The Passat

Environmental Commendation Background Report

Contents

Introduction Summary 1 Life Cycle Assessments for ecological product evaluation and optimisation
1.1. Life Cycle Inventory LCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2. Life Cycle Impact Assessment LCIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3. Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 4 6 6 7 8 10

2 The Passat models assessed

2.1. Aim of the assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 2.2. Function and functional unit of the vehicle systems assessed . . . . . . . . . . . . . . . . . . . . . 10 2.3. Scope of assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 2.4. Environmental impact assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 2.5 Basis of data and data quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 17 19

3 Model assumptions and findings of the Life Cycle Assessment 4 Results of Life Cycle Assessment

4.1. Material composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 4.2. Results of Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 4.3. Comparisons of Life Cycle Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 34 37 40 41

5 Component-specific assessment the hot stamping process 6 End of life treatment with the VW SiCon process 7 Conclusion 8 Certification

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bibliography and source list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of illustrations and tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42 44 45 46

Introduction

Introduction
We are passionate about making automobiles, and have been so for decades. Environmental protection is an essential part of that passion. After all, we are well aware that carmakers are responsible for their own actions in the same way as car drivers. Our goal is therefore to contribute towards environmental protection and sustainable mobility by producing fuel-efficient, low-emission cars in an environmentally friendly manufacturing process. Sustainability not only has a long tradition at Volkswagen; it is also one of our corporate values, a fact that is also well recognised and appreciated by the public. Technical milestones, such as the TDI and FSI engines, lightweight bodymaking or the Volkswagen powertrain and fuel strategy bear witness to our commitment to sustainable development. However, it is almost inevitable that conflicts of interest arise as we aim to simultaneously achieve economic, ecological and social goals. Such conflicts emerge for example as we try to satisfy competing customers needs. Customers expect cars that are highly fuel-efficient and have low emissions at the same time as providing high levels of safety, comfort and driving performance. Volkswagen has taken up this challenge and aims to make each new model environmentally sounder as well as safer and more comfortable than its predecessor. In future we will use environmental commendations to document the environmental improvement of our vehicles and technologies. The aim of the commendations is to provide our customers, shareholders and other stakeholders inside and outside the company with detailed information about how we improve our products and production processes with regard to their environmental performance and what we have achieved in this respect. The Commendations are primarily based on the results of a Life Cycle Assessment (LCA) in accordance with ISO 14040/44, which has been verified by independent experts. As part of an integrated product policy, the LCA considers not only the service life of the Passat but its entire life cycle from production and use, right through to disposal in other words from cradle to grave. Here, too, Volkswagen already has a tradition. We have analysed our cars and individual components for over ten years now, using Life Cycle Assessments in order to enhance their environmental compatibility. Our environmental commendations now present comprehensive results of Life Cycle Assessments to a broader public for the first time.

Summary

Summary
This Life Cycle Assessment describes the environmental profiles of selected Passat models. We therefore compared the 2.0 litre TDI with 103 kW, our best selling model by far, as well as the particularly fuel-efficient Passat BlueMotion with an almost equally powerful predecessor. For the petrol-engined models we compared one of our best selling models, the 1.6 litre petrol-engined Passat with 85 kW, with a model from the previous series featuring a comparable engine capacity. The evaluation of the environmental profile is not solely based on emissions during a vehicles service life, i.e. the driving time, but on the entire life cycle from production to disposal. The successor models relatively quickly revealed improvements some quite significant in almost all the environmental impact categories. The biggest advances were made in the areas where the quantitative environmental impacts are greatest: for instance the greenhouse effect as well as acidification and summer smog potential. In contrast, the cars assessed only contributed very little to water eutrophication and ozone depletion. It was also found that these improvements were primarily due to reduced fuel consumption and the resulting lower driving emissions in combination with reduced environmental impact caused by the production of the fuel. Additional advantages are the result of lightweight construction and the use of smaller engines with the same performance.

The Life Cycle Assessment includes fuel and vehicle production, vehicle service life and recycling.

Summary

These improvements are all the more remarkable in view of the fact that more stringent safety requirements, higher expectations in terms of comfort and an overall increase in the size of the body result in a slightly heavier successor model. Despite these changes, the contribution of the Passat B6 1.6 FSI to greenhouse gases is approximately twelve percent lower than that of its predecessor model B5 2.0 MPI, which represents a saving of 5.3 tonnes of CO2 equivalents during its entire life cycle. For diesel engines, which are already highly fuel-efficient, the improvements are not as significant, but the emissions of the Passat B6 2.0 TDI successor of the Passat B5 2.0 TDI are still five percent lower than those of its predecessor. This corresponds to 1.9 tonnes of CO2 equivalents. A comparison of the Passat BlueMotion reveals an impressive 16 percent reduction in emissions or 5.5 tonnes of CO2 equivalents. This is roughly equivalent to the emissions caused during the production of a Passat B6 1.6 FSI (approximately 5.6 tonnes). Reductions are also achieved in other impact categories, with the Passat B6 1.6 litre FSI cutting environmental impacts such as emissions leading to summer smog by six percent and those leading to acidification by eight percent compared to its predecessor. Both diesel models also cut environmental impacts by reducing emissions leading to summer smog. Acidification is the only aspect where there is a slight increase in the environmental impacts of the successor model because of the more complex manufacturing process. However, the Passat BlueMotion performs better than a Passat B5 2.0 TDI in both environmental impact categories. We have thus achieved our objective of continuously improving our vehicles performance and technology while at the same time improving their environmental compatibility. The Passat BlueMotion in particular underlines the improvements that can be achieved by consistently pursuing a strategy of efficiency improvement, for example in the reduction of climate-relevant emissions.

1 Life Cycle Assessments for ecological product evaluation and optimisation

Life Cycle Assessments for ecological product evaluation and optimisation

The decisive factor for the environmental profile of a product is its impact on the environment during its entire lifetime. This means we do not focus solely on a cars service life but also on the phases before and after, i.e. we draw up a balance sheet for the manufacturing, disposal and recycling processes. All life cycle phases require energy and resources, cause emissions and generate waste. Different vehicles can only be effectively compared on the basis of a balance sheet covering all these individual processes from the cradle to the grave. And this is precisely what Life Cycle Assessments or LCAs facilitate. Our Life Cycle Assessments accurately and quantifiably describe the environmental impacts related to a product, for instance a car, and therefore allow a more precise description of its environmental profile on the basis of comparable data. To ensure that the results of the Life Cycle Assessments meet exacting quality and comparability requirements, they are based on the standards ISO 14040 and 14044 [14040 2006]. The first stage in preparing a Life Cycle Assessment is to develop a precise definition of its objectives and the target groups is it intended to address. This definition clearly describes the systems to be evaluated in terms of the system function, the system limits1 and the functional unit2. The methods of environmental impact assessment, the environmental impact categories considered, the evaluation methods and, if necessary, the allocation procedures3 are defined in accordance with ISO 14040. The individual steps involved in preparing a Life Cycle Assessment are described below.

Life Cycle Inventory LCI

In the Life Cycle Inventory, data is collected for all processes within the scope of the assessment. Information on inputs such as raw materials and sources of energy and on outputs, such as emissions and waste is compiled for each process, with reference to the defined scope of the assessment (see Fig. 1).

Manufacturing
Energy & Resources

Production

Emissions

Recycling

Utilisation

Waste

Fig. 1: Input and output flows for a Life Cycle Inventory

By defining the system limits, the scope of the Life Cycle Assessment is restricted to those processes and material flows that need to be evaluated in order to achieve the defined goal of the study. 2 The functional unit quantifies the benefit of the vehicle systems evaluated and further ensures their comparability. 3 Where processes have several inputs and outputs, an allocation procedure is needed to classify flows arising from the product system under evaluation to the various inputs and outputs.
1

1 Life Cycle Assessments for ecological product evaluation and optimisation

The Life Cycle Inventory of an entire product life cycle includes numerous different inputs and outputs which are ultimately added up to prepare the inventory.

Life Cycle Impact Assessment LCIA

The results of a Life Cycle Inventory are only valid to a certain extent, because only limited conclusions can be drawn regarding environmental impacts. The following step the impact evaluation therefore allocates the appropriate environmental impacts to the respective material flows. This involves defining an indicator substance for each environmental impact category, for instance carbon dioxide (CO2) for the impact category Global Warming Potential. Then all substances that also contribute to the greenhouse effect are converted to CO2 equivalents4 using equivalence factors.

Product life cycle

Manufacturing
fuel and materials

Production

Utilisation

Recycling

CO2 CH4 NOX ...

CO2

VOC ...

CO2 VOC NOX ...

CO2 SO2 NOX ...

NCH4

Life Cycle Inventory NVOC NCO2 NNOX

N...

Greenhouse effect

Impact Assessment Summer smog Acidification

Eutrophication

Normalisation
of environmental impacts with average impact per inhabitant: How many inhabitants cause the same environmental impact as the product evaluated?

Fig. 2: Procedure for impact assessment

Examples of environmental categories are Global Warming Potential, Photochemical Ozone Creation Potential, Acidification Potential or Eutrophication Potential.

CO2 is the indicator substance for the greenhouse effect. All substances that contribute towards the greenhouse effect are converted into CO2 equivalents through an equivalence factor. For instance, the Global Warming Potential of methane (CH4) is 23 times higher than for CO2. In concrete terms this means that the emission of 1 kg of CO2 and 1 kg of CH4 leads to a net Global Warming Potential of 24 kg CO2 equivalents. All the emissions that contribute to the greenhouse effect are measured in this way.
4

1 Life Cycle Assessments for ecological product evaluation and optimisation

Interpretation and evaluation

The subsequent final assessment interprets and evaluates the results of the Life Cycle Inventory and the Life Cycle Impact Assessment. The assessment is based on the defined goal and scope of the Life Cycle Assessment.

Implementation at Volkswagen
For more than ten years now, we have gathered experience in Life Cycle Assessment for product and process optimisation. We have even assumed a leading role in implementing and publishing complete Life Cycle Inventories of vehicles. For instance, in 1996 we were the first car manufacturer to prepare a Life Cycle Inventory Study5 (for the Golf III) and publish it [Schweimer and Schuckert 1996]. Since then we have prepared balance sheets for other cars and also published some of the results [Schweimer 1998; Schweimer et al. 1999; Schweimer and Levin 2000; Schweimer and Roberg 2001]. These balance sheets primarily describe and identify environmental hot spots in the life cycle of a car. Since then we have broadened the assessments to include production processes as well as fuel production and recycling processes [Bossdorf-Zimmer et al. 2005; Krinke et al. 2005a]. Volkswagen is also making long-term investments in further developing and optimising Life Cycle Assessment methods. Thanks to our intensive research we have succeeded in considerably reducing the workload involved in preparing Life Cycle Inventories. Our research resulted in the development of the slimLCI interface system [Koffler et al. 2007]: this system not only cuts the workload involved in preparing complete Life Cycle Assessments of vehicles by up to 80 percent but also improves the consistency and quality of the resulting LCA models. This represents a considerable improvement, since preparing a complete LCA for a vehicle involves the assessment of thousands of materials, components and processes, together with any related upstream supply chains and processes.

Fig. 3: Dismantling study of a car (taking the example of the VW Golf V)

The term Life Cycle Inventory (LCI) study describes a Life Cycle Assessment study in accordance with ISO 14040 which does not include impact assessment.
5

1 Life Cycle Assessments for ecological product evaluation and optimisation

The fact that all the parts and components of a vehicle consist of a variety of materials and composite materials and are manufactured by a wide variety of processes demonstrates the complexity of modelling. In addition, the correct modelling of manufacturing processes and materials requires considerable expert knowledge, a large database and detailed information on production and processing steps. The slimLCI interface system allows these details to be modelled very precisely in Life Cycle Assessment models even for entire vehicles. A Life Cycle Assessment or product model is based on lists of components of the Department of Technical Development as well as on material data provided by the respective suppliers in the International Material Data System (IMDS). The slimLCI system primarily consists of two interfaces that transfer the vehicle data from these systems to the Life Cycle Assessment software GaBi6 (see Fig. 4), using defined operating sequences (algorithm).

slimLCI Product parts list

IMDS

Software

Material data

Interface 1

Transfer file

Interface 2

Product model

Manual consolidation

Database

Electronic data

Predefined process

Manual consolidation

Fig. 4: Preparing a vehicle balance sheet using the slimLCI system

Interface 1 provides information about vehicle parts in a defined way and converts it into a transfer file, while interface 2 subsequently allows the transfer file to be linked with the related data sets in the Life Cycle Assessment software following manual quality control. For example, the interface allocates all the process steps required such as iron ore extraction, steel production, moulding and subsequent treatment processes to parts made of sheet metal. Thus the slimLCI interface system enables us to prepare Life Cycle Assessments more quickly and use them more comprehensively. This allows us to keep abreast of the steadily growing demand for environment-related product information.

GaBi is a Life Cycle Assessment software package from PE International. 9

2 The Passat models assessed

The Passat models assessed

Volkswagens Environmental Commendation for the Passat describes and analyses the environmental impacts of selected Passat Estate models. We compared the best-selling diesel and petrol-engined models of the current model range (B6) with their predecessors (B5). The results are based on Life Cycle Assessments in accordance with the standards ISO 14040 and 14044. All the definitions and descriptions required for preparing these Life Cycle Assessments were drawn up in accordance with the standards mentioned above and are explained below.

Objective of the assessment

Volkswagen has been conducting Life Cycle Assessments for over ten years to provide detailed information on the environmental impacts of vehicles and components for our customers, shareholders and other interested parties within and outside the company. The objective of this Life Cycle Assessment was to describe the environmental profiles of the latest Passat Estate models with diesel and petrol engines and compare them with their predecessors. We compared the Passat B5 2.0 TDI with diesel particulate filter (DPF) with the successor model 2.0 TDI DPF (B6) and the 1.9 TDI DPF BlueMotion (B6). The petrol-engined 2.0 MPI (B5) was compared with its successor, the 1.6 FSI (B6).

Function and functional unit of the vehicle systems assessed

The functional unit for the assessment was defined as the transportation of up to five people plus luggage over a total distance of 150,000 kilometres in the New European Driving Cycle (NEDC). The vehicles have standard equipment and comparable utilisation properties (see technical data). Although the BlueMotion model is not directly comparable because its engine is less powerful, it was included in the Life Cycle Assessment as an especially fuel-efficient vehicle.

10

2 The Passat models assessed

Table 1: Technical data of vehicles assessed

VW Passat Estate B5 2.0 TDI DPF* VW Passat Estate B6 2.0 TDI DPF* VW Passat Estate B6 1.9 TDI DPF* BlueMotion 1896 77 5-gear manual Diesel EU IV 190 VW Passat Estate B5 2.0 MPI VW Passat Estate B6 1.6 FSI

Engine capacity [cm3] Output [kW] Gearbox Fuel Emission class Maximum speed [km/h] Acceleration 0-100 km/h [s] Flexibility 80-120 km/h [s] Max. torque [Nm] DIN unladen weight [kg] Max. payload [kg] Fuel tank capacity [l] Range [km]

1968 100 6-gear manual Diesel EU IV 205

1968 103 6-gear manual Diesel EU IV 206

1984 85 5-gear manual Petrol [Super] EU IV 194

1598 85 6-gear manual Petrol [Super] EU IV 197

10

10.1

12.4

11.5

11.7

9.5

9.5

11.5

12

13

335 [at 1,900 rpm] 1489 591 62 984

320 (at 1,800 rpm) 1510 630 70 1167

250 (at 1,900 rpm) 1477 623 70 1346

172 (at 3,500 rpm) 1398 591 62 712

155 (at 4,000 rpm) 1403 637 70 921 *Diesel particulate filter

Scope of assessment
The scope of the assessment was defined in such a way that all relevant processes and substances are considered, traced back to the furthest possible extent and modelled at the level of elementary flows in accordance with ISO 14040. This means that only substances taken directly from the environment or released into the environment without prior or subsequent treatment cross the boundaries of the system. The vehicle manufacturing phase was modelled including all manufacturing and processing stages for all vehicle parts and components. The model included all steps from the extraction of raw materials and the manufacture of semifinished products right through to assembly. Regarding the vehicles service life, the model includes all relevant processes from fuel production and delivery through to driving. Vehicle maintenance is not included in the assessment as previous studies indicated that maintenance does not cause significant contributions to life cycle impacts [Schweimer and Levin 2000].

11

2 The Passat models assessed

The recycling phase has been modelled in accordance with the VW SiCon process. In contrast to conventional recycling approaches, this process allows non-metallic shredded residual material to be recycled and used as a substitute for primary raw materials. This VW SiCon process allows 95 percent of the cars weight to be recycled. A more detailed description of the VW SiCon process is given in Chapter 6. In this Life Cycle Assessment, no environmental credits were awarded for secondary raw material substitution. We only included the environmental impacts of the recycling processes required. This corresponds to a worst case assumption7, since in reality secondary raw material from vehicle recycling is returned to the production cycle. In this way, the recycling and substitution of primary raw materials avoids the environmental impact of primary raw material production. Fig. 5 is a schematic diagram indicating the scope of the Life Cycle Assessment. Europe was chosen as the reference area for all processes in the manufacture, service and recycling phases.

Scope of assessment Production of raw material Production Transport Production of materials Transport pipeline refining petrol station

Production of components

Fuel supply

Manufacturing

Service life

Recycling

Maintenance

Recovery of energy and raw material

Fig. 5: Scope of the Life Cycle Assessment

Here the worst case is a set of most unfavourable model parameters of the recycling phase.

12

2 The Passat models assessed

Environmental impact assessment

The impact assessment is based on the CML methodology developed by the University of Leiden, the Netherlands [Guine and Lindeijer 2002]. The assessment of environmental impact potentials in accordance with this method is based on recognised scientific models. A total of five environmental impact categories8 were identified as relevant and were then assessed in this study: Eutrophication Potential Ozone Depletion Potential Photochemical Ozone Creation Potential Global Warming Potential for the reference period of 100 years Acidification Potential

The above environmental impact categories were chosen because they are particularly important for the automotive sector, and are also often regularly used in other automotive-related Life Cycle Assessments [Schmidt et al. 2004; Krinke et al. 2005b]. The environmental impacts determined in the Life Cycle Assessments are measured in different units. For instance, the Global Warming Potential is measured in CO2 equivalents and the acidification potential in SO2 equivalents (each in kilograms). In order to make them comparable, a normalisation process is necessary; this converts the different units into a common unit. In this Life Cycle Assessment the results were normalised using average impact per inhabitant figures for the European Union in 2001. The average impact per inhabitant indicates the average environmentally-relevant contribution caused by an inhabitant in a reference year [PE Europe 2003]. For example each inhabitant of the European Union statistically caused the emission of 12.6 tonnes of CO2 equivalents in the year 2001.

Table 2: Average impact per inhabitant figures EU 15 in 2001

Environmental category Eutrophication potential Ozone depletion potential Photochemical Ozone Creation Potential Global Warming Potential Acidification potential per Capita 33.22 0.22 21.95 12,591.88 72.85 Unit kg PO4 equivalents kg R11 equivalents kg ethene equivalents kg CO2 equivalents kg SO2 equivalents

This allows statements to be made regarding the contribution of a product or a series of products to total environmental impacts within the European Union. The results can then be presented on a graph using the same scale. This approach also makes the results more comprehensible and allows environmental impacts to be compared.

The glossary contains a detailed description of these environmental impact categories. 13

2 The Passat models assessed

Basis of data and data quality

The data used for preparing the Life Cycle Assessment can be subdivided into product data and process data. Product data describe the product itself, and among other things include: Information on parts, quantities, weights and materials Information on fuel consumption and emissions during utilisation Information on recycling volumes and processes.

Process data includes information on manufacturing and processing steps such as the provision of electricity, the production of materials and semifinished goods, fabrication and the production of fuel and consumables. This information is either obtained from commercial databases or compiled by Volkswagen. We ensure that the data selected is as representative as possible. This means that the data represents the materials, production and other processes as accurately as possible from a technological, temporal and geographical point of view. For the most part, published industrial data is used and the geographical area considered is Europe. Where European data was not available, German data was used. We always use the same data on upstream supply chains for energy sources and materials. This means that differences between the succeeding models and their predecessors are entirely due to changes in material compositions, manufacturing and recycling processes. Improvements in the raw material- and supply chain industry are therefore not attributable to the life cycle models. The Life Cycle Assessment model for vehicle production was developed using Volkswagens slimLCI methodology. Vehicles lists of components were used as data sources for basic product data and the weights and materials of each component were taken from the International Material Data System (IMDS). This information was finally linked to the corresponding process data in the Life Cycle Assessment software GaBi. Material inputs, processing procedures and the selection of data in GaBi are standardised to the greatest extent possible, ensuring that the information provided by slimLCI is consistent and transparent.

14

2 The Passat models assessed

Fig. 6: Excerpt from the model structure of the Passat BlueMotion

SlimLCI methodology not only ensures highly detailed modelling but also high quality standards for LCA models. Fig. 6 shows an excerpt from the sub-tree of the Passat BlueMotion model, as it has been adapted from the original parts list in the LCA model. For the modelling of the vehicles service life, representative data for upstream fuel supply chains were taken from the GaBi database. It was assumed that fuel used in Europe was transported over a distance of 200 kilometres on average. Regarding limited emissions such as CO, NOX and HC, direct driving emissions were modelled in accordance with the Euro IV emission standard.

Table 3: Emission limits in accordance with Euro IV

Emission limit for EU IV Carbon monoxide emissions (CO) Nitrogen oxide emissions (NOX) Hydrocarbon emissions (HC) NOX+HC emissions Particulate emissions Petrol [g/km] 1.00 0.08 0.10 0.30 0.025 Diesel [g/km] 0.50 0.25

This model also represents a worst case assumption, since actual emissions are far below the applicable limits (see table 4). This means that the service life emissions indicated in the graphs are higher than those that actually occur.

15

2 The Passat models assessed

Table 4: Fuel consumption and emissions of vehicles assessed

VW Passat Estate B5 2.0 TDI DPF* VW Passat Estate B6 2.0 TDI DPF* VW Passat Estate B6 1.9 TDI DPF* BlueMotion Diesel (6.8 / 4.4 / 5.2) VW Passat Estate B5 2.0 MPI VW Passat Estate B6 1.6 FSI

Fuel Fuel consumption [l/100 km] (urban/ overland / Combined) Emission class Carbon dioxide emissions (CO2) [g/km] Carbon monoxide emissions (CO) [g/km] Nitrogen oxide emissions (NOX) [g/km] Hydrocarbon emissions (HC) [g/km] NOX+HC emissions [g/km] Particulate emissions [g/km]

Diesel (8.4 / 5.1 / 6.3)

Diesel (7.9 / 5.0 / 6.0)

Petrol (Super) (12.2 / 6.8 / 8.7)

Petrol (Super) (10.1 / 6.2 / 7.6)

EU IV 170

EU IV 158

EU IV 137

EU IV 209

EU IV 181

0.256

0.070

0.086

0.337

0.091

0.206

0.204

0.227

0.016

0.036

0.016

0.064

0.267

0.217

0.249

0.003

0.001

0.001

Diesel particulate filter

The fuel consumptions of the vehicles were calculated from the measured CO2 emissions and are shown in table 4. All consumption figures and emissions were determined on the basis of EU Directives 80/268/EEC and 70/220/EEC [EU 2001; EU 2004] for type approval and correspond with the values presented to the German Federal Motor Transport Authority (Kraftfahrtbundesamt) for type approval. A sulphur content of 10 ppm was assumed for petrol and diesel. Vehicle recycling was modelled on the basis of data from the VW SiCon process and using representative data from the GaBi database. All the data relevant for the objectives of the study were collected and modelled. The modelling of vehicle systems on the basis of vehicles lists of components ensures that the model is complete, especially for the manufacturing phase.

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3 Model assumptions and findings of the Life Cycle Assessment

Model assumptions and findings of the Life Cycle Assessment

All the framework conditions and assumptions defined for the Life Cycle Assessment are outlined below.

Table 5: Assumptions and definitions of the Life Cycle Assessment Objective of the Life Cycle Assessment Comparison of the environmental profiles of predecessor and successor versions of selected Passat Estate models Scope of assessment Function of systems Transport of up to five persons and luggage in a car Functional unit Transport of up to five persons and luggage in a car over a total distance of 150,000 kilometres in the New European Driving Cycle (NEDC). Comparability Comparable performance figures Cars with standard equipment and fittings System boundaries The system boundaries include the entire life cycle of the cars (manufacture, service life and recycling phase) Cut-off criteria The assessment does not include maintenance No environmental impact credits are awarded for primary raw materials substitution Explicit cut-off criteria, such as weight or relevance limits, are not used Allocation Allocations used in GaBi data records, as described in the software documentation (www.gabi-software.com) No further allocations used

17

3 Model assumptions and findings of the Life Cycle Assessment

Data basis Volkswagen vehicles lists of components Technical data sheets Material and weight information from the International Material Data System (IMDS) Technical drawings Emission measuring reports for type approval by the German Federal Motor Transport Authority (Kraftfahrtbundesamt) The data used comes from the GaBi database or was collected in cooperation with VW plants, suppliers or industrial partners Balance sheet results Material compositions in accordance with VDA (German Association of the Automotive Industry) Standard 231-106 Life Cycle Inventory results include emissions of CO2, CO, SO2, NOX, NMVOC, CH4, as well as energy resources The impact assessment includes the environmental impact categories Eutrophication Potential, Ozone Depletion Potential, Photochemical Ozone Creation Potential, Global Warming Potential for a reference period of 100 years and Acidification Potential Standardisation of the results to average impact per inhabitant values Software Life Cycle Assessment software GaBi, GaBi DfX Tool and Volkswagen slimLCI interfaces Evaluation Evaluation of Life Cycle Inventory and Impact Assessment results, subdivided into life cycle phases and individual processes Comparisons of Impact Assessment results of the vehicles compared Interpretation of results

18

4 Results of Life Cycle Assessment

Results of the Life Cycle Assessment

Material composition
Fig. 7 shows the material composition of a Passat BlueMotion in accordance with the VDA (German Association of the Automotive Industry) standard for material classification [VDA 1997]. The graph indicates the material shares in the vehicle assessed.9

Working material composition Passat Estate B6 1.9 TDI DPF* BlueMotion

Steel and iron materials

7%

Light alloys, cast and wrought alloys Nonferrous heavy metals, cast and wrought alloys Special metals
61%

3% 0.01%

19%

Polymer materials

Process polymers
0.03% 5%

2% 3%

Other materials and composite materials Electronics and electrics

Fuels and auxiliary materials

*Diesel particulate filter

Fig. 7: Material composition of Passat BlueMotion

The Passat BlueMotion consists of 61 percent steel and iron materials and 19 percent various plastics (polymer materials). It also contains about seven percent light alloys, such as aluminium and magnesium. Nonferrous metals, such as copper and brass, and composite materials each account for about three percent of the cars materials. The composite materials include ceramics and glass or other materials such as renewable raw materials. Operating fluids, such as oils, fuel, brake fluid, coolant and washing water combined, account for about five percent of the total vehicle weight. The remaining approximately two percent is made up of processed polymers such as paints. The share of electronics and electrics is extremely low because the materials used in these components have been itemised in detail on the basis of the IMDS data and can be assigned to their respective categories. Taking into account the End-of-Life
9

Unladen weight in accordance with DIN 70020 without driver and with the fuel tank filled to 90 % of capacity. 19

4 Results of Life Cycle Assessment

Vehicle Regulation (Altfahrzeugverordnung), which assumes an empty fuel tank and the metal substances contained in composite materials, the actual amount of metals is no less than 75 %. The material composition of the vehicles assessed differs only slightly (see Table 5).

Table 5: Material composition

VW Passat Estate B5 2.0 TDI DPF * VW Passat Estate B6 2.0 TDI DPF * VW Passat Estate B6 1.9 TDI DPF * BlueMotion 1477 61% VW Passat Estate B5 2.0 MPI VW Passat Estate B6 1.6 FSI

DIN unladen weight [kg] Steel and iron materials

1489 62%

1510 61%

1398 62%

1403 60%

Light alloys, cast and wrought alloys Nonferrous heavy metals, cast and wrought alloys Special metals Polymer materials Process polymers Other materials and composite materials Electronics and electrics Fuels and auxiliary materials

7%

7%

7%

7%

8%

2%

3%

3%

2%

2%

0.02% 20% 1% 3%

0.01% 19% 2% 3%

0.01% 19% 2% 3%

0.03% 21% 1% 2%

0.05% 20% 2% 3%

0.03%

0.03%

0.03%

0.03%

0.03%

5%

5%

5%

5%

5% *Diesel particulate filter

Only the share of light alloys tends to be slightly higher in the successor models. Also, more process polymers are used in the latest cars.

Results of the Life Cycle Assessment

The information on the Life Cycle Inventories is subdivided into the three life cycle phases Manufacturing, Utilisation and Recycling. The manufacturing phase is further subdivided into vehicle and engine manufacturing, while the service life differentiates between the environmental impact caused by the upstream fuel supply chain and direct driving emissions. The contribution presented for recycling only indicates the impacts of recycling processes but does not contain any environmental impact credits. Fig. 8 clearly shows that the emissions of the Passat B5 2.0 TDI, such as carbon dioxide (CO2), carbon monoxide (CO) and nitrogen oxides (NOX), are mainly generated during the service life of the car.

20

4 Results of the Life Cycle Assessment

Life Cycle Inventories Passat B5 2.0 TDI DPF*

[34.2 t] 100% [124 kg] [32.7 kg] [56.6 kg] [20.1 kg] [41.6 kg] [497 GJ]

80%

60%

40%

20%

Carbon dioxide (CO2)

Carbon monoxide (CO)

Sulphur dioxide (SO2)

Nitrogen oxides (NOX)

Hydrocarbons (NMVOC)

Methane (CH4)

Energy resources

Engine manufacture

Vehicle manufacture

Fuel supply

Driving emissions

Recycling

Diesel particulate filter

Fig. 8: Life Cycle Inventory Data for Passat Estate B5 2.0 TDI DPF

In contrast, fuel supply plays a dominant role in causing methane emissions and primary energy demand. On the other hand, the manufacturing phase makes a significant contribution to sulphur dioxide and carbon monoxide emissions.

21

4 Results of the Life Cycle Assessment

Life Cycle Inventories Passat Estate B6 2.0 TDI DPF*

[32.4 t] 100% [122 kg] [34.1 kg] [56.5 kg] [19.3 kg] [41.0 kg] [479 GJ]

80%

60%

40%

20%

Carbon dioxide (CO2)

Carbon monoxide (CO)

Sulphur dioxide (SO2)

Nitrogen oxides (NOX)

Hydrocarbons (NMVOC)

Methane (CH4)

Energy resources

Engine manufacture

Vehicle manufacture

Fuel supply

Driving emissions

Recycling

Diesel particulate filter

Fig. 9: Life Cycle Inventory Data for Passat Estate B6 2.0 TDI DPF

CO2 emissions over the entire life cycle of the Passat B5 2.0 TDI reach approximately 34.2 tonnes of CO2. The total energy demand amounts to approximately 497 GJ. There is no significant difference between the Life Cycle Inventories for the Passat B6 2.0 TDI and the Passat BlueMotion (see Fig. 9 and 10). However, the lower energy demand of both models compared with their predecessors is clearly evident. Hence, the energy requirement for the 2.0 TDI is reduced from 497 to 479 GJ and CO 2 emissions are only 32.4 instead of 34.2 tonnes, compared with its predecessor. The BlueMotion is even better. It only requires 428 GJ of energy and produces only 28.9 tonnes of CO2 emissions.

22

4 Results of the Life Cycle Assessment

Life Cycle Inventories Passat Estate 1.9 TDI DPF* BlueMotion

[28.9 t] 100% [122 kg] [32.1 kg] [55.2 kg] [18.3 kg] [37.6 kg] [428 GJ]

80%

60%

40%

20%

Carbon dioxide (CO2)

Carbon monoxide (CO)

Sulphur dioxide (SO2)

Nitrogen oxides (NOX)

Hydrocarbons (NMVOC)

Methane Energy resources (CH4)

Engine manufacture

Vehicle manufacture

Fuel supply

Driving emissions

Recycling

Diesel particulate filter

Fig. 10: Life Cycle Inventory Data for Passat Estate B6 1.9 TDI DPF BlueMotion

The next two graphs show the results of the Life Cycle Inventories for the petrol-engined cars. It is evident that the environmental impact caused by manufacturing these cars is less than that for the diesel models, due to the lower weight of the petrol-engined cars. However, the environmental impact of fuel supply and driving emissions is higher than for the diesel cars, because petrol-engined models require more fuel, which means that more petrol has to be produced. The Passat B5 2.0 MPI has a total energy demand of 600 GJ and causes emissions of 43.4 tonnes of CO2 (see Fig. 11). The successor model Passat B6 1.6 FSI causes considerably lower emissions and also has a lower overall energy demand (see Fig. 12).

23

4 Results of the Life Cycle Assessment

Life Cycle Inventories Passat Estate B5 2.0 MPI

[43.4 t] 100% [201 kg] [47.4 kg] [36.4 kg] [33.4 kg] [50.0 kg] [600 GJ]

80%

60%

40%

20%

Carbon dioxide (CO2)

Carbon monoxid (CO)

Sulphur dioxide (SO2)

Nitrogen oxides (NOX)

Hydrocarbons (NMVOC)

Methane (CH4)

Energy resources

Engine manufacture

Vehicle manufacture

Fuel supply

Driving emissions

Recycling

Fig. 11: Life Cycle Inventory Data for Passat Estate B5 2.0 MPI

24

4 Results of the Life Cycle Assessment

Life Cycle Inventories Passat Estate B6 1.6 FSI

[38.2 t] 100% [198 kg] [42.9 kg] [34.0 kg] [31.2 kg] [45.3 kg] [534 GJ]

80%

60%

40%

20%

Carbon dioxide (CO2)

Carbon monoxide (CO)

Sulphur dioxide (SO2)

Nitrogen oxides (NOX)

Hydrocarbons (NMVOC)

Methane (CH4)

Energy resources

Engine manufacture

Vehicle manufacture

Fuel supply

Driving emissions

Recycling

Fig. 12: Life Cycle Inventory Data for Passat Estate B6 1.6 FSI

Comparison of Life Cycle Impact Assessments

The results of the Life Cycle Inventories clearly show that not only emissions during the vehicles service life are of relevance, but that other life cycle phases can be decisive too, depending on the type of emissions. Further, various emissions described in the Life Cycle Inventories may contribute to different environmental impacts. It is therefore very difficult to draw qualified conclusions regarding the environmental profile solely on the basis of the LCI data. For instance, CO2 and methane both contribute to the greenhouse effect but methane is 23 times more potent. On the other hand nitrogen oxides in combination with hydrocarbons can cause the formation of summer smog under certain conditions. The environmental impacts therefore depend on complex interactions and need to be simulated using appropriate models. For this reason, the Life Cycle Impact Assessement is conducted using the CML methodology mentioned above and Life Cycle Inventory Data (see Fig. 2).

25

4 Results of the Life Cycle Assessment

Fig. 13 clearly shows that, for all cars, the greatest contributions to overall environmental impacts occur in the categories Photochemical Ozone Creation Potential, Global Warming Potential and Acidification Potential. In contrast, contributions to the categories Eutrophication and especially Ozone Depletion Potential are small. The following explanations therefore concentrate on the first three environmental impact categories.

Comparison of environmental profiles of Passat diesel cars (absolute)

CO2 equivalents [t] Ethene equivalents SO2 equivalents [kg] [kg] R11 equivalents [kg] PO4 equivalents [kg]

*
2,8
35.3 33.4

2,4

29.8

2,0

1,6

1,2
74.1

75.4 72.5

0,8

13.6 13.3

12.9

0,4

8.4 8.5 8.3

Global warming Predecessor

Summer smog

Acidification

Ozone depletion

Eutrophication

Latest Passat

Passat BlueMotion

Average impact per inhabitant figures EU15, 2001

Fig. 13: Environmental impacts of Passat Estate B5 2.0 TDI, Passat Estate B6 2.0 TDI and Passat Estate B6 1.9 TDI BlueMotion (absolute)

26

4 Results of the Life Cycle Assessment

Fig. 13 also shows that the environmental impacts of the B6 model are reduced compared with the predecessor model B5, both in terms of summer smog potential and global warming potential. The most relevant reductions occur in the category of global warming potential. In comparison, the Passat BlueMotion reduces the environmental impacts even further. The only increases in environmental impacts are caused by the successor model B6 2.0 TDI in the category acidification and eutrophication because of the increased use of light alloys.

Comparison of environmental profiles of Passat diesel vehicles (relative)

120% +2%

100%

-5%

-16%

-2%

-5%

-2%

80%

60%

40%

20%

Global warming

Summer smog

Acidification

Predecessor

Latest Passat

Passat BlueMotion

Fig. 14: Environmental impacts of Passat Estate B5 2.0 TDI, Passat Estate B6 2.0 TDI and Passat B6 1.9 TDI BlueMotion (relative)

The five percent reduction in Global Warming Potential for the Passat B6 2.0 TDI represents a cut of approximately 1.9 tonnes in CO2 equivalents while the reduction for the Passat BlueMotion (16 percent) corresponds to a cut of approximately 5.5 tonnes in CO2 equivalents. Fig. 15 shows how these reductions are achieved. The absolute environmental impacts are allocated to the individual life cycle phases. As the Life Cycle Inventories Assessment already showed, the most relevant changes occur during the service life of the vehicle and as a result of the corresponding impact on fuel production. Most of the improvements therefore result either directly (lower driving emissions) or indirectly (less fuel production) from lower fuel consumption.

27

4 Results of the Life Cycle Assessment

Allocation of environmental impacts to life cycle phases for Passat diesel cars (detail)

*
2.8

2.4

2.0

1.6

1.2

0.8

0.4

Global warming

Summer smog

Acidification

Ozone depletion

Eutrophication

Predecessor Latest Passat Passat BlueMotion Manufacturing Fuel supply Driving emissions Recycling

Average impact per inhabitant figures EU15, 2001

Fig. 15: Environmental impacts of Passat Estate B5 2.0 TDI, Passat Estate B6 2.0 TDI and Passat Estate B6 1.9 TDI BlueMotion (detail)

It is also evident that the slightly increased weight of the successor model B6 also results in a slight increase in environmental impact (acidification potential). At any rate, it also becomes clear that the impacts of recycling processes are marginal for all the vehicles assessed. The comparison of the petrol-engined vehicles shows that the greatest potential environmental impacts are in the areas of summer smog, the greenhouse effect and acidification. In this case, the successor model B6 cuts emissions in all impact categories.

28

4 Results of the Life Cycle Assessment

Comparison of environmental profiles of Passat petrol-engined cars (absolute)

CO2 equivalents [t] Ethen equivalents SO2 equivalents [kg] [kg] R11 equivalents [kg] PO4 equivalents [kg]

*
3.6
44.7

3.2

39.4

2.8

2.4

2.0

1.6

1.2
74.9 68.6

0.8

20.5

19.4

0.4
6.0 5.7

Global warming Predecessor

Summer smog

Acidification

Ozone depletion

Eutrophication

Einwohnerdurschnittswerte EU15, 2001

Latest Passat

Average impact per inhabitant figures EU15, 2001

Fig. 16: Environmental impacts of Passat Estate B5 2.0 MPI and Passat Estate B6 1.6 FSI (absolute)

During its entire life cycle the greenhouse gas emissions of the Passat B6 1.6 FSI are twelve percent lower, corresponding to a reduction of approximately 5.3 tonnes of CO2 equivalents.

29

4 Results of Life Cycle Assessment

Comparison of environmental profiles of Passat petrol-engined cars (relative)

120%

100%

-12%

-6%

-8%

80%

60%

40%

20%

Global warming

Summer smog

Acidification

Predecessor

Latest Passat

Fig. 17: Environmental impacts of Passat Estate B5 2.0 MPI and Passat Estate B6 1.6 FSI (relative)

Fig. 18 shows where these changes come from: most of the reductions are the direct result of lower fuel consumption and lower driving emissions as well as a reduced contribution to emissions associated with fuel supply.

30

4 Results of the Life Cycle Assessment

Allocation of environmental impacts to life cycle phases for Passat petrol-engined cars (detail)

*
3.6

3.2

2.8

2.4

2.0

1.6

1.2

0.8

0.4

Global warming

Summer smog

Acidification

Ozone depletion

Eutrophication

Predecessor

Latest Passat

Manufacturing

Fuel supply

Driving emissions

Recycling

Average impact per inhabitant EU15, 2001

Fig. 18: Environmental impacts of Passat Estate B5 2.0 MPI and Passat Estate B6 1.6 FSI (detail)

Another effect becomes clear from this figure: the reduced impact of manufacturing a smaller engine. Although the 1.6 litre FSI has the same performance as the 2.0 litre MPI it is considerably lighter. This has a positive impact on Life Cycle Impacts because the manufacturing phase has a smaller contribution to overall life cycle emissions. The recycling phase also has a negligible impact for the petrol-engined vehicles.

31

4 Results of the Life Cycle Assessment

Finally the graph shows the extent of the reductions: it is evident that the reductions with respect to the greenhouse effect are of the same order of magnitude as emissions during vehicle manufacture. For example, the Passat B6 1.6 FSI emits about 5.3 tonnes of CO2 equivalents less than its predecessor, while emissions during the entire manufacturing process total 5.6 tonnes. The next two graphs underline the environmental impacts mentioned above in relation to each other and throughout the entire life cycle of the vehicles. The relationships between manufacturing, utilisation and recycling for the individual environmental impacts are clearly recognisable. The greenhouse effect is mainly influenced by emissions during the service life of a vehicle. The reduction in emissions by the models B6 2.0 TDI and BlueMotion compared with the predecessor models is also clearly evident. In contrast, the environmental impacts in the categories acidification and summer smog are evenly spread over all phases of the life cycle. However, the two B6 models also display slighter improvements in this area (see Fig. 19). Comparison of the environment profiles of Passat diesel cars

Manufacturing Predecessor model (B5) Passat (B6) 2,0 TDI Passat (B6) Bluemotion

Service life

Recycling

*
3.6 3.2 2.8 2.4 2.0 1.6 1.2 0.8 0.4 Summer smog 0 km Kilometres driven 150,000 km Acidification Global warming

Average impact per inhabitant figures EU15, 2001

Fig. 19: Comparison of environmental impacts throughout the life cycle diesel vehicles

In the case of petrol-engined cars, the service life of a vehicle plays a much more predominant role in greenhouse gas emissions than with diesel cars. Similarly to the diesel models, the service life accounts for a slightly larger proportion of acidification than the other phases, but the contribution to acidification is reduced in the case of the petrol models. The advantage is due to lower fuel consumption and the reduced environmental impacts associated with fuel supply (see Fig. 20).

32

4. Results of the Life Cycle Assessment

Comparison of the environment profiles of the Passat diesel cars

Manufacturing Predecessor model (B5) Passat (B6) 1,6 FSI

Service life

Recycling

*
3.6 3.2 2.8 2.4 2.0 1.6 1.2 0.8 0.4 Summer smog 0 km Kilometres driven 150,000 km Acidification Global warming

Average impact per inhabitant figures EU15, 2001

Fig. 20: Comparison of environmental impacts throughout the life cycle petrol cars

The greater contribution to summer smog compared with diesel cars is also due to fuel supply. The combination of higher fuel consumption and the greater environmental impact of fuel supply leads to slightly greater impacts on the environment. However, the successor also has a clear advantage over its predecessor thanks to its lower fuel consumption.

33

5. Component-specific assessment the hot stamping process

Component-specific assessment the hot stamping process

In the same way as we assess the entire life cycle of our vehicles, the life cycles of the individual components and processes are analysed. One example of such a holistic optimisation is the hot stamping process, which is used to a significant extent for the first time in the Passat B6. Hot stamping is a special thermal forming process that resolves the conflict between the need to reduce body weight and material use on the one hand and to improve the rigidity of the body on the other hand. Using various hot-stamped components the body weight of the B6 was reduced by approximately 20 kg compared with conventional construction. A special advantage is that the increased strength provided by the hot stamping process allows the use of thinner materials at the same time as maintaining or even improving crash safety properties. In addition, fewer parts are needed as the hot stamping process enables complex assemblies to be made without reinforcements.

Fig. 21: Hot stamping components of the Passat B6 body

The hot stamping process is more energy-intensive than conventional moulding processes. We therefore had to address the question whether the environmental impacts associated with higher energy demand during production are balanced out by weightrelated reductions in fuel consumption during the vehicles service life. For this reason we have also drawn up a Life Cycle Assessment for the hot stamping process. The environmental profile of the hot stamping process in the Volkswagen plant in Kassel was compared with the profile of a conventional moulding process. The life cycle includes the phases of manufacturing, service and body recycling, and spans the production of raw materials, the manufacturing of materials and components and utilisation right through to recycling at the end of the product cycle. The environmental impacts assessed in this study were once again Global Warming Potential, Photochemical Ozone Creation Potential, Acidification Potential and Eutrophication Potential.

34

5. Component-specific assessment the hot stamping process

The main features of the hot stamping process compared with conventional moulding are:

Higher energy consumption Lighter components and consequently less steel required Less steel required because of fewer parts Reduced fuel consumption during service due to reduced vehicle weight

The purely location-oriented assessment of the hot stamping process at the Kassel plant revealed that hot stamping causes greater environmental impacts than conventional moulding because of the higher energy demand per body. This leads to an increase of approximately 22 kilograms in CO2 equivalents. However, neither the reduction in the amount of steel required for manufacturing the body nor the reduced fuel requirement during the service life were taken into account. An assessment of the entire life cycle of the body also taking these effects into account provides a more comprehensive view of its environmental profile.

Comparison of the environmental profiles of hot stamping and conventional moulding

-21%
174 kg CO2equivalents

-10%
0.1 kg SO2equivalents

-25%
0.1 kg ethenequivalents

-20%
0.02 kg PO4equivalents

100%

80%

60%

40%

20%

Global warming

Acidification

Summer smog

Eutrophication

Conventional moulding

Hot stamping process Steel manufacturing Utilisation of B6 body Processes

Fig. 22: Comparison of environmental profiles of hot stamping and conventional moulding

35

5. Component-specific assessment the hot stamping process

Fig. 22 shows the environmental profiles of conventional moulding and hot stamping over the entire life cycles. In contrast to the location-related assessment the environmental profile of the hot-stamped body shows clear advantages over its entire life cycle, amounting to between 10 and 25 percent depending on impact category. In absolute terms, this results in a reduction of 174 kilograms of CO2 equivalents for the impact category Global Warming Potential. This effect is caused by the combination of several factors. including the reduction of approximately 68 kilograms in the steel required for manufacturing on the one hand and the reduction in fuel consumption (approximately 50 litres over a distance of 150,000 kilometres) on the other hand. The impact of the production processes at the Kassel plant is therefore relatively low in comparison with the other processes in the life cycle. The main results of the assessment are as follows:

In a purely location-related assessment of the Kassel plant the hot stamping process has a poorer environmental profile than conventional moulding.

The trend is reversed if the scope of the Life Cycle Assessment is expanded to
include the entire life cycle.

Over its entire life cycle the hot-stamped body has clear advantages compared
with the conventionally moulded body, leading to a reduction of about 174 kilograms in CO2 equivalents for each body.

The processes at the Kassel plant are of secondary importance within the entire
life cycle. In this case, a win-win situation can be reached by adopting a broader perspective, an example of successful life cycle management. For this purpose, all the participants in the value stream must be included and an analysis of the entire product life cycle must be consistently carried out in the product development process.

The hot stamping process at the VW Kassel plant

36

6. End of life treatment with the VW SiCon process

End of life treatment with the VW SiCon process

The VW SiCon process was jointly developed by Volkswagen and SiCon GmbH in cooperation with further technology partners. The aim of the VW SiCon process is to recycle and process end of life vehicles in a way that yields secondary raw materials that can then substitute primary raw materials in existing plants and equipment. The materials must therefore meet the quality standards of the plant operators concerned, including not only process requirements but also the demands regarding byproducts and emissions. Another criterion to be met was that the materials were only to be used in industrial processes that generate sufficient demand, thus ensuring long-term viability. Currently, there is a greater demand for shredder granulate, shredder fluff and shredder sand than can be met by the VW SiCon process. To meet these targets, potential plant operators and customers were integrated into the development of the process at an early stage. In this way, it was possible to ensure that the materials produced meet the physical and chemical requirements of the plant operators concerned. Along with the development of the process, a Life Cycle Assessment was drawn up to analyse and evaluate the environmental profiles of the different process options. This approach in particular the constructive dialogue with technology partners along the entire value chain can be regarded as a key element in successful life cycle management. When an end of life vehicle is recycled using the VW SiCon process, all fluids must be drained and certain parts (e.g. catalytic converters, batteries) must be removed before the remaining body is shredded. The resulting shredder residues are subjected to different separation processes and further refining. The generated fractions are shredder fluff, shredder sand and shredder granulate as well as a PVC-enriched plastic fraction. These fractions are then substituted for primary raw materials. About five percent of the vehicle weight is not recyclable and is disposed of as waste. Fig. 23 provides an overview of the sequence of operations in the VW SiCon process.

37

6. End of life treatment with the VW SiCon process

Removal of toxic substances / fluids, dismantling

Shredder and separation of shredder residues

Shredder granulate

End of life Vehicle

Shredder

VW-SiCon Process

Shredder fluff Shredder sand PVS fraction

Fluids, wheels, batteries, catalytic con verters

Residues

Spare and replacement parts

Iron and steel scrap

Nonferrous metals

Fig. 23: End of life treatment with the VW SiCon process.

The selective processing of the shredder residues for subsequent recycling is shown in Fig. 24. The shredder granulate consists of a plastic fraction containing very little PVC and metal, which can be used as a reducing agent in blast furnaces to replace heavy oil. But before that a PVC-rich fraction is separated. The PVC can be recovered, for example using the Vinyloop11 process. The shredder fluff primarily consists of seat foams and textile fibres and replaces coal dust as a dehydration agent in sewage sludge treatment. The shredder sand, consisting of different metal dusts, paint particles, rust, sand and glass, is suitable for use as slag forming material in non-ferrous metallurgy. The copper contained in the shredder sand can be used in copper smelting plants. It should be mentioned that the VW SiCon process is currently the only method for the high-quality recycling of copper by separating it from a sand fraction enriched with silicate and copper and low in organic substances. This type of recycling is one of the few sources of a raw material which is essential for many European industries.

11

A process developed by Solvay which can be used for recovering PVC from shredder residue rich in PVC.

38

6. End of life treatment with the VW SiCon process

Shredder residuesthe VW SiCon process

Main shredder residue recycling process Non-ferrous materials Raw granulate Raw fluff Raw sand

Iron and steel

Customer-specific recycling steps PVC fraction

Granulate

Fluff

Sand

Residues

Disposal

Non-ferrous secondary smelting plants Sewage sludge treatment Vinyloop Furnaces

Fig. 24: Selective processing of the material fractions from the VW SiCon process

Of course, we have also drawn up a Life Cycle Assessment for the VW SiCon process, comparing it with the dismantling and subsequent recycling of end of life vehicles. The Life Cycle Assessment revealed that the process has advantages particularly in the environmental impact categories Global Warming Potential, Acidification Potential, Photochemical Ozone Creation Potential and Eutrophication Potential; these advantages range between six and twenty-nine percent, depending on the category [Krinke et al. 2005b]. In 2006 Volkswagen was awarded the European Business Award for the Environment and the Environmental Award of the Federation of German Industries (BDI) for the VW SiCon process. You can find further information on the VW SiCon process on the Internet at: www.volkswagen-environment.de

39

7 Conclusion

Conclusion
As our best-selling mid-size car in Germany by far, the Volkswagen Passat not only fulfils high expectations in terms of safety, comfort and driving performance but also achieves a very high level of environmental compatibility. This Life Cycle Assessment documents the progress that has been achieved in this area compared with the predecessor models. Independent experts from the technical inspection organisation TV NORD CERT have certified that all the information given in this document has been gathered in accordance with the internationally recognised standards ISO 14040 and 14044. The Passat is characterised by low fuel consumption and emissions during its service life and relatively low environmental impacts during the manufacturing and recycling phases. The environmental profile of the Passat has therefore been considerably improved in comparison with its predecessor.

40

8 Certification

Certification
The statements made for the Passat environmental commendation are supported by the Life Cycle Assessment of the Passat. The technical inspection organisation TV Nord CERT has verified and certified all the information. The certificate of validity confirms that the Life Cycle Assessment is based on reliable data and that the method used complies with the requirements of ISO standards 14040 and 14044.

You will also find the detailed report of TV Nord CERT at www.volkswagen-environment.de

41

Glossary

Transpor Biomass

Kraftstoffherstellun

Glossary
Allocation Allocation of Life Cycle Inventory parameters to the actual source in the case of processes that have several inputs and outputs. Average impact per inhabitant figure (EDW) berschrift fr Kreisdiagramm Unit of standardised environmental impact for a geographical reference Headline for pie chart area. Eutrophication Potential describes excessive input of nutrients into water [or soil], which can lead to an undesirable change in the composition of flora and fauna. A secondary effect of the over-fertilisation of water is oxygen consumption and therefore oxygen deficiency. The reference substance for eutrophication is phosphate (PO4), and all other substances with impacts on this process (for instance NOX, NH3) are measured in phosphate equivalents.

Air pollutants NOX Biomass NH3 Transpor

Kraftstoffherstellun

Fertiliser application

PO4

NO3 Waste water

NH4

berschrift fr Kreisdiagramm Headline for pie chart

Ozone Depletion Potential describes the ability of trace gases to rise up Kohlenwasserstoffe into the stratosphere and to deplete ozone Stickoxide there in a catalytic process. Halogenated hydrocarbons in particular are involved in this depletion process, which diminishes or destroys the protective function of the natural ozone layer. The ozone layer provides protection against excessive UV radiation and therefore against damage to genes or impairment of photosynthesis in plants. The reference substance for ozone depletion potential is R11, and all other substances with impacts on this process (for instance CFC, N2O) are measured in ratio R11 equivalents.

UV radiation

Stratosphere 15 50 km

Absorption

CFC

N2O

42

Glossary

berschrift fr Kreisdiagramm Headline for pie chart

Photochemical Ozone Creation Potential describes the formation of photooxidants, such as ozone, PAN, etc., which can be formed from hydrocarbons, carbon monoxide (CO) and nitrogen oxides (NOX), in conjunction with sunlight. Photooxidants can impair human health and the functioning of ecosystems and damage plants. The reference substance for the formation of summer smog is ethane, and all other substances with impacts on this process (for instance VOC, NOX and CO) are measured in ethene equivalents.

Hydrocarbons NitrogenBiomass oxides

Transpor Weather dry and warm

Kraftstoffherstellun

OZONE

berschrift fr Kreisdiagramm Headline for pie chart

Hydrocarbons Nitrogen oxides

Kohlenwasserstoffe Stickoxide

Global Warming Potential describes the emissions of greenhouse gases, which increase the absorption of heat from solar radiation in the atmosphere and therefore increase the average global temperature. The reference substance for the global warming potential is CO2, and all other substances with impacts on this process (for instance CH4, N2O, SF6 and VOC) are measured in carbon dioxide equivalents.

Transpor Biomass

Kraftstoffherstellun

Absorption

Reflection

UV radiation

Infrared radiation

CO2

CFC

CH4

berschrift fr Kreisdiagramm Headline for pie chart

describes Kohlenwasserstoffe
Stickoxide

Acidification Potential the emission of acidifying substances such as SO2, NOX, etc., which have diverse impacts on soils, water, ecosystems, biological organisms and material (for instance buildings). Forest dieback and fish mortality in lakes are examples of such negative effects. The reference substance for acidification potential is SO2, and all other substances with impacts on this process (for instance NOX and NH3) are measured in sulphur dioxide equivalents. Environmental category Environmental parameters that describe an environmental problem (for instance the formation of summer smog)

H2SO4

HNO3

SO2

NOX

43

Bibliography and list of sources

Bibliography and list of sources

[14040 2006] International Organization for Standardization: ISO 14040: Environmental Management Life Cycle Assessment Principles and Framework. 2. Aufl. Genf: International Organization for Standardization. [Bossdorf-Zimmer et al. 2005] Bossdorf-Zimmer, B.; Rosenau-Tornow, D.; Krinke, S.: Successful Life Cycle Management: Assessment of Automotive Coating Technologies. Vortrag auf der Challenges for Industrial Production 2005. Karlsruhe: Institut fr Industriebetriebslehre und Industrielle Produktion der TU Karlsruhe. [EU 2001] European Union: Richtlinie des Rates der Europischen Union ber Manahmen gegen die Verunreinigung der Luft durch Emissionen. Brssel: Europische Union. [EU 2004] European Union: Richtlinie des Rates ber die Kohlendioxidemissionen und den Kraftstoffverbrauch von Kraftfahrzeugen. Brssel: Europische Union. [Guine and Lindeijer 2002] Guine, J. B.; Lindeijer, E.: Handbook on Life Cycle Assessment: Operational guide to the ISO standards. Dordrecht [u.a.]: Kluwer Academic Publishers. [Koffler et al. 2007] Koffler, C.; Krinke, S.; Schebek, L.; Buchgeister, J.: Volkswagen slimLCI a procedure for streamlined inventory modelling within Life Cycle Assessment (LCA) of vehicles. In: International Journal of Vehicle Design (Special Issue on Sustainable Mobility, Vehicle Design and Development). Olney: Inderscience Publishers (in press). [Krinke et al. 2005a] Krinke, S.; Bossdorf-Zimmer, B.; Goldmann, D.: kobilanz Altfahrzeugrecycling Vergleich des VW-SiCon-Verfahrens und der Demontage von Kunststoffbauteilen mit nachfolgender werkstofflicher Verwertung. Wolfsburg: Volkswagen AG. Im Internet unter www.volkswagen-umwelt.de. [Krinke et al. 2005b] Krinke, S.; Nannen, H.; Degen, W.; Hoffmann, R.; Rudloff, M.; Baitz, M.: SunDiesel a new promising biofuel for sustainable mobility. Vortrag auf der 2nd Life-Cycle Management Conference Barcelona. Im Internet unter www.etseq.urv.es/aga/lcm2005/99_pdf/Documentos/AE12-2.pdf. [PE International 2003] PE International GmbH: GaBi 4.2 Datenbank-Dokumentation. LeinfeldenEchterdingen: PE International GmbH. [Schmidt et al. 2004] Schmidt, W. P.; Dahlquist, E.; Finkbeiner, M.; Krinke, S.; Lazzari, S.; Oschmann, D.; Pichon, S.; Thiel, C.: Life Cycle Assessent of Lightweight and End-Of-Life Scenarios for Generic Compact Class Vehicles. In: International Journal of Life Cycle Assessment (6), S. 405-416. [Schweimer 1998] Schweimer, G. W.: Sachbilanz des 3-Liter-Lupo. Wolfsburg: Volkswagen AG. [Schweimer et al. 1999] Schweimer, G. W.; Bambl, T.; Wolfram, H.: Sachbilanz des SEAT Ibiza. Wolfsburg: Volkswagen AG. [Schweimer and Levin 2000] Schweimer, G. W.; Levin, M.: Sachbilanz des Golf A4. Wolfsburg: Volkswagen AG. [Schweimer and Roberg 2001] Schweimer, G. W.; Roberg, A.: Sachbilanz des SEAT Leon. Wolfsburg: Volkswagen AG. [Schweimer and Schuckert 1996] Schweimer, G. W.; Schuckert, M.: Sachbilanz eines Golf. VDI-Bericht 1307: Ganzheitliche Betrachtungen im Automobilbau. Wolfsburg: Verein Deutscher Ingenieure (VDI). [VDA 1997] Verband der deutschen Automobilindustrie (VDA): VDA 231-106: VDA-Werkstoffblatt: Werkstoffklassifizierung im Kraftfahrzeugbau Aufbau und Nomenklatur. Frankfurt: Verband der Automobilindustrie e.V.
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List of abbreviations

List of abbreviations
AP CH4 CML CO CO2 DIN DPF EDW EN EP CFC FSI GJ GWP HC IMDS KBA kW LCA LCI MPI N 2O NEDC NH3 Nm NMVOC NOX ODP PAN PO4 POCP ppm PVC R11 SF6 SO2 TDI VDA VOC Acidification Potential Methane Centrum voor Milieukunde (Leiden, Netherlands) (Centre for Environmental Sciences) Carbon monoxide Carbon dioxide Deutsche Industrienorm (German Industrial Standard) Diesel particulate filter Einwohnerdurchschnittswert (average impact per inhabitant) European Standard Eutrophication Potential Chlorofluorocarbons Direct Injection petrolengine Gigajoule Global Warming Potential Hydrocarbons International Material Data System Kraftfahrtbundesamt (Federal Motor Transport Authority) Kilowatt Life Cycle Assessment Life Cycle Inventory Intake-tube multipoint injection gasoline engine Nitrous oxide New European Driving Cycle Ammonia Newton metre Non-methane Volatile Organic Compounds (hydrocarbons without methane) Nitrogen oxides Ozone Depletion Potential Peroxyacetylnitrate Phosphate Photochemical Ozone Creation Potential Parts per million Polyvinylchloride Trichlorofluoromethane (CCl3F) Sulphur hexafluoride Sulphur dioxide Turbocharged direct injection diesel engine Verband der Automobilindustrie (Association of the German Automotive Industry) Volatile Organic Compounds

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List of illustrations and tables

List of illustrations
Fig. 1: Fig. 2: Fig. 3: Fig. 4: Fig. 5: Fig. 6: Fig. 7: Fig. 8: Fig. 9: Fig. 10: Fig. 11: Fig. 12: Fig. 13: Fig. 14: Fig. 15: Fig. 16: Fig. 17: Fig. 18: Fig. 19: Fig. 20: Fig. 21: Fig. 22: Fig. 23: Fig. 24: Input and output flows for a Life Cycle Inventory . . . . . . . . . . . . . . . . . . . . . . . 6 Procedure for impact assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Dismantling study of a car (taking the example of the VW Golf V) . . . . . . . . . . . . . . 8 Sequence of preparing a vehicle balance sheet using the slimLCI system . . . . . . . . . . . 9 Scope of test for Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Excerpt from the model structure of the Passat BlueMotion . . . . . . . . . . . . . . . . . . 15 Material composition of Passat BlueMotion . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Life Cycle Inventory Data for Passat Estate B5 2.0 TDI DPF . . . . . . . . . . . . . . . . . . 21 Life Cycle Inventory Data for Passat Estate B6 2.0 TDI DPF . . . . . . . . . . . . . . . . . . 22 Life Cycle Inventory Data for Passat Estate B6 1.9 TDI DPF BlueMotion . . . . . . . . . . . 23 Life Cycle Inventory Data for Passat Estate B5 2.0 MPI . . . . . . . . . . . . . . . . . . . . 24 Life Cycle Inventory Data for Passat Estate B6 1.6 FSI . . . . . . . . . . . . . . . . . . . . . 25 Environmental impacts of Passat Estate B5 2.0 TDI, Passat Estate B6 2.0 TDI and Passat Estate B6 1.9 TDI BlueMotion (absolute) . . . . . . . . . . . . . . . . . . . . . . 26 Environmental impacts of Passat Estate B5 2.0 TDI, Passat Estate B6 2.0 TDI and Passat B6 1.9 TDI BlueMotion (relative) . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Environmental impacts of Passat Estate B5 2.0 TDI, Passat Estate B6 2.0 TDI and Passat Estate B6 1.9 TDI BlueMotion (detail) . . . . . . . . . . . . . . . . . . . . . . . 28 Environmental impacts of Passat Estate B5 2.0 MPI and Passat Estate B6 1.6 FSI (absolute) 29 Environmental impacts of Passat Estate B5 2.0 MPI and Passat Estate B6 1.6 FSI (relative) . 30 Environmental impacts of Passat Estate B5 2.0 MPI and Passat Estate B6 1.6 FSI (detail) . . . 31 Comparison of environmental impacts throughout the life cycle diesel vehicles . . . . . . 32 Comparison of environmental impacts throughout the life cycle petrol cars . . . . . . . 33 Hot-stamped components of the Passat B6 body . . . . . . . . . . . . . . . . . . . . . . . 34 Comparison of environmental profiles of hot stamping and conventional moulding . . . . 35 Recycling old vehicles by the VW SiCon process. . . . . . . . . . . . . . . . . . . . . . 38 Selective refining of the material fractions from the VW SiCon process . . . . . . . . . . . 39

List of tables
Table 1: Table 2: Table 3: Table 4: Table 5: Table 6: Technical data of compared vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Average impact per inhabitant EU 15 in 2001 . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Emission limits in accordance with Euro IV . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Fuel consumption and emissions of vehicles compared . . . . . . . . . . . . . . . . . . . . . 16 Assumptions and definitions of the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . 17 Material composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

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 Volkwagen AG Group Research Environmental Affairs Product P.O. Box 011/1774 38436 Wolfsburg November 2007