Mercedes - A 180 CDI - Sales Brochure - 2011 - 2011

Life cycle Environmental Certificate Mercedes-Benz A-Class 1 Contents 1 2 Life Cycle – the Mercedes-Benz environmental documentation 4 Interview with Professor Dr Herbert Kohler 6 Product description 8 Validation 14 Product documentation 15 1.1 Technical data 16 1.2 Material composition 17 Environmental profile 18 2.1 General environmental issues 19 2.2 Life Cycle Assessment (LCA) 24 2.2.1 Data basis 26 2.2.2 LCA results for the A 180 BlueEFFICIENCY 28 2.2.3 Comparison with the predecessor model 32 2.3 38 Design for recovery 2.3.1 Recycling concept for the new A-Class 40 2.3.2 Dismantling information 42 2.3.3 Avoidance of potentially hazardous materials 43 2.4 Use of secondary raw materials 44 2.5 Use of renewable raw materials 46 3 Process documentation 48 4 Certificate 52 5 Conclusion 53 6 Glossary 54 Imprint 56 As at: August 2012 2 3 Life cycle Since the beginning of 2009, “Life Cycle” has been presenting the Environmental Certificates for vehicles from Mercedes-Benz. With this documentation series the focus is above all on optimum service for the most diverse of interest groups: on the one hand the aim is to explain the extensive and complex subject of “the car and the environment” to the general public in an easily understandable way. On the other hand, however, specialists also have to be able to call up detailed information. “Life Cycle” meets this requirement with a variable concept. Those seeking a readily comprehensible brief overview will focus on the short summaries at the beginning of each chapter. The key facts are presented in short form here and a standard chart helps readers to quickly find what they are looking for. Clearly laid-out tables, graphics and informative text are available to provide a deeper insight into Daimler AG‘s environmental commitment. The individual environmental aspects are described here in precise detail. With the service-oriented and attractive documentation series “Life Cycle”, Mercedes-Benz is once again demonstrating its pioneering role where this crucial topic is concerned – just as it did in the past, when the S-Class became the very first vehicle to receive the Environmental Certificate from TÜV Süd (South German Technical Inspection Authority) in 2005. 4 5 Interview “Sheer driving pleasure with exemplary efficiency“ Interview with Professor Dr Herbert Kohler, Chief Environmental Officer, Daimler AG Professor Kohler, the new A-Class runs on up to 26 percent less fuel than the comparable predecessor model, with a marked improvement in performance into the bargain. How has this leap in efficiency been achieved? Driving pleasure combined with exemplary efficiency is the quintessence of the new A-Class from a technical point of view. The new engines and transmissions are a major contributory factor here. All the engines feature turbocharging and the ECO start/stop function as standard. They also incorporate numerous technical innovations, such as CAMTRONIC valve lift adjustment (A 180 BlueEFFICIENCY and A 200 BlueEFFICIENCY) or dual exhaust gas recirculation (A 220 CDI BlueEFFICIENCY). The new A-Class features engine technology from the S-Class? Is it correct that the direct-injection petrol-engine A 180, A 200 and A 250 models already meet the new Euro 6 European emissions standard today? With a Cd value of 0.27, the new A-Class provides the benchmark for hatchback vehicles in this segment. How does this benefit the customer? Yes, exactly. We are particularly proud that the A 180, A 200 and A 250 even undercut the very strict particle count limit of 6x1011 per km, which will not become mandatory until the second stage of the Euro 6 standard is introduced in 2017. An improvement in the Cd value by a mere one hundredth is sufficient to lower fuel consumption by one tenth of a litre per 100 km in motorway driving at approx. 120 km/h. In the NEDC this corresponds to a reduction in CO2 emissions of one gram per kilometre. What fuel economy benefits does the new automatic transmission offer as a dual clutch transmission over the previously used CVT? The efficiency of the new 7G-DCT is nine percent higher. Efficiency and thus CO2 values are on a par with or even below those of a manual transmission. What aerodynamic measures contribute to the reduction in drag? The A-Class features the adjustable radiator shutter which is familiar from the large model series, exterior mirrors which have been optimised in points of detail and extensive underbody panelling. Flow losses at the front wheel arches have been reduced substantially with the aid of serrated wheel spoilers at front and rear, slots in the wheel arches and optimised hub caps. The numerous optimisation measures further include the striking side spoilers at the sides of the rear window (“finlets”). And a version of the A-Class offering yet another increase in efficiency is already in the planning stage? Yes, the A 180 BlueEFFICIENCY Edition which is to follow in due course will undercut the present aerodynamics record for hatchbacks yet again: with the aid of various aerodynamic optimisation measures, this shining example of efficiency achieves a Cd value of 0.26. Yes, and not only in the case of the OM651 diesel, but also with the petrol-engine versions, which have adopted the BlueDIRECT technology from the V6 and V8 engines in the luxury and premium classes. These petrol engines introduce Mercedes-Benz‘s special engine technology from the premium model series (spray-guided direct injection, piezo injectors, turbocharging) into the compact class for the first time. 6 7 Product description The pulse of a new generation With the new A-Class, Mercedes-Benz is opening up a new chapter in the compact segment: markedly emotive in design, with powerful engines ranging from 80 kW (109 hp) to 155 kW (211 hp), extremely efficient with emissions from just 98 g of CO2/km and a best-in-class drag coefficient of 0.27. At the same time the new model underlines that for Mercedes-Benz, safety is not a question of price – the standard specification includes the radar-based COLLISION PREVENTION ASSIST system, for example. The highlights of the new A-Class at a glance: • • • • • • The design: the most progressive in the compact class Standing as much as 180 millimetres lower on the road than the preceding model, the new A-Class communicates design and dynamism at the very first glance. • • • • The sporty compact model from Mercedes The most progressive design in the compact class Interior exuding a uniquely high-quality feel Up to 26 percent lower fuel consumption For the first time – with the A 180 CDI – a Mercedes-Benz will emit just 98 g of CO2/km The direct-injection petrol-engine variants already meet the requirements of the Euro 6 emissions standard today The Cd value of 0.27 sets a new benchmark in this class The radar-based COLLISION PREVENTION ASSIST system comes as standard The PRE-SAFE® preventive occupant protection system is available for the first time in the A-Class Comprehensive iPhone® integration This radical design idiom, presented with the “Concept A-CLASS” and enthusiastically acclaimed around the world, has been duly implemented in the series production car. The appearance of the new A-Class reflects this new Mercedes-Benz design strategy. The result is what is known as a two-box design with a distinct character of its own, a sportily emotive exterior and an exceptionally highquality feel to the interior. Defined edges and tautly drawn surfaces mark out the exterior design of the new A-Class. The constant interplay between concave and convex surfaces creates a characteristic play of light, particularly along the sides of the car, that contributes to its unique appearance. 8 9 The constant interplay between concave and convex surfaces creates a reveals a meticulous attention to detail. This too has an electroplated finish in silver-chrome. The free-standing display screen features a black piano-lacquer-look front panel and a flush-fitting silver frame. The instrument cluster consists of two large round dials, each incorporating an additional small round dial. In home position, the needles point to 6 o‘clock. characteristic play of light, particularly along the sides of the car, that contributes to its unique appearance. The interior of the A-Class embodies a leap in quality – with regard both to the employed materials and to the distinctive design. Typical features of the long, sporty front are its pronounced V-shape, the separate headlamps, the radiator grille with central Mercedes star and double slats to either side of the star, as well as the additional air intakes on the sides. The “dropping line” apparent in the side profile dissipates towards the vehicle‘s front end. The design of the headlamps, together with the configuration of the light functions within them, are key elements of the design concept. The light modules and LEDs behind the headlamp cover glass have been arranged in such a way as to create the characteristic “flare effect” for the daytime driving lights and indicators. The perfect interplay of dynamic design and excellent aerodynamics is nowhere more apparent than in the roof, with its smooth surfaces and taut, arching curve. The silhouette reveals smooth, flowing lines finishing in a flat edge. The roof spoiler provides an extra sporty touch and gives structure to the roof assembly. The broad emphasis of the tail end is revealed in an interplay of convex-concave surfaces and edges. The tail lights continue the line of the muscular shoulders back towards the rear, while their horizontal orientation emphasises the car‘s powerful breadth. The light functions are provided optionally by fibre-optic cables and LED modules. 10 Drive system: high output, low fuel consumption The interior: five-seater exuding a high-quality feel The interior of the A-Class represents a big step forward in terms of quality – both in the materials used and in the distinctive design. Both objectives have been achieved with the help of a specific design idiom and through the various combination options possible with the high-quality materials selected. All trim elements have been given an electroplated finish, resulting in real metal surfaces with a „cool touch“ effect. The work has been executed with considerable care and attention to detail, resulting in an overall appearance of seamless perfection. The instrument panel incorporates five round vents. The outer rings of the round vents have a high-quality electroplated finish. The airflow direction is governed by an insert that is reminiscent of an aircraft turbine and A broad range of petrol and diesel engines covers all power requirements and establishes new benchmarks in efficiency and emissions: the A 180 CDI will be the first Mercedes-Benz to emit only 98 g of CO2 per kilometre. The range of engines for the new A-Class offers fuel savings of up to 26 percent over the comparable predecessor model, accompanied by a marked improvement in performance. The diesel engines: the new basic engine in the OM 607 series generates 80 kW (109 hp), delivers 260 Nm to the crankshaft and with a manual transmission consumes 3.8 litres of fuel per 100 km, corresponding to 98 g of CO2/km. This is a 22-percent improvement over the only 60 kW (82 hp) preceding model, the A 160 CDI, which consumed 4.9 litres. The new top diesel, the A 220 CDI, is no less than 25 percent better than its predecessor: it generates an output of 125 kW (170 hp) and 350 Nm of torque, and in combination with the 7G-DCT automatic dual clutch transmission it consumes only 4.3 litres/ 100 km (provisional figure). The instrument panel incorporates five round vents whose outer rings have a high-quality electroplated finish. The free-standing display features a black piano lacquer-look front panel and a silver frame. The new basic diesel model – the A 180 CDI – delivers 260 Nm to the crankshaft and runs on only 3.8 litres per 100 km with manual transmission. The new top diesel model – the A 220 CDI – generates 125 kW (170 hp) of power and consumes only 4.3 litres of fuel per 100 km. A comparison between the new and previous A 200 demonstrates what has been achieved with the petrol engines: with 115 kW (156 hp) and 250 Nm of torque, the new engine delivers superior performance but consumes only 5.5 litres/100 km (129g CO2/km – figures for the 7G-DCT), which is 26 percent less than its predecessor (100 kW, 185 Nm, 7.4 l/100 km, 174 g CO2/km). Even the new top model with 7G-DCT which is rated at 155 kW (211 hp) and 350 Nm is substantially more efficient, running on 6.1 litres per 100 km and emitting 143 g CO2. The new top model of the A-Class is the A 250 Sport, rated at 155 kW (211 hp) and 350 Nm. 11 Numerous assistance systems are Drive Kit Plus for the iPhone® available, including for the first time provides for seamless integration of PRE-SAFE® and, as standard, COLLISION a smartphone into the infotainment PREVENTION ASSIST. systems on board the A-Class. The A-Class offers exemplary Suspension: agility and refined sportiness passive safety. It has passed 30 mandatory crash tests from Comprehensive iPhone®-integration all over the world, as well as an additional nine in-house tests. Refined sportiness means maximum agility combined with a hallmark feeling of safety, uncompromised driving stability and high ride comfort. A new feature is the fourlink rear axle: forces are absorbed by three control arms and one trailing arm per wheel. This means that longitudinal and lateral dynamics are virtually independent of one another. Wheel carriers and spring links are made of aluminium to reduce the unsprung masses. Three chassis and suspension set-ups are available: the comfort suspension and optional sports suspension for sporty yet comfortable handling (in conjunction with the Dynamic Handling package or the AMG Sport equipment line). In addition, the A 250 Sport has a sporty, “engineered by AMG” high-performance suspension. Altogether this results in low dynamic rolling behaviour and a low start-off pitch angle. High-performance suspension “engineered by AMG”. Low dynamic rolling behaviour and a low start-off pitch angle are common to all the chassis and suspension options. 12 Safety: setting the very highest standard Body: a robust basis and intelligent protection As a world first in the compact segment, the A-Class features a radar-based collision warning system with adaptive Brake Assist as standard, which lowers the risk of rear-end collisions. The COLLISION PREVENTION ASSIST system gives a visual and acoustic warning to alert a possibly distracted driver to identified obstacles, and prepares Brake Assist for the most precise possible braking response. This is initiated as soon as the driver emphatically operates the brake pedal. The PRE-SAFE® preventive occupant protection system which features in the A-Class is additionally available for the first time in this vehicle category. The new A-Class has passed the brand‘s rigorous programme of crash tests. This includes not only some 30 different impact configurations, which are laid down as requirements for safety ratings and international type approval, but also nine proprietary crash tests, such as the roof-drop test or the pole impact test, developed by the brand itself. This seamless integration of the iPhone® into the vehicle, in conjunction with the new revolutionary user interface design, means that Mercedes-Benz is now able to offer the Facebook generation its natural home on four wheels in the guise of the new A-Class. Along with Facebook, Twitter & co., the “Drive Kit Plus for the iPhone®”, together with the Daimler app concept, brings further digital lifestyle services and content into the vehicle. Highlights include advanced navigation software from Garmin, with internet-based real-time traffic information, online destination searches and 3D map display. The Audio 20 CD device is sufficient to enable use of the “Drive Kit Plus for the iPhone®”. The scope of the restraint systems takes special account of the A-Class‘s use as a family car. Great importance has been attached to the safety of the rear occupants. Belt tensioners, belt-force limiters and belt height adjusters come as standard on the outer seats. Rear sidebags are optionally available. The driver and front passenger are provided with new thorax-pelvisbags which are able to cover the pelvis and the entire upper part of the body. A windowbag is fitted as standard for head protection. 13 Validation Validation Validation: Validation: The following report gives a comprehensive, accurate and appropriate account on the basis of reliable and reproducible Theinformation. following report gives a comprehensive, accurate and appropriate account on the basis of reliable and reproducible information. Mandate and basis of verification: The following environmental product information of Daimler AG, named as „Environmental-Certificate MercedesMandate and basis of verification: Benz A-Class“ with statements for the passenger vehicle types A 180 BlueEFFICIENCY, A 200 BlueEFFICIENCY, A The following environmental product information of Daimler AG, named as „Environmental-Certificate Mercedes250 BlueEFFICIENCY, 180 statements CDI BlueEFFICIENCY and A 200 CDItypes BlueEFFICIENCY was verified Aby200 TÜV SÜD Benz A-Class“A with for the passenger vehicle A 180 BlueEFFICIENCY, BlueEFFICIENCY, A Management GmbH. If applicable, the requirements outlined theCDI following directives and standards 250Service BlueEFFICIENCY, A 180 CDI BlueEFFICIENCY and Ain200 BlueEFFICIENCY was verified were by TÜV SÜD taken into Management account: Service GmbH. If applicable, the requirements outlined in the following directives and standards were • • • taken into account: EN ISO 14040 and 14044 regarding life cycle assessment (principles and general requirements, definition of goal analysis, cycle impact assessment, interpretation, critical review) • & scope, EN ISOinventory 14040 and 14044life regarding life cycle assessment (principles and general requirements, definition EN ISO 14020 (environmental labels analysis, and declarations generalassessment, principles) and EN ISO 14021 (criteria for of goal & scope, inventory life cycle–impact interpretation, critical review) self-declared claims) • EN environmental ISO 14020 (environmental labels and declarations – general principles) and EN ISO 14021 (criteria for ISO technical report ISOenvironmental TR 14062 (integration self-declared claims) of environmental aspects into product design and development • ISO technical report ISO TR 14062 (integration of environmental aspects into product design and 1 Product documentation This section documents significant environmentally relevant specifications of the different variants of the new A-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 A 180 BlueEFFICIENCY with standard equipment. development Independence and objectivity of verifier: TÜV SÜD Independence Group has not and concluded any contracts regarding consultancy on product-related environmental aspects objectivity of verifier: with Daimler either in has the not pastconcluded or at present. TÜV SÜD Management Service GmbH is not economically TÜVAG SÜD Group any contracts regarding consultancy on product-related environmental aspects dependentwith or otherwise in any waypast withor theatDaimler AG.TÜV SÜD Management Service GmbH is not economically Daimler involved AG either in the present. dependent or otherwise involved in any way with the Daimler AG. Process and depth of detail of verification: VerificationProcess of the and environmental reportofcovered both document review and interviews with key functions and depth of detail verification: persons inVerification charge of the and development of the new A-Class. of design the environmental report covered both document review and interviews with key functions and Key statements included in of thethe environmental information, of such emissions and fuel consumption were persons in charge design and development the as newweight, A-Class. traced back to primary measuring results or data and confirmed. Key statements included in the environmental information, such as weight, emissions and fuel consumption were The reliability of the LCA (life cycle assessment) method applied was verified and confirmed by means of an external traced back to primary measuring results or data and confirmed. critical review line withofthe of EN ISO 14040/44. The in reliability therequirements LCA (life cycle assessment) method applied was verified and confirmed by means of an external critical review in line with the requirements of EN ISO 14040/44. TÜV SÜD Management Service GmbH Munich, 2012-09-06 TÜV SÜD Management Service GmbH Munich, 2012-09-06 Dipl.-Ing. Michael Brunk Dipl.-Ing. Michael Brunk Environmental Verifier Environmental Verifier Dipl.-Ing. Ulrich Wegner Head of Certification BodyWegner Dipl.-Ing. Ulrich Environmental HeadVerifier of Certification Body Environmental Verifier Responsibilities: Full responsibility for the contents of the following report rests with Daimler AG. TÜV SÜD Management Service Responsibilities: GmbH hadFull theresponsibility task to reviewforthe for correctness credibility it provided the Service theavailable contentsinformation of the following report restsand with Daimler and AG. validate TÜV SÜD Management pertinent requirements were GmbH had the tasksatisfied. to review the available information for correctness and credibility and validate it provided the pertinent requirements were satisfied. 14 15 1.1 Technical data 1.2 Material composition The table below shows essential technical data for the variants of the new A-Class. The respective environmentally relevant aspects are explained in detail in the environmental profile in Chapter 2. The weight and material data for the A 180 BlueEFFICIENCY were determined on the basis of internal documentation of the components used on the vehicle (parts list, drawings). The “kerb 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 A 180 BlueEFFICIENCY in accordance with VDA 231-106. Characteristic A 180 BlueEFFICIENCY A 200 BlueEFFICIENCY A 250 BlueEFFICIENCY A 180 CDI BlueEFFICIENCY A 180 CDI* BlueEFFICIENCY A 200 CDI BlueEFFICIENCY Engine type Petrol engine Petrol engine Petrol engine Diesel engine Diesel engine Diesel engine 4 4 4 4 4 4 1595 1595 1991 1461 1796 1796 90 115 115 80 80 100 EU 6 EU 6 EU 6 EU 5 EU 5 EU 5 1295 1320* 1295 1320* – 1370* 1320 – – 1400* 1370 1400* CO2 135–128 133–127* 136–129 133–127* – 145–143* 105–98 – – 116–109* 121–111 116–109* NOX 0.0128 0.0124* 0.0128 0.0124* – 0.0401* 0.1686 – – 0.1595* 0.1497 0.1595* Steel/ferrous materials account for slightly over half of the vehicle weight (57.5 percent) in the new A-Class. These are followed by polymer materials at 19 percent and light metals as the third-largest group (10.4 percent). Service fluids comprise around 4.7 percent. The proportions of non-ferrous metals and of other materials (first and foremost glass) are somewhat lower, at about 3.5 percent and about 3.4 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. CO 0.1011 0.1773* 0.1011 0.1773* – 0.1454* 0.2752 – – 0.2266* 0.3475 0.2266* HC (petrol engine) 0.0438 0.0411* 0.0438 0.0411* – 0.0308* – – – – – – THC+NOX (diesel) – – – – – – 0.1918 – – 0.1788* 0.1754 0.1788* 0.00011 0.00032* 0.00011 0.00032* – 0.00027* 0.00033 – – 0.00045* 0.00014 0.00045* 5.8–5.5 5.7–5.4* 5.8–5.5 5.7–5.4* 6.2–6.1* 4.4–3.8 – – 4.4–4.1* 4.6–4.3 4.4–4.1* 74 – – 70* 73 70* Number of cylinders Displacement (effective) [cc] Output [kW] Emissions standard (fulfilled) Weight (without driver and luggage) [kg] Exhaust gas emissions [g/km] PM Overall NEDC consumption [l/100km] Driving noise [dB(A)] 74 72* 74 72* – 72* The polymers are divided into thermoplastics, elastomers, duromers and non-specific plastics, with the thermoplastics accounting for the largest proportion at 13.3 percent. Elastomers (predominantly tyres) are the second-largest group at 4.5 percent. Steel/ferrous materials 57.5 % NEDC fuel consumption for basic variant A 180 with dual clutch transmission and standard tyres 5.4 l/100 km *Values with dual clutch transmission The service fluids comprise all oils, fuels, coolant, refrigerant, brake fluid and washing water. The electronics include only the printed circuit boards with their components. Cables and batteries are assessed according to their material composition. A comparison with the predecessor model reveals differences in particular with regard to steel, light alloys and polymer materials. At 57.5 percent the new A-Class has almost 7 percent less steel content, while its proportion of light alloys is around 2 percent higher and the level of polymers is roughly 3 percent higher than on the predecessor. The main differences to the predecessor are stated below: • Bonnet and front wings made of aluminium • Use of aluminium in body-in-white/cross members for cooling module and front end • Increased use of aluminium in the axles • New petrol engines in all-aluminium design Light alloys 10.4 % Non-ferrous metals 3.5 % Special metals 0.04 % Process polymers 1.0 % Other 3.4 % Electronics 0.3 % Service fluids 4.7 % Polymer materials 19.0 % Thermoplastics Elastomers Duromers Other plastics 13.3 4.5 0.7 0.6 % % % % Figure 1-1: Composition of materials, A 180 BlueEFFICIENCY 16 17 2.1 General environmental issues 2 Environmental profile The environmental profile documents general environmental features of the new A-Class with regard to such matters as fuel consumption, emissions or environmental management systems. It also presents specific analyses of environmental performance, such as the life cycle assessment, the recycling concept and the use of secondary and renewable raw materials. The new A-Class achieves substantial reductions in fuel consumption. The A 180 BlueEFFICIENCY with dual clutch transmission marks a drop in fuel consumption in comparison to its predecessor from between 7.3 and 6.6 l/100 km (at the time of the market launch in 2004) or from between 7.3 and 6.8 l/100 km (at the time of market exit in 2012) to between 5.7 and 5.4 l/100 km – depending on the tyres used. This corresponds to a reduction in fuel consumption of up to 22 percent. The diesel variants also ensure a very high level of efficiency. The A 180 CDI1 is the first Mercedes-Benz to emit only 98 g of CO2 per kilometre. Contributory factors to improved environmental performance • • • • • BlueEFFICIENCY technology increases efficiency. Downsizing strategy for the engines. Fuel consumption shown on the display. Special “eco driver training” from Mercedes-Benz. Certified environmental management system at the Rastatt plant. • Recycling of used replacement parts. These fuel savings are ensured by an intelligent package of measures – the so-called BlueEFFICIENCY technologies. These include optimisation measures in the area of the powertrain, energy management, aerodynamics, tyres optimised for minimum rolling resistance, weight reduction through lightweight construction and driver information to encourage an energy-saving style of driving. 1A 180 CDI BlueEFFICIENCY in the variant with manual transmission and standard tyres 18 19 The most important measures include: The aerodynamic measures include the distinctive side spoilers at the • • • • • • • • • • • • For all petrol and diesel powertrains: friction-optimised downsized engines with turbocharging, direct injection and thermal management; petrol engines with CAMTRONIC. Displacement-optimised diesel engine emitting 98g of CO2 /per km in the A 180 CDI. Friction-optimised 6-speed manual transmission and 7-speed dual clutch automatic transmission, both featuring high-geared configurations. The ECO start/stop function as standard for all engine variants. Aerodynamic optimisation by means of spoilers at the sides of the rear window, optimised underbody and rear axle panelling, radiator shutter and Aero hub caps. Use of tyres with optimised rolling resistance. Wheel bearings with substantially reduced friction. Weight optimisation through the use of lightweight materials. Regulated fuel and oil pump are able to adjust pump output according to required load. Intelligent generator management in conjunction with an efficient generator ensures that consumers are powered from the battery during acceleration, while during braking part of the resulting energy is recuperated and stored back in the battery. Highly efficient air conditioning compressor with optimised oil management, reduced displacement and magnetic clutch which avoids friction losses. Optimised belt drive with decoupler. sides of the rear window (“finlets”). Tyres with reduced rolling resistance also help to save fuel. 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 for the new A-Class contains additional tips on an economical and environmentfriendly 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. Friction-optimised downsized engines Friction-optimised with turbocharging, displacement-opti- transmissions with Optimised aerodynamics mised diesel engine emitting 98 g of high-geared configurations (spoilers at sides of rear window, panelling, radiator shutter and optimised Generator management Optimised belt drive with decoupler wheels and hub caps) ECO start-stop system ECO display in instrument cluster Clutch air conditioning compressor Regulated fuel and oil pump The new A-Class is also fit for the future when it comes to its fuels. The EU plans include an increasing proportion of biofuels. It goes without saying that the A-Class will meet these requirements: in the case of petrol engines, a bioethanol content of 10 % (E 10) is permitted. A 10 % biofuel component is also permitted for diesel engines in the form of 7 % biodiesel (B 7 FA-ME) and 3 % high-quality, hydrogenated vegetable oil. Figure 2-1 (right) shows the measures implemented on the new A-Class. optimised underbody and rear axle CO2/km in the A 180 CDI Tyres with low rolling Reduced-friction resistance wheel bearings Radiator shutter, Weight optimisation through the use according to model of lightweight materials Figure 2-1: Fuel consumption-reducing measures on the new A-Class 20 21 Exhaust emissions have also been improved substantially. Mercedes-Benz is the first automobile manufacturer worldwide to fit maintenance- and additive-free diesel particulate filters in all diesel passenger cars from the A- to the S-Class2. The diesel variants of the A-Class are no exception here. It is not only the diesel models of the new Mercedes-Benz A-Class that ensure highly efficient emission control, however. All petrol variants already comply with the Euro 6 emissions standard which is to enter into force in 2014. The A-Class is manufactured at the Mercedes plant in Rastatt. An environmental management system certified in accordance with EU eco-audit regulations and ISO standard 14001 has been in place at this production plant for many years. Apart from meeting the very highest technological standards, for example, the painting process for the A-Class also demonstrates environment-friendliness, efficiency and quality through the systematic use of waterbased paints with less than 10 percent solvent content. This painting process enables a low input of solvents, while electrostatic application reduces the amount of paint used by 20 percent. 2 Substantial successes have also been achieved in Rastatt in the area of energy saving. The in-house combined heat and power plant (CHP) generates electricity and heating energy from clean natural gas in a highly efficient manner. Equally significant are the so-called heat wheels. Such rotary heat exchangers are deployed wherever large volumes of air are exchanged – in ventilating the production shops and the painting booths, for example. This enables reductions of up to 50 percent in the areas where the heat wheels are deployed. Additional reductions in CO2 emissions are achieved through the use of a solar system to heat service water. A geothermic plant has been installed for the new body-inwhite shop for the purposes of heating in the winter and cooling in the summer and to cool the welding equipment. Groundwater is supplied via five wells and returned via six infiltration wells. No fossil fuels are required. An environmental information circuit has been set up at the Raststatt plant to provide visitors and employees with an insight into daily environmental protection practice. The individual environmental protection measures in the production process and around the plant are explained here directly on site. High environmental standards are also enshrined in dedicated environmental management systems in the areas of Sales and After Sales at MercedesBenz. At dealer level, Mercedes-Benz meets its product responsibility with the MeRSy recycling system for workshop waste, used parts, warranty parts and packaging materials. The new A-Class has been in production in Raststatt since July 2012 (photographs). Mercedes-Benz‘s collection system which was introduced in 1993 serves as a role model within the automobile industry in the area of workshop disposal and recycling. This exemplary service is applied throughout the automotive industry, through to the customer. The waste which accumulates at workshops in the course of maintaining and repairing our products is collected, processed and recycled by means of a nationwide network. The “classics” include bumpers, side panels, electronic scrap, glass and tyres. 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 recovery 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 environmentally friendly manner and free of charge. For convenient disposal, a comprehensive network of collection points and dismantling facilities is available to Mercedes customers. In view of the great demand, the model series is also to go into production at Finnish specialist Valmet Automotive in 2013. Owners of used cars can dial the freephone number 00800 1 777 7777 for information and prompt advice on all of the important details relating to the return of their vehicle. Standard in Germany, Austria, Switzerland and the Netherlands, optional in all other countries with a fuel sulphur content of below 50 ppm 22 23 2.2 Life Cycle Assessment (LCA) The environmental compatibility of a vehicle is determined by the environmental impact of its emissions and the consumption of resources throughout the vehicle‘s life cycle (cf. 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. The elements of a life cycle assessment are: Down to the smallest detail • With life cycle assessment, Mercedes-Benz registers all of the effects of a vehicle on the environment – from development via production and operation through to disposal. • For a complete assessment, within each life cycle phase all environmental inputs are accounted for. • Many emissions arise not so much during driving, but in the course of fuel production – for example non-methane hydrocarbon (NMVOC)* and sulphur dioxide emissions. • The detailed analysis also includes the consumption and processing of bauxite (aluminium production), iron and copper ore. 1. Goal and scope definition define the objective and scope of an LCA. 2. Inventory analysis 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. Figure 2-2: Overview of life cycle assessment 3. Impact assessment * NMVOC (non-methane volatile organic compounds) 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. Interpretation draws conclusions and makes recommendations. 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. 24 25 2.2.1 Data basis To ensure the comparability of the vehicles, as a rule the ECE base variant is investigated. The A 180 BlueEFFICIENCY with dual clutch transmission (90 kW) at the time of launch served as the basis for the new A-Class; the corresponding predecessor (at the time of market exit and market entry) served as a basis for comparison. A comparison with these two versions reveals the development steps already realised by the time the predecessor was replaced. These document the continuous improvement in environmental performance during the lifetime of a model generation. The main parameters on which the LCA was based are shown in the table below. Projective objectives Projective objectives 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 160,000 kilometres. Project scope • Life cycle assessment of the new A-Class as the ECE basic variant with A 180 BlueEFFICIENCY engine Cut-off criteria 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 (LSF). Environmental credits are not granted. (Continued) • For material production, energy supply, manufacturing processes, and transport, reference is made to in comparison to the predecessor (A 180 at time of market exit / A 170 at time of market entry). GaBi databases and the cut-off criteria they employ. • No explicit cut-off criteria. All available weight information is processed. • Noise and land use are not available as LCA data today and are therefore not taken into account. • “Fine dust“ and particulate matter and emissions are not analysed. Major sources of particulate matter (mainly tyre and brake • Verification of attainment of objective “environmental compatibility” and communication. Project scope Functional equivalent • A-Class passenger car (basic variant, weight in acc. with DIN 70020). Technology/ • With two generations of one vehicle model, the products are fundamentally comparable. Due to developments and abrasion) are not dependent on vehicle type and are consequently of no relevance to the result of vehicle comparison. product comparability changing market requirements, the new A-Class provides additional features, above all in active and passive safety and in terms of a higher output (+5 kW). In cases where these additional features have an influence on the analysis, a comment is provided in the course of evaluation. System boundaries • Life cycle assessment for car manufacturing, usage, and recycling. The scope of assessment is only to be extended in the case of elementary flows (resources, emissions, non-recyclable materials). Data basis • Vehicle care and maintenance are not relevant to the comparison. Assessment • Life cycle, in conformity with ISO 14040 and 14044 (life cycle assessment). Assessment parameters • Material composition in accordance with VDA 231-106. • Life cycle inventory level: consumption of resources as primary energy, emissions, e.g. CO2, CO, NOx, SO2, NMVOC, CH4, etc. • Impact assessment: abiotic depletion potential (ADP), global warming potential (GWP), photochemical ozone creation • Weight data of car: MB parts lists (as per 04/2012). potential (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 accepted methods. They are based on categories IMDS, technical literature. selected by the European automotive industry, with the participation of numerous stakeholders, in an EU project, LIRECAR. • Vehicle-specific model parameters (bodyshell, paint, catalytic converter etc.): MB specialist departments. The mapping of impact potentials for human toxicity and ecotoxicity does not yet have sufficient scientific backing today and • Location-specific energy supply: MB database. therefore will not deliver useful results. • Materials information for standard components: MB database. • Usage (fuel efficiency, emissions): type approval/certification data. • Usage (mileage): MB specification. adapted with vehicle-specific data on materials and weights. It is based on the LCA software GaBi 4.4 • End-of-Life model used: state of the art (see also Chapter 2.3.1.). (http://www.pe-international.com/gabi). • Material production, energy supply, manufacturing processes and transport: GaBi database as at SP18 (http://documentation.gabi-software.com); MB database. Allocations • For material production, energy supply, manufacturing processes, and transport, reference is made to Software support Evaluation • Interpretation: sensitivity analysis of car module structure; dominance analysis over life cycle. • MB DfE tool. This tool models a car with its typical structure and typical components, including their manufacture, and is • 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. GaBi databases and the allocation methods they employ. • No further specific allocations. Table 2-1: Parameters of the LCA 26 27 2.2.2 LCA results for the A 180 BlueEFFICIENCY Car production 30 CO2 emissions [t/car] 25 24.1 Operation Recycling POCP [kg ethene equiv.] 8 ADP fossil [GJ] 398 EP [kg phosphate equiv.] 3 AP [kg SO2 equiv.] 43 GWP100 [t CO2 equiv.] 32 CH4 [kg] 36 SO2 [kg] 28 NMVOC [kg] 15 NOX [kg] 18 CO [kg] 59 Primary energy demand [GJ] 435 CO2[t] 30 20 15 10 5 0 28 Fuel production 5.8 Production 0.5 Use Recycling 0% 10 % 20 % 30 % 40 % Figure 2-3: Overall carbon dioxide emissions (CO2) in tons Figure 2-4: Share of life cycle stages for selected parameters Over the entire life cycle of the A 180 BlueEFFICIENCY, the life cycle inventory analysis yields for example a primary energy consumption of 435 gigajoules (corresponding to the energy content of around 13,300 litres of petrol), an environmental input of approx. 30 tonnes of carbon dioxide (CO2), around 14.5 kilograms of non-methane volatile organic compounds (NMVOC), around 18 kilograms of nitrogen oxides (NOX) and 27.6 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 75 percent respectively (see Figures 2-3/2.4). However, the use of a vehicle is not alone decisive for its environmental impact. A number of environmental emissions arise to a significant extent in manufacturing, e.g. SO2 and NOxemissions (see Figure 2-4). The production phase must therefore be included in the analysis of ecological compatibility. For a large number of emissions today, the dominant factor is not so much automotive operation itself, but the production of the fuel, for instance with regard to NMVOC and NOxemissions and the environmental impacts which they essentially entail, such as photochemical ozone creation potential (POCP: summer smog, ozone) and acidification potential (AP). For comprehensive and thus sustainable improvement of the environmental impacts associated with a vehicle, the end-of-life phase must also be considered. In the inter- 50 % 60 % 70 % 80 % 90 % 100 % ests of energy efficiency it is expedient to use or initiate recycling cycles. For a complete assessment, within each life cycle phase all environmental inputs are accounted for. In addition to the results presented above it has also been determined, for example, that municipal waste and tailings (first and foremost ore processing residues and overburden) arise primarily from the production phase, while special and hazardous waste is caused for the most part by fuel production during the usage phase. Environmental burdens in the form of emissions into water result from vehicle manufacturing, in particular owing to the output of heavy metals, NO3- und SO42- ions as well as the factors AOX, BOD and COD. 29 8.00E-10 Total vehicle (painting) 7.00E-10 Passenger cell/bodyshell  Recycling Flaps/wings  Use 6.00E-10  Production CO2 [%] Doors 5.00E-10 SO2 [%] Cockpit New A-Class Production overall CO2 5.8 t SO2 13.4 kg Mounted external parts 4.00E-10 Mounted internal parts 3.00E-10 Seats Electrics/electronics 2.00E-10 Tyres 1.00E-10 Operation of the vehicle Fuel system 0.00E-10 ADP (fossil) EP POCP GWP AP Hydraulics Engine/transmission periphery Figure 2-5: Normalised life cycle for the A 180 BlueEFFICIENCY [–/car] Engine Transmission To enable an assessment of the relevance of the respective environmental impacts, the impact categories fossil abiotic depletion potential (ADP), eutrophication potential (EP), photochemical ozone creation potential (summer smog, POCP), global warming potential (GWP) and acidification potential (AP) are presented in normalised form for the life cycle of the A 180 BlueEFFICIENCY. Normalisation involves assessing the LCA results in relation to a higher-level reference system in order to obtain a better understanding of the significance of each indicator value. Europe served as the reference system here. The total annual values for Europe (EU 25+3) were employed for the purposes of normalisation, breaking down the life cycle of the A 180 over one year. In relation to the annual European values, the A 180 reveals the greatest proportion for fossil ADP, followed by GWP (cf. Figure 2-5). 30 The relevance of these two impact categories on the basis of EU 25 +3 is therefore greater than that of the remaining impact categories examined. The proportion is the lowest in eutrophication. Steering Front axle Rear axle In addition to analysing the overall results, the allocation of selected environmental impacts to the production of individual modules is also examined. By way of example, Figure 2-6 shows the percentage allocations of carbon dioxide and sulphur dioxide emissions to individual modules. While bodyshell manufacturing features predominantly in terms of carbon dioxide emissions, due to the mass share, when it comes to sulphur dioxide it is modules with precious and non-ferrous metals and glass that are of greater relevance, since these give rise to high emissions of sulphur dioxide in material production. 0% 5% 10 % 15 % 20 % 25 % Emissions for car production [%] Figure 2-6: Distribution of selected parameters (CO2 and SO2) to modules 31 2.2.3 Comparison with the predecessor model The following reductions apply in comparison to the predecessor model at the time of its market exit: • Reduction in CO2 emissions over the entire life cycle by 16 percent (5.7 tons). • Reduction in primary energy requirements throughout the entire life cycle by 15 percent, corresponding to the energy content of approx. 2400 litres of petrol. • The new A-Class shows substantial advantages with regard to global warming potential throughout its life cycle. The parameters on which this was based are comparable to the modelling of the new A-Class, with production reflected by an extract from the parts list. Use of the predecessor model with a comparable engine was calculated using the valid certification values. The same, state-of-the-art model was used for disposal/ recycling. As Figure 2-7 shows, production of the new A-Class results in a slightly higher quantity of carbon dioxide emissions than in the case of the predecessor. CO2 emissions over the entire life cycle are clearly lower for the new A-Class. At the beginning of the life cycle, production of the new A-Class gives rise to a quantity of CO2 emissions which is somewhat higher than that of the predecessor (5.8 tonnes of CO2 overall). In the subsequent usage phase, the new A-Class emits around 24 tonnes of CO2; the total emissions during production, use, and recycling thus amount to 30.5 tonnes of CO2. Car production Fuel production Operation Recycling 40 0.4 0.4 20.3 25.4 25.1 3.8 4.9 4.7 5.8 5.5 5.5 New A-Class Predecessor from 2012 Predecessor from 2004 35 0.5 30 Production of the previous model at the time of market exit (= predecessor from 2012) gives rise to 5.5 tonnes of CO2. The figure for the predecessor from 2004 is identical. Due to the higher fuel consumption, the predecessor emits 30.3 tonnes (2012) respectively 29.8 tonnes (2004) of CO2. The overall figures for the predecessor models are therefore around 36.2 respectively 35.7 tonnes CO2 emissions. Over its entire life cycle, comprising production, use over 160,000 kilometres, and recovery, the new model gives rise to 16 percent (5.7 tonnes) less CO2 emissions than its predecessor at time of market exit. Based on the model at the time of market entry, then the new A-Class is 15 percent (5.2 tonnes) more efficient. CO2emissions [t/car] High potential for reductions exploited In parallel with the examination of the new A-Class an LCA for the basic ECE variant of the predecessor model was made (1204 kilograms DIN weight at the time of market entry and exit). 25 20 15 10 5 0 New A-Class: 127 g CO2/km Predecessor from 2012: 159 g CO2/km Predecessor from 2004: 157 g CO2/km As at: 08/2012 Figure 2-7: Carbon dioxide emissions of the A 180 BlueEFFICIENCY in comparison to its predecessor [t/car]. 32 33 Car production Fuel production Operation Recycling Predecessor CO2 [t] New A-Class Predecessor CO [kg] 450 400 Predecessor NOX [kg] 800 New A-Class  Predecessor 250 New A-Class 200 400 Predecessor 150 New A-Class Predecessor GWP100 [t CO2 equiv.] 300 600 Predecessor CH4 [kg]  Predecessor  New A-Class New A-Class SO2 [kg]  New A-Class 350 Predecessor NMVOC [kg] 100 200 New A-Class 50 Predecessor AP[kg SO2 equiv.] 0 New A-Class Iron ore [kg]** Mixed ores [kg]*/** * Above all for extraction of the elements lead, copper and zinc **In the form of ore concentrate New A-Class Predecessor POCP [kg ethene equiv.] 0 Bauxite [kg] Predecessor EP [kg phosphate equiv.] Rare earth ores/ precious metal ores [kg]** Lignite [GJ] Hard coal [GJ] Crude oil [GJ] Natural gas [GJ] Uranium [GJ] Renewable energy resources [GJ] New A-Class 0 10 20 30 40 50 60 70 Material resources [kg/car] Energy resources [GJ/car] Figure 2-8: Selected parameters of the new A-Class compared with the 2012 predecessor [units/car]. Figure 2-9: Consumption of selected material and energy resources by the new A-Class compared with the 2012 predecessor [units/car]. Figure 2-8 shows further emissions into the atmosphere and the corresponding impact categories in comparison over the various phases. Over the entire life cycle, the new A-Class shows clear advantages in terms of CO2, NOx, SO2 and CH4 emissions, as well as in the impact categories of global warming potential, acidification and eutrophication. Compared with the predecessor, primary energy savings of 15 percent (2012) and 13 percent (2004) are achieved over the entire life cycle. The fall in primary energy demand by 78 GJ (2012) and 65 GJ (2004) corresponds to the energy content of about 2400 and 2000 litres of petrol respectively. With regard to carbon monoxide and NMVOC emissions during operation of the vehicle, the predecessor was already clearly below the EU 5 limits at the time of its market exit, as a result of which no further improvement was attainable. 34 1000 New A-Class Figure 2-9 shows the consumption of relevant material and energy resources. The shifts in the material mix also lead to changes in demand for material resources in production. For example, iron ore consumption in the new A-Class is lower due to the lower amount of steel used, while bauxite requirements, on the other hand, are higher due to the increased use of primary aluminium. The significant fall in requirements for energy resources (natural gas and oil) is mainly due to the significantly enhanced fuel economy during the usage phase. 35 Output parameters Input parameters Resources, ores New A-Class Bauxite [kg] Dolomite [kg] Predecessor Delta vs. Predecessor Delta vs. from 2012 Predecessor from 2004 Predecessor from 2012 from 2004 Comments Emissions into air New A-Class GWP* [t CO2 equiv.] 32 – 15 % 37 – 14 % Primarily due to CO2 emissions. 105 152 % 105 152 % Aluminium production, higher primary share. 1 6 – 80 % 6 – 80 % Magnesium production, lower magnesium mass. AP* [kg SO2 equiv.] 43 46 –5% 43 1% Primarily due to SO2 emissions. 3.4 3.9 – 13 % 3.5 –2% Primarily due to NOX emissions. 8 7 10 % 9 – 13 % Primarily due to NMVOC emissions. Iron ore [kg]** 838 879 –5% 879 –5% Steel production, lower steel mass. Mixed ores (esp. Cu, Pb, Zn) [kg]** 119 70 70 % 70 70 % esp. electrics (cable harnesses, battery) and zinc. POCP* [kg ethylene equiv.] Rare earth ores/ precious metal ores [kg]** 1.0 1.2 – 19 % 0.7 34 % 30 36 – 16 % 36 – 15 % CO2 [t] Primarily due to driving operation. CO2 reduction is a direct consequence of lower fuel consumption. CO [kg] 59 55 8% 83 – 29 % Approx. 46 % due to car manufacturing. Comments NMVOC [kg] 15 13 13 % 16 – 11 % Approx. 77 % due to usage, of which Approx. 52 % is due to driving operation. Primarily fuel consumption. 36 42 – 14 % 43 – 16 % CH4 [kg] Approx. 32 % due to car manufacturing. The remainder from fuel production. Driving operation accounts for only approx. 2%. Consumption of energy resources. Significantly lower than for the predecessor, due to the increased fuel efficiency of the new A-Class. 18 20 – 12 % 17 5% NOX [kg] Approx. 53 % due to car manufacturing. The remainder from car usage. Driving operation accounts for approx. 11 % of total nitrogen oxide emissions. 27.6 28.7 –4% 27.8 – 0.6 % SO2 [kg] Due to car manufacturing and fuel production in roughly equal amounts. Engine/transmission periphery (catalytic converter load). ** In the form of ore concentrate New A-Class ADP fossil [GJ] 37 Comments 264 EP* [kg phosphate equiv.] Energy sources Predecessor Delta vs. Predecessor Delta vs. from 2012 Predecessor from 2004 Predecessor from 2012 from 2004 398 Predecessor Delta vs. Predecessor Delta vs. from 2012 Predecessor from 2004 Predecessor from 2012 from 2004 476 – 16 % 464 – 14 % Primary energy [GJ] 435 513 – 15 % 500 – 13 % Proportionately Lignite [GJ] 9.7 10.6 –9% 10.6 –8% Approx. 83 % due to car manufacturing. Natural gas [GJ] 49 52 –6% 51 –4% Approx. 47 % due to usage. Crude oil [GJ] 319 394 – 19 % 383 – 17 % Signification reduction due to lower fuel consumption. Hard coal [GJ] 31.4 30.8 2% 30.6 3% Approx. 95 % due to car manufacturing. Uranium [GJ] 16.9 17.3 –2% 17.2 –2% Approx. 85 % due to car manufacturing. Renewable energy resources [GJ] 8.8 8.2 7% 8.1 8% Approx. 80 % due to car manufacturing. * CML 2001, date of revision: November 2009 Emissions into water New A-Class BSB [kg] 0.2 Predecessor Delta vs. Predecessor Delta vs. from 2012 Predecessor from 2004 Predecessor from 2012 from 2004 0.3 – 17 % Comments 0.3 – 16 % Approx. 76 % due to car manufacturing. Hydrocarbons [kg] 0.2 0.3 – 14 % 0.3 – 12 % Approx. 72 % due to usage. NO3- [g] 930 1070 – 13 % 1047 – 11 % Approx. 65 % due to car manufacturing. 3- PO4 [g] 22 26 – 13 % 25 – 11 % Approx. 60 % due to car manufacturing. SO4 2- [kg] 14 15 –7% 15 –6% Approx. 53 % due to car manufacturing. * CML 2001, date of revision: November 2009 Table 2-2: Overview of LCA parameters (I) Table 2-3: Overview of LCA parameters (II) Tables 2-2 and 2-3 present an overview of further LCA parameters. The lines with grey shading indicate superordinate 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 kilograms of CO2 equivalent. 36 In Table 2-3 the superordinate impact categories are also indicated first. The new A-Class shows clear advantages over its predecessor in the impact categories GWP, AP and EP; its POCP value is lower than that of its predecessor at the time of market entry. The goal of bringing about improved environmental performance in the new model over its predecessor was achieved overall. 37 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 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: • Set-up of systems for collection of end-of-life vehicles and used parts from repairs. • Achievement of an overall recovery rate of 95 percent by weight by 01.01.2015. • Compliance with the recovery rate in connection with type approval for new vehicles from 12/2008. • Free take-back of all end-of-life vehicles from January 2007. • Provision of dismantling information from the manufacturer to ELV recyclers within six months of market launch. • Prohibition of the heavy metals lead, hexavalent chromium, mercury and cadmium, taking into account the exceptions in Annex II. 38 The A-Class already meets the recoverability rate of 95 percent by weight, effective 01.01.2015 • 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 or cadmium have been eliminated in accordance with the requirements of the European End-Of-Life Vehicle Directive. • Mercedes-Benz already disposes of an efficient take-back and recycling network. • The Mercedes Used Parts Centre makes an important contribution to the recycling concept by reselling certified used parts. • In developing the A-Class, attention was paid to the segregation of materials and ease of dismantling for relevant thermoplastic components. • Detailed dismantling information is electronically available to all ELV recyclers via the International Dismantling Information System (IDIS). 39 2.3.1 Recycling concept for the new A-Class The calculation procedure is regulated in ISO standard 22628, “Road vehicles – Recyclability and recoverability – calculation method”. ELV recycler Vehicle mass: mV The calculation model reflects the real ELV recycling process and is divided into four stages: 1. Pre-treatment (removal of all service fluids, tyres, the battery and catalytic converters, ignition of airbags). 2. Dismantling (removal of replacement parts and/or components for material recycling). 3. Segregation of metals in the shredder process. 4. Treatment of non-metallic residual fraction (shredder light fraction – SLF). The recycling concept for the new A-Class was devised in parallel with development of the vehicle; the individual components and materials were analysed 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. 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 40 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. 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 2-10: Material flows in the A-Class recycling concept 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 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. These parts were prepared specifically for later recycling in the course of developing the new A-Class. In addition to the segregation of materials, attention was also paid to the dismantling-friendly design of relevant thermoplastic components, such as bumpers, wheel arch linings, outer sills, underbody panelling and engine compartment coverings. Additionally, all plastic parts are marked in accordance with the international nomenclature. In the subsequent shredding of the residual body, 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 A-Class as part of the vehicle type approval process (see Figure 2-10). 41 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 continual reduction of interior emissions is a key aspect of the development of components and materials for Mercedes-Benz vehicles. 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 2-11: IDIS software screenshot For the new A-Class, too, all the necessary information is provided in electronic form by means of the so-called International Dismantling Information System (IDIS). This IDIS software provides vehicle information for ELV recyclers, on the basis of which vehicles can be subjected to environmentally friendly pre-treatment and recycling techniques at the end of their operating lives. 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 42 for the identification of non-metallic components. The current version (June 2012) covers 1716 different models and variants from 68 car brands. The IDIS data are made available to ELV recyclers and incorporated into the software six months after the respective market launch. The avoidance of hazardous substances is a matter of top priority in the development, manufacturing, use, and recycling of Mercedes-Benz vehicles. The avoidance of harzardous substances is a matter of top priority in the development, manufacturing, use, and recycling of Mercedes-Benz vehicles. For the protection of humans and the environment, substances and substance classes that may be present in materials or components of Mercedes-Benz passenger cars have been listed in an 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 new A-Class complies with valid regulations. For example, lead-free elastomers are used in the drive system, 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. 43 2.4 Use of secondary raw materials In the A-Class, 46 components with an overall weight of 34.2 kilograms can be manufactured party from high-quality recycled plastics. • These include wheel arch linings and underbody panelling. • The mass of components produced from secondary raw materials has increased by 11 percent in comparison to the predecessor model. • Secondary raw materials are extracted wherever possible from vehicle-related waste flows: the wheel arch linings are produced from reprocessed starter batteries and bumper panelling. The battery mounting is produced from reprocessed waste from the dashboard production process. Component New A-Class Predecessor weight in kg 34.2 30.8 + 11 % In addition to the requirements for attainment of recycling rates, 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 continuous increases in the share of the secondary raw materials used in passenger cars. The main focus of the recycled material 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. The quality and functionality requirements placed on a component must be met both with secondary raw materials and with comparable new materials. To safeguard passenger car production even when shortages are encountered on the recycled materials market, new materials may also be used as an option. 44 Figure 2-12: Use of secondary raw materials in the new A-Class In the new A-Class, a total of 46 components with an overall weight of 34.2 kilograms can be manufactured party from high-quality recycled plastics. This results in a 11 percent increase in the weight of approved recycled components in comparison to the previous model.   Typical areas of use are wheel arch linings and underbody panels, which consist for the most part of polypropylene. Figure 2-12 shows the components for which the use of secondary raw materials is approved. A further objective is to obtain secondary raw materials wherever possible from vehicle-related waste flows, so as to achieve closed cycles. To this end, established processes are applied for the A-Class. A secondary raw material comprised of reprocessed starter batteries and bumper panelling is used for the wheel arch linings, for example. The process for manufacturing battery holders for the A-Class is new. Waste products from the production of dashboards are reprocessed so that the high-quality plastic can be recuperated. This is then processed further in the MuCell® (Micro Cellular Foam Injection Moulding) procedure, which is where the finest of gas bubbles are Figure 2-13: Use of secondary raw materials, illustrated by the example of the wheel arch lining (current B-Class) worked into the plastic, causing its density and consequently the weight of the components produced from it to be reduced. As a result the advantages for the environment are two-fold, through the use of the recycled plastic and through the reduction of weight. 45 2.5 Use of renewable raw materials The use of these natural materials gives rise to a whole range of advantages in automotive production: • Component weight in kg New A-Class Predecessor 20.8 15.3 + 36 % In automotive production, the use of renewable resources concentrates on the interiors of vehicles. Established natural materials such as coconut, cellulose and wood fibres, wool and natural rubber are employed in series production of the A-Class. A total of 20 components with a combined weight of 20.8 kg are produced using natural materials • The floor of the luggage compartment consists of a card board honeycomb structure. • Wood serves as a base for door panelling. • The textile seat covers consist of 25 percent pure sheep‘s wool. • The engine cover on the M 270 petrol-engine variant consists of a biopolymer produced from vegetable raw materials. • • Compared to glass-fibre, the use of natural fibres usually results in reduced component weight. Renewable raw materials 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 which are made from them are usually easy to recycle. If recycled in the form of energy they have an almost neutral CO2 balance, as only as much CO2 is released as the plant absorbed during its growth. Raw material Application Wood Base for door panelling Coconut fibre, wool and natural wool Padding for driver‘s and front passenger‘s backrest Wool Textiles for fabric covers Compressed felt for insulating materials Cellulose, wood Filter, activated charcoal filter Honeycomb cardboard Luggage compartment floor Biopolyamide Engine cover Figure 2-14: Components produced using renewable raw materials in the new A-Class A biopolymer is being used for the first time in large-scale production at Mercedes-Benz in the engine cover on the new A-Class (petrol engine M 270). 12 n Production of biopolyamide 10 The polyamide employed in the production of the engine cover for the A-Class consists of around 70 % vegetable raw materials. These are obtained from the seeds of the castor-oil plant. This biopolyamide does not require to be produced from crude oil by means of a complicated process, but can be processed just as effectively as polyamides based solely on mineral oil. Carbon dioxide from fossil sources arises here solely during production and processing of the plastic. These processes are identical to those relating to conventional plastics. Carbon dioxide emissions [kg/component] • n Production of conventional polyamide 8 n Production of components and fillers 6 4 2 0 Table 2-4: Application of renewable raw materials In the new A-Class, a total of 20 components with a combined weight of 20.8 kg are produced using natural materials. The total weight of components manufactured with the use of renewable raw materials has thus increased by 36 percent compared with the predecessor. Figure 2-14 shows the components in the new A-Class produced using renewable raw materials. As Figure 2-15 shows, production of an A-Class engine cover from this polyamide results in only around 40 % of the quantity of carbon dioxide emissions which would be necessary in order to produce the same component from a conventional polyamide. The difference per component amounts to around 6.5 kg of carbon dioxide emissions. In this way, this technology makes a significant contribution towards climate protection. Conventional engine cover Engine cover made of biopolyamide Figure 2.15: Comparison of CO2 emissions for the production of an A-Class engine cover made from conventional polyamide and biopolyamide. Biopolymers are plastics which are produced in part from vegetable-based raw materials rather than solely from mineral oil. As they grow, plants absorb carbon dioxide (CO2) from the atmosphere and store it in the form of carbon compounds. In contrast to mineral oil-based plastics, biopolymers thus consist primarily of atmospheric carbon. 46 47 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 largely already 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 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 burdens can often only be reduced at a later date by means of downstream “end-of-pipe” measures. “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. 48 In accordance with the “Design for Environment” principle, product development at Mercedes-Benz evolves comprehensive vehicle concepts aimed at improving environmental performance in objectively measurable terms. In organisational terms, responsibility for improving environmental performance was an integral part of the development project for the A-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. 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 49 Focus on “Design for Environment” 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. Integration of Design for Environment into the operational structure of the development project for the new A-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. • Sustainable product development (“Design for Environment”, DfE) was integrated into the development process for the A-Class from the outset. This minimises environmental impact and costs. • In development, a “DfE” team guarantees compliance with the defined environmental objectives. • The “DfE” team is comprised of specialists from the most diverse fields, e.g. from the areas of life cycle assesment, dismantling and recycling planning, materials and process engineering, and design and production. • Integration of “DfE” into the development process has ensured that environmental aspects were included in all development stages. The process carried out for the A-Class meets all the criteria for the integration of environmental aspects into product development which are described in ISO standard TR 14062. Over and above this, in order to implement Design for Environment activities in a systematic and controllable manner, integration into the higher-level ISO 14001 and ISO 9001 environmental and quality management systems is also necessary. The international ISO 14006 standard published in 2011 describes the prerequisite processes and correlations. 50 Mercedes-Benz already meets the requirements of the new ISO 14006 in full. This was confirmed for the first time by the independent appraisers from TÜV SÜD Management GmbH in 2012. Figure 3-1: “Design for Environment” activities at Mercedes-Benz 51 4 CERTIFICATE The Certification Body of TÜV SÜD Management Service GmbH 5 Conclusion The new Mercedes-Benz A-Class not only meets the highest demands in terms of safety, comfort, agility, and design, but also fulfils all current requirements regarding environmental compatibility. certifies that Daimler AG Group Research & Mercedes-Benz Cars Development D-71059 Sindelfingen for the scope Development of Passenger Vehicles has implemented and applies an Environmental Management System with particular focus on ecodesign. Evidence of compliance to ISO 14001:2004 with ISO 14006:2011 and ISO/TR 14062:2002 was provided in an audit, report No. 70097150/70014947, demonstrating that the entire product life cycle is considered in a multidisciplinary approach when integrating environmental aspects in product design and development. Results are verified by means of Life Cycle Assessments. Mercedes-Benz is the world‘s first automotive manufacturer to have held the Environmental Certificate in accordance with the ISO TR 14062 standard since 2005. Over and above this, since 2012 the requirements of the new ISO 14006 standard on the integration of Design for Environment activities into the higher-level environmental and quality management systems have been confirmed by TÜV Süd Management GmbH. The Environmental Certificate for the new A-Class documents the significant improvements that have been achieved 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. In the new A-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 secondary and renewable raw materials. The new A-Class is thus characterised by environmental performance that has been significantly improved compared with its predecessor. The Certificate is valid until 2012-12-03 Certificate Registration-No. 12 770 13407 TMS Munich, 2012-01-30 52 53 6 Glossary Global warming potential, time horizon 100 years; impact category describing the possible contribution to the anthropogenic greenhouse effect. HC Hydrocarbons IDIS International Dismantling Information System (internationales Demontage-Informationssystem) ISO International Organisation for Standardisation Term Explanation IMDS International Material Data System ADP 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 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. 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. KBA Federal Motor Transport Authority (Kraftfahrtbundesamt) Life Cycle Assessment (LCA) Compilation and evaluation of input and output flows and the potential environmental impacts of a product system throughout its life. 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. MB Mercedes-Benz AP Acidification potential; impact category expressing the potential for milieu changes in eco-systems due to the input of acids. NEDC New European Driving Cycle; cycle used to establish the emissions and consumption of motor vehicles since 1996 in Europe; prescribed by law. Basic version of a vehicle model without optional equipment, generally Classic line and small engine variant. Non-ferrous metal Aluminium, lead, copper, magnesium, nickel, zinc, etc. Base variant 54 GWP100 BOD Biological oxygen demand; taken as measure of the pollution of waste waters, waters with organic substances to assess water quality. POCP Photochemical ozone creation potential (summer smog); impact category describing the formation of photooxidants (summer smog). COD Chemical oxygen demand; taken as measure of the pollution of waste waters, waters with organic substances to assess water quality. Primary energy Energy not yet subjected to anthropogenic conversion Process polymers Term from VDA materials data sheet 231-106; the material group “process polymers” comprises paints, adhesives, sealants, protective undercoats SLF Shredder Light Fraction; non-metallic substances remaining after shredding as part of a process of separation and cleaning. DIN German Institute for Standardisation (Deutsches Institut für Normung e.V.) ECE Economic Commission for Europe; the UN organisation in which standardised technical regulations are developed. EP Eutrophication potential (overfertilisation potential); impact category expressing the potential for oversaturation of a biological system with essential nutrients. 55 Imprint Publisher: Daimler AG, Mercedes-Benz Cars, D-70546 Stuttgart Mercedes-Benz Technology Center, D-71059 Sindelfingen Department: Design for Environment (GR/PZU) in cooperation with Global Communications Mercedes-Benz Cars (COM/MBC) Tel. no.: +49 711 17-76422 www.mercedes-benz.com Descriptions and details quoted 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 other countries. 56 57 58 Daimler AG, Global Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com