Environmental Certificate Mercedes-benz Glk

Transcript

Life cycle Environmental Certificate for the GLK-Class 1 Contents Foreword 4 Product description 7 Validation 10 1 Product documentation 11 1.1 Technical data 12 1.2 Material composition 13 2 Environmental profile 14 2.1 General environmental issues 16 2.2 Life Cycle Assessment (LCA) 20 2.2.1 Data basis 22 2.2.2 Results for the GLK 220 CDI 4MATIC BlueEFFICIENCY 24 2.3 Design for recovery 29 2.3.1 Recycling concept for the GLK-Class 30 2.3.2 Dismantling information 32 2.3.3 Avoidance of potentially hazardous materials 33 2.4 Use of secondary raw materials 35 2.5 Use of renewable raw materials 36 3 Process documentation 39 4 Certificate 42 5 Conclusion 43 6 Glossary 44 Imprint 46 As at: February 2009 2 3 Editorial “The Environmental Certificate documents our comprehensive commitment to environmental protection“ “In the field of mobility, sustainability means more to MercedesBenz than compliance with rigid environmental laws and guidelines.“ Professor Dr. Herbert Kohler, Chief Environmental Officer, Daimler AG “Excitement paired with responsibility“ – this is the key note influencing all the efforts and activities of MercedesBenz on the road to the future. It clarifies the principle that exciting automobiles and ecological responsibility are not a contradiction for us. We are pursuing both objectives with equal effort; in both fields our designers and engineers are producing remarkable results. Because Mercedes cars generate enthusiasm not only with their excellent design, tangible motoring pleasure and highest levels of safety. They also rank among the trendsetters when it comes to environmental compatibility. We are documenting this once more with hard data, facts and figures compiled in our LIFE CYCLE brochure. “In future, the LIFE CYCLE documentation series will present all environmental certificates for our vehicles in a clear form.“ Though „snapshots“ like those produced by the standardised measurement of exhaust gas emissions and fuel consumption on the chassis dynamometer are important, their results only reflect one aspect of our environmentally focused automobile development. The environmental certificate confirms our all-embracing approach to aspects of environmental protection based on the ambitions international ISO standard 14062, „Design for Environment“. This certificate was first issued for the S-Class in 2005 by the German technical inspection association TÜV Süd. In the meantime, the independent auditors have also awarded this certificate to the C-Class Saloon and Estate as well as to the A and B-Class. The GLK-Class is the first compact SUV to receive the environmental certificate. Other models will follow. 4 We acknowledge our overall responsibility and take this duty literally: we analyse the environmental compatibility of the vehicles over their entire life cycle – from the development process, through production and long years of use, to end-of-life vehicle recycling. In all more than 40,000 individual processes are scrutinised. The analysis, calculation and evaluation of these processes eventually result in a comprehensive ecological profile which forms the basis for the environmental certificate and at the same time provides insights into further potentials which we put to use in our research and development work. You can learn more about the environmental profile of the GLK-Class on the following pages, and see for yourself how Mercedes-Benz is reconciling fascination with responsibility in the SUV category too. 5 Product description Compact model full of character: the GLK-Class from Mercedes-Benz • Compact character with a body as distinctive in design as it is practical The GLK is a strong character in the world of compact SUVs. The distinctive multi-talented vehicle sets itself apart from its competitors with an equally functional and interesting body shape, combining characteristics which have been completely opposed to date: in the GLK superior handling dynamics and excellent handling safety meet outstanding ride comfort thanks to the AGILITY CONTROL suspension. The 4MATIC variable all-wheel-drive system is teamed with the electronic control systems to combine perfect on-road performance with well-balanced off-road qualifications. It is precisely these combinations that make the GLK so attractive: the model does indeed belong to the Mercedes-Benz SUVs – vehicles distinguished by outstanding performance on surfaced roads – but it rightly carries the „G“ in its name, thus associating it with the legendary G-Class. GLK 220 CDI 4MATIC BlueEFFICIENCY: thrifty disposition In the GLK 220 CDI 4MATIC BlueEFFICIENCY, an entirely new diesel engine generation guarantees optimum values for power, torque and economy. Impressive too is the environmental performance of the compressionignition engine, which like all Mercedes-Benz passenger car diesel engines is fitted as standard with exhaust gas recirculation (EGR), oxidising catalytic converter and maintenance-free diesel particulate filter. The smoothrunning four-cylinder makes do with 6.7 litres of diesel per hundred kilometres and emits a mere 176 grams of 6 • Economical four and six-cylinder engines • Optimised 4MATIC all-wheel drive • Highest levels of active and passive safety • High ride comfort combined with excellent handling dynamics • Outstanding performance both on-road and off-road CO2 per kilometre. Even without active deNOxing, the four-cylinder diesel meets the EU 5 emission standard applicable as of September 2009. The new power plant with 125 kW/170 hp makes a powerful impression and responds flexibly; it features high pulling power and, for a four-cylinder engine, is convincingly smooth in its operation. In addition to excellent performance data, the new power plant superbly builds up torque from low revs and has the best torque characteristics in its displacement category: the maximum torque of 400 Newton metres is available over a wide speed range from 1400 to 2800 rpm. This makes very economical operation with low revs possible in everyday driving situations. 7 Attractive model range: choose from four GLK models in all The up-to-date engine range enables the highest levels of drive comfort and pleasing performance in all GLK models, combined with consumption and emission figures which are favourable in comparison with others in its class. Apart from the GLK 220 CDI 4MATIC BlueEFFICIENCY, customers can choose between three more engines: the diesel offering is supplemented by the proven V6 diesel in the GLK 350 CDI 4MATIC, which delivers 165 kW/ 224 hp and maximum torque of 540 Newton metres. It helps the GLK achieve even more impressive performance: the speed tops out at 220 km/h, and it takes just 7.5 seconds for it to accelerate from zero to 100 km/h. The V6 engine is likewise equipped with EGR, oxidising catalytic converter and maintenance-free diesel particulate filter, requires 7.9 litres of diesel (CO2 208 g/km) per hundred kilometres and satisfies the EU 4 standard. 8 The two refined V6 petrol models, the GLK 300 4MATIC and the GLK 350 4MATIC, develop 170 kW/231 hp and 200 KW/272 hp, respectively. They excel with both assertive performance and moderate consumption. In particular the 3.5 litre V6 in the GLK 350 4MATIC boasts sports-carlike figures: the top speed is 230 km/h, and it accelerates to 100 km/h in 7.1 seconds. Both engines surpass the EU 5 standard and consume 10.2 (CO2 239 g/km) and 10.5 litres (CO2 245 g/km), respectively, per 100 kilometres. All GLK models are fitted with the seven-speed 7G-TRONIC automatic transmission as standard. Trendsetting safety, attractive appointments The extremely sturdy body is the prerequisite for the trailblazing passive safety, for the convincing noise suppression and interior comfort with the typical Mercedes feel-at-home ambiance, and for the high value retention. Excellent appointments and attractive equipment packages make the GLK stand out against the majority of compact SUVs. In addition, systems like the pioneering PRE-SAFE® safety concept or the Intelligent Light System (ILS) are available. 9 1 Product documentation This section documents important environmentally relevant technical data of the different variants of the GLK-Class, on which the statements made in the section on general environmental issues (Chapter 2.1) are also based. The detailed analyses relating to materials (Chapter 1.2), the life cycle assessment (Chapter 2.2) or the recycling concept (Chapter 2.3.1) refer to the basic variant of the GLK-Class, the GLK 220 CDI 4MATIC BlueEFFICIENCY with basic specifications. 10 11 1.1 Technical data 1.2 Material composition The table below shows essential technical data for the variants of the GLK-Class. The relevant environmental aspects are explained in detail in the environmental profile in Chapter 2. The weight and material data for the GLK 220 CDI 4MATIC BlueEFFICIENCY was taken from in-house documentation of the vehicle’s components (parts list, drawings). Characteristic To determine the recyclability rate and the life cycle assessment, the „kerb weight according to DIN“ is taken as the basis (no driver and luggage, fuel tank 90 percent full). Figure 1-1 shows the material composition of the GLK-Class according to VDA 231-106. GLK 220 CDI 4MATIC BlueEFFICIENCY GLK 300 4MATIC GLK 350 CDI 4MATIC GLK 350 4MATIC Diesel engine Petrol engine Diesel engine Petrol engine 4 6 6 6 Displacement (effective) [cc] 2143 2996 2987 3498 Output [kW] 125 170 165 200 Emission standard (met) Euro 5 Euro 5 Euro 4 Euro 5 Weight (w/o driver and luggage) [kg] 1770 1755 1805 1755 Engine type Number of cylinders Exhaust emissions [g/km] CO2: 176-182 239-246 208-220 245-251 NOX: 0.145 0.017 0.202 0.011 CO: 0.130 0.198 0.251 0.235 – 0.028 – 0.015 THC: (petrol engine) NMHC (petrol engine) – 0.023 – 0.012 THC+NOX: (diesel engine)) 0.156 – 0.245 – PM: (diesel engine, with DPF) 0.001 – 0.003 – 6.7*-6.9 10.2-10.5 7.9-8.4 10.5-10.8 72 71 73 74 Fuel consumption NEDC combined [l/100km] Driving noise [dBA] In the GLK-Class, more than half of the vehicle weight (61.7 percent) is accounted for by steel/ferrous materials, followed by polymers with 17.8 percent and light alloys (10.3 percent) as the third-largest fraction. Service fluids account for roughly 4.7 percent, with the percentage of non-ferrous metals and other materials (predominantly glass) slightly lower at around 2 percent and 2.5 percent respectively. The remaining materials, i.e. process polymers, electronics and special metals, contribute roughly one percent to the vehicle‘s weight. In this study the process polymers mainly consist of materials for the paint finish. Steel/iron 61.7 % * NEDC consumption of basic variant GLK 220 CDI 4MATIC BlueEFFICIENCY with standard tyres: 6.7 l/100 km. The polymers are divided into thermoplastics, elastomers, duromers and non-specific plastics, with the thermoplastics accounting for the largest proportion with around 13 percent. Elastomers (predominantly tyres) are the second-largest fraction with 4.4 percent. The service fluids include oils, fuel, coolant, refrigerant, brake fluid and washer fluid. Only circuit boards with their components are included in the electronics group. Cables and batteries are categorised according to their materials composition. Light alloys 10.3 % Service fluids 4.7 % Non-ferrous metals 2.0 % Process polymers 0.7 % Electronics 0.1 % Other 2.5 % Special metals 0.01 % Polymers 17.8 % Elastomers 4.4 % Duromers 0.1 % Other plastics 0.1 % Thermoplastics 13.3 % Figure 1-1: Materials used in the GLK-Class 12 13 2 Environmental profile The environmental profile documents the general environmental features of the GLK-Class with respect to fuel consumption, emissions or 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 raw materials. 14 15 2.1 General environmental issues • Basic variant GLK 220 CDI BlueEFFICIENCY consumes only 6.7–6.9 l/100 km and exceeds the EU 5 emission standards valid from September 2009 • BlueEFFICIENCY technology optimises aerodynamics, rolling resistance, vehicle weight and energy management, among other items Currently, the GLK-Class offers two diesel direct-injection models and two petrol models to choose from. In the analysed basic variant, the GLK 220 CDI 4MATIC BlueEFFICIENCY, the new OM 651 four-cylinder diesel engine is used. Its fuel consumption is a very favourable 6.7 to 6.9 l/100 km, depending on tyres The consumption benefits are achieved thanks to an intelligent package of measures, the so-called BlueEFFICIENCY technologies that are gradually being introduced as standard in the Mercedes-Benz model series. They include improvements to the powertrain, the energy management and the aerodynamics, rolling-resistance-optimised tyres, weight reduction through lightweight design, and information for the driver regarding energy-saving driving. Figure 2-1 below shows in detail how the measures have been implemented in the new GLK-Class. The newly developed wheel plays a particular role in improving the weight. The overall weight of the optimised 17-inch wheel is a mere 9.3 kg. It goes without saying that the typical Mercedes comfort and the excellent active and passive safety of the Mercedes GLK are fully retained with the improvements in weight. The same can be said of the measures taken to improve the aerodynamics of the GLK. With a drag coefficient (Cd) of 0.34, superb for an SUV, it is one of the most aerodynamically efficient vehicles of its class. These good characteristics were achieved by improving the airflow 16 • The Bremen production plant has an environmental management system certified according to the EU eco-audit regulations and ISO standard 14001 • Effective recycling system and high environmental standards also at dealerships along the underside of the vehicle, among other things. The underfloor panelling is generally flow-optimised – for this purpose the side panels were enlarged. The large exterior mirrors, made necessary by the new regulations on the driver‘s field of view, and the tail lights were also optimised for aerodynamic efficiency. Further improvements were also achieved in the area of energy management. For example, an electrically driven power steering pump is used. Unlike the conventional mechanical variant it permits tailoring control to the requirements of operation. The control of the 7G-TRONIC automatic transmission is improved by the standstill decoupling function. This feature automatically causes interruption of power transmission when the vehicle is standing still, even when the automatic transmission is in mode „D“ (Driving). This is a situation frequently encountered at a red light or in a tailback, for example. Of course, after releasing the brake the driver can avail himself of the full acceleration potential without delay. this reason, a display in the middle of the speedometer of the new GLK tells the driver the actual fuel consumption. The clearly represented bar chart reacts spontaneously as soon as the driver takes his foot off the accelerator and uses the engine‘s overrun shutoff, for example. The Owner’s Manual for the GLK also contains information on how the driver can act to achieve economical and environmentally friendly operation. Figure 2-1: Consumptionreducing measures applied to the GLK-Class Highly supercharged Current consumption indicator Weight reduction in bodyshell Fuel pump direct-injection engines, and consumption computer in owing to use of high-strength with close-loop control efficient transmissions instrument clustert with optimised torque and super-high-strength materials converter elements Optimised underfloor panelling Apart from the improvements to the vehicle, the driver himself has a decisive influence on fuel consumption. For In addition, Mercedes-Benz offers „Eco Driver Training“ to its customers. The results of this training show that practising an efficient and energy-conscious style of driving can reduce the fuel consumption of a car by up to 15 percent. Aerodynamically Friction-optimised Weight- designed exterior 4MATIC drive optimised mirrors system wheels Newly developed tyres with highEnergy-saving electric power steering strength steel fabric and improved rolling resistance 17 The GLK-Class is also fit for the future with regard to fuels. EU plans call for a rising share of biofuels. The GLK-Class already meets these demands today by permitting a bioethanol share of ten percent (E10) in the petrol engines. For diesel engines a ten percent biofuel share is also permissible in the form of seven percent bio-diesel (B7 FAME) and three percent high-grade hydrogenated vegetable oil. The diesel models can also be operated with SunDiesel, which Mercedes-Benz is playing a major part in developing. SunDiesel is specially liquefied biomass. The advantages of this fuel, which contains neither sulphur nor harmful aromatics, include almost 90 percent lower CO2 emissions compared to conventional, fossil- based diesel. The properties of this clean, synthetic fuel can be practically tailor-made and ideally suited to the relevant engines during production. The greatest benefit is the complete use of the biomass, however. Unlike conventional bio-diesel, where only around 27 percent of the energy in the rape-seed is converted into fuel, the process employed by CHOREN not only uses the oil-bearing seeds, but the whole plant. Appreciable improvements were achieved in the area of pollutant emissions also. Mercedes-Benz is the first manufacturer worldwide to equip all diesel cars, from the A-Class to the S-Class, with maintenance-free, additive-free diesel particulate filters as standard1. It goes without saying that this also applies to the diesel variants of the GLK-Class. With the GLK-Class, Mercedes-Benz is ensuring high emission control efficiency not only in respect of particulates. The GLK 220 CDI 4MATIC BlueEFFICIENCY, for example, remains considerably below the stringent European emission limits of Euro 5, valid from September 2009, by 19 percent for nitrogen oxide (NOX), around 74 percent for carbon monoxide (CO), and 32 percent for combined hydrocarbon and nitrogen oxide emissions (THC+NOX). The new GLK-Class is built by the Mercedes production plant in Bremen. This plant has implemented an environmental management system certificated according to the EU eco-audit regulations and ISO standard 14001 for many years. For example, the coating techniques employed on the GLK-Class boast a high level not only in technological terms, but also with respect to environmental protection and safety. Longevity and value retention are further enhanced by a newly developed clearcoat, employing state-of-the-art nanotechnology which ensures much greater scratch-resistance than conventional paint, while the use of water-soluble paints and fillers drastically reduces solvent emissions.. High environmental standards are also firmly established in the environmental management system in the sales and after-sales sectors. At dealer level, Mercedes-Benz is meeting its product responsibility with the MeRSy recycling system for workshop waste, used parts and warranty parts and packaging materials. The take-back system introduced in 1993 means that Mercedes-Benz is a model for the automotive industry also where workshop waste disposal and recycling are concerned. This exemplary service by a manufacturer is implemented right down to customer level. The waste materials produced in our outlets during servicing and repairs are collected, reprocessed and recycled via a network operating throughout Germany. Classic components include bumpers, side panels, electronic scrap, glass and tyres. Because of its contribution to the greenhouse effect, even the chlorine-free R134a air conditioning refrigerant, which does not destroy ozone in the stratosphere, is collected for professional disposal. The reuse of used parts is also a longstanding tradition at Mercedes-Benz. The Mercedes-Benz Used Parts Center (GTC) was set up back in 1996. With its quality-inspected used parts, GTC is an integral element of the service and parts business of the Mercedes-Benz brand. Though this will not be the case with Mercedes-Benz cars until well into the future, because of their longevity, Mercedes-Benz offers a new, innovative way to dispose of end-of-life vehicles safely, quickly and at no cost. For easy disposal, a comprehensive network of return points and dismantling facilities is available to Mercedes customers. End-of-life vehicle owners can dial the toll-free number 00800 1 777 7777 for information and will promptly be advised about all important details to effect the return of their vehicles. 1 Standard in Germany, Austria, Switzerland and the Netherlands, optional in all other countries with a fuel sulphur content of below 50 ppm. 18 19 2.2 Life Cycle Assessment (LCA) The environmental compatibility of a vehicle is determined by the environmental burden caused by emissions and the consumption of resources throughout the vehicle life cycle (cf. Figure 2-2). The standardised tool for evaluating environmental compatibility is the Life Cycle Assessment. It shows the total environmental impact of a vehicle „from the cradle to the grave“, i.e., from the extraction of the raw materials • With the LCA Mercedes-Benz registers all to the manufacture and use of the vehicle, environmentally relevant impacts of a vehicle from through to its end-of-life treatment. development through production and operation to disposal The elements of a Life Cycle Assessment (LCA) include: 1. Terms of reference define the goal and scope of an LCA. 2. • • • The life cycle inventory analysis establishes the material and energy flows over a vehicle‘s entire life: how many kilograms of a raw material enter into it, how much energy is consumed, what wastes and emissions are produced, etc. 3. The life cycle impact assessment gauges the potential effects of the product on humans and the environment, such as, for example, global warming potential, summer smog potential, acidification potential and eutrophication potential 4. The life cycle interpretation draws conclusions and makes recommendations. • For a complete assessment, within each life cycle phase all inputs and outputs into the environment are balanced • Many emissions are caused not so much by automotive operation itself, but by the production of the fuel, for instance hydrocarbon (NMVOC) and sulphur dioxide emissions • The detailed analyses extend to the consumption and processing of resources such as iron ore, copper ore or bauxite In Mercedes-Benz passenger car development, life cycle assessments are used to evaluate and compare different vehicles, components, and technologies. The DIN EN ISO 14040 and DIN EN ISO 14044 standards specify the procedure and the required elements. 20 Figure 2-2: Overview of Life Cycle Assessment 21 2.2.1 Data basis The Life Cycle Assessment examines the ECE basic variant. The GLK 220 CDI 4MATIC BlueEFFICIENCY with the new 125 kW/170 hp four-cylinder engine was defined as the basic variant of the new GLK-Class. The main parameters on which the LCA was based are shown in the table below. Project goal Project scope (cont‘d) Project goal • Life cycle assessment of the GLK-Class Cutoff criteria • For material production, supplied energy, manufacturing processes and transport, use is made of GaBi life cycle using the GLK 220 CDI 4MATIC BlueEFFICIENCY as ECE basic variant. assessment data and the cutoff criteria on which it is based. • Verification of attainment of the „environmental compatibility“ objective and communication. • No explicit cutoff criteria. All available weight information is processed. • Noise and land use are not widely available as LCA data today and are therefore not taken into account. Project scope Functional equivalent • GLK-Class car (basic variant; weight according to DIN 70020). • „Fine dust“ and particulate emissions are not analysed. System boundaries • Life cycle assessment for car manufacture, use, disposal/recycling. • Maintenance and vehicle care have no relevance in terms of the result. The system boundaries should only be exceeded by elementary flows (resources, emissions, dumping/deposits). Balancing • Life cycle, in conformity with ISO 14040 and 14044 (product life cycle assessment). Data basis • Weight data of car: MB parts list (as at 08/2008). Balance parameters • Material composition according to VDA 231-106. • Information on materials for model-relevant, vehicle-specific parts: • Life cycle inventory: resource consumption as primary energy, emissions, e.g. CO2, CO, NOX, SO2, NMVOC, CH4, etc. MB parts list, internal MB documentation systems, specialist literature. • Impact assessment: abiotic depletion potential (ADP), global warming potential (GWP), Vehicle-specific model parameters (bodyshell, paintwork, catalyst, etc.): MB departments. photochemical ozone creation potential (POCP), eutrophication potential (EP), acidification potential (AP). Information on materials for standard parts: MB database. These impact assessment parameters are based on internationally accepted methods. They are modelled on categories Use (consumption, emissions): type approval/certification figures. selected by the European automotive industry, with the participation of numerous stakeholders, in an EU project, LIRECAR. Use (mileage): MB definition. The mapping of impact potentials for human toxicity and ecotoxicity does not yet have sufficient scientific backing today Recycling model: state of the art (also refer to Chapter 2.3.1). and therefore will not deliver useful results. Material production, supplied energy, manufacturing processes and transport: Life cycle assessment database • Interpretation: sensitivity analyses of car module structure; dominance analysis over life cycle. (GaBi rev. SP14, http://documentation.gabi-software.com); MB database. Software support • MB DfE-Tool. This tool models a car with its typical structure and typical components, including their Allocations • For material production, supplied energy, manufacturing processes and transport, use is made of GaBi life cycle manufacture, and is adapted with vehicle-specific data on materials and weights. It is based on the LCA software GaBi4 assessment data and the allocation methods on which it is based. (http://www.pe-international.com/gabi). • No further specific allocations. Evaluation • Analysis of life cycle results according to phases (dominance). The manufacturing phase is evaluated based on the underlying car module structure. Contributions of relevance to the results will be discussed. Documentation • Final report with all parameters. . The assumed sulphur content in the fuel is 10 ppm. The combustion of one kilogram of fuel therefore produces 0.02 grams of sulphur dioxide emissions. The use phase is calculated with a mileage of 200,000 kilometres. 22 The LCA reflects the environmental burden during the disposal phase using standard processes for removal of service fluids, shredding and energy recovery from shredder light fraction. Ecological credits are not granted. 23 2.2.2 Results for GLK 220 CDI 4MATIC BlueEFFICIENCY tion of the fuel, for instance for hydrocarbon (NMVOC) and sulphur dioxide emissions and for the environmental impacts which they essentially entail: photochemical ozone creation potential (POCP: summer smog, ozone) and acidification potential (AP). 40 38.9 35 CO2 emissions [t/car] 30 25 20 15 10 9.4 5 0 0.5 Production Operation Recycling Figure 2-3: Overall carbon dioxide (CO2) emissions balance in tonnes Over the entire life cycle of the GLK-Class, the life cycle inventory calculations indicate, for example, a primary energy consumption of 726 gigajoules (equal to the energy content of about 22 tonnes of premium-grade petrol) and the input into the environment of around 49 tonnes of carbon dioxide (CO2), about 15 kilograms of non-methane hydrocarbons (NMVOC), about 52 kilograms of nitrogen oxides (NOX) and 40 kilograms of sulphur dioxide (SO2). In addition to the analysis of overall results, the distribution of single environmental impacts among the different phases of the life cycle is investigated. The relevance of each life cycle phase depends on the particular environmental impact being considered. For CO2 emissions and also primary energy consumption, the use phase dominates with a share of over 80 percent and 77 percent, respectively (cf. Figure 2-3). However, it is not the use of the vehicle alone which determines its environmental compatibility. Some environmentally relevant emissions are caused principally by its manufacture, for example the SO2 and CO emissions (cf. Figure 2-4). For this reason the manufacturing phase must be included in the analysis of ecological compatibility. For a great many emissions today, the dominant factor is not so much the automotive operation itself, but the produc- 24 For comprehensive and thus sustained improvement of the environmental impact associated with a vehicle, it is also necessary to consider the end-of-life phase. With regard to energy, the use or initiation of recycling cycles is rewarding. For a complete assessment, within each life cycle phase all environmental inputs are balanced. In addition to the results shown above, it was established, for example, that municipal waste and tailings (particularly ore dressing residues and overburden) originate mainly in the manufacturing phase, whereas the hazardous wastes are caused mainly by the provision of petrol during the use phase. Burdens on the environment due to emissions in water are a result of vehicle manufacture, in particular owing to the output of heavy metals, NO3-- and SO42--ions as well as the factors AOX, BOD and COD. In addition to analysing the overall results, the distribution of selected environmental impacts over the production of individual modules was examined. For example, the percentage distribution of carbon dioxide and sulphur dioxide emissions for different modules is shown in Figure 2-5. While the bodyshell is dominant with respect to carbon dioxide emissions, more relevant for sulphur dioxide emissions are the modules containing precious and non-ferrous metals as well as glass, which give rise to high sulphur dioxide emissions in materials production. In Table 2-2 and Table 2-3, the results for several other parameters of the LCA are shown in summary form. The horizontal lines with grey backgrounds represent general impact categories. They group together emissions having the same impact and quantify their contribution to the particular impact by means of a characterisation factor; for example, the contribution to global warming potential in kilograms of CO2 equivalent. Car production Fuel production Operation Recycling CO2[t] 49 Primary energy demand [GJ] 726 CO [kg] 68 NOX [kg] 52 NMVOC [kg] 15 SO2 [kg] 40 CH4 [kg] 61 GWP100 [t CO2-equiv.] 51 AP [kg SO2-equiv.] 79 EP [kg phosphate-equiv.] 10 ADP [kg Sb-equiv.] 330 POCP [kg ethene-equiv.] 10 0 % 10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 % Figure 2-4: Life cycle breakdown for selected parameters The consumption of resources is indicated by the category ADP (abiotic depletion potential). In this category the individual figures for relevant material resources are shown in detail. Bauxite, for example, is used in the production of primary aluminium; dolomite, in the production of magnesium; iron ore, in the production of steel. Precious metal ore and rare earth ores are mainly raw materials for the coating of catalytic converters. Table 2-2 also shows the energy resources. The superior figure is the primary energy demand, in gigajoules. It is a measure of the amount of energy resources required for the manufacture, operation and recycling of the GLK-Class. Beneath it the shares of the various energy sources are explained in more detail. Lignite coal, uranium and renewable energy resources are used mainly in vehicle manufacture (production of materials). The energy sources natural gas and particularly crude oil are mostly needed for fuel production. In Table 2-3 the superior impact categories are again put first. They group together the output parameters „emissions in air and water“ with respect to their specific contribution within an impact category. The overall impact per category is summed up using an equivalence unit, e.g., kilograms of CO2 equivalent for the global warming potential. To assess the emissions, the impact categories global warming potential (GWP), acidification potential (AP), eutrophication potential (EP) and photochemical ozone creation potential (POCP, summer smog) were examined. 25 Input parameters Resources, ores ADP* [kg Sb-equiv.] Total vehicle (paintwork) Bauxit [kg] Passenger cell/bodyshell Iron ore [kg] Flaps/wings Doors SO2 Cockpit CO2 Mounted internal parts Mainly crude oil/fuel production 582 Primary aluminium use 4475 Steel production 34 Electronics/cable harnesses Zinc ore [kg] 34 Alloy element (various sources) Rare earths/precious metal ores [kg] Dolomite [kg] GLK production total: CO2 9.4 t SO2 22.4 kg Comments 330 Copper ore [kg] Energy sources Mounted external parts GLK 220 CDI Primary energy [GJ] 1329 10 GLK 220 CDI 726 Engine and transmission peripherals Magnesium production Comments Approx. 77 % from car use Shares of Lignite [GJ] Natural gas [GJ] Seats Crude oil [GJ] Electrics/Electronics Powertrain Tyres 17 Mostly due to production (materials) 66 Approx. 45% due to fuel production, over 50% due to vehicle production 551 Mainly fuel production, only about 5% due to vehicle production (materials) Coal [GJ] 49 Mostly due to production (materials) Uranium [GJ] 30 Mostly due to production (materials) Renewable energy resources [GJ] 12 Mostly due to production (material) Table 2-2: Overview of LCA results (I) Controls Output parameters Fuel system Hydraulics Engine/transm. peripherals Engine Automatic transmission Steering Front axle Impact categories GLK 220 CDI GWP* [t CO2-equiv.] 51 AP* [kg SO2-equiv.] 79 Mainly due to SO2 and NOx emissions EP* [kg phosphate-equiv.] 10 Mainly due to NOx emissions POCP* [kg ethene-equiv.] 10 Mainly due to NMVOC, CO and NOx emissions CO2 [t] 49 Mainly from vehicle operation, approx. 20% from vehicle production CO [kg] 68 Mostly from vehicle production and vehicle operation NMVOC [kg] 15 Not quite 40% from vehicle production, over 60% from fuel production CH4 [kg] 61 Approx. 34% from vehicle production, rest from fuel production NOX [kg] 52 Not quite 30% vehicle production, 15% from fuel prod., rest from vehicle operation 40 Not quite 58% from vehicle production, 42% from fuel production SO2 [kg] Emissions in water Rear axle 0 % 5 % 10 % Emissions vehicle production [%] Figure 2-5: Distribution of selected parameters (CO2 and SO2) among different modules 15 % 20 % 25 % Comments Mainly due to CO2 emissions GLK 220 CDI Comments BOD [kg] 0.5 Mostly due to production (materials) Hydrocarbons [kg] 0.4 Mostly due to use (fuel production and vehicle operation) Heavy metals (kg) 3.4 Mostly due to production (materials) NO3- [g] 484 Mostly due to production (materials) PO4 3- [g] 18 Mostly due to production (materials) SO4 2- [kg] 17 Mostly due to production (materials)) Table 2-3: Overview of LCA results (II) *CML 2001, as at: December 2007 26 27 2.3 Design for recovery The requirements for the recovery of end-of-life vehicles (ELV) were redefined with the approval of the European End-of-Life Vehicle Directive (2000/53/EC) on 18 September 2000. • Today the GLK already complies with the recovery rate of 95 percent by weight applicable as of 1 January 2015 • End-of-life vehicles are taken back free of charge since January 2007 • Heavy metals like lead, hexavalent chromium, mercury and cadmium have been eliminated The aims of this directive are to avoid vehicle-related waste and encourage the take-back, reuse and recycling of vehicles and their components. The resulting requirements for the automotive industry are as follows: • • • • • • 28 Set up systems for collection of end-of-life vehicles and waste used parts from repairs. Achievement of an overall recovery rate of 95 percent by weight by 1 January 2015. Compliance with the recovery rate in the context of type approval for new vehicles from 12/2008. Free take-back of all end-of-life vehicles from January 2007. Provision of dismantling information to ELV recyclers within six months after market launch. Prohibition of heavy metals lead, hexavalent chromium, mercury and cadmium, taking into account the exceptions in Annex II. • Mercedes-Benz currently already has an efficient take-back and recycling network at its disposal • The Mercedes Used Parts Center makes an important contribution to the recycling concept through the resale of inspected used parts • During development of the GLK, attention was paid to the material purity and design for dismantling ease of certain thermoplastic components such as bumpers and wheel arch linings, and side member, underbody and engine compart ment panels • Detailed dismantling information is made available electronically to all ELV recyclers through the International Dismantling Information System, IDIS for short 29 2.3.1 Recycling concept for the GLK-Class The method for calculating the recoverability of passenger cars is defined by ISO standard 22628, “Road vehicles – Recyclability and recoverability – calculation method” The calculation model reflects the real process of end-oflife vehicle recycling and is divided into the following four steps: 1. 2. 3. 4. Pretreatment (removal of all service fluids, tyres, the battery and catalytic converters; ignition of airbags) Dismantling (removal of replacement parts and/or components for material recycling) Separation of metals in the shredder process Treatment of non-metallic residual fraction (shredder light fraction, SLF) The recycling concept for the GLK-Class was designed in parallel with the vehicle development process, including analysis of the individual components and materials for each stage of the process. On the basis of the quantitative flows stipulated for each step, the recycling rate or recovery rate for the overall vehicle is determined. At the pretreatment stage, the ELV recycler removes the fluids, battery, oil filter, tyres and catalytic converters. The airbags are deployed using equipment standardised for all European vehicle manufacturers. The components removed first during the dismantling stage are those required by the European End-of-Life Vehicle Directive. To improve recycling, numerous components and assemblies are then dismantled for direct sale as used replacement parts or as a basis for remanufacturing. Further utilisation of used parts has a long tradition at Mercedes-Benz: the Mercedes-Benz Used Parts Center 30 (GTC) was founded as early as 1996. With its qualitytested used parts, the GTC is a major component of the service and parts business of Mercedes-Benz, and makes a major contribution to age and value-related repairs to our vehicles. In addition to used parts, the ELV recycler removes specific materials which can be recycled by economically worthwhile methods. Apart from aluminium and copper components, these include certain large plastic parts. As part of the development process for the GLK-Class, these components were specifically designed for later recycling. In addition to material purity, care was taken to ensure easy dismantling of relevant thermoplastic components such as bumpers and wheel arch linings, and side member, underbody and engine compartment panels, for example. In addition, all plastic components are marked in accordance with an international nomenclature. ELV recycler Vehicle mass: mV Pretreatment: mP Fluids Battery Tyres Airbags Catalytic converters Oil filter Dismantling: mD Prescribed parts1), components for reuse and recycling Rcyc = (mP+mD+mM+mTr)/mV x 100 > 85 per cent Rcov = Rcyc + mTe/mV x 100 > 95 percent Shredder operators Metal separation: mM Remaining metal SLF2) processing mTr = recycling mTe = energy recovery 1) acc. to 2000/53/EG 2) SLF = shredder light fraction Figure 2-6: Material flows for the GLK-Class recycling concept During the subsequent shredder process for the remaining bodyshell, the metals are separated for recycling in raw materials production processes. The remaining, mainly organic fraction is separated into different categories and reprocessed into raw materials or energy in an environmentally sound manner. All in all, with the process chain described, a recyclability rate of 85 percent and a recoverability rate of 95 percent could be demonstrated for the GLK-Class according to the ISO 22628 calculation model (see Figure 2-6) in the context of vehicle type approval. 31 2.3.2 Dismantling information 2.3.3 Avoidance of potentially hazardous materials Dismantling information plays an important role for ELV recyclers when it comes to implementing the recycling concept. All the necessary information relating to the GLK-Class is made available electronically via the International Dismantling Information System (IDIS). The avoidance of hazardous materials is the top priority during development, production, operation and recycling of our vehicles. Since as early as 1996, for the protection of both humans and the environment, our in-house standard DBL 8585 has specified those materials and material categories that may not be incorporated into the materials or components used in Mercedes passenger cars. This DBL standard is already available to designers and materials specialists at the pre-development stage, during the selection of materials and the planning of production processes. This IDIS software provides vehicle information for ELV recyclers, on the basis of which vehicles can be subjected to environmentally friendly pretreatment and recycling techniques at the end of their operating lives. Model-specific data are shown in both graphic and text form. The pretreatment section contains specific information concerning service fluids and pyrotechnical components. Figure 2-7: Screenshot of IDIS software The other sections contain materials-specific information for the identification of non-metallic components. The current version (as at September 2008) contains information in 26 languages on 61 car brands and 1256 different vehicles. IDIS data is made available to ELV recyclers by software update six months after market launch. 32 Heavy metals forbidden by the EU End-of-Life Vehicle Directive, i.e. lead, cadmium, mercury and hexavalent chromium, are also covered by this standard. To ensure that the ban on heavy metals is implemented according to the legal requirements, Mercedes-Benz has modified and adapted numerous in-house and supplier processes and requirements. The GLK-Class complies with the valid regulations. This includes the use of lead-free elastomers in the powertrain, lead-free pyrotechnical activation units, cadmium-free thick-film pastes and chromium(VI)-free surfaces for the interior, exterior and major assemblies, for example. Stringent Mercedes emission specifications apply to the materials used in the interior. Materials used for components in the passenger compartment and boot are subject to additional emissions limits which are also defined in DBL 8585 as well as in component-specific delivery instructions. The continuous reduction of interior emissions is a major aspect of component and materials development for Mercedes-Benz vehicles. In the case of the new GLK-Class, for example, it has been possible to reduce the total organic compounds in the interior atmosphere (measured as the so-called FID value) to a relatively low level. The roof liner of the new GLK-Class is now made from a special new ether foam combined with a low-emission adhesive, which ensures improved emissions values, greater durability and therefore better quality over the lifetime of the vehicle. 33 2.4 Use of secondary raw materials • 30 components with an overall weight of 41.0 kilograms are made from high-grade recycled plastics (wheel arch linings and underbody panels, cable ducts) GLK-Class component weight in kg 41.0 In addition to the required achievement of certain recycling/recovery rates, the manufacturers are called upon by Article 4 Paragraph 1 (c) of the European End-of-Life Vehicle Directive 2000/53/EC to increasingly use recycled materials in vehicle manufacture and thereby to build up and extend the markets for secondary raw materials. To comply with these stipulations, the specifications books for new Mercedes models prescribe continuous increases in the share of the secondary raw materials used in car models. The main focus of the recyclate research accompanying vehicle development is on thermoplastics. In contrast to steel and ferrous materials, to which secondary materials are already added at the raw material stage, recycled plastics must be subjected to a separate testing and approval process for the relevant component. Accordingly, details of the use of secondary raw materials in passenger cars are only documented for thermoplastic components, as only this aspect can be influenced during development. Figure 2-8: Use of secondary raw materials in the new GLK • Recycled materials are obtained from vehicle-related waste flows as far as possible: the front wheel arch linings are made from reprocessed vehicle components In the GLK-Class, a total of 30 components with a total weight of 41.0 kilograms can be made from high-quality recycled plastics. Typical applications include wheel arch linings, cable ducts and underbody panels, which are mainly made from polypropylene. New material loops have also been closed by the GLK-Class: the use of recycled polyamide is approved for the blower shroud in the engine compartment, and recycled composite flock foam is used for the C-pillar trim. Another objective is to obtain recycled materials from vehicle-related waste flows as far as possible, thereby closing further loops. For example, for the front wheel arch linings of the GLK a recyclate is used which is made from reprocessed vehicle components (see Figure 2-9): starter battery housings, bumper coverings from the Mercedes-Benz Recycling System, and production waste from cockpit units. The quality and functional requirements for the relevant component must be met by recycled materials to the same extent as by comparable new materials. To ensure that car production is maintained even in the event of supply bottlenecks in the recyclate market, new materials may also be used as an alternative. Figure 2-9: Secondary raw material use, example wheel arch lining 34 35 2.5 Use of renewable raw materials • 27 components – total weight 20.7 kilograms – are made using natural materials • Seat covers contain 15 percent pure sheep‘s wool • Olive coke serves as an activated charcoal filter and adsorbs hydrocarbon emissions; the filter is self-regenerating during vehicle operation GLK-Class component weight in kg 20.7 The use of renewable raw materials in vehicle production focuses on interior applications. The natural fibres predominantly used in series production of the GLK-Class are cotton fibres and wool in combination with various polymers. The use of natural materials in automotive engineering has a number of advantages: • • • • Compared to glass-fibre, the use of natural fibres usually results in a reduced component weight Renewable raw materials also help to slow down the depletion of fossil resources such as coal, natural gas and crude oil They can be processed using established technologies. The products made from them are usually easy to recycle If recovered in the form of energy they have an almost neutral CO2 balance, since only as much CO2 is released as the plant absorbed during its growth The type of renewable raw materials and their fields of application are shown in Table 2-4. The floor of the boot of the GLK features a honeycomb cardboard structure, many insulating elements are made of cotton, and Mercedes engineers have also used a raw material from nature to ventilate the fuel tank: olive coke serves as an activated charcoal filter. This open-pored material adsorbs hydrocarbon emissions, and the filter is self-regenerating during vehicle operation. 36 Raw material Application Wool Seat covers Cotton Various insulating elements Wood veneer Trim strips, mouldings Olive kernels Activated charcoal filter Paper Floor of boot, filter elements Table 2-4: Areas of application of renewable raw materials in the GLK-Class Natural materials also play an important part in the production of the fabric seat upholstery for the new GLK, which contains 15 percent pure sheep’s wool. Wool has significant comfort advantages over synthetic fibres: it not only has very good electrostatic properties, but is also better at absorbing moisture and has a positive effect on climatic seating comfort in high temperatures. Figure 2-10: Components made from renewable raw materials in the new GLK-Class 37 3 Process documentation It is of decisive importance for the environmental compatibility of a vehicle to reduce emissions and the consumption of resources over its entire life cycle. The extent of the ecological burden caused by a product is already largely defined during the early development phase. Later corrections of the product design are only possible at great cost and effort. The earlier environmentally compatible product development („Design for Environment“) is integrated into the development process, the greater the benefits in terms of minimising environmental effects and costs. Process- and product-integrated environmental protection must be realised during the development phase of a product. Later on, environmental effects can often only be reduced by downstream, „end-of-the-pipe“ measures. „We develop products which are particularly environmentally compatible in their market segment“ – this is the second environmental guideline within the Daimler Group. Making this a reality means building environmental protection into our products from the very start, so to speak. Ensuring this is the task of environment-conscious product development: developing comprehensive vehicle concepts according to the slogan „Design for Environment“ (DfE). The aim is to improve environmental compatibility in an objectively measurable way, while meeting the demands of the increasing number of customers who pay attention to environmental aspects such as a lower fuel consumption and emissions or the use of environmentally friendly materials. 38 Mercedes-Benz is developing comprehensive vehicle concepts according to the slogan „Design for Environment“ (DfE). The aim is to improve environmental compatibility in an objectively measurable way. The responsibility for improving environmental compatibility was an integral part of the organisation of the GLK-Class development project. The management of the overall project appointed people to be in charge of development, production, procurement, sale and other functions. Corresponding to the most important subassemblies and functions of a car, there are development teams (bodyshell, drive system, interior equipment, etc.) and teams with cross-cutting functions (quality management, project management, etc.). One of these cross-functional teams was the so-called DfE team. It is made up of experts from the fields of life cycle assessment, dismantling and recycling planning, materials and process engineering, as well as design and production. Each member of the DfE team is simultaneously the person responsible on a development team for all environmental issues and tasks. 39 • Environmentally compatible product development („Design for Environment“, DfE) was integrated into the development process of the GLK from the very start. This enabled minimising environmental effects and costs • Special DfE teams guaranteed observance of the formulated environmental objectives during development • The DfE teams are made up of specialists from a number of different fields such as life cycle assessment, dismantling and recycling planning, materials and process engineering, as well as design and production • The integration of DfE in the development process ensured that no hunt for environmental aspects would begin at market launch time. Instead, these aspects were taken into account in the earliest stage of development This guarantees complete integration of the DfE process in the vehicle development project. The members‘ duties consist of defining objectives for individual vehicle modules from an environmental angle in the specifications book early on in the process, checking on their accomplishment and, if necessary, initiating improvement measures. The integration of Design for Environment in the process organisation of the GLK-Class development project ensured that no hunt for environmental aspects would begin at market launch time. Instead, these aspects were taken into account in the earliest stage of development. Figure 3-1: Design-for-environment activities at Mercedes-Benz 40 Pertinent objectives were coordinated in good time and reviewed at the respective quality gates in the development process. From the interim results, the need for further action up to the next quality gate was determined and implemented by collaborating in the development teams. Together with the project management for the GLK-Class, the DfE team defined the following, specific environmental objectives in the book of specifications: 1. Ensuring compliance with the European End-of-Life Vehicle Directive. This includes • Development of a recycling concept designed to meet the legally prescribed recovery rate of 95 percent by weight by the year 2015 • Ensuring compliance with the European End-of-Life Vehicle Directive with respect to banned materials • Optimising product concepts with a view to recycling-compatible design, in order to reduce subsequent recovery costs 2. Ensuring the use of 30 kilograms of recycled plastics (component weight) 3. Ensuring the use of 10 kilograms (component weight) of renewable raw materials 4. Registering all relevant environmental burdens that could be caused by the GLK-Class during its life cycle The process carried out for the GLK-Class meets all the criteria for the integration of environmental aspects into product development which are described in ISO standard 14062. 41 4 5 Conclusion The Mercedes-Benz GLK-Class not only meets high standards in terms of safety, comfort, agility and design, but also satisfies all current requirements with regard to environmental compatibility. Moreover, a higher proportion of high-quality secondary raw materials and components made from renewable raw materials is used. All in all, the GLK-Class therefore has an exemplary environmental profile and LCA. This Environmental Certificate documents the results of the evaluation of the environmental compatibility of the current GLK-Class. Both the process of design for environment and the product information contained herein have been certified by independent experts according to internationally recognised standards. Mercedes-Benz remains the world‘s only vehicle brand to possess this demanding certification, which was first awarded for the S-Class in 2005 by TÜV Süd. Mercedes customers driving the new GLK-Class benefit from favourable fuel consumption, low emissions and a comprehensive recycling concept. 42 43 6 Glossary 44 FID value A flame ionisation detector – FID for short – is a cumulative detector for organic compounds (= hydrocarbons). It measures the conductivity of an electrolytic gas flame (hydrogen) between two electrodes. It makes it possible to determine the total amount of organic materials in an air sample. GWP100 Global warming potential, time horizon 100 years; impact category describing the possible contribution to the anthropogenic greenhouse effect. Term ADP Explanation HC Hydrocarbons Abiotic depletion potential (abiotic = non-living); impact category describing the reduction of the global stock of raw materials resulting from the extraction of non-renewable resources. Impact categories Classes of environmental impacts in which resource consumption and various emissions with similar environmental impact are aggregated (greenhouse effect, acidification, etc.). Allocation Distribution of material and energy flows in processes with several inputs and outputs, and assignment of the input and output flows of a process to the investigated product system. ISO International Organization for Standardization KBA German Federal Office for Motor Vehicles (new car registration agency) AOX Adsorbable organically bound halogens; sum parameter used in chemical analysis mainly to assess water and sewage sludge. The sum of the organic halogens which can be adsorbed by activated charcoal is determined. These include chlorine, bromine and iodine compounds. Standstill decoupling function At traffic lights or in tailbacks, the transmission shifts to position „N“ and in this way reduces the engine load and consumption. AP Acidification potential; impact category expressing the potential for milieu changes in ecosystems due to the input of acids. Life cycle assessment Compilation and assessment of the input and output flows and the potential environmental impacts of a product in the course of its life. Basic variant Basic vehicle model without optional extras, normally CLASSIC equipment line and small engine. MB Mercedes-Benz NEDC New European Driving Cycle; cycle used to establish the emissions and consumption of motor vehicles since 1996 in Europe; prescribed by law. Non-ferrous metal Aluminium, copper, zinc, lead, nickel, magnesium, etc. BOD Biological oxygen demand; taken as measure of the pollution of wastewater, waters with organic substances (to assess water quality). COD Chemical oxygen demand; taken as measure of the pollution of wastewater, waters with organic substances (to assess water quality). DIN German Institute for Standardisation (Deutsches Institut für Normung e.V.) ECE Economic Commission for Europe. UN organisation that develops standardised technical codes. EP Eutrophication potential (overfertilisation potential); impact category expressing the potential for oversaturation of a biological system with essential nutrients. POCP Photochemical ozone creation potential; impact category describing the formation of photo oxidants („summer smog“). Primary energy Energy not yet subjected to anthropogenic conversion. Process polymers Term from the VDA materials data sheet 231-106; the „process polymers“ material group comprises paints, adhesives, sealants, protective undercoats. 45 Imprint Publisher: Daimler AG, Mercedes-Benz Cars, 70546 Stuttgart, Germany Mercedes-Benz Technology Center, 71059 Sindelfingen, Germany Department: Design for Environment (GR/VZU) in cooperation with Global Communications Mercedes-Benz Cars (COM/MBC) Tel: +49 711 17-76422 www.mercedes-benz.com Descriptions and details contained in this publication apply to the Mercedes-Benz international model range. Differences relating to basic and optional equipment, engine options, technical specifications and performance data are possible in specific countries. 46 47 48 Daimler AG, Global Product Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com