage sludge<br />
treatment. The shredder sand, consisting of different metal dusts, paint particles, rust,<br />
sand and glass, is suitable for use as a slag forming material in non-ferrous metallurgy.<br />
The copper contained in the shredder sand can be recovered in copper smelting plants.<br />
It should be mentioned that the VW SiCon process is currently the only method of<br />
returning copper to the production process by separating it from a sand fraction<br />
enriched with silicate and copper and low in organic substances in combination with<br />
high-end recycling. This type of recycling is one of the few sources of a raw material<br />
which is essential for many European industries.<br />
17 A process developed by Solvay which can be used for recovering PVC from shredder residue rich in PVC.<br />
37
6 Recycling end-of-life vehicles with the VW SiCon process<br />
Main Shredder residue recycling process<br />
Iron and steel<br />
Non-ferrous<br />
materials<br />
Raw<br />
granulate<br />
Fig. 23: Selective processing of the material fractions from the VW SiCon process<br />
Of course, we have also drawn up a Life Cycle Assessment for the VW SiCon process,<br />
comparing it with the dismantling and subsequent recycling of end-of-life vehicles<br />
[Krinke et al 2005]. Fig. 24 shows the results of this assessment. The Life Cycle Assessment<br />
revealed that the process has advantages in the environmental impact categories<br />
global warming potential, acidification potential, photochemical ozone creation<br />
potential and eutrophication potential; these advantages range from 9 percent for<br />
eutrophication potential to 29 percent for global warming potential. In addition, the<br />
study also investigated sensitivity to a number of factors such as transportation distance,<br />
degree of dismantling, the ratio of primary to secondary plastics and the material<br />
composition of the recycled vehicles. Even under less favourable conditions, it was<br />
found that the basic conclusion shown by Fig. 24 still held. In environmental terms,<br />
the VW SiCon process is always preferable to the dismantling of plastic components.<br />
38<br />
Shredder residues<br />
Raw<br />
fluff<br />
Customer-specific recycling steps<br />
Granulate<br />
PVC<br />
fraction<br />
Blast furnaces<br />
Vinyloop ®<br />
Raw<br />
sand<br />
Fluff Sand Residues<br />
Sewage sludge<br />
treatment<br />
Non-ferrous secondary<br />
smelting plant<br />
Disposal
6 Recycling end-of-life vehicles with the VW SiCon process<br />
0%<br />
-20%<br />
-40%<br />
-60%<br />
-80%<br />
Comparative Life Cycle Assessment<br />
Potential reduction in environmental impact in percent<br />
Global warming<br />
potential<br />
Fig. 24: Life Cycle Assessment of the VW SiCon process compared with the dismantling of plastic parts<br />
In 2006 <strong>Volkswagen</strong> was awarded the<br />
European Business Award for the Environ-<br />
ment and the Environmental Award of the<br />
Federation of German Industries (BDI)<br />
for the VW SiCon process. You can find<br />
further information on the VW SiCon process<br />
and download the relevant reports<br />
on the Internet at:<br />
www.volkswagen-environment.de<br />
39<br />
-71%<br />
Acidification<br />
potential<br />
VW SiCon process Dismantling<br />
Demontage<br />
-87%<br />
Photochemical ozone<br />
creation potential<br />
-83%<br />
Eutrophication<br />
potential<br />
-94%
7 We‘re driving mobility forward<br />
We‘re driving mobility forward<br />
<strong>Volkswagen</strong> is working on a number of technologies for sustainable<br />
mobility as part of its Powertrain and Fuel Strategy. This covers the<br />
entire range of present and future drive systems from current petrol<br />
and diesel engines via hybrid drives and engines with the Combined<br />
Combustion System (CCS) to electric vehicles with batteries<br />
or hydrogen technology.<br />
We are engaged in a number of projects with partners to produce<br />
fuels from various different raw materials. For <strong>Volkswagen</strong>, the<br />
main emphasis is on second-generation biofuels such as Sun-<br />
Fuel ® , which can be produced from biomass; during combustion,<br />
these fuels only release into the atmosphere the same volume of<br />
carbon dioxide as was absorbed by the plants as they grew. SunFuel can be produced<br />
from all types of biomass and therefore does not compete with food production.<br />
SunFuel is already being produced in the world’s first production plant at Freiberg in<br />
Germany and tested in practice. In technical terms, both petrol and diesel could already<br />
be replaced by SunFuel ® .<br />
<strong>Volkswagen</strong> is also<br />
forging ahead with<br />
the development<br />
of hybrid vehicles,<br />
which can be especially<br />
beneficial<br />
in inner-city driving<br />
and conurbations.<br />
Various prototypes<br />
are already being<br />
tested. We expect<br />
that the results obtained<br />
by the Golf<br />
TwinDrive fleet, equipped with an internal combustion engine, an electric motor and<br />
a lithium ion battery, will be especially promising. The special feature of the TwinDrive<br />
is that the internal combustion engine provides assistance for the electric motor,<br />
and not vice versa. This means that the vehicle can be driven considerable distances<br />
through cities without producing any direct emissions. In electric propulsion mode,<br />
the range of the TwinDrive is about 50 kilometres, which would be perfectly adequate<br />
for most everyday trips. It only takes about four hours to recharge the batteries and any<br />
power socket can be used. In contrast to internal combustion engines, electric drive<br />
systems generate no local emissions. From 2010, up to 20 vehicles will be involved in an<br />
electric mobility fleet test in Berlin and Wolfsburg to test electric propulsion in everyday<br />
use and to confirm the undeniable benefits of this drive system. In a zero-emission<br />
40
7 We‘re driving mobility forward<br />
prototype of the “New Small Family” series, <strong>Volkswagen</strong> has already demonstrated an<br />
electric motor drawing its power from a pack of lithium ion batteries. Powered solely<br />
by batteries, the prototype can already cover the average daily<br />
distances driven in today’s urban traffic.<br />
In the long term, <strong>Volkswagen</strong> regards the electric motor as the drive<br />
system of the future. It is still not possible to state whether electricpowered<br />
vehicles will take their power from plug-in batteries or<br />
fuel cells in the future. As part of its Powertrain and Fuel Strategy,<br />
<strong>Volkswagen</strong> is also investigating the potential of fuel cells. For<br />
example, we have developed a unique type of high-temperature<br />
fuel cell that eliminates many of the problems associated with<br />
previous low-temperature systems. The high-temperature fuel cell<br />
will make the entire drive system installed in a vehicle lighter,<br />
smaller, more durable and<br />
less expensive. <strong>Volkswagen</strong><br />
is expecting to start testing<br />
the first prototypes with<br />
high-temperature fuel cells<br />
in 2009. Current forecasts<br />
predict that the first production<br />
vehicles will not,<br />
however, be launched before<br />
2020.<br />
A key element in the<br />
growing trend towards<br />
electrification will be the use of energy from renewable sources<br />
such as wind or solar energy or hydropower. Ideally, an electric<br />
vehicle should be able to „fill up“ directly with electricity. This<br />
drive system has the benefit of high overall efficiency as the<br />
electric power is used directly for propulsion, avoiding the high<br />
energy losses associated with hydrogen production.<br />
41
8 Conclusion<br />
Conclusion<br />
As the best-selling car in Europe, the <strong>Volkswagen</strong> Golf not only fulfils high expectations<br />
in terms of safety, comfort and performance but also attains a very high standard of<br />
environmentally compatible product development. This environmental commendation<br />
documents the progress that has been achieved in this area in the Golf VI compared<br />
with the predecessor model. The information provided in this document is based on<br />
the Life Cycle Assessment of the Golf, which has been verified and certified by TÜV<br />
NORD. The TÜV report confirms that the Life Cycle Assessment is based on reliable<br />
data and was drawn up using methods in accordance with the requirements of ISO<br />
standards 14040 and 14044.<br />
The Golf demonstrates low fuel consumption and emissions during its service life<br />
and low environmental impacts during the manufacturing and recycling phases.<br />
With approximately the same total weight and comparable power output, the Golf VI<br />
presents a more favourable overall Life Cycle Assessment than its predecessor.<br />
42<br />
All information corresponds to the state of knowledge at the time of going to print.
9 Validation<br />
Validation<br />
The statements made in the Golf environmental commendation are supported by the<br />
Life Cycle Assessment of the Golf. The certificate of validity confirms that the Life Cycle<br />
Assessment is based on reliable data and that the method used to compile it complies<br />
with the requirements of ISO standards 14040 and 14044.<br />
You will find the detailed report from TÜV NORD in the Appendix.<br />
43
Kohlenwasserstoffe<br />
Stickoxide<br />
Glossary<br />
Glossary<br />
Allocation<br />
Allocation of Life Cycle Inventory parameters to the „actual source“ in the case of<br />
processes that have several inputs.<br />
Average impact per inhabitant figure (EDW)<br />
Unit indicating the standardised environmental impact Überschrift of one inhabitant für Kreisdiagramm in a<br />
geographical reference area.<br />
Headline for pie chart<br />
Eutrophication potential<br />
describes excessive input of nutrients into<br />
water [or soil], which can lead to an undesirable<br />
change in the composition of flora and<br />
fauna. A secondary effect of the over-fertilisation<br />
of water is oxygen consumption and<br />
therefore oxygen deficiency. The reference<br />
substance for eutrophication is phosphate<br />
(PO4), and all other substances that impact on<br />
this process (for instance NOX, NH3) are<br />
measured in phosphate equivalents.<br />
Ozone depletion potential<br />
describes the ability of trace gases to rise into<br />
the stratosphere and deplete ozone there in a<br />
catalytic process. Halogenated hydrocarbons<br />
in particular are involved in this depletion<br />
process, which diminishes or destroys the<br />
protective function of the natural ozone layer.<br />
The ozone layer provides protection against<br />
excessive UV radiation and therefore against<br />
genetic damage or impairment of photosynthesis<br />
in plants. The reference substance for ozone<br />
depletion potential is R11, and all other<br />
substances that impact on this process (for<br />
instance CFC, N2O) are measured in R11<br />
equivalents.<br />
44<br />
NO X<br />
Biomass<br />
Air pollutants<br />
NH 3<br />
Überschrift für Kreisdiagramm<br />
Headline for pie chart<br />
Stratosphere<br />
15 – 50 km<br />
UV radiation<br />
Biomass<br />
Transpor<br />
Transpor<br />
Kraftstoffherstellun<br />
PO 4 NO 3 NH 4<br />
CFC<br />
Waste water<br />
N 2 O<br />
Kraftstoffherstellun<br />
Fertiliser application<br />
Absorption
Kohlenwasserstoffe<br />
Stickoxide<br />
Kohlenwasserstoffe<br />
Stickoxide<br />
Glossar<br />
Photochemical ozone creation potential<br />
describes the formation of photooxidants,<br />
such as ozone, PAN, etc., which can be formed<br />
from hydrocarbons, carbon monoxide (CO)<br />
and nitrogen oxides (NOX), in conjunction with<br />
sunlight. Photooxidants can impair human<br />
health and the functioning of ecosystems<br />
and damage plants. The reference substance<br />
for the formation of photochemical ozone is<br />
ethene, and all other substances that impact<br />
on this process (for instance VOC, NOX and<br />
CO) are measured in ethene equivalents.<br />
Global warming potential<br />
describes the emissions of greenhouse gases,<br />
which increase the absorption of heat from solar<br />
radiation in the atmosphere and therefore<br />
increase the average global temperature. The<br />
reference substance for global warming<br />
potential is CO2, and all other substances that<br />
impact on this process (for instance CH4, N2O,<br />
SF6 and VOC) are measured in carbon dioxide<br />
equivalents.<br />
Acidification potential<br />
describes the emission of acidifying substances<br />
such as SO2 and NOX, etc., which have diverse<br />
impacts on soil, water, ecosystems, biological<br />
organisms and material (e.g. buildings). Forest<br />
dieback and fish mortality in lakes are examples<br />
of such negative effects. The reference substance<br />
for acidification potential is SO2, and<br />
all other substances that impact on this process<br />
(for instance NOX and NH3) are measured in<br />
sulphur dioxide equivalents.<br />
Environmental impact category<br />
An environmental indicator that describes an<br />
environmental problem (e.g. the formation of<br />
photochemical ozone)<br />
45<br />
Überschrift für Kreisdiagramm<br />
Headline for pie chart<br />
Hydrocarbons<br />
Nitrogen oxides<br />
Biomass<br />
Weather<br />
Transpor<br />
dry and warm<br />
OZONE<br />
Überschrift für Kreisdiagramm<br />
Headline for pie chart<br />
UV radiation<br />
Infrared<br />
radiation<br />
Überschrift für Kreisdiagramm<br />
Headline for pie chart<br />
H 2 SO 4<br />
Biomass<br />
HNO 3<br />
Transpor<br />
Absorption<br />
CO 2<br />
SO 2<br />
Hydrocarbons<br />
Nitrogen oxides<br />
Reflection<br />
CFC<br />
CH 4<br />
Kraftstoffherstellun<br />
Kraftstoffherstellun<br />
NO X
Bibliography and list of sources<br />
Bibliography and list of sources<br />
[14040 2006] International Organization for Standardization: ISO 14040: Environmental Management – Life Cycle<br />
Assessment – Principles and Framework. 2nd ed.. Geneva: International Organization for Standardization.<br />
[Bossdorf-Zimmer et al. 2005] Bossdorf-Zimmer, B.; Rosenau-Tornow, D.; Krinke, S.: Successful Life Cycle Management:<br />
Assessment of Automotive Coating Technologies. Vortrag auf der Challenges for Industrial Production 2005.<br />
Karlsruhe: Institut für Industriebetriebslehre und Industrielle Produktion der TU Karlsruhe.<br />
[EU2001] Directive 2001/100/EC of the European Parliament and of the Council of 7 December 2001 amending<br />
Council Directive 70/220/EEC on the approximation of the laws of the Member States on measures to be taken<br />
against air pollution by emissions from motor vehicles<br />
[EU 2004] Directive 2004/3/EC of the European Parliament and of the Council of 11 February 2004 amending<br />
Council Directives 70/156/EEC and 80/1268/EEC as regards the measurement of carbon dioxide emissions and<br />
fuel consumption of N1 vehicles<br />
[EU 2008] Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation<br />
(EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect<br />
to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and<br />
maintenance information<br />
[Guinée and Lindeijer 2002] Guinée, J. B.; Lindeijer, E.: Handbook on Life Cycle Assessment: Operational guide to<br />
the ISO standards. Dordrecht [et al.]: Kluwer Academic Publishers.<br />
[Koffler et al. 2007] Koffler, C.; Krinke, S.; Schebek, L.; Buchgeister, J.: <strong>Volkswagen</strong> slimLCI – a procedure for stream-<br />
lined inventory modelling within Life Cycle Assessment (LCA) of vehicles. In: International Journal of Vehicle Design<br />
(Special Issue on Sustainable Mobility, Vehicle Design and Development). Olney: Inderscience Publishers (in press).<br />
[Krinke et al. 2005a] Krinke, S.; Bossdorf-Zimmer, B.; Goldmann, D.: Ökobilanz Altfahrzeugrecycling – Vergleich<br />
des VW-SiCon-Verfahrens und der Demontage von Kunststoffbauteilen mit nachfolgender werkstofflicher<br />
Verwertung. Wolfsburg: <strong>Volkswagen</strong> <strong>AG</strong>. Available on the Internet at www.volkswagen-umwelt.de<br />
[Krinke et al. 2005b] Krinke, S.; Nannen, H.; Degen, W.; Hoffmann, R.; Rudloff, M.; Baitz, M.: SunDiesel – a new<br />
promising biofuel for sustainable mobility. Presentation at the 2nd Life-Cycle Management Conference Barcelona.<br />
Available on the Internet at www.etseq.urv.es/aga/lcm2005/99_pdf/Documentos/AE12-2.pdf<br />
[PE International 2003] PE International GmbH: GaBi 4.2 Datenbank-Dokumentation. Leinfelden-Echterdingen:<br />
PE International GmbH.<br />
[Schmidt et al. 2004] Schmidt, W. P.; Dahlquist, E.; Finkbeiner, M.; Krinke, S.; Lazzari, S.; Oschmann, D.; Pichon, S.;<br />
Thiel, C.: Life Cycle Assessent of Lightweight and End-Of-Life Scenarios for Generic Compact Class Vehicles. In:<br />
International Journal of Life Cycle Assessment (6), pp. 405-416.<br />
[Schweimer 1998] Schweimer, G. W.: Sachbilanz des 3-Liter-Lupo. Wolfsburg: <strong>Volkswagen</strong> <strong>AG</strong>.<br />
[Schweimer et al. 1999] Schweimer, G. W.; Bambl, T.; Wolfram, H.: Sachbilanz des SEAT Ibiza. Wolfsburg:<br />
<strong>Volkswagen</strong> <strong>AG</strong>.<br />
[Schweimer und Levin 2000] Schweimer, G. W.; Levin, M.: Sachbilanz des Golf A4. Wolfsburg: <strong>Volkswagen</strong> <strong>AG</strong>.<br />
[Schweimer und Roßberg 2001] Schweimer, G. W.; Roßberg, A.: Sachbilanz des SEAT Leon. Wolfsburg:<br />
<strong>Volkswagen</strong> <strong>AG</strong>.<br />
[Schweimer und Schuckert 1996] Schweimer, G. W.; Schuckert, M.: Sachbilanz eines Golf. VDI-Bericht 1307:<br />
Ganzheitliche Betrachtungen im Automobilbau. Wolfsburg: Verein Deutscher Ingenieure (VDI).<br />
[<strong>Volkswagen</strong> <strong>AG</strong> 2007a] <strong>Volkswagen</strong> <strong>AG</strong>: The Passat – environmental commendation, Wolfsburg: <strong>Volkswagen</strong> <strong>AG</strong>.<br />
Im Internet unter www.umweltpraedikat.de<br />
[<strong>Volkswagen</strong> <strong>AG</strong> 2007b] <strong>Volkswagen</strong> <strong>AG</strong>: The Golf – Environmental Commendation, Wolfsburg: <strong>Volkswagen</strong> <strong>AG</strong>.<br />
Im Internet unter www.umweltprädikat.de<br />
[VDA 1997] Verband der deutschen Automobilindustrie (VDA): VDA 231-106: VDA-Werkstoffblatt: Werkstoff-<br />
klassifizierung im Kraftfahrzeugbau – Aufbau und Nomenklatur. Frankfurt: Verband der Automobilindustrie e.V.<br />
46
List of abbreviationss<br />
List of abbreviations<br />
AP Acidification potential<br />
CFC Chlorofluorocarbons<br />
CH4 Methane<br />
CML Centrum voor Milieukunde Leiden (Centre for Environmental Sciences, Netherlands)<br />
CO Carbon monoxide<br />
CO2 Carbon dioxide<br />
DIN Deutsche Industrienorm (German Industrial Standard)<br />
DPF Diesel particulate filter<br />
DSG Dual-clutch gearbox<br />
EDW Einwohnerdurchschnittswert (average impact per inhabitant)<br />
EN European standard<br />
EP Eutrophication potential<br />
GJ Gigajoule<br />
GWP Global warming potential<br />
HC Hydrocarbons<br />
KBA Kraftfahrtbundesamt (Federal Motor Transport Authority)<br />
kW Kilowatt<br />
LCA Life Cycle Assessment<br />
LCI Life Cycle Inventory<br />
MISS Material Information System<br />
MPI Intake-tube multipoint injection gasoline engine<br />
N2O Nitrous oxide<br />
NEDC New European Driving Cycle<br />
NH3 Ammonia<br />
Nm Newton metre<br />
NMVOC Non-methane volatile organic compounds (hydrocarbons without methane)<br />
NOX Nitrogen oxides<br />
ODP Ozone depletion potential<br />
PAN Peroxyacetylnitrate<br />
PO4 Phosphate<br />
POCP Photochemical ozone creation potential<br />
ppm Parts per million<br />
PVC Polyvinyl chloride<br />
R11 Trichlorofluoromethane (CCl3F)<br />
SET Simultaneous engineering team<br />
SF6 Sulphur hexafluoride<br />
SO2 Sulphur dioxide<br />
TDI Turbocharged direct injection diesel engine<br />
TSI Turbocharged direct injection petrol engine<br />
VDA Verband der Automobilindustrie e.V. (Association of the German Automotive Industry)<br />
VOC Volatile organic compounds<br />
47
List of figures and tables<br />
List of figures<br />
Figure 1: Environmental goals of the Technical Development department of the <strong>Volkswagen</strong> brand . . 7<br />
Figure 2: Input and output flows for a Life Cycle Inventory . . . . . . . . . . . . . . . . . . . . . . . . 8<br />
Figure 3: Procedure for impact assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9<br />
Figure 4: Dismantling study of the Golf V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10<br />
Figure 5: Process of modelling an entire vehicle with the VW slimLCI interface system . . . . . . . . .11<br />
Figure 6: Scope of the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14<br />
Figure 7: Excerpt from the model structure of the Golf VI 1.6 MPI with DSG ® . . . . . . . . . . . . . . 17<br />
Figure 8: Material composition of Golf VI 2.0 TDI DPF . . . . . . . . . . . . . . . . . . . . . . . . . 21<br />
Figure 9: Life Cycle Inventory data for Golf V 1.9 TDI DPF . . . . . . . . . . . . . . . . . . . . . . . 23<br />
Figure 10: Life Cycle Inventory data for Golf VI 2.0 TDI DPF . . . . . . . . . . . . . . . . . . . . . . . 24<br />
Figure 11: Life Cycle Inventory data for Golf V 1.6 MPI. . . . . . . . . . . . . . . . . . . . . . . . . . 25<br />
Figure 12: Life Cycle Inventory data for Golf VI 1.6 MPI with DSG ® . . . . . . . . . . . . . . . . . . . 26<br />
Figure 13: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF . . . . . . . . . . . 27<br />
Figure 14: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF (relative). . . . . . . 28<br />
Figure 15: Environmental impacts of Golf V 1.9 TDI DPF and Golf VI 2.0 TDI DPF (detail) . . . . . . . 29<br />
Figure 16: Comparison of environmental impacts over the full life cycle – diesel models . . . . . . . . 30<br />
Figure 17: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG ® . . . . . . . . . . . . . 31<br />
Figure 18: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG ® (relative) . . . . . . . 32<br />
Figure 19: Environmental impacts of Golf V 1.6 MPI and Golf VI 1.6 MPI DSG ® (detail) . . . . . . . . . 33<br />
Figure 20: Comparison of environmental impacts over the full life cycle – petrol models . . . . . . . . 34<br />
Figure 21: Contribution of different disciplines to the global warming potential generated<br />
by production of the Golf VI 1.6 MPI DSG ® . . . . . . . . . . . . . . . . . . . . . . . . . . 35<br />
Figure 22: End-of-life vehicle treatment with the VW SiCon process . . . . . . . . . . . . . . . . . . . 37<br />
Figure 23: Selective processing of the material fractions from the VW SiCon process . . . . . . . . . 38<br />
Figure 24: Life Cycle Assessment of the VW SiCon process compared<br />
with the dismantling of plastic parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39<br />
List of tables<br />
Table 1: Technical data of vehicles assessed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13<br />
Table 2: Average impact per inhabitant figures in the EU 15 . . . . . . . . . . . . . . . . . . . . . 15<br />
Table 3: Emission limits in accordance with Euro 4 and Euro 5 . . . . . . . . . . . . . . . . . . . . 17<br />
Table 4: Fuel consumption and emissions of vehicles assessed . . . . . . . . . . . . . . . . . . . . 18<br />
Table 5: Assumptions and definitions for the Life Cycle Assessment . . . . . . . . . . . . . . . . . . 19<br />
Table 6: Material composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22<br />
48
© <strong>Volkswagen</strong> <strong>AG</strong><br />
Konzernforschung Umwelt Produkt<br />
Brieffach 011/1774<br />
38436 Wolfsburg<br />
September 2008