Transcript
Life cycle
Environmental Certificate for the new SLK
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Contents
Life Cycle – Mercedes-Benz’s environmental documentation
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Interview with Professor Dr. Herbert Kohler
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Product description
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Declaration of validity
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1 Product documentation
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1.1 Technical data
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1.2 Material composition
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2 Environmental profile
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2.1 General environmental topics
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2.2 Life Cycle Assessment (LCA)
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2.2.1 Data basis
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2.2.2 LCA results for the SLK 200 BlueEFFICIENCY
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2.2.3 Comparison with the predecessor model
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2.3 Design for recovery
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2.3.1 Recycling concept for the new SLK-Class
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2.3.2 Dismantling information
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2.3.3 Avoidance of potentially hazardous materials
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2.4 Use of secondary raw materials
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2.5 Use of renewable raw materials
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3 Process documentation
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4 Certificate
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5 Conclusion
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6 Glossary
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Imprint
As at: November 2010
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Life cycle Since early 2009, “Life Cycle” has presented the environmental certificate for Mercedes-Benz vehicles. This documentation series concentrates above all on providing a perfect service for the highly diverse range of stakeholders: On the one hand, the extensive and complex issue of “the automobile and the environment” is to be conveyed to the public in a readily comprehensible manner. On the other hand, specialists must also be provided with detailed information. “Life Cycle” meets these requirements with a variable concept. Readers wishing to obtain a rapid overview can focus on the brief summaries at the beginning of each chapter, where the basic facts are listed in abridged form; a uniform system of graphics facilitates orientation. Clearly set out tables, graphics, and informative text passages meet the requirements of readers in search of a detailed picture of Daimler AG’s environmental commitment. These elements precisely reflect the various environmental aspects down to the smallest detail. With its attractive service-oriented documentary series “Life Cycle” Mercedes-Benz is lending emphasis to its leadership in this important field – just as in the past, when the S-Class in 2005 became the first car to receive environmental certification from TÜV Süd. In early 2009 the award was bestowed on the GLK, the first SUV to receive this seal. The A-Class, B-Class, C-Class, E-Class, CLS-Class and SLK-Class have also been given this recognition – and more models will follow.
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Interview
“We consider that the golden era of the automobile is yet to come!” Professor Dr Herbert Kohler, Chief Environmental Officer of Daimler AG
Interview with Professor Dr Herbert Kohler, Chief Environmental Officer of Daimler AG
What exactly do you mean by the “second invention of the automobile”?
Professor Kohler, the automobile – and thus also Daimler AG – are celebrating their 125th birthday this year. How are you experiencing this anniversary as the company‘s Chief Environmental Officer?
Prof. Kohler: Specifically in terms of passenger cars, there are three crucial areas in which progress is being made at breathtaking pace: new mobility concepts, particularly car-sharing; the road to zero emissions, by means of various e-drive approaches; and vehicles with internal combustion engine – tremendous progress is being made here too.
Prof. Kohler: As a Daimler employee, this anniversary fills me with joy and pride. There is surely no other invention that has brought people both freedom and prosperity to an equal extent. And the fascination of individual mobility remains undiminished – also in countries that are only now becoming able to experience it. So you don‘t consider – unlike some critics – that the automobile is reaching the end of the road? Prof. Kohler: Definitely not; in fact quite the opposite. We are currently experiencing the second invention of the automobile. Never before has the technology undergone such rapid transformation, with unprecedented advances in efficiency. And we at Daimler are at the forefront of this wave of innovation. This also has much to do with our selfunderstanding: as the inventors of the automobile, we feel a very special responsibility toward its future. Just as Carl Benz once formulated: “The love of invention never ends.”
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Could you describe these three areas in more detail? Prof. Kohler: We launched our car2go car-sharing project in Ulm in early 2009. It is a huge success; almost 21,000 customers have so far availed themselves of this service and registered for car2go. The proportion of car2go customers among Ulm‘s population now stands at ten percent, and one-third of all young drivers aged 18 to 35 already have a car2go seal affixed to their licence as entitlement to this service. In the course of the first year more than 235,000 rental transactions were carried out, mostly with a duration of between 30 and 60 minutes. Meanwhile, up to 1000 fully automatic rentals are recorded each day. In Austin, the capital of the U.S. state of Texas, a second car2go pilot test was initiated in November 2009. From April 2011, car2go will also be available in Hamburg.
And the project will soon be extended to further cities throughout the world. Thanks to car2go, Mercedes-Benz has more experience than any other automotive manufacturer in the integration of car-sharing projects. And there is a constant stream of ideas for new mobility concepts. Consideration is being given, for example, to extending the smart brand to single-track electric vehicles (e-scooters, e-bikes), thus addressing younger target groups at an early stage. The e-scooters and e-bikes can likewise be integrated into car-sharing concepts. The pilot phase of the “car2gether” project, an innovative carpool scheme, has also been launched. And how do things stand with the electric car? Prof. Kohler: We have just presented the A-Class E-CELL, a family-friendly electric car for city driving that is giving us access to electrical mobility on a broad basis. This fully-fledged five-seater is battery-powered, with a range of up to 200 kilometres. Already in the second generation is the pioneer of new urban mobility, the smart fortwo electric drive. Production commenced in November 2009. As a result of the great interest shown in this vehicle the initial series of 1000 units has now been extended to 1500. Large-scale production will start in 2012. And then there is the B-Class F-CELL, with a fuel cell oriented even further into the future; this car too can already be experienced in tangible form today.
So is the classic combustion-engined automobile about to be superseded? Prof. Kohler: Certainly not; why should it be? Take the new V6 engine generation, for instance, which in the Mercedes-Benz SLK 350 BlueEFFICIENCY is about 20 percent more fuel-efficient than its predecessor, or the S 250 CDI BlueEFFICIENCY: with a total consumption of 5.7 litres per 100 km, it is setting new standards in the luxury class. In addition to innovative engine technology such as BlueDIRECT fuel injection, or the remarkable power output efficiency of diesel engines, further systems such as the ECO start/stop function, advanced automatic transmissions, and optimisation measures in aerodynamics and other major components also make for increased efficiency. And then there is the rapidly progressing development of hybrid technology. After the successful introduction of the S 400 HYBRID further models are now following in quick succession, for example the E 300 Hybrid, powered for the first time by a diesel hybrid unit. The combination of combustion engine and electric motor is at the same time paving the way for entirely emission-free mobility. As you can see, we consider that the golden era of the automobile is yet to come.
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Product description
Passion meets efficiency The new Mercedes-Benz SLK Roadster With the completely newly developed SLK, one of the most exciting and successful sports cars ever built is entering its third generation. The new roadster uncompromisingly takes driving pleasure and open-air enjoyment to a new level. It blends light-footed sportiness with stylish comfort, top performance with total suitability for everyday use and exemplary ecology. The new roadster is the most economical and thus the most environmentally friendly in its class, also setting new standards when it comes to safety. A distinctive design creates a sporty presence The designers have tailor-made an outfit for the new SLK which emphasises its classic roadster proportions and puts them in the spotlight to thrilling effect. Behind the long bonnet is a compact passenger compartment positioned far back, and a short tail end. The SLK will tempt potential customers with the key attributes that characterise all the classic roadsters from Mercedes-Benz and that have also made many of them automotive icons.
Positioning: third generation of the trendsetter among compact roadsters • • • • • • • •
Appearance: the new SLK embodies sophisticated sportiness Drive: three new engines Efficiency: up to a quarter greater fuel efficiency, ECO start/stop function as standard World premiere: panoramic vario-roof with MAGIC SKY CONTROL, which can be switched between light or dark as required Driving dynamics: optional Direct-Steer system, torque vectoring brake and fully automated controlled damping system Safety: ATTENTION ASSIST drowsiness detection as standard Interior: high-quality materials and superb workman ship, optional sun-reflecting leather Design: classic Roadster proportions and sensual design language
One feature to catch the eye is an upright radiator grille that stands proud and confident in the wind. It facilitates the long and well-proportioned bonnet and with its rearward light-catching contours it already hints at the roadster’s dynamic qualities. The wide radiator grille bears the Mercedes-Benz star in a prominent central position and displays a powerfully contoured fin, chromed at the front. Clearly defined headlamps complete the look for the new SLK’s face, which resembles that of the legendary 190 SL from the 1950‘s, regarded by many as being the “original SLK“.
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But it was certainly not just the past that the designers were focusing on; with the new SLK’s front end they also intentionally created a close visual link with the new Mercedes-Benz SLS AMG “gull-wing model“ and the new CLS. The amazing and measurable proof of the meticulously detailed work that has been carried out is that in spite of the more striking, steeper front and the larger frontal area, the Cd value has been cut to just 0.30 – a brilliant achievement (the preceding model’s Cd value was 0.32). The closed, elegant shape of the side view with the classic roadster proportions quickens the pulse and is a visual promise of the sportiness and driving pleasure in store. Fine details and elements show the care that has been taken by the Mercedes-Benz designers. For example, a fillet conceals the boot joint, so that it does not disturb the side aspect as with similar roof designs.
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Interior with style and a feel-good atmosphere
Unique feature: MAGIC SKY CONTROL
With the most compact dimensions in its class, the new SLK has an interior whose generous size is exemplary. To achieve this, the designers have developed interior appointments which offer the driver and passenger a real feel-good ambience. The interior is characterised by sporty refinement, well-thought-out ergonomics and high-quality, authentic materials which have been processed with painstaking attention to detail and skilled craftsmanship. Even in the base version the centre console and other trim parts gleam in brushed aluminium. Wood can be selected as an option in high-gloss dark brown walnut or high-gloss black ash. Four round, galvanised air outlets integrated in the dashboard emphasise that this model well and truly belongs to the Mercedes-Benz sports car family, their shape being derived from those in the SLS.
For the first time Mercedes-Benz is offering a choice of three variants of the lightweight-construction vario-roof for the new SLK. In just a few seconds this feature transforms the roadster into a coupé with a “fixed“ roof at the touch of a button – and vice versa:
Other high-quality items of equipment include a multifunction sports steering wheel with a flattened lower section and a thick leather rim, plus optional sun-reflecting leather which noticeably reduces the degree to which the surfaces it covers heat up, impressive ambient lighting, and the innovative neck-level heating system AIRSCARF® familiar from the preceding model.
• • •
The base version is a roof painted in the vehicle colour Alternatively there is the option of a panoramic vario-roof with dark tinted glass. The third variant is a world premiere – the panoramic vario-roof with MAGIC SKY CONTROL. This glass roof switches to light or dark as you wish at the press of a button. When light it is virtually transparent, offering an open-air experience even in cold weather. In its dark state the roof provides welcome shade and prevents the interior from heating up when the sun’s rays are very intense. In other words: a feel-good atmosphere at the touch of a button.
Innovative draught-stop system AIRGUIDE A comfortable alternative to the conventional draught-stop is a new, pivoting draught-stop for the new SLK which has been invented by the MercedesBenz aerodynamics engineers. It consists of pivoting, transparent perspex sections which are attached to the reverse of the roll-over bars. The driver or passenger can pivot them to the centre of the vehicle in a flash, thus taming turbulent air flow.
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Spirit and efficiency There will initially be three models of the SLK available at its market launch, all of them powered by new engines with direct injection. The four-cylinder engines in the SLK 200 BlueEFFICIENCY and SLK 250 BlueEFFICIENCY develop 135 kW (184 hp) and 150 kW (204 hp) respectively from a displacement of 1796 cc. The SLK 200 BlueEFFICIENCY is the most economical roadster in its segment. With the enhanced, optional seven-speed automatic transmission 7G-TRONIC PLUS it consumes just 6.1 litres of premium petrol (NEDC, combined) over 100 kilometres (corresponding to 142 g of CO2 per kilometre). This economical model sprints from 0 to 100 km/h in 7.0 seconds, and achieves a top speed of 237 km/h (240 km/h with manual transmission).
The SLK 250 BlueEFFICIENCY is equipped with the 7G-TRONIC PLUS automatic transmission as standard and consumes only 6.2 litres (NEDC, combined) per 100 kilometres (144 g of CO2 per kilometre). From a standstill it reaches 100 km/h in 6.6 seconds, and it has a top speed of 243 km/h. The V6 engine in the SLK 350 BlueEFFICIENCY generates 225 kW (306 hp) from its displacement of 3498 cc, using this power to accelerate from 0 to 100 km/h in 5.6 seconds (top speed 250 km/h). Its consumption is 7.1 litres (NEDC, combined) per 100 kilometres (167 g of CO2 per kilometre). The V6 engine has been completely re-developed. Its most important hallmarks are 3rd-generation direct injection, piezo injectors and multi-spark ignition. The exemplary efficiency, with fuel consumption reduced by up to a quarter compared with the preceding model, is also due to the ECO start/stop system which is fitted as part of the standard specification in all models.
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Suspension for the closest connection to the road
Ingenious material mix and high levels of safety
There are also three suspension versions to choose from:
The new SLK’s bodyshell structure has been further refined, with the bonnet and wings now made of aluminium.
• • •
A conventional steel suspension comes as standard A sports suspension with harder springs and dampers ensures a systematically sporty driving experience As an alternative a Dynamic Handling package is available, which among other features offers a chassis with continually variable damping. It has an electro nically controlled, fully automatic damping system. This means that the vehicle has excellent suspension comfort even on poor road surfaces, but still offers high driving dynamics.
Also included in the Dynamic Handling package are a Direct-Steer system and the Torque Vectoring Brakes developed by Mercedes-Benz. The Direct-Steer system offers more handling and agility than the standard steering, whilst also reducing the amount of physical effort required when parking. In critical conditions the Torque Vectoring Brakes produce a defined rotational movement of the vehicle about the vertical axis in fractions of seconds through selective brake actuation at the rear wheel on the inside of the bend. This results in the SLK stabilising without any compromises where dynamism is concerned, and it steers into the bend precisely and under full control.
The new Mercedes-Benz SLK also sets new benchmarks for roadsters in terms of safety. The third generation of the powerful trend-setter will make use of a whole host of the latest assistance systems to support the driver, including the drowsiness detection system ATTENTION ASSIST, developed by Mercedes-Benz and fitted as standard; the optional anticipatory occupant protection system PRE-SAFE®, which is unique in the world; and the PRE-SAFE® Brake, which can apply the brakes autonomously in the event of an impending rear-end collision. This means that with the SLK too, Mercedes-Benz is consistently and significantly exceeding the requirements imposed by safety standards.
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The new Mercedes-Benz SLK
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1 Product documentation This section documents significant environmentally relevant specifications of the different variants of the new SLK-Class referred to in the statements on general environmental topics (Chapter 2.1). The detailed analysis of materials (Chapter 1.2), life cycle assessment (Chapter 2.2), and the recycling concept (Chapter 2.3.1) refer to the new SLK 200 BlueEFFICIENCY with basic equipment.
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1.1 Technical data
1.2 Material composition
The following table documents significant technical data for the variants of the new SLK-Class. The respective environmentally relevant aspects are treated in detail in the Environmental Profile in Chapter 2.
The weight and material data for the SLK 200 BlueEFFICIENCY were determined on the basis of internal documentation of the components used in the vehicle (parts list, drawings). The „curb weight according to DIN“ (without driver and luggage, 90 percent fuel tank filling) served as a basis for the recycling rate and life cycle assessment. Figure 1-1 shows the material composition of the SLK 200 BlueEFFICIENCY in accordance with VDA 231-106.
Characteristic
Steel/ferrous materials account for about half the weight (58.5 percent) of the new SLK. These are followed by polymer materials (17.6 percent) and the third-largest group, the light metals (12 percent). Service fluids comprise about 5.5 percent. The proportions of nonferrous metals and of other materials (especially glass) are somewhat lower, at about 2.8 and about 2.5 percent respectively. The remaining materials – process polymers, electronics, and special metals – contribute about one percent to the weight of the vehicle. In this study, the material class of process polymers largely comprises materials for painting.
SLK 200 BlueEFFICIENCY
SLK 250 BlueEFFICIENCY
SLK 350 BlueEFFICIENCY
Petrol
Petrol
Petrol
4
4
6
Displacement (effective) [cm ]
1796
1796
3498
Power output [kW]
135
150
225
x
x**
-
optional
optional
x
EU 5
EU 5
EU 5
1360 /+35*
1425*
1465*
Engine type No. of cylinders 3
Transmission manual automatic Emission standard (fulfilled) Weight (w/o driver and luggage) [kg]
Exhaust emissions [g/km] CO2
149-158 / 142-151*
144-153*
167*
NOX
0.037 / 0.020*
0.020*
0.009*
CO
0.168 / 0.239
0.239*
0.048*
0.024 / 0.053*
0.053*
0.043*
HC (petrol version) PM Overall NEDC consumption [l/100 km]
0.001 / 0.003*
0.003*
0.001*
6.4-6.8 / 6.1-6.5*
6.2-6.6*
7.1*
74 / 73*
73*
71*
Driving noise [dB(A)]
The group of polymer materials is divided into thermoplastics, elastomers, thermosets and non-specific plastics. Thermoplastics account for the largest share of polymers, at 12.7 percent. The second-largest group of polymer materials are the elastomers, at 4.1 percent (mainly tyres).
The service fluids include oils, fuels, coolants, refrigerants, brake fluid, and washer fluid. The electronics group only comprises circuit boards and their components. Cables and batteries have been allocated according to their material composition in each particular case. A comparison with the previous model reveals differences with particular regard to steel, aluminium and polymers. The new SLK has an approximately 5 percent lower steel content at around 58.5 percent, while the proportion of light metals, at 12 percent, is 2.8 percent higher than in the predecessor model. The share of polymer materials has risen by almost 2 percent to 17.6 percent. The main constructional differences are as follows: • Vario-roof featuring magnesium/plastic construction • Use of a weight-optimised aluminium cockpit cross member • Rear-wall module with fibre-reinforced plastic • Aluminium bonnet and front wings
* Values for automatic transmission ** Market launch of SLK 250 BlueEFFICIENCY with manual transmission will occur later Market launch of SLK 250 CDI is scheduled for end of 2011
Light metals 12.0 %
Steel and ferrous materials 58.5 %
2.8 % Non-ferrous metals 0.02 % Special metals 0.9 % Process polymers 2.5 % Other 0.2 % Electronics 5.5 % Service fluids
17.6 % Polymer materials
12.7 % Thermoplastics
4.1 % Elastomers/ elastomer composites 0.7 % Duromers 0.1 % Other plastics
Figure 1-1: Material composition of the SLK 200 BlueEFFICIENCY
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2 Environmental profile The environmental profile documents the general environmental features of the new SLK-Class with regard to such matters as fuel efficiency, emissions, and environmental management systems, as well as providing specific analyses of the environmental performance, such as life cycle assessment, the recycling concept, and the use of secondary and renewable materials.
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Aerodynamic optimisation (Exterior mirrors, radiator shutter, underfloor, boot lid, wheels)
2.1 General environmental topics
Fuel-economy torque converter
7-speed automatic transmission 7G-TRONIC also used in the 4-cylinder variants
Generator management Regulated fuel pump AC compressor magnetic clutch
Start/stop system
With an average consumption of 6.1 l/100 km, the SLK 200 BlueEFFICIENCY is up to 24 percent more economical than its predecessor at market exit. • • • •
ECO power steering pump
The SLK 200 BlueEFFICIENCY, for example, has a nitrogen oxide (NOx) emission level which is 66 percent below the currently applicable EU5 limit, while its hydrocarbon emission (THC) and carbon monoxide emission (CO) levels are 47 percent and 76 percent below the limit respectively BlueEFFICIENCY technology optimises for example aerodynamics, rolling resistance, vehicle weight and energy management For many years, the SLK production plant in Bremen has had a certified environmental management system in accordance with the EMAS regulations of the EU and the ISO 14001 standard Effective recycling system and high environmental standards also at dealerships
New engines: 4-cylinder with direct injection and exhaust gas turbocharger 6-cylinder with direct injection and stratified charge Radiator shutter
Gearshift recommendation display
Tyres with low rolling resistance
Figure 2-1: Measures designed to reduce consumption in the new SLK
The new SLK makes for significantly improved fuel efficiency. In the SLK 200 with automatic transmission, consumption has now decreased from the previous levels of 8.8 – 9.2 l/100 km (on market entry in 2004) and 8.0 – 8.2 l/100km (market exit in 2010) to 6.1 – 6.5 l/100 km, depending on the tyres used.
With the SLK 250 CDI BlueEFFICIENCY, a diesel variant has been produced for the first time in the SLK-Class1.
Compared with the time of launch of its predecessor, this represents a considerable reduction in fuel consumption by up to 31 percent; and compared with the market exit of the preceding model, the reductions amount to as much as 24 percent.
These extend to optimisation measures in the power train, energy management, and aerodynamics, and to tyres with optimised rolling resistance, weight reduction through lightweight design, and driver information on energyefficient driving.
The fuel efficiency benefits are ensured by an intelligent package of measures, the so-called BlueEFFICIENCY technologies.
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Market launch is scheduled for the end of 2011
The most important measures include: • • • •
The new, particularly economical 7-speed automatic transmission (with ECO shift characteristic curve and optimised torque converter), which is now also used in the 4-cylinder variants The automatic stop-start function on all available engines (ECE) with manual or automatic transmission The intelligent generator management enables that accessories are powered from the battery during acceleration, while during braking part of the result ing energy is recuperated and stored back in the battery The AC compressor magnetic clutch, which avoids losses caused by braking power
• • • • •
The ECO power steering pump guarantees on-demand power steering pump performance; when driving straight ahead, for example, almost no steering support is required The radiator shutter enables on-demand reduction of the Cd value; in extreme driving situations it allows maximum cooling performance The regulated fuel pump can adjust pump performance depending on the required load Tyres with low rolling resistance offer a reduced rolling resistance coefficient Aerodynamic optimisation measures.
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Production technology meeting high environmental standards
In addition to improvements to the vehicle, the driver also has a decisive influence on fuel efficiency. For this reason, a display in the middle of the speedometer shows the current fuel consumption level. This easily readable bar indicator reacts immediately when the driver takes his or her foot off the accelerator, for example, and makes use of the fuel cut-off on the overrun. The owner‘s manual of the new SLK-Class also includes tips on an economical and environment-friendly driving style. Furthermore, Mercedes-Benz offers its customers „Eco Driver Training“; the findings from this training course show that a car‘s fuel efficiency can be increased by up to 15 percent by means of economical and energy-conscious driving. The new SLK is also fit for the future in terms of fuels. The EU‘s plans provide for an increasing share of biofuels. This requirement is already fulfilled by the SLK-Class since a bioethanol content of 10 percent (E10) is permissible for petrol engines. A 10 percent share of biofuels is also allowed for diesel engines, in the form of 7 percent biodiesel (B7 FAME) and 3 percent of high-quality hydrogenated vegetable oil. The diesel model can also run on SunDiesel, in the development of which Mercedes-Benz is playing a decisive role. SunDiesel is elaborately liquefied biomass. The advantages of this fuel over conventional fossil diesel are its almost 90 percent lower CO2 emissions; it also contains neither sulphur nor noxious aromatics. The properties of this clean, synthetic fuel can be practically made to measure in production and optimally attuned to a specific engine. However, the greatest advantage is
that it makes full use of the biomass. Unlike conventional biodiesel, for which only about 27 percent of the energy contained in canola plants is converted into fuel, the process employed by CHOREN utilises not only the oil seed, but the whole plant. Significant improvements have also been achieved in terms of exhaust emissions. Mercedes-Benz is the world‘s first automobile manufacturer to install maintenance and additive-free diesel particulate filters into all diesel passenger cars, from the A-Class to the S-Class2. This of course also applies to the diesel variant of the SLK. With the new SLK, Mercedes-Benz is ensuring a high degree of emission control efficiency not only in terms of particulates. The SLK 200 BlueEFFICIENCY, for example, has a nitrogen oxide (NOx) emission level which is 66 percent below the currently applicable EU5 limit. The vehicle‘s hydrocarbon emission (THC) and carbon monoxide emission (CO) levels are 47 percent and 76 percent below the limit respectively. The SLK is produced at the Mercedes Bremen production plant, which has operated with an environmental management system certified in accordance with the EMAS regulations of the EU and the ISO 14001 standard for many years. Painting techniques, for example, meet the highest of standards not only in terms of technology, but also in respect of environmental protection and work safety. Lifespan and value retention are increased further with a
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newly developed clear coat, which thanks to the latest nano technology is significantly more scratch-resistant than conventional paint. Through the use of waterbased paints and waterbased fillers, solvent emissions are significantly reduced. In sales and after-sales too, high ecological standards are secured in Mercedes-Benz‘s own environmental management systems. At the dealerships, Mercedes-Benz fulfils its product responsibility with the MeRSy recycling system for workshop waste and for vehicle, used, and warranty parts and packaging materials. With the takeback system introduced in 1993, Mercedes-Benz has also enjoyed the position of role model within the automotive industry in workshop disposal and recycling. This exemplary performance in automotive manufacturing is consistently applied throughout the process, right up to the customer. The waste that accumulates at the workshops resulting from the maintenance and repair of our products is collected via a nationally organised network, processed, and made available for reuse. The „classics“ include bumpers, side panels, electronic scrap, glass, and tyres. The chlorine-free refrigerant R134a for the air conditioning system, which does not contribute to ozone depletion in the stratosphere, is also disposed of appropriately in
The SLK features highly efficient emission control
view of its contribution to the greenhouse potential. The reuse of used parts also has a long tradition at Mercedes-Benz. The Mercedes-Benz Used Parts Center (GTC) was established back in 1996. With its qualitytested parts, the GTC is an integral element of service and parts operations for the Mercedes-Benz brand. Although the reuse of Mercedes passenger cars lies in the distant future in view of their long service life, Mercedes-Benz offers a new, innovative procedure for the rapid disposal of vehicles in an environmentfriendly manner and free of charge. For convenient disposal, a comprehensive network of collection points and dismantling facilities is available to Mercedes customers. Owners of used cars can inform themselves of all important details relating to the return of their vehicles via the free phone number 00800 1 777 7777.
A standard feature in Germany, Austria, Switzerland, and the Netherlands;
optional in all other countries with a fuel sulphur content of less than 50 ppm
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2.2 Life cycle assessment (LCA) Decisive for the environmental compatibility of a vehicle is the environmental impact of its emissions and consumption of resources throughout its life cycle (see Figure 2-2). The standardised tool for assessing a vehicle‘s environmental impact is life cycle assessment (LCA). This shows the total environmental impact of a vehicle from the cradle to the grave, in other words from raw material extraction through production and usage up to recycling.
With life cycle assessment, Mercedes-Benz registers all the effects of a vehicle on the environment – from production through to operation and disposal • • •
For a comprehensive assessment, all environmental inputs are accounted for within each phase of the life cycle Many emissions arise not so much during driving, but in the course of fuel production – for example the emissions of hydrocarbons (non-methane volatile organic compounds, NMVOC) and sulphur dioxide The detailed analysis also includes the consumption and processing of bauxite (aluminium production), iron and copper ore
In the development of Mercedes-Benz passenger cars, life cycle assessments are used in the evaluation and comparison of different vehicles, components, and technologies. The DIN EN ISO 14040 and DIN EN ISO 14044 standards prescribe the procedure and the required elements. The elements of a life cycle assessment are: 1. The investigative terms of reference
define the objective and scope of an LCA.
2. Life cycle inventory
encompasses the material and energy flows throughout all stages of a vehicle’s life: how many kilograms of raw material are used, how much energy is consumed, what wastes and emissions are produced, etc.
3. Impact assessment
Figure 2-2: Overview of Life Cycle Assessment
gauges the potential effects of the product on humans and the environment, such as global warming potential, summer smog potential, acidification potential, and eutrophication potential.
4. Evaluation
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draws conclusions and makes recommendations.
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2.2.1 Data basis To be able to ensure the comparability of the vehicles, as a rule the basic ECE variant was investigated. The SLK 200 BlueEFFICIENCY (135 kW) at the time of launch served as the basis variant for the new SLK-Class; the corresponding predecessor (at the time of market exit and market entry) served as a basis of comparison.
A comparison with these two variants allows the steps in development already completed in the predecessor up to the time of market exit to be determined. These document the ongoing improvement of environmental performance over the lifetime of a model generation. In the following, the essential basic conditions for the LCA are presented in a table.
Project objective
Project scope
(continued)
Cut-off criteria
• For material production, energy supply, manufacturing processes, and transport, reference is made to GaBi databases
Project objective
• LCA for the new SLK-Class as basic ECE variant with the SLK 200 BlueEFFICIENCY engine with automatic transmission,
compared with its predecessor (SLK 200 Kompressor).
and the cut-off criteria they employ.
• No explicit cut-off criterion. All available weight data are processed.
• Noise and land use are not currently available in LCA data and are therefore not taken into account. • Fine dust and particulate emissions are not considered. Major sources of fine dust (above all from tyres and brakes) are
• Verification of goal attainment for “environmental compatibility” and communication.
Project scope Functional equivalent
• SLK-Class passenger car (basic variant; weight in acc. with DIN 70020).
Technological/
• With two generations of one vehicle type, the products are fundamentally comparable. Due to continuing developments
independent of vehicle type and are thus not relevant to the vehicle comparison.
product comparability and changing market requirements, the new SLK-Class provides additional features, above all in passive and active safety
• Vehicle care and maintenance are not relevant to the comparison.
and – to a certain extent – in terms of a higher output. In cases where these additional features have an influence on the
Assessment
• Life cycle, in acc. with ISO 14040 and 14044 (product LCA).
analysis, a comment is provided in the course of evaluation.
Analysis parameters
• Material composition in acc. with VDA 231-106.
System bounds
• Life cycle inventory level: consumption of resources as primary energy; emissions, e.g. CO2, CO, NOx, SO2, NMVOC, CH4, etc.
case of elementary flows (resources, emissions, non-recyclable materials).
• Impact assessment: abiotic depletion potential (ADP), global warming potential (GWP), photochemical ozone creation potential
Basis of data
• Passenger car weight data: MB parts lists (status: 04/2010).
(POCP), eutrophication potential (EP), acidification potential (AP).
• Materials information on model-relevant vehicle-specific parts: MB parts list, MB internal documentation systems,
These impact assessment parameters are based on internationally recognised methods. They are based on the categories
• Life cycle assessment for car manufacturing, usage, and recycling. The scope of assessment is only to be extended in the
technical literature.
selected by the European automotive industry, with the participation of numerous stakeholders, as part of the EU‘s LIRECAR
• Vehicle-specific model parameters (bodyshell, paint, catalytic converter etc.): MB specialist departments.
project. Representation of toxicity potential for humans and the environment would be imprecise according to the current
➢
• Location-specific energy provision: MB database.
state of the art and is therefore not expedient.
➢
• Materials information for standard components: MB database.
• Interpretation: sensitivity studies of car module structure; dominance analysis of life cycle.
➢
• Usage (fuel efficiency, emissions): type approval/certification data; usage (mileage): determined by MB.
Software support
• MB DfE tool. This tool presents a passenger car on the basis of the typical structure and components, including their
➢
• Model used: in acc. with latest technology (see also Chapter 2.3.1).
production, and is adapted by means of vehicle-specific data on materials and weight. It is based on the assessment software
• Material production, energy supply, manufacturing processes, and transport: GaBi database, status: SP14
GaBi4.3 (http://www.pe-international.com/gabi).
(http://documentation.gabi-software.com); MB database.
Evaluation
Allocations
underlying passenger car module structure. Contributions relevant to the analysis are discussed.
• For material production, energy supply, manufacturing processes, and transport, reference is made to GaBi databases and
the allocation methods they employ.
Documentation
• Analysis of the life cycle results according to phases (dominance). The manufacturing phase is evaluated on the basis of the
• Final report with all basic conditions.
• No further specific allocations.
Table 2-1: Basic conditions for LCA
Table 2-1: Basic conditions for LCA
The fuel has a sulphur content taken to be 10 ppm. Combustion of one kilogram of fuel thus yields 0.02 grams of sulphur dioxide emissions. The usage phase is calculated on the basis of a mileage of 200,000 kilometres.
28
The LCA includes the environmental impact of the recovery phase on the basis of the standard processes of drying, shredding, and recovery of energy from the light shredder fraction. Environmental credits are not granted.
29
2.2.2 LCA results for the SLK 200 BlueEFFICIENCY Car production
CO2 emissions [t/car]
30
20 33.9 10 8.3 0
Over the entire life cycle of the SLK 200 BlueEFFICIENCY, the LCI analysis yields for example a primary energy consumption of 612 gigajoules (corresponding to the energy content of around 18,800 litres of premium petrol), an environmental input of approx. 42 tonnes of carbon dioxide (CO2), around 19 kilograms of non-methane volatile organic compounds (NMVOC), around 27 kilograms of nitrogen oxides (NOX) and 42 kilograms of sulphur dioxide (SO2). In addition to an analysis of the overall results, the distribution of individual environmental factors on the various phases of the life cycle is investigated. The relevance of the respective life cycle phases depends on the particular environmental impact under consideration. For CO2 emissions, and likewise for primary energy consumption, the use phase dominates with a share of 79 and 76 percent respectively (see Figure 2-3). However, the use of a vehicle is not alone decisive for its environmental impact. A number of environmental
30
Production
0.3 Use
Recycling
Fuel production
Recycling
POCP [kg ethylene equiv.]
11
ADP [kg Sb equiv.]
273
EP [kg phosphate equiv.]
9.2
AP [kg SO2 equiv.]
68
GWP100 [t CO2 equiv.]
45
CH4 [kg]
72
SO2 [kg]
42
NMVOC [kg]
19
NOX [kg]
27
CO [kg]
82
Primary energy requirement.[GJ]
612
CO2[t]
42 0 %
10 %
20 %
30 %
Figure 2-3: Overall carbon dioxide (CO2) emissions in tonnes
Figure 2-4: Share of life cycle stages for selected parameters
emissions arise to a significant extent in manufacturing, e.g. SO2 and NOX emissions (see Figure 2-4). The production phase must therefore be included in the analysis of ecological compatibility. Not actual driving operation, but rather fuel production is now the dominant factor for a variety of emissions, such as hydrocarbon (NMVOC) and NOX, and for closely associated environmental effects such as photochemical ozone creation potential (POCP, summer smog) and acidification potential (AP).
processing residues and tailings) largely arise in the manufacturing phase, while special waste is created mainly through the production of petrol in the usage phase.
For comprehensive and thus sustainable improvement of the environmental impacts associated with a vehicle, the end-of-life phase must also be considered. The use or initiation of recycling systems is worthwhile from an energetic point of view. For a comprehensive assessment, all environmental inputs are taken into consideration within each phase of the life cycle. In addition to the results shown above, it was determined for example that municipal waste and stockpile goods (especially ore
Operation
Environmental burden in the form of emissions into water is a result of vehicle manufacturing; this especially applies to heavy metals, NO3- and SO42- ions, and the factors AOX, BOD and COD.
40 %
50 %
60 %
70 %
80 %
90 %
100 %
Normalisation was based on the overall European yearly values, and the life cycle of the SLK 200 BlueEFFICIENCY was itemised for one year. In terms of European yearly values, ADP accounts for the largest share in the SLK 200 BlueEFFICIENCY, followed by GWP (see Figure 2-5). The relevance of these two impact categories on the basis of EU25 +3 is therefore greater than that of the remaining impact categories examined. The proportion is the lowest in eutrophication.
In order to assess the relevance of environmental factors, the impact categories abiotic depletion potential (ADP), eutrophication potential (EP), photochemical ozone creation potential (POCP, summer smog), global warming potential (GWP), and acidification potential (AP) are shown in normalised form for the life cycle of the SLK 200 BlueEFFICIENCY. In normalisation the life cycle is evaluated against a superordinate reference system for improved understanding of the significance of each indicator value. The frame of reference chosen was Europe (EU25 +3).
31
Total vehicle (painting) Passenger cell/body shell Flaps/wings Doors
CO2
Cockpit
SO2
Mounted external parts Mounted internal parts
In addition to the analysis of overall results, the distribution of selected environmental effects on the production of individual modules is investigated. Figure 2-6 shows by way of example the percentage distribution of carbon dioxide and sulphur dioxide emissions for different modules.
New SLK production overall: CO2 8.3 t SO2 21.9 kg
Seats Electrics/electronics Drivetrain Tyres
While bodyshell manufacturing features predominantly in terms of carbon dioxide emissions, when it comes to sulphur dioxide it is modules with precious and nonferrous metals and glass that are of greater relevance, since these give rise to high emissions of sulphur dioxide in material production.
Controls Fuel system 1,00E-09
Hydraulics Recycling
8,00 E-10
Use Production
6,00 E-10
Engine/transmission periphery Engine Transmission Steering
4,00 E-10
Front axle 2,00 E-10 Rear axle
0,0 E+00
0 % 5 % Emissions in car production [%] ADP
EP
POCP
Figure 2-5: Normalised life cycle for the SLK 200 BlueEFFICIENCY [-/car]
32
GWP
10%
15 %
20 %
AP
Figure 2-6: Distribution of selected parameters (CO2 and SO2) to modules
33
2.2.3 Comparison with the predecessor model
• •
a 20 percent reduction in CO2 emissions over the entire life cycle a 18 percent reduction in primary energy demand over the entire life cycle, corresponding to the energy content of 4,100 litres of petrol
As figure 2-7 shows, production of the new SLK results in higher carbon dioxide emissions than the predecessor. However, assessment of the entire life cycle yields clear advantages for the new SLK-Class. At the beginning of the life cycle, production of the new SLK-Class gives rise to a higher quantity of CO2 emissions than its predecessor (8.3 tonnes of CO2 overall). In the subsequent usage phase, the new SLK-Class emits around 34 tonnes of CO2; the total emissions during production, use, and recycling thus amount to 42 tonnes of CO2.
Figure 2-8 shows CO2 emissions over a mileage of 200,000 km. The slightly higher production efforts of the new SLK can be compensated for after just approx. 10,000 km (2004 predecessor) and 14,000 km (2010 predecessor) due to the significantly lower fuel consumption. Over its entire life cycle, comprising production, use over 200,000 kilometres, and recovery, the new model gives rise to 20 percent (11 tonnes) less CO2 emissions than its predecessor on market exit. If the model on market entry is used as a basis of comparison, the new SLK-Class shows an improvement of 27 percent (16 tonnes).
Car production
Fuel production
Operation
Recycling
70
CO2 emissions [t/car]
The following savings have been achieved over the predecessor model on its introduction in 2010:
In parallel with the analysis of the new SLK-Class, an assessment of the ECE basic version of the predecessor model was made (1365 kg DIN weight on market exit and entry). The underlying conditions were identical to those for the new SLK-Class model. The production process was represented on the basis of an excerpt from the current list of parts. Use of the predecessor vehicle with a comparable engine was calculated on the basis of applicable certification values. The same state-of-the-art model was used for recovery and recycling.
0.3
60 0.3 50 0.3 40 38.0 30
42.2
28.4
20
This reduction in CO2 emissions is relevant. The savings of about 16 tonnes per vehicle are about 1.4 times the annual per-capita emissions attributable to an average European3.
3
European Environment Agency: EAA Report 09/2009,
Greenhouse gas emission trends and projections in Europe 2009
10
5.5
7.2
7.9
8.3
7.5
7.5
New SLK
Predecessor from 2010
Predecessor from 2004
0
New SLK 142 g CO2/km Predecessor from 2010 190 g CO2/km Predecessor from 2004 211 g CO2/km Status: 11/2010
Figure 2-7: Carbon dioxide emissions of the SLK 200 BlueEFFICIENCY in comparison with the predecessor [t/car].
Production of the previous model at the time of market exit (= predecessor from 2010) gives rise to 7.5 tonnes of CO2. The figure for the predecessor from 2004 is identical. Due to the higher fuel consumption, the predecessor emits 50 tonnes (2004) and 45 tonnes (2010) of CO2 during usage. The overall figures are therefore about 58 and 53 tonnes of CO2 emissions.
34
35
Car production
CO2 [t]
CO [kg]
NOX [kg]
70
Predecessor from 2010
NOX emissions [kg/car]
60
Predecessor from 2004 50
58
NMVOC [kg]
53
SO2 [kg]
CH4 [kg]
42
40
GWP100 [t CO2 equiv.]
30
new SLK
AP [kg SO2 equiv.]
8.3
20
10
7.5
Predecessor New SLK Predecessor New SLK Predecessor New SLK Predecessor New SLK Predecessor New SLK Predecessor New SLK Predecessor New SLK
EP [kg phosphate equiv.] POCP [kg ethylene equiv.]
Predecessor
New SLK
New SLK 0
20
40
60
80
100
120
Mileage [Tkm]
140
160
180
20
40
60
80
New SLK 142 g CO2/km Predecessor from 2010 190 g CO2/km Predecessor from 2004 211 g CO2/km Status: 11/2010
120
Figure 2-9: Selected result parameters of the new SLK-Class compared with the predecessor from 2010 [units/car]
Predecessor
Abiotic depletion potential
New SLK
Consumption of resources has also been reduced by up to 25 percent overall (ADP – abiotic depletion potential). The individual values shown indicate the changes in detail (see Figure 2-10): the shifts in the material mix also lead to changes in demand for material resources in the production of the new SLK-Class.
100
200
Figure 2-8: Carbon dioxide emissions of the new SLK-Class compared with the predecessor [t/car]
Figure 2-9 shows further emissions into the atmosphere and the corresponding impact categories in comparison over the various phases. In manufacturing, the predecessor from 2010 performs better for the most part; over the entire life cycle, however, the new SLK-Class shows clear advantages.
Recycling
New SLK
0 0
Operation
Predecessor
Predecessor
7.5
Fuel production
Bauxite requirements, for example, have risen in view of the increased use of aluminium. The fall in requirements for energy resources (natural gas and oil) is mainly due to the significantly enhanced fuel economy during the use phase. Compared with the predecessor, primary energy savings of 18 percent (2010) and 24 percent (2004) are achieved over the entire life cycle, and the abiotic depletion potential is reduced by 19 percent (2010) and 25 (2004) percent. The fall in primary energy demand by 133 GJ (2010) and 194 GJ (2004) corresponds to the energy content of about 4100 and 5900 litres of petrol respectively.
[kg Sb equiv./car] 0
100
200
300
400
700
1000 900
600
800 New SLK
700
500
New SLK
Predecessor
600
Predecessor
400
500 300
400 300
200
200 100
100 0
0 Bauxite [kg]
Iron ore [kg]**
Mixed ores [kg]*/**
*primarily in the production of the elements lead, copper, and zinc **in the form of ore concentrate
Material resources [kg/car]
Rare earths, precious metal ores [kg]**
Brown coal [GJ]
Hard coal [GJ]
Crude oil [GJ]
Natural gas [GJ]
Uranium [GJ]
Renewable energy resources [GJ]
Energy resources [GJ/car]
Figure 2-10: ADP resource index and selected material and energy resources for the new SLK compared with the predecessor from 2010 [units/car]
36
37
Input parameters Resources, ores
Output parameters New SLK 2011 Delta vs 2004 Delta vs. predecessor 2010 predecessor 2004 predecessor predecessor
Comment
Atmospheric emissions
Primarily due to fuel production
New SLK 2011 Delta vs. 2004 Delta vs. predecessor 2010 predecessor 2004 predecessor predecessor
Comment
ADP* [kg Sb equiv.]
273
338
–19 %
367
–25 %
GWP* [t CO2 equiv.]
45.0
56
–19 %
61
–26 %
Primarily due to CO2 emissions
Bauxite [kg]
418
297
41 %
297
41 %
aluminum production, higher aluminum mass
AP* [kg SO2 equiv.]
68
70
–3 %
76
–11 %
Primarily due to SO2 emissions
Dolomite [kg]
165
79
108 %
79
107 %
magnesium production
EP* [kg phosphate equiv.]
9.2
9.3
–1 %
10
–9 %
Primarily due to NOX emissions
Iron ore [kg]**
836
868
–4 %
869
–4 %
steel production, lower steel mass
POCP* [kg ethylene equiv.]
11
11
1 %
13
–12 %
Primarily due to NMVOC emissions
Mixed ores (esp. Cu, Pb, Zn) [kg]**
93
79
17 %
79
17 %
Primarily electrics (cable harnesses)
Rare earths, precious metal ores [kg]**
42 53 –20 % 58 –27 % CO2 [t]
Primarily due to driving operation. CO2 reduction is a direct consequence of enhanced fuel economy
1.6
1.3
16 %
1.7
–10 %
Engine/transmission periphery (exhaust system)
CO [kg] 82 98 –17 % 96 –15 %
Due to car manufacturing and usage in approx. equal amounts.
NMVOC [kg] 19 18 7 % 22 –14 %
Largely due to fuel production and driving operation in approx. equal amounts.
Comment
72 81 –11 % 87 –17 % CH4 [kg]
Due to car manufacturing and usage in approx equalamounts. Driving operation accounts for only aprox. 3 %.
Consumption of energy resources. Significantly lower than for the predecessor, due to the increased fuel efficiency of the R172.
27 26 1 % 31 –14 % NOX [kg]
Due to car manufacturing and fuel production, each accounting for approx. 45 %. Less than 10 % from driving operation.
42 44 –4 % 46 –10 % SO2 [kg]
Due to car manufacturing (approx. 40 %) and fuel production (approx. 60 %).
**in the form of ore concentrate
Energy sources
New SLK 2011 Delta vs 2004 Delta vs predecessor 2010 predecessor 2004 predecessor predecessor
Primary energy [GJ] 654 745 –12 % 806 –19 % Share from Brown coal [GJ]
14
14
2 %
14
1 %
Natural gas [GJ]
63
70
–11 %
74
–16 %
c. 80 % from car manufacturing
Crude oil [GJ] 447 576 –22 % 632 –29 %
Significant reduction due to greater fuel efficiency
Hard coal [GJ]
43.9
41
7 %
41
6 %
c. 93 % from car manufacturing
Uranium [GJ]
24.1
23
4 %
23
3 %
c. 83 % car manufacturing
Renewable energy resources [GJ]
20.8
21
1 %
21
0 %
c. 58 % from usage
Primarily leather covers
*CML 2001; as at: December 2007
Emissions in water
New SLK 2011 Delta vs. 2004 Delta vs. predecessor 2010 predecessor 2004 predecessor predecessor
Comment
BSB [kg]
0.43
0.43
1 %
0.44
–2 %
Primarily due to car manufacturing
Hydrocarbons [kg]
0.32
0.39
–18 %
0.43
–24 %
c. 80 % due to usage
NO3 [g]
3844
4333
–11 %
4446
–14 %
c. 70 % due to manufacturing
PO4 3- [g]
63
71
–11 %
74
–14 %
c. 60 % due to manufacturing
SO4 2- [kg]
19
21
–10 %
22
–15 %
c. 60 % due to usage
-
* CML 2001, as at: December 2007
Table 2-2: Overview of LCA parameters
Tables 2-2 and 2-3 present an overview of some further LCA parameters. The lines with gray shading indicate superordinate emission impact categories; they group together emissions with the same effects and quantify their contribution to the respective impacts over a characterisation factor, e.g. contribution to global warming potential in CO2 kg equivalent.
38
Table 2-3: Overview of LCA parameters (II)
In Table 2-3 the superordinate impact categories are also indicated first. The new SLK shows significant advantages over its predecessor in the impact categories GWP, AP and EP, while in the case of POCP it performs better than the predecessor at the time of market entry, and is on a par with the predecessor at the time of market exit. The goal of bringing about improved environmental performance in the new model over its predecessor was achieved overall.
39
2.3 Design for recovery With the adoption of the European ELV Directive (2000/53/EC) on 18 September 2000, the conditions for recovery of end-of-life vehicles were revised.
The objective of this directive is the prevention of vehicle waste and the promotion of the return, reuse, and recycling of vehicles and their components. This results in the following requirements on the automotive industry: • • • • • •
40
Establishment of systems for collection of end-of-life vehicles (ELV‘s) and used parts from repairs Achievement of an overall recovery rate of 95 percent by weight by 1 January 2015 at the latest Evidence of compliance with the recycling rate in type approval for new passenger cars as of December 2008 Take-back of all ELV‘s free of charge from January 2007 Provision of dismantling information from the manuf acturer to the ELV recyclers within six months of market introduction Prohibition of the heavy metals lead, hexavalent chro mium, mercury, and cadmium, taking into account the exceptions in Annex II.
The SLK already meets the recovery rate of 95 percent by weight, effective 1 January 2015 • • • • •
End-of-life vehicles have been taken back by Mercedes-Benz free of charge since January 2007 Heavy metals such as lead, hexavalent chromium, mercury, and cadmium have been eliminated in accordance with the requirements of the ELV Directive Mercedes-Benz already today has a highly efficient take-back and recycling network By reselling certified used parts, the Mercedes Used Parts Center makes an important contribution to the recycling concept Even during development of the SLK, attention was paid to separation of materials and ease of dismantling of relevant thermoplastic components such as bumpers, wheel arches, outer sills, underfloor panelling, and engine compartment coverings
Detailed information is provided in electronic form for all ELV recyclers: the International Dismantling Information System (IDIS)
41
2.3.1 Recycling concept for the new SLK-Class The calculation procedure is regulated in ISO standard 22628, „Road vehicles – Recyclability and recoverability – calculation method.“
The calculation model reflects the real ELV recycling process and is divided into four stages: 1. 2. 3. 4.
Pre-treatment (extraction of all service fluids, removal of tyres, battery, and catalytic converter, triggering of airbags) Dismantling (removal of replacement parts and/or components for material recycling) Segregation of metals in the shredder process Treatment of non-metallic residue fraction (shredder light fraction, SLF).
The recycling concept for the new SLK-Class was devised in parallel with development of the vehicle; the individual components and materials were analyzed for each stage of the process. The volume flow rates established for each stage together yield the recycling and recovery rates for the entire vehicle.
42
At the ELV recycler‘s premises, the fluids, battery, oil filter, tyres, and catalytic converters are removed as part of the pre-treatment process. The airbags are triggered with a device that is standardised among all European car manufacturers. During dismantling, the prescribed parts are first removed according to the European ELV Directive. To improve recycling, numerous components and assemblies are then removed and are sold directly as used spare parts or serve as a basis for the manufacturing of replacement parts. The reuse of parts has a long tradition at Mercedes-Benz. The Mercedes-Benz Used Parts Center (GTC) was established back in 1996. With its quality-tested used parts, the GTC is an integral part of the Mercedes-Benz brand‘s service and parts business and makes an important contribution to the appropriately priced repair of our vehicles. In addition to used parts, materials are selectively removed in the vehicle dismantling process that can be recycled using economically appropriate procedures. These include components of aluminium and copper as well as selected large plastic components.
ELV recycler
Vehicle mass: mV
Pre-treatment: mP Fluids Battery Tires Airbags Catalytic converters Oil filter
Shredder operators
Dismantling: mD Prescribed parts1), Components for recovery and recycling
Rcyc = (mP+mD+mM+mTr)/mV x 100 > 85 percent Rcov = Rcyc + mTe/mV x 100 > 95 percent
Segregation of metals: mM Residual metal
SLF2) treatment mTr = recycling mTe = energy recovery
1) in acc. with 2000/53/EC 2) SLF = shredder light fraction
Figure 2-11: Material flows in the SLK-Class recycling concept
During the development of the new SLK-Class, these components were specifically prepared for subsequent recycling. Along with segregated separation of materials, attention was also given to ease of dismantling of relevant thermoplastic components such as bumpers, wheel arches, outer sills, underfloor panelling and engine compartment coverings. In addition, all plastic parts are marked in accordance with international nomenclature.
In the subsequent shredding of the residual bodyshell, the metals are first separated for reuse in the raw material production processes. The largely organic remaining portion is separated into different fractions for environment-friendly reuse in raw material or energy recovery processes. With the described process chain, a material recyclability rate of 85 percent and a recoverability rate of 95 percent overall were verified on the basis of the ISO 22628 calculation model for the new SLK-Class as part of the vehicle type approval process (see Figure 2-11).
43
2.3.2 Dismantling information
2.3.3 Avoidance of potentially hazardous materials
Dismantling information for ELV recyclers plays an important role in the implementation of the recycling concept.
The avoidance of hazardous substances is a matter of top priority in the development, manufacturing, use, and recycling of our vehicles. For the protection of humans and the environment, substances and substance classes that may be present in materials or components of MercedesBenz passenger cars have been listed in our internal standard (DBL 8585) since 1996. This standard is already made available to the designers and materials experts at the advanced development stage for both the selection of materials and the definition of manufacturing processes. The heavy metals lead, cadmium, mercury, and hexavalent chromium, which are prohibited by the ELV Directive of the EU, are also taken into consideration. To ensure compliance with the ban on heavy metals in accordance with the legal requirements, Mercedes-Benz has modified and adapted numerous processes and requirements both internally and with suppliers.
Figure 2-12: Screenshot of the IDIS software
For the new SLK-Class too, all necessary information is provided in electronic form via the International Dismantling Information System (IDIS). The IDIS software provides the ELV recyclers with information, on the basis of which vehicles can be subjected to environment-friendly pre-treatment and disposal at the end of their service life.
44
The system presents model-specific data both graphically and in text form. In pre-treatment, specific information is provided on service fluids and pyrotechnic components. In the other areas, material-specific information is provided for the identification of non-metallic components. The current version (November 2010) covers 1558 different models and variants from 61 car brands. The IDIS data are made available to ELV recyclers and incorporated into the software half a year after the respective market launch.
The new SLK-Class complies with valid regulations. For example, lead-free elastomers are used in the drivetrain, along with lead-free pyrotechnic initiators, cadmium-free thick film pastes, and surfaces free of hexavalent chromium in the interior, exterior, and assemblies.
Materials used for components in the passenger compartment and boot are also subject to emission limits that are likewise laid down in the DBL 8585 standard as well as in delivery conditions for the various components. The continual reduction of interior emissions is a major aspect of component and material development for Mercedes-Benz vehicles.
45
2.4 Use of secondary raw materials
In the SLK, 68 components with a total weight of 35.4 kg can be produced from high-quality recycled plastics • •
These include wheel arch linings, cable ducts, and underbody panelling Wherever possible, recyclate materials are derived from vehicle-related waste streams: the front wheel arches are made from recovered vehicle components, for example starter battery casings, bumper covers and process waste from cockpit production.
Figure 2-14: Example of use of recycled materials in wheel arch linings
Figure 2-13: Use of recycled materials in the new SLK-Class
In addition to the requirements for attainment of recycling rates, the manufacturers are obliged by Article 4, Paragraph 1 (c) of the European ELV Directive 2000/53/EC to make increased use of recycled materials in vehicle production and thereby to establish or extend the markets for recycled materials. To meet these requirements, the technical specifications for new Mercedes models prescribe a constant increase in the recycled content of passenger cars.
The quality and functionality requirements placed on a component must be met both with recyclates and with comparable new materials. To secure passenger car production even when shortages are encountered on the recycled materials market, new materials may also be used as an option.
The studies relating to the use of recycled material, which accompany the development process, focus on thermoplastics. Unlike steel and ferrous materials, which already include a proportion of secondary materials from the outset, the use of plastics requires a separate procedure for the testing and release of the recycled material for each component. For this reason, the data on the use of recycled material in passenger cars are documented only for thermoplastic components, as this is the only factor that can be influenced in the course of development.
46
In the new SLK-Class, a total of 68 components with an overall weight of 35.4 kg can be manufactured partly from high-quality recycled plastics. The mass of the approved components made from recycled material has thus been increased by 5 percent compared with the previous model. Typical applications include wheel arch linings, cable ducts, trunk linings, and underbody panels, which are largely made from polypropylene. Figure 2-13 shows the components approved for the use of recycled materials.
A further objective is to derive the recycled materials as far as possible from automotive waste streams, thereby closing process loops. For the front wheel arch linings of the SLK-Class, for example, a recyclate is used that is composed of reprocessed vehicle components (see Figure 2-14): these comprise starter battery casings, bumper covers from the Mercedes-Benz recycling system, and process waste from cockpit production.
Component weight in kg
New SLK-Class Predecessor 35,4
33,7
+5%
47
2.5 Use of renewable raw materials
Some 24 components with a total weight of 8.2 kg are produced using natural materials. • • •
The total weight of components manufactured with the use of renewable raw materials has thus increased by 67 percent compared with the preceding model Coke is used in the activated charcoal tank vent filter The textile portion of the fabric/leather combination consists of about 30 percent pure lambswool
In automotive production, the use of renewable resources concentrates on the vehicle interior. In the new SLK-Class, the natural fibres largely comprise leather, cotton and wool, which are used in combination with various polymer materials for series production. The use of natural products in automotive manufacturing has a number of advantages: • • • •
Compared with glass fibre, natural fibres normally result in a reduced component weight. Renewable resources help reduce the consumption of fossil resources such as coal, natural gas, and crude oil. They can be processed by means of conventional technologies. The resulting products are usually easy to recycle. In energy recovery they exhibit an almost neutral CO2 balance, since only the same amount of CO2 is released as was absorbed by the plant during growth.
The types of renewable raw materials and their applications are listed in Table 2-4. In the new SLK-Class, a total of 24 components with a combined weight of 8.2 kg are produced using natural materials. The total weight of components manufactured with the use of renewable raw materials has thus increased by 67 percent compared with the preceding model. Figure 2-15 shows the components in the new SLK-Class produced using renewable materials.
48
Figure 2-15: Components in the new SLK-Class produced using renewable materials
For the tank ventilation the Mercedes engineers have also drawn on a raw material from nature: olive stones are used in the activated charcoal filter. This porous material adsorbs the hydrocarbon emissions, and the filter is constantly regenerated during driving operation. Natural materials also play a significant role in the manufacturing of seat covers for the new SLK-Class: the textile portions of the fabric/leather combination consist of about 30 percent pure lambswool. This natural material offers distinct comfort advantages over synthetic fibres: wool not only has very good electrostatic properties, but also absorbs moisture more readily; this has a positive effect on the seating climate in hot weather conditions.
Raw material
Application
Cotton
Sound insulation and lining elements
Leather
Seat covers
Olive stones
Olive stones
Wool
Seat covers
Table 2 4: Applications of renewable raw materials
Component
weight in kg
New SLK-Class Predecessor 8,5
4,9
+ 67 %
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3 Process documentation Reducing the environmental impact of a vehicle‘s emissions and resource consumption throughout its life cycle is crucial to improving its environmental performance. The environmental burden of a product is already largely determined in the early development phase; subsequent corrections to product design can only be realised at great expense. The earlier sustainable product development („Design for Environment“) is integrated into the development process, the greater are the benefits in terms of minimised environmental impact and cost. Process and product-integrated environmental protection must be realised in the development phase of a product. Environmental burden can often only be reduced at a later date by means of downstream „end-of-pipe“ measures.
Sustainable product development („Design for Environment“, DfE), was integrated into the development process for the SLK from the outset. This minimizes environmental impact and costs • • •
In development, a DfE team ensures compliance with the secured environmental objectives The DfE team comprises specialists from a wide range of fields, e.g. life cycle assessment, dismantling and recycling planning, materials and process engineering, and design and production Integration of DfE into the development project has ensured that environmental aspects are taken into account at all stages of development
„We strive to develop products which are highly responsible to the environment in their respective market segments“ – this is the second Environmental Guideline of the Daimler Group. Its realisation requires incorporating environmental protection into products from the very start. Ensuring this is the task of environment-friendly product development. Comprehensive vehicle concepts are devised in accordance with the „Design for Environment“ (DfE) principle. The aim is to improve environmental performance in objectively measurable terms, while at the same time meeting the demands of the growing number of customers with an eye for environmental issues such as fuel economy and reduced emissions or the use of environment-friendly materials.
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In organisational terms, responsibility toward improving environmental performance was an integral part of the development project for the new SLK-Class. Under the overall level of project management, employees are appointed with responsibility for development, production, purchasing, sales, and further fields of activity. Development teams (e.g. body, powertrain, interior) and cross-functional teams (e.g. quality management, project management) are appointed in accordance with the most important automotive components and functions.
Integration of Design for Environment into the operational structure of the development project for the new SLK-Class ensured that environmental aspects were not sought only at the time of launch, but were included in the earliest stages of development. The targets were coordinated in good time and reviewed in the development process in accordance with the quality gates. Requirements for further action up to the next quality gate are determined by the interim results, and the measures are implemented in the development team.
One such cross-functional group is known as the DfE team, consisting of experts from the fields of life cycle assessment, dismantling and recycling planning, materials and process engineering, and design and production. Members of the DfE team are also incorporated in a development team, in which they are responsible for all environmental issues and tasks; this ensures complete integration of the DfE process into the vehicle development project. The members have the task of defining and monitoring the environmental objectives in the technical specifications for the various vehicle modules at an early stage, and deriving improvement measures where necessary.
The process carried out for the new SLK-Class meets all the criteria described in the international ISO 14062 standard for the integration of environmental aspects into product development.
Figure 3-1: “Design for Environment” activities at Mercedes-Benz
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5 Conclusion The new Mercedes-Benz SLK not only meets the highest demands in terms of safety, comfort, agility, and design, but also fulfils all current requirements regarding environmental compatibility. This environmental certification documents the significant improvements that have been achieved in the new SLK-Class as compared with the previous model. Both the process of environmentally compatible product development and the product information contained herein have been certified by independent experts in accordance with internationally recognised standards.
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Mercedes-Benz thus remains the world‘s only automobile brand to have received this demanding certification – first issued in 2005 – from TÜV Süd. In the new SLK-Class, Mercedes customers benefit for example from significantly enhanced fuel economy, lower emissions and a comprehensive recycling concept. In addition, it employs a greater proportion of high-quality recycled and renewable raw materials. The new SLK-Class is thus characterised by environmental performance that has been significantly improved compared with its predecessor.
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6 Glossary
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Term ADP
Explanation
Allocation
Distribution of material and energy flows in processes with multiple inputs and outputs, and assignment of the input and output flows of a process to the product system under investigation.
AOX
Adsorbable organically bound halogens; a sum parameter in chemical analysis primarily used in the assessment of water and sewage sludge, whereby the sum of the organic halogens adsorbable on activated carbon is determined. These comprise chlorine, bromine, and iodine compounds.
AP
Acidification potential; an impact category expressing the potential for changes in the milieu of ecosystems due to the introduction of acids.
Basis variant
Basic vehicle model without optional extras, usually Classic line and with a small engine.
Abiotic depletion potential (abiotic = non-living); impact category describing the reduction of the global inventory of raw materials as a result of the exploitation of non-renewable resources.
BOD
Biological oxygen demand; used in the assessment of water quality as a measure of the pollution of waste water and waters with organic substances.
COD
Chemical oxygen demand; used in the assessment of water quality as a measure of the pollution of waste water and waters with organic substances.
DIN
The standardisation institute Deutsches Institut für Normung e.V.
ECE
Economic Commission for Europe; the UN organisation in which standardised technical regulations are developed.
EP
Eutrophication potential; impact category that expresses the potential for oversaturation of a biological system with essential nutrients.
HC
Hydrocarbons
Impact categories
Classes of effects on the environment in which resource consumptions and various emissions with the same environmental effect (such as global warming, acidification, etc.) are grouped together.
ISO
International Organisation for Standardisation
KBA
Federal Motor Transport Authority (Kraftfahrtbundesamt)
Life cycle assessment (LCA) MB
Compilation and evaluation of input and output flows and the potential environmental impacts of a product system throughout its life.
NEDC
New European Driving Cycle; a standardised cycle prescribed by legislation, in use in Europe since 1996 for determining emission and consumption values for motor vehicles.
Nonferrous metal
A metal other than iron or an alloy with a significant iron content (aluminium, copper, zinc, lead, nickel, magnesium, etc.)
POCP
Photochemical ozone creation potential; impact category that describes the formation of photo-oxidants („summer smog“).
Primary energy
Energy that has not been subjected to anthropogenic conversion.
Process polymers
A term from VDA material data sheet 231-106; the material group of process polymers includes lacquers, adhesives, sealants, and underbody protection media.
Mercedes-Benz
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Masthead Publisher: Daimler AG, Mercedes-Benz Cars, D-70546 Stuttgart Mercedes-Benz Technology Center, D-71059 Sindelfingen Department: Design for Environment (GR/PZU) in collaboration with Global Product Communications Mercedes-Benz Cars (COM/MBC) Tel.: +49 711 17-76422 www.mercedes-benz.com Descriptions and data in this brochure apply to the international model range of the Mercedes-Benz brand. Statements relating to standard and optional equipment, engine variants, technical data, and performance figures are subject to variation between individual countries.
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Daimler AG, Global Product Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com
