Environmental Certificate A-Class - Mercedes-Benz

Transcription

Environmental Certificate
A-Class
1
Contents
Foreword
4
Product Description
7
Validation
20
1 Product-Documentation
21
1.1
Technical data
22
1.2 Material composition
23
2 Environmental Profile
24
2.1 General environmental issues
25
2.2 Life Cycle Assessment
29
2.2.1 Data
30
2.2.2 Results for the A 150
32
2.2.3 Comparison with predecessor model
35
2.2.4 Results for A 150 with ECO Start/Stop function
39
2.3 Design for recovery
42
2.3.1 Recycling concept for the A-Class
43
2.3.2 Dismantling information
45
2.3.3 Avoidance of potentially hazardous materials
46
2.4 Use of secondary raw materials
47
2.5 Use of renewable raw materials
48
3 Process Documentation
50
4 Certificate
52
5 Conclusion
53
6 Glossary
56
Imprint 58
March 2008
2
3
The Environmental Certificate:
Recognition of Our Holistic Commitment
to Environmental Protection
“Fascination and responsibility” is the motto for Mercedes-Benz’ commitment to shaping the future of automobiles. This motto makes it clear that for us automotive
fascination and ecological responsibility go hand in hand.
We pursue both goals with equal dedication — and our
engineers have produced impressive results in each of
the two areas. Mercedes passenger cars not only thrill
customers with their outstanding design, tangible driving
pleasure, and exemplary safety, but are also among the
trendsetters when it comes to environmental friendliness.
The truth of these claims is documented once again by the
facts and figures we’ve put together in this brochure.
Mercedes-Benz is the only automotive brand in the world
to have obtained an Environmental Certificate under the
terms of the stringent international “Design for Environment” ISO standard 14062. This certificate was first
issued by the Technischer Überwachungsverein (TÜV)
inspection agency for the S-Class in 2005. The saloon and
estate versions of the new C-Class were also awarded the
certificate, and they’ve now been joined by the A-Class
and B-Class model series.
4
Professor Dr. Herbert Kohler,
Chief Environmental Officer of Daimler AG
The Environmental Certificate confirms our holistic
approach to environmental protection. After all, for
Mercedes-Benz, sustainable mobility means more than
simply complying with environmental guidelines and
regulations. We’re not just concerned with standard
procedures like measuring the exhaust gas emissions
and fuel consumption of our cars on the rolling road.
Although such tests are important, their results represent
only one aspect of our environmentally focused vehicle
development activities.
We accept the fact that our responsibility for the environment goes much further, which is why we analyze the
environmental balance of all our vehicles over their entire
life cycle – from production and actual use over many
years to vehicle recycling. Our focus here is not limited to
the important parameters noise-, exhaust gas- and carbon
dioxide emissions, but instead extends to numerous other
factors that have an impact on the environment. We closely examine more than 40,000 individual processes. The
resulting analyses, calculations and assessments are used
to draw up a comprehensive ecological profile that serves
as the basis of the Environmental Certificate evaluation,
and also provides us with information on further potential
that we can exploit in our research and development work.
The current A-Class and B-Class are all about “fascination
and responsibility” — fascination in terms of the attractive
design, high-quality equipment features and exemplary
safety of both model series following the model updates,
and responsibility as reflected in the further progress
we’ve made with them in the area of environmental protection. Our environmental balance analysis shows that
the carbon dioxide emissions of the A-Class throughout
the vehicle’s entire life cycle (150,000 kilometres) have
now been reduced by 9 per cent. Moreover, thanks to our
newly developed ECO start/stop function (which shuts
off the engine at a red light or in traffic jams), the A 150
consumes only 5.8 litres of fuel per 100 km (NEDC), which
corresponds to carbon dioxide emissions of 139 grams/km.
B-Class fuel consumption in the NEDC has been lowered
up to seven per cent, and the sports tourer is now available for the first time with a natural gas drive system as
an option. What’s more, we’ve also now produced a Life
Cycle Assessment for this drive system that illustrates the
benefits this drive system offers as compared to a gasoline
engine.
On the following pages you will find detailed information
about the environmental profiles of our automobiles.
In addition, you’ll be able to see for yourselves how
Mercedes-Benz unites automotive fascination and environmental responsibility.
5
Product description
Following an extensive model
update, the A-Class is once again
setting standards for safety, comfort
and environmental protection
Since its world premiere in 1997, the A-Class has made a
name for itself as a trendsetter and innovation leader in
the compact segment. The vehicle’s outstanding safety
features, day-to-day versatility and typical Mercedes
reliability have been among its strengths from the very
beginning, and these traits, coupled with the distinct and
versatile concept behind the model, have thrilled more
than two million motorists to date.
The new generation of the A-Class builds on all of these
virtues. In the spring of 2008 Mercedes-Benz presented
the extensively updated A-Class five-door saloon and
the three-door coupe. When viewed from the front, the
upgraded A-Class seems younger, yet more confident and
poised than before. Its redesigned headlamps with their
bold lines link the front and flanks of the vehicle, making them appear as if they’ve been cast from the same
mould. The newly designed front bumper reinforces the
initial impression, and its lower air inlet duct is now much
larger, emphasising the width of the vehicle’s body. Also
new is the radiator grille, which highlights the progressive character of the A-Class model series.
6
More than 500,000 units of the A-Class have been produced in
just three-and-a-half years, making it one of the best-selling cars in
Mercedes-Benz’ passenger vehicle range. The latest generation of the
compact car is more youthful, more attractive and more environmentally friendly than ever before.
7
Design:
Lines: ELEGANCE and
AVANTGARDE offer more
pronounced styling
The design and equipment lines of the updated A-Class
are differentiated even more strongly through separate
design elements for the car’s front section. For example,
whereas the louvres in the basic model’s radiator grille
are in dark grey, the same components in the ELEGANCE
and AVANTGARDE lines are painted in metallic atlas grey
and iridium silver respectively, thus giving those lines a
more luxurious look. This impression is further reinforced
by discreet chrome trim strips. The front bumper in the
AVANTGARDE line also has a distinctive design that more
strongly emphasises the arrow shape of the front end,
thus signalling even greater agility.
When viewed from the side, the A-Class lines differ
by reason of individualized wheel designs. Whereas the
basic model comes with 15-inch wheels and seven-spoke
wheel embellishers as standard, the ELEGANCE and
AVANTGARDE lines feature individualised 16-inch lightalloy wheels. The new and larger exterior mirror hous
ings and door handles are painted in the vehicle colour
for all lines, and the previously used side rubbing strips
have been replaced by fine chrome trim strips in the
ELEGANCE and AVANTGARDE models.
8
The front and the rear ends
have also been redesigned by the
Mercedes designers.
The rear of the new-generation A-Class is dominated
by a modified rear bumper
and tail lights in a new
design that extend far into
the sides of the vehicle.
Both redesigned elements
result in a broader and
thus more muscular appearance for the A-Class.
The ELEGANCE and
AVANTGARDE models also
come with reflective decorative trim and chrome inserts
on the rear bumper. In addition, the two lines feature new,
ergonomically improved chrome-plated tailgate handles as
well as an oval chrome-plated tailpipe.
9
Interior:
Upgraded with larger bins
and new materials
The Mercedes designers who remade the A-Class interior also focused on enhancing the value of the model
by, among other things, making use of new high-quality
upholstery materials and door linings.
In the ELEGANCE and AVANTGARDE lines, the seats boast
a refined combination of ARTICO man-made leather and
fabric, which is available in three colours. In addition, new
decorative trim made of smoke grey diagonally brushed
aluminium enhances the interior of the AVANTGARDE
line, while the dignified atmosphere of the ELEGANCE
models is reinforced by wood trim. All A-Class variants
now have a larger stowing compartment in the centre
console and a newly designed cup holder between the two
front seats.
New seat materials, door panelling and ornamental trim
were selected for the A-Class interior.
A seat comfort package featuring seat cushion angle
adjustment and lumbar support, seat height adjustment
for the driver’s seat, a front armrest, and a net in the front
passenger footwell comes as standard equipment for the
ELEGANCE and AVANTGARDE lines.
10
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Fuel economy:
Start-stop function:
A 160 CDI BlueEFFICIENCY
consumes just 4.5 litres of fuel
per 100 km
The engine switches off
automatically when idling
Engine:
Larger radiator
for exhaust gas
recirculation
The BlueEFFICIENCY package also
includes an aerodynamically optimised radiator grille which is closed
on the inside in order to reduce the
volume of air flowing into the engine
– although the CDI engine is still
cooled effectively at all times. The
car’s body has also been lowered by
ten millimetres to reduce the drag
coefficient even further.
Energy management:
Precise generator control
Mercedes engineers have achieved NEDC fuel savings of
up to 0.4 litres per 100 kilometres in the A-Class petrol
engines through the use of a newly developed ECO startstop function. Beginning in autumn 2008, this system
will be available as an option for the high-volume models
A 150 and A 170. The start-stop system automatically
switches off the engine when the driver puts the manual
transmission on neutral at a low speed while simultaneously depressing the brake pedal. A special display in the
instrument cluster informs the driver when conditions are
right for the engine switch-off.
For the A 160 CDI BlueEFFICIENCY,
Aerodynamics:
Radiator grille
closed on the inside
Mercedes-Benz exploits the potential of various
Aerodynamics:
Body lowered ten millimetres
With fuel consumption figures ranging from 4.9 to
8.1 litres per 100 kilometres, the new generation of the
A-Class underscores the model series’ outstanding fuel
economy. Detailed improvements have reduced the fuel
consumption of the state-of-the-art direct-injection diesel
engines for the A-Class by up to 8.8 per cent (or 0.5 litres
per 100 kilometres) as compared to the predecessor
models. In autumn 2008, Mercedes-Benz will introduce
a standard-fitted BlueEFFICIENCY package for the threedoor A 160 CDI with manual transmission, which will
boast further improvements to engine efficiency, aerodynamics, rolling resistance, energy management and
weight. Taken together, these measures lead to fuel savings of 0.4 litres, which means that the A 160 CDI
BlueEFFICIENCY has a NEDC consumption of just
4.5 litres per 100 kilometres. This in turn means that
the CO2 emissions of the 60 kW/82 hp engine in the
coupe total only 119 grams per kilometre.
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fields of technology to reduce fuel consumption
by an additional 0.4 litres per 100 kilometres.
Additional fuel-saving potential has been exploited by
regulating the onboard power supply of the A 160 CDI
BlueEFFICIENCY in accordance with demand, thus saving
energy. Here, a sensor permanently monitors the battery,
thereby enabling the output of the generator to be reduced for certain periods of time when the battery is well
charged. This reduces the engine workload, which in turn
lowers fuel consumption. In order to recharge the battery
in an energy-efficient manner, the generator management
system consistently utilises the engine’s thrust phases to
convert kinetic energy into electrical power.
The engine is restarted almost noiselessly within a fraction of a second as soon as the clutch pedal is depressed
or the brake is released. This rapid and comfortable
engine start represents a major advantage for the ECO
start-stop function over other similar systems. To achieve
it, Mercedes-Benz uses a starter generator linked to the
crankshaft via the drive belt. This set-up enables the
engine to start much more quickly and quietly than is the
case with a conventional starter. During the journey, the
starter generator feeds electrical energy into the onboard
network of the A-Class.
Mercedes-Benz put the ECO start-stop function through its paces in 175 test
cars, covering a total of approximately 1.2 million kilometres. About half of this
tremendous distance was covered in city traffic, where the new system made it
possible to achieve fuel savings of up to nine per cent.
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Economy:
Ecology:
9 per cent lower fuel consumption
in city traffic
The A-Class is the first compact
car to receive an environmental
certificate
The ECO start-stop function lowers NEDC fuel consumption by
a further 6.5 per cent or so.
The A 150 BlueEFFICIENCY
(70 kW/95 hp) has completed
fuel economy test drives with
a consumption of 5.8 litres per
100 kilometres, which corresponds to 139 grams of carbon
dioxide per kilometre.
The results of practical trials
such as the one described above
are extremely important for
Mercedes-Benz when it comes to
evaluating new technologies. The
Stuttgart-based automaker not
only assesses the environmental
compatibility of its vehicles on the
basis of standardised emission
and fuel consumption measurements; it also considers the
complete vehicle lifecycle – from
production and many years of
operation to vehicle disposal. To
this end, more than 40,000 individual processes have
been analysed to generate an overall picture and enable
development work to be objectively assessed.
Even better values can be
achieved in normal road traffic,
as confirmed by the results of
extensive practical tests in which Mercedes employees put
the system through its paces in 175 test cars, covering a
total of approximately 1.2 million kilometres. Around half
of this tremendous distance was covered in city traffic,
where the new ECO start-stop function enabled fuel savings of up to 9 per cent.
As an option, the four-cylinder engines of
the A 150 and A 170 can be fitted with
the convenient ECO start-stop function.
This environmental audit formed the basis of an environmental certificate issued according to the stringent international ISO “Design for Environment” standard 14062.
Mercedes-Benz is the only automobile brand to have
received this certificate to date, and such certification has
also been issued to the new generation of the A-Class,
thereby confirming the huge advances in environmental
protection that have been made with the model. An analysis carried out over a distance of 150,000 kilometres, for
example, shows that CO2 emissions in the new A-Class are
around nine per cent lower than the figure for the predecessor model (W 168) from 1998, and that nitrogen oxide
emissions have been reduced by 13 per cent.
The A 150 BlueEFFICIENCY with the ECO start-stop function achieves even better results, as the new technology
lowers carbon dioxide emissions over the entire lifecycle
of the vehicle by a further five per cent. This means that
14
the environmental audit shows an impressive reduction
in CO2 emissions of more than 12 per cent as compared to
the predecessor model (W 168).
The environmental certificate also takes into account
other aspects besides good fuel economy and low exhaust
emissions. A vehicle’s recycling concept is very important,
for example — and the A-Class already meets the EU regulation scheduled to go into effect in 2015 that stipulates
a recoverability rate of 95 per cent. High-grade recycled
materials are now being used in the new generation of the
A-Class to produce plastic components with a total weight
of 30.8 kilograms, which is two and a half times the
amount in the predecessor model.
The environmentally friendly concept behind the A-Class
is also reflected in the use of renewable raw materials,
as Mercedes-Benz manufactures various components for
the compact car that are made of flax, olive stones, cotton,
coconut fibre, wood veneers and abaca fibres. The weight
of such components is now around one third higher than
in the predecessor model.
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Safety:
Parking assist system:
Flashing brake lights warn
cars travelling behind
Ultrasound and electric steering
help with parking
The flashing brake lights can
A-Class drivers who need to find a parking space and back
into it will in the future be supported by an active parking assist system that will be available as an option in all
model variants. Newly developed side-mounted ultrasound
sensors help the system identify suitable parking spaces
on either side of the street while passing, and then inform
the driver by means of a display. The sensors operate up
to a speed of 35 km/h, monitoring the area to the left and
right of the vehicle and measuring the length and depth
of potential parking spaces, while displaying a “P” in the
instrument cluster to show that a search is in progress.
Active support for drivers while parking
dramatically shorten the reaction times
of drivers in the rear.
Mercedes-Benz has further refined safety and comfort features in the new generation of the A-Class. The vehicle’s
adaptive brake light, for example, brings technology from
the luxury class into the compact segment, which thus
benefits from yet another accident prevention system as
a standard feature. Here, if a driver engages in an emergency braking manoeuvre at a speed over 50 km/h, the
brake lights will flash rapidly to warn drivers in the rear,
thereby enabling them to react more quickly and avoid a
collision.
The flashing brake lights are the result of extensive practical research into the braking behaviour of motorists, during which Mercedes engineers found that the braking
responses of drivers are on average 0.2 seconds faster in
emergency braking situations if a flashing red warning is
issued in place of conventional brake lights. As a result,
the braking distance can be reduced by around 4.40 metres
at a speed of 80 km/h, and even by around 5.50 metres at
100 km/h.
16
If the A-Class is braked at a speed exceeding 70 km/h,
the flashing brake lights will be accompanied by hazard
warning lights.
The A-Class sets the standards for occupant protection
in its market segment, with two-stage front airbags, belt
tensioners in the front and the rear outer seats, belt force
limiters, active front head restraints and head/thorax side
airbags. Mercedes-Benz is also now supplementing this
extensive safety technology with crash-active emergency
lighting for the interior, which switches on automatically
after an accident of a predefined severity, thus providing
the occupants with clearer orientation and also facilitating
the work of emergency service units.
Once a suitable parking space has been found, an arrow
appears in the display to notify the driver as to which side
of the street the space is located on. If the driver then
shifts into reverse, acknowledges the display message,
and depresses the gas pedal, the active parking assist
system will take control of the steering and automatically
manoeuvre the car into the parking space. All the driver
has to do is to accelerate and use the brake; the ultrasound sensors in the PARKTRONIC system support the
driver and keep him or her informed about the distance to
the vehicles in front of and behind the A-Class.
The active parking assist system consists of ten ultrasound sensors in the front and rear bumpers, as well as an
electronic control unit that processes the sensor signals
and calculates the best possible path into the parking
space. This information is passed on to the electromechanical power steering unit, whose electric motor carries
out the required steering movements itself. A potential
parking space only has to be 1.30 metres longer than
the A-Class for the automatic parking procedure to take
place – an indication of the great precision this technology offers. Because of the very compact dimensions of
the A-Class, a parking space with a length of only around
5.19 metres is sufficient to successfully park the vehicle
automatically.
Mercedes engineers have also added a new function to an
already proven A-Class assistance system, as the model’s
Electronic Stability Program (ESP®) now has an automatic
hill-holder function that stops the car from rolling backwards when the driver switches from the brake to the
gas pedal when moving up an incline. In such a situation,
ESP® briefly maintains constant brake pressure to ensure
that the driver can move off smoothly.
17
Audio:
Interface:
New units offer Bluetooth, a colour
display and Europe-wide navigation
iPod operation via buttons
on the steering wheel
Like all new 2008 Mercedes models, the A-Class comes
with additionally improved information, communication, navigation and entertainment systems. Customers
can choose among four optional systems: Audio 5, Audio
20, Audio 50 APS and COMAND APS. From Audio 20
on, these include a radio with a twin tuner and a colour
display, as well as a Bluetooth interface for mobile phones,
a telephone keypad and a CD player. Also included are an
automatic volume adjustment system and a glove compartment connection for external audio units.
Even greater possibilities for musical enjoyment on the
move are offered by a newly developed interactive media
interface that can connect an MP3-player, USB stick or
other external audio device to the vehicle’s infotainment
system. As a result, external audio units can be conveniently operated using the buttons on the multifunctional
steering wheel, while the titles of music tracks are shown
in the instrument cluster and on the colour display in the
centre console. The portable battery of the music storage
device is continually recharged as long as the unit is connected to the car via the media interface. Connection of an
iPod or similar device only requires a special cable, which
is available from the Mercedes-Benz accessories program.
Audio 50 APS comes with a Europe-wide DVD navigation system and a DVD drive, while the top-of-the-line
COMAND APS features hard-disk navigation, a music register, a slot for SD memory cards and a voice control function. Drivers can easily use the LINGUATRONIC system
to operate the telephone, audio and navigation systems
by means of whole-word commands. Rather than spelling
out their wishes, drivers simply say what they want when
entering a destination, selecting a radio station or accessing a saved telephone number.
Also available in the A-Class is the award-winning
“Logic 7” surround sound system, which celebrated its
world premiere in the S-Class. The system has an output
of 450 watts and comes with 12 speakers (ten in the
coupe version).
The new media interface makes it possible to integrate an iPod
into the A-Class’ operating and display system.
The new COMAND APS features a large colour display as well as numerous
additional functions, including a music register and voice control.
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19
1 Product documentation
This section documents the essential, environmentally relevant technical data for the different versions
of the new A-Class of the 2008 model year on which the general environmental information is based
(Chapter 2.1).
The detailed analyses relating to materials (Chapter 1.2), the Life Cycle Assessment (Chapter 2.2)
or the recycling concept (Chapter 2.3.1) refer to the basic version of the AClass, the five-door A 150with the standard equipment package.
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21
1.1 Technical data
1.2 Material composition
The following table documents
the essential technical data of the
new A-Class versions.
The weight and material data for the A 150 was taken
from in-house documentation of the vehicle’s components
(parts list, drawings). To determine the recyclability rate
and the Life Cycle Assessment, the “kerb weight according to DIN” is taken as the basis (no driver and luggage,
fuel tank 90 percent full). Figure 1-1 shows the material
composition of the new A-Class according to VDA 231-106.
The relevant environmental aspects are
explained in detail in the environmental
profile in Chapter 2.
Characteristic
A150***
A170***
A200
A200 Turbo
A160 CDI
A180 CDI
A200 CDI
Engine type
Petrol engine
Petrol engine
Petrol engine
Petrol engine
Diesel engine
Diesel engine
Diesel engine
Number of cylinders
4
4
4
4
4
4
4
Displacement (eff.) [cc] 1498
1699
2034
2034
1991
1991
1991
Output [kW]
70
85
100
142
60
80
103
Transmission manual
x
x
x
x
x
x
x
automatic
Optional
Optional
Optional
Optional
Optional
Optional
Optional
Euro 4
Euro 4
Euro 4
Euro 4
Euro 4
Euro 4
1165/+39*
1195/+45*
1230/+35*
1250/+45*
1270/+35*
1290/+30*
Emission standard (met) Euro 4
Weight (w/o driver
and luggage) [kg]
1150/+50*
In the new A-Class, more than half of the vehicle weight
(64.7 percent) is accounted for by steel/ferrous materials,
followed by polymers with 15.3 percent and lightweight
metals (7.8 percent) as the third-largest fraction. Service
fluids account for roughly 5.1 percent, with the percentage of non-ferrous metals and other materials (predominantly glass) slightly lower at around 2.2 percent and 3.8
percent respectively. The remaining materials, i.e. process
polymers, electronics and precious metals contribute
about 1 percent to the weight of the vehicle. In this study
the process polymers mainly consist of materials for the
paint finish.
Exhaust emissions [g/km]
CO2:
148-159/
157-163/
172-176/
187-192/
128-137/
134-138/
138-140/
157-166*
157-169*
172-176*
187-192*
142-154*
142-154*
149-159*
NOX:
0.005/
0.01/
0.015/
0.01/
0.195/
0.204/
0.187/
0.008*
0.005*
0.006*
0.007*
0.167*
0.167*
0.223*
CO:
0.305/
0.377/
0.145/
0.49/
0.245/
0.249/
0.259/
0.363*
0.339*
0.273*
0.651*
0.068*
0.068*
0.124*
HC (petrol engine)
0.029/
0.052/
0.022/
0.063/
-
-
-
0.07*
0.064*
0.043*
0.06*
-
-
-
HC+NOX: (diesel)
-
-
-
-
0.227/
0.234/
0.221/
0.179*
0.179*
0.238*
PM (diesel, with DPF)
-
0.002/
0.003/
0.003/
Fuel consumption
-
-
-
0.003*
0.003*
0.003*
6.6-6.8/
7.2-7.4/
7.9-8.1/
4.9-5.2/
5.0-5.2/
5.3-5.4/
NEDC comb. [l/100 km] 6.6-7.0*
6.6-7.1*
7.2-7.4*
7.9-8.1*
5.4-5.8*
5.4-5.8*
5.7-6.0*
Driving noise [dB(A)]
71/
71/
74/
71/
70/
72/
73/
71*
72*
74*
71*
71*
71*
71*
6.2**-6.7/
The polymers are divided into thermoplastics, elastomers,
duromers and non-specific plastics, with the thermoplas-
Steel/iron 64.7 %
tics accounting for the largest proportion with just under
11 percent. Elastomers (predominantly tyres) are the second-largest fraction with 4 percent.
The service fluids include oils, fuel, coolant, refrigerant, brake fluid and washer fluid. Only circuit boards are
included in the electronics group. Cables and batteries are
categorised according to their materials composition.
A comparison with the preceding model shows major
changes, especially in the materials steel and aluminium.
While steel represents 64.7 percent of the materials used
in the new A-Class, 4.6 percent more than in its predecessor model, lightweight metals make up 7.8 percent of the
materials mix, a 2.5 percent reduction. The major differences are:
•
•
•
Increased mass of the body due to greater
crash safety and larger dimensions.
The rear door and wings are made of steel
instead of thermoplastic.
Different basic equipment
(additional safety features, climate control).
Light alloys 7.8 %
Service fluids 5.1 %
Non-ferrous metals 2.2 %
Process polymers 1.0 %
Electronics 0.1 %
Other materials 3.8 %
Special metals 0.02 %
Polymers 15.3 %
* Figures for automatic transmission.
** NEDC consumption of basic A 150 with standard tyres: 6.2 l/100 km.
***
A 150 and A 170 with ECO start-stop function: market launch autumn 2008.
Elastomers 4.0 %
Duromers 0.3 %
Other plastics 0.3 %
Thermoplastics 10.7 %
Preliminary consumption and CO2 value of A 150 with ECO start-stop function: 5.8 l/100 km, 139 g CO2/ km.
Figure 1-1: Materials composition of the new A-Class
22
23
2.1 General environmental issues
2 Environmental
profile
The environmental profile documents the
general environmental features of the A-Class
with respect to topics including fuel consumption, emissions or environmental management
systems, as well as providing specific analyses
of the environmental performance, such as Life
Cycle Assessment, the recycling concept and the
use of secondary and renewable raw materials.
Considerable reductions in fuel consumption have been
achieved with the new A-Class. For the A 150 base version, and compared to its predecessor, fuel consumption
has been reduced from 7.1 l/100 km (at market launch in
1998) and 6.9 l/100 km (at the time of model replacement
in 2004 incl. fuel economy measures introduced during
the product life cycle) to between 6.2 and 6.7 l/100 km,
depending on the tyres. In relation to the market launch
of the preceding model this represents a remarkable
reduction in fuel consumption of as much as 13 percent.
The new A-Class thus makes an important contribution
to the ambitious CO2 targets defined under the voluntary
arrangements agreed on by the European automotive
industry and the European Union.
The new generation of the A-Class features a completely reworked design,
equipment of even higher quality and technological innovations that further
improve the vehicle’s safety, comfort and economy.
Mercedes-Benz has therefore developed the ECO Start/
Stop function, which in the A-Class will be available in
the A 150 and A 170 models beginning in September
2008. This function shuts off the combustion engine, for
example at a red light or in traffic jams, in order to save
fuel and prevent emissions. Thanks to the ECO Start/Stop
function, the fuel consumption of the A 150 is reduced to
5.8 l/100km, an 18 percent improvement in fuel economy
compared to the corresponding value for the predecessor
vehicle at its market launch.
24
25
The A-Class with the ECO Start/Stop function offers one
of the future-oriented modular technology concepts from
Mercedes-Benz.
At the 62nd International Motor Show in Frankfurt/Main,
the automaker from Stuttgart presented an entire fleet of
economical and clean-running automobiles with intelligently combined drive technologies.
With a total of 19 new vehicles
– including eight BLUETEC models,
seven hybrid vehicles from five production series,
and the F 700 research vehicle –
Mercedes is presenting its roadmap to sustainable mobility.
The modular technology concept developed by
Mercedes-Benz features intelligent energy management
in all the relevant vehicle components, optimised combustion engines, and custom-tailored hybrid solutions that
can be used individually or in combination depending on
vehicle class, vehicle use profile and customers’ specific
wishes. In addition, Mercedes-Benz has announced it will
begin series production of the B-Class F-Cell with a newgeneration fuel cell drive in 2010.
Fuel consumption, however, is effected not only by vehicle
improvements but also by drivers’ behaviour behind the
wheel, which plays a decisive role in fuel efficiency. That
is why the operating instructions for the latest A-Class
include suggestions for driving in an economical and environmentally friendly manner. Mercedes-Benz also offers
its customers an “Eco driver training” programme. The
results of this training show that fuel consumption of a
passenger car can be reduced by as much as 15 percent by
means of an economical, energy-conscious driving style.
The A-Class is also fit for the future in terms of fuels. The
diesel models, for example, can be run with SunDiesel,
which was developed thanks to a decisive contribution
by Mercedes-Benz. SunDiesel is refined, liquefied biomass. Compared to conventional, fossil-based diesel, this
fuel produces nearly 90 percent less CO2 emissions and
contains neither sulphur nor harmful aromatic compounds. The properties of the clean, synthetic fuel can be
practically customized and optimally adjusted to engines
in its production stage. But the biggest advantage is the
complete exploitation of the biomass. Unlike conventional
biodiesel, in which only about 27 percent of the energy
in rapeseed is turned into fuel, the process by CHOREN
utilizes the entire plant and not just the oil-bearing seed.
A dramatic improvement also was achieved in terms of
exhaust emissions. Mercedes-Benz is the first automobile
manufacturer to equip all of its diesel passenger cars
– from the A-Class to the S-Class – with zero-maintenance,
additive-free diesel particulate filters . This also applies, of
course, to diesel-powered versions of the new A-Class: the
A 160 CDI produces about 95 percent fewer particulate
emissions than its predecessor from 2004. With the new
A-Class, Mercedes-Benz has significantly reduced not only
the particulates but also other emissions.
The A 150’s nitrogen oxide emissions (NOX), for example,
are 75 percent lower than its comparable predecessor
model, and the A200 also is an improvement on its predecessor, with a reduction in hydrocarbon emissions (HC)
and carbon monoxide emissions (CO) of about 39 percent
and around 41 percent respectively. With these improvements, the A-Class’ NOx, CO and HC emissions also are
around 81 percent, about 86 percent and 78 percent lower
respectively than the values specified by the Euro 4
European emissions limits.
The A-Class is produced in Mercedes’ Rastatt plant. For
many years this production facility has been equipped
with an environmental management system that is certified to be in compliance with the EU’s Eco-Management
1
The paint shop at the Mercedes plant in Rastatt uses low-solvent base coats
and a solvent-free clear powder coating.
and Audit Scheme (EMAS) and the international ISO
standard 14001. The paint technologies used for the AClass, for example, are not only the technological state of
the art but also stand out by virtue of their high levels of
environmental friendliness, efficiency and quality, which
are achieved thanks to consistent use of water-based
paints, with less than 10 per cent of solvents and the
solvent-free powder-slurry clear coat. This new painting
process makes it possible to considerably reduce the use
of solvents and cuts paint consumption by 20 percent.
The plant already has been recognised with three prestigious awards for this exemplary new development: the Innovation Prize in Cannes, the Environmental Prize of the
Federation of German Industries (BDI), and the European
Business Award for the Environment.
Standard equipment in Germany, Austria, Switzerland and the Netherlands,
optional in all other countries where fuel sulphur content is less than 50 ppm.
The fuel cell-powered B-Class will go into series production in 2010.
26
27
2.2 Life Cycle Assessment
The decisive factor affecting the environmental compatibility of a vehicle
is the environmental impact of the emissions and resource consumption
during the vehicle’s entire life cycle (cf. Figure 2 1).
The Life Cycle Assessment shows the environmental impact
resulting from the manufacture, use and end of life treatment of a vehicle.
The Mercedes plant in Rastatt has received
several prizes, including the European
Environmental Award.
Impressive success has also been achieved with energy
savings in Rastatt. The plant’s highly efficient combined
heat and power facility uses clean natural gas to supply electricity and heating. Equally important are wheel
heat exchangers. Such rotation heat exchangers are used
anywhere that large volumes of air are exchanged – for example when ventilating plant halls and paint booths. The
energy needed to heat areas where wheel heat exchangers
are used can be reduced by as much as 50 percent. CO2
emissions are reduced even further by using a solar facility to heat the industrial water for the plant.
This exemplary service in automotive production has
been implemented all the way to the customer level.
Waste materials resulting from the service and repair of
our products are collected at the vehicle service centres,
hauled away by means of a national network, processed
and delivered for recycling. Classic components include
bumpers, side panels, electronic scrap, glass and tyres.
Because of its contribution to the greenhouse effect, even
the chlorine-free R134a air conditioning refrigerant, which
does not destroy the ozone in the stratosphere, is collected
for professional disposal.
To provide visitors and employees at the Rastatt plant with
insight into the everyday practices designed to protect the
environment an “environmental information path“ has
been set up. The specific measures used in and around the
plant to ensure environmentally friendly production are
explained here.
Though this will not be needed with Mercedes passenger cars until well into the future, thanks to their long
service life, Mercedes-Benz offers a new, innovative way
to dispose of end-of-life vehicles safely, quickly and at no
cost. For easy disposal, a comprehensive network of return
points and dismantling facilities is available to Mercedes
customers. Customers can dial the toll-free number
00800 1 777 7777 for information and prompt advice
about all important details and the easiest method of
effecting return.
At Mercedes-Benz, stringent environmental standards
also are solidly anchored in environmental management
systems specially developed for sales and after sales activities. And at the dealerships, Mercedes-Benz practices
product responsibility by means of the MeRSy recycling
system for workshop waste, vehicle used parts and warranty parts and packaging materials. Thanks to the takeback system, which was introduced in 1993, MercedesBenz is also a model for the automotive industry when it
comes to workshop waste removal and recycling.
28
System boundary
Input
Raw material extraction
Material production
Production
•Energy
– electrical
– mechanical
– thermal
•Raw materials
•Intermediates
•Auxiliaries
Disposal
Recycling
Use & Maintenance
Output
•Waste
•Waste Water
•Waste Heat
•Residues
•Co-products
•Emissions into
– Air
– Water
– Soil
•Overburden
Figure 2-1: Overview of the Life Cycle Assessment (LCA)
29
2.2.1 Data
The ECE base version was selected to ensure the comparability of the vehicles examined. The base version of the
new A-Class was defined as the five-door A 150 with the
70 kW/95 hp four-cylinder engine, the relevant predecessor used as a benchmark for comparison being the A
140 (in the versions in production at the time of model
replacement and market launch). A comparison with
these two versions reveals the development steps already
realised by the time the predecessor was replaced. These
Project goal
Project goal
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.
• Life Cycle Assessment of new A-Class, ECE base version,
The assumed sulphur content in fuel is 10 ppm.
The combustion of 1 kilogram of fuel therefore produces
0.02 grams of sulphur dioxide emissions. The use phase is
calculated with a mileage of 150,000 kilometres.
The LCA reflects the environmental burden during the
disposal phase using standard processes for removal of
service fluids, shredding and energy recovery from shredder light fraction. Ecological credits are not granted.
Project scope
(continued)
Cutoff criteria
• Life Cycle Assessment data (GaBi) for material production, supplied energy, manufacturing processes and transport are
A 150, comparison to predecessor
described in the pertinent documentation (http://www.pe-international.com/gabi).
• No explicit cutoff criteria. All available weight information is processed.
• Noise and land use are not available as LCA data today and therefore are neglected.
• “Fine dust” and particulate emissions are not analysed. Major sources of fine dust (mainly tyre and brake abrasion) are not
• Verification of attainment of objective “environmental compatibility” and communication
Project scope
Functional equivalent
• A-Class car (base version; weight according to DIN 70020)
Comparability
• As two generations of one vehicle type, the products generally are comparable. Owing to progressive development and
dependent on vehicle type and consequently of no relevance to the result of vehicle comparison.
technology/product changed market requirements, the new A-Class provides additional functions and features, mainly in the area of passive
and active safety and in terms of higher performance. If the additions have an influence on the results, this will be
Balancing
• Life cycle; in conformity with ISO 14040 and 14044 (Life Cycle Assessment).
Balance parameters
• Material composition according to VDA 231-106.
commented upon in the course of evaluation.
• LCI level: resource consumption 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
System boundaries
• Life Cycle Assessment for car manufacture, use, disposal/recycling. The boundaries of the assessment system should
only be exceeded by elementary flows (resources, emissions, dumpings/deposits).
potential (POCP), eutrophication potential (EP), acidification potential (AP).
• Weight data of car: Daimler parts lists (as of November 2007).
These impact assessment parameters are based on internationally accepted methods. They are modelled on categories
• Information on materials for model-relevant, vehicle-specific parts: MB parts list, internal MB documentation systems,
selected by the European automotive industry with the participation of numerous stakeholders, in an EU project, LIRECAR.
Data base
specialist literature.
The mapping of impact potentials for human toxicity and ecotoxicity does not yet have sufficient scientific backing today
• Vehicle-specific model parameters (bodyshell, paintwork, catalyst etc.): MB departments.
and therefore will not deliver useful results.
• Location-specific energy supply: MB database.
• Interpretation: sensitivity analyses of car module structure; dominance analysis over life cycle.
• Information on materials for standard parts: MB database.
• MB DfE tool. This tool models a car with its typical structure and typical components, including their manufacture, and is
• Use (consumption, emissions): type approval/certification figures. Use (mileage): definition MB.
adapted with vehicle-specific data on materials and weights. It is based on the LCA software GaBi4
Software
Maintenance and care for vehicle have no relevance for the result.
(http://www.pe-international.com/gabi).
• Recycling model: state of the art (also refer to Chapter 2.3.1)
• Material production, supplied energy, manufacturing processes and transport: GaBi database SP 11
underlying car module structure. Contributions of relevance to the results are discussed.
(http://www.pe-international.com/gabi); MB database.
Allocation
Evaluation
Documentation
• Analysis of life cycle results according to phases (dominance). The manufacturing phase is evaluated based on the
• Final report with all parameters.
• Life Cycle Assessment data (GaBi) for material production, supplied energy, manufacturing processes and transport are
described in the pertinent documentation (http://www.pe-international.com/gabi).
30
• No further specific allocations.
31
2.2.2 Results for the A 150
However, it is not the use of the vehicle alone which
determines its environmental compatibility. Some environmentally relevant emissions are caused principally by its
manufacture, for example the SO2 and NOX emissions
(c.f. Figure 2-3). The manufacturing phase must be included in the analysis of ecological compatibility for this
reason. For a great many emissions today, the dominant
factor is not so much the automotive operation itself, but
the production of the fuel, for instance for hydrocarbon
(NMVOC) and NOX emissions and for the environmental
impacts which they essentially entail: such as photochemical ozone creation potential (POCP: summer smog, ozone)
and acidification potential (AP).
30
26.5
CO2 emissions [t/veh.]
25
20
15
10
5
0
5.0
0.3
Production
Operation
Recycling
Figure 2-2: Overall carbon dioxide (CO2) emissions balance in tonnes
Over the entire life cycle of the new A-Class, the life
cycle inventory calculations indicate, for example, a
primary energy consumption of around 440 gigajoules
(equal to the energy content of about 10.3 tonnes of premium grade petrol) and the input into the environment
of around 32 tonnes of carbon dioxide (CO2), about
13 kilograms of non-methane hydrocarbons (NMVOC),
about 15 kilograms of nitrogen oxides (NOX) and almost
25 kilograms of sulphur dioxide (SO2). In addition to
the analysis of overall results, the distribution of single
environmental impacts among the different phases of the
life cycle is investigated. The relevance of each life cycle
phase depends on the particular environmental impact
being considered. For CO2 emissions and primary energy
consumption, the use phase dominates with a share of
around 80 percent (cf. Figure 2-2).
32
For comprehensive and thus sustained improvement of
the environmental impact associated with a vehicle, it
is necessary also to consider the end-of-life-phase. With
regard to energy, the use or initiation of recycling cycles
is rewarding. For a complete assessment, within each life
cycle phase all environmental inputs are balanced. In addition to the results shown above, it was established, for
example, that municipal waste and tailings (particularly
ore dressing residues and overburden) originate mainly in
the manufacturing phase, whereas the hazardous wastes
are mainly caused by the provision of petrol during the
use phase.
Burdens on the environment due to emissions in water are
a result of vehicle manufacture, in particular owing to the
output of heavy metals, NO3-- - and SO42- -ions as well as
the factors AOX, BOD and COD.
Veh. production
Fuel production
Operation
Recycling
CO2[t]
32
Primary energy demand [GJ]
440
CO [kg]
72
NOX [kg]
15
NMVOC [kg]
13
SO2 [kg]
25
CH4 [kg]
35
GWP100 [t CO2-equiv.]
33
AP [kg SO2-equiv.]
37
EP [kg phosphate-equiv.]
5
ADP [kg Sb-equiv.]
205
POCP [kg ethene-equiv.]
8
0 %
10 %
20 %
30 %
40 %
50 %
60 %
70 %
80 %
90 %
100 %
Figure 2-3: Life cycle phases related to selected parameters
In addition to analysing the overall results, the distribution of selected environmental impacts over the production of individual modules is investigated. For example,
the percentage distribution of carbon dioxide and sulphur
dioxide emissions for different modules is shown in Figure 2-4. While the bodyshell is dominant with respect to
carbon dioxide emissions, modules with precious or nonferrous metals as well as glass, whose production leads to
high sulphur dioxide emissions, are more relevant for the
production of these emissions.
33
2.2.3 Comparison with predecessor model
Total vehicle (painting)
Passenger cell-bodyshell
Flaps/wings
Doors
CO2
Cockpit
SO2
new A-Class production, total:
CO2 5.0 t
SO2 10.0 kg
Mounted parts external
Mounted parts internal
40
35.1
Predecessor from 1998
35
34.4
31.8
30
25
new A-Class
20
15
10
Seats
5.0
Electric/electronics
4.4
Tyres
4.2
5
0
0
Controls
=
Production
50
100
Mileage [ ‘000km]
Fuel system
150
W 169 A 150 (6.2 l; 148 g CO2/km)
W 168 MA A 140 (6.9 l; 166 g CO2/km)
W 168 ME A 140 (7.1 l; 171 g CO2/km)
As of 1/2008
Hydraulics
Figure 2-5: Comparison of carbon dioxide emissions for the new A-Class and its predecessor [t/veh]
Engine/transmission peripherals
Engine
Manual transmission
Steering
Front axle
Rear axle
0 %
5 %
10 %
Emissions for veh. production [%]
Figure 2-4: Distribution of selected parameters (CO2 and SO2) of different modules
34
15 %
20 %
25 %
30 %
Parallel to the investigation of the new A-Class, an LCA for
the ECE base version of the preceding model was compiled (1,030 kilograms DIN weight at the time of model replacement, 1,020 kilograms DIN weight at market launch).
The parameters on which it was based are identical with
those of the new A-Class, with production reflected by an
extract from the parts list. Operating data for the preceding model with the same engine displacement were
calculated using the valid certification values. The same,
state-of-the-art model was used for disposal/recycling.
Figure 2-5 shows that the vehicles have similarly high
carbon dioxide emissions during production, but that
the new A-Class has clear advantages over the entire life
cycle. At the beginning of the life cycle, production of the
2008 A-Class causes slightly higher CO2 emissions (total
of 5.0 tonnes of CO2). During the subsequent use phase
the new A-Class emits approximately 27 tonnes of CO2;
the total over the production, use and disposal phases
being around 32 tonnes of CO2. Production of the preceding
model (market launch of predecessor in 1998 and model
replacement of predecessor in 2004) accounts for 4.2 and
4.4 tonnes of CO2, respectively. Owing to their higher fuel
consumption, the preceding models emit 31 tonnes (1998)
and 30 tonnes (2004) of CO2 in the use phase.
The total is around 35 tonnes and 34 tonnes of CO2 emissions, respectively. The break-even point for the new
A-Class is therefore already at around 30,000 kilometres.
This means that from this mileage, the new A-Class emits
less carbon dioxide and has offset the slight increase of
the production phase. Taking production and an operating
mileage of more than 150,000 kilometres together, the current model causes around 8 percent fewer CO2 emissions
than its predecessor at the time of model replacement. If
the preceding model is taken for comparison at the time of
market launch, the new A-Class is better by 9 percent.
35
NOX emissions [kg/veh.]
Input parameters
7.7
Resources, ores
20
18
17.8
16
14
Delta for Predecessor
Delta for
from 2004 predecessor from 1998 predecessor
from 2004
from 1998 Comments
17.6
ADP* [kg Sb equiv.]
204
220
- 7 %
224
- 9 %
Crude oil/fuel production
15.3
Bauxite [kg]
96
89
8 %
88
10 %
Higher proportion of primary aluminium use
Iron ore [kg]
1390
1184
17 %
1169
19 %
Particularly greater use of steel
23
17
40 %
17
40 %
Electronics line sets
new A-Class
10
Zinc ore [kg]
19.8
14
44 %
14
45 %
Alloy elements (various sources)
Rare earth/precious metal ores [kg]
217
455
- 52 %
188
16 %
Engine and transmission (exhaust system)
Dolomite [kg]
5.8
6.6
- 12 %
6.6
- 12 %
Magnesium production
New Predecessor
8
7.3
6
6.8
4
Energy sources
A-Class
Primary energy [GJ]
Delta for
from 2004 Predecessor from 1998 Prodecessor
2
from 2004
from 1998 Comments
440
472
- 7 %
481
- 9 %
Lower fuel consumption
7.1
6.7
5 %
6.7
6 %
Nearly 80 % veh. production
Proportionately
Lignite [GJ]
0
0
=
Production
50
100
Mileage [ ‘000km]
150
W 169 A 150 (6.2 l; 0.005 g NOX/km)
W 168 MA A 140 (6.9 l; 0.02 g NOX/km)
W 168 ME A 140 (7.1 l; 0.02 g NOX/km)
As of 1/2008
Figure 2-6: Comparison of nitrogen oxide emissions for the new A-Class and its predecessor [kg/veh]
The figures on nitrogen oxide emissions against mileage
in Figure 2-6 presents a picture similar to that for the CO2
emissions, although the improvement is slightly higher at
about 14 percent and 13 percent, respectively.
In Table 2-2 and Table 2-3, the results for several other
parameters of the LCA are shown in summary form. The
horizontal lines with grey backgrounds represent general
impact categories. They group together in emissions having the same impact and quantify their contribution to the
particular impact by means of a characterisation factor;
for example, the contribution to global warming potential
in kilograms of CO2 equivalent.
36
Predecessor
Copper ore [kg]
12
New A-Class
Consumption of resources is indicated by the category
ADP (abiotic depletion potential). The individual figures
in this category show the changes in detail: the partly
increased use of materials means that more material
resources (e.g. bauxite) are consumed for production of
the new A-Class. This is balanced against the lower fuel
consumption during operation, and the saving in crude
oil exceeds the increased use of resources in production.
Over the entire life cycle there is a saving in primary
energy of 7 percent (2004) and 9 percent (1998) compared
to the predecessor, while the abiotic depletion is reduced
by 7 percent (2004) and 9 percent (1998). Reducing the
primary energy demand by 32 GJ (2004) and 41 GJ (1998)
corresponds to the energy content of almost 1,000 litres
and around 1,300 litres of petrol, respectively.
(materials)
Natural gas [GJ]
Approx. 53 % use
49
50
- 4 %
51
- 4 %
(fuel production, rest veh. production)
Crude oil [GJ] Lower fuel consumption,
340
375
- 9 %
385
- 12 %
approx. 5 % production (materials)
Coal [GJ] Primarily production
28
25
15 %
24
19 %
(materials)
Uranium [GJ] Primarily production
12
11
4 %
11
6 %
(materials)
Renewable energy resources [GJ]
Primarily production
4.5
4.4
4 %
4.3
6 %
Table 2-2: Overview of LCA results (I)
(materials)
* CML 2001
The impact categories are also shown in Table 2-3. In
almost all the categories examined here, the 2008 A-Class
has advantages over the preceding model.
All in all, the goal of improving environmental compatibility compared to the preceding model has been achieved.
37
2.2.4 Results for A 150 with ECO Start/Stop function
Impact categories
New A-Class
Predecessor
GWP* [t CO2 equiv.]
33
Delta for
from 2004 predecessor from 1998 predecessor
35
from 2004
- 8 %
36
from 1998 Comments
- 9 %
Particularly due to CO2 emissions
fuel consumption
AP* [kg SO2 equiv.]
Particularly due to SO2 emissions from materials
37
41
- 9 %
40
- 7 %
EP* [kg phosphate equiv.]
4.6
4.2
11 %
4.1
12 %
production and fuel production
Particularly due to NOX emissions of veh. and
fuel production and COD from materials
production (steel/stainless steel)
POCP* [kg ethene equiv.]
NMVOC emissions/fuel production
8
9
New Predecessor
- 13 %
15
- 47 %
*CML 2001
Emissions in air
A-Class
Delta for
from 2004 Predecessor from 1998 Predecessor
from 2004
from 1998 Comments
CO2 [t] 32
34
- 8 %
35
- 9 %
CO [kg] 72
69
4 %
131
- 45 %
Higher emissions in operation
NMVOC [kg]
13
16
- 19 %
27
- 53 %
Lower consumption
(fuel production and veh. operation)
CH4 [kg]
35
38
- 6 %
38
- 7 %
(fuel production)
NOX [kg]
15
18
- 14 %
18
- 13 %
Approx. 50 % due to production (materials)
SO2 [kg]
25
27
- 7 %
26
- 4 %
Emissions in water
New A-Class
Predecessor
0.33
0.24
0.32
from 2004
4 %
0.31
7 %
0.26
- 8 %
0.26
- 9 %
Production (materials),
NO3- [g]
Due to production (materials),
309
- 7 %
306
- 6 %
and fuel consumption
PO4 3- [g]
20
- 10 %
21
- 11 %
(fuel productions)
SO4 2- [kg]
Due to production (materials),
12.3
The A 150 with the ECO Start/Stop function requires additional components that increase the car’s weight by about
21 kilograms. This increases the environmental impact of
vehicle production somewhat, compared to the normal A
150 version. Figure 2-7 shows how much primary energy
is consumed for each module of the two vehicle versions.
There are differences for three modules: engine, engine/
transmission peripherals and electrical/electronic systems. Overall, manufacturing the car requires only about
3 percent more primary energy than producing the A 150.
higher total vehicle weight
(fuel productions)
18
starter-generator that feeds electrical energy into the onboard network
from 1998 Comments
288
Assisted by an intelligent generator management system,
the starter generator supplies the on-board power network
with electricity when in generator mode. However, when
switched to starter mode, it provides sufficient torque
to start up the engine. Unlike a conventional starter, the
starter-generator starts the engine with much more electrical power and thus substantially faster. Thanks to the
belt drive, the engine also starts more quietly than with a
conventional starter or with other start/stop systems.
For the ECO start-stop function Mercedes-Benz uses a belt-driven
Delta for
Hydrocarbons [kg]
The ECO Start/Stop function is based on control electronics used for the control system of a belt-driven starter
generator. This starter generator is installed in the engine
compartment in place of the generator. It is connected
to the combustion engine by a belt drive attached to the
crankshaft.
from 2004 Predecessor from 1998 Predecessor
BOD [kg] Delta for Predecessor
Approx. 40 % due to production (materials)
Fuel production
Beginning in September 2008, Mercedes-Benz will be
expanding its A-Class model range through the addition of
the A 150 and A 170, both of which feature the ECO Start/
Stop function. This function makes it possible to shut off
the combustion engine when it is below a certain rpm by
shifting the manual gear to neutral. This enables motorists to save fuel and avoid producing emissions when they
are caught in a traffic jam or waiting at a red light, for
example.
12.4
- 1 %
12.5
- 2 %
and fuel consumption
Table 2-3: Overview of LCA results (II)
38
39
Passenger cell-bodyshell
Flaps/wings
Doors
Cockpit
Mounted parts external
Mounted parts internal
A 150
Seats
A 150 with ECO start-stop function
Electric/electronics
Total vehicle (painting)
31.8
35
A 150
30
20
15
A 150 with ECO start-stops function
Tyres
Controls
10
Total primary energy consumption of veh. production
A 150: 83.2 GJ
A 150 with ECO start-stop function: 85.6 GJ
Fuel system
30.2
25
5.1
Hydraulics
5
Engine/transmission peripherals
5.0
Engine
0
0
Manuel transmission
=
Production
Steering
Front axle
50
Mileage [‘000 km]
100
150
A 150 (6.2 l; 148 g CO2/km)
A 150 with ECO start-stops function; (5.8 l; 139 g CO2/km)
As of 1/2008
Rear axle
0
2
4
6
8
10
12
14
16
18
20
As of 1/2008
Figure 2-8: Comparison of the carbon dioxide emissions of an A 150 with and without ECO start-stop function [t/veh]
Figure 2-7: Comparison of the primary energy demand of the A 150 with and without ECO Start/Stop on the module level [GJ/veh]
The reduction of carbon dioxide emissions that can be
achieved by using the ECO Start/Stop function is shown in
Figure 2-8 against mileage on the basis of the A 150.
Due to the additional weight of the A 150 with ECO Start/
Stop function, production of the vehicle generates slightly
more CO2 emissions at the beginning of the life cycle (a
total of 5.1 tonnes of CO2). However, during its subsequent
use, the A 150 with ECO Start/Stop function emits only
139 g CO2/km in NEDC driving, or around 6 percent less
than the A 150 lacking the ECO Start/Stop function.
40
All in all, the A 150 with ECO Start/Stop function generates 30.2 tonnes of CO2 emissions during production and
150,000 kilometres of driving. That is 1.6 tonnes or 5
percent less than the A 150 without Start/Stop function.
As a result, the slightly higher CO2 emissions during
production are already offset after a mileage of less than
9,000 kilometres.
The extent to which CO2 emissions can be cut with the
help of the ECO Start/Stop function is also strongly
dependent on the operating conditions. The savings in
city driving are particularly pronounced. Because of the
stop-and-go nature of city driving (city cycle NEDC fuel
consumption), the savings here are 8 percent compared to
the A 150 without Start/Stop function.
41
2.3 Design for recovery
2.3.1 Recycling concept for the A-Class
The requirements for the recovery of end-of-life vehicles
(ELV) were redefined on approval of the European Endof-Life Vehicle Directive (2000/53/EC) on September
18, 2000. The aims of this directive are to avoid vehiclerelated waste and encourage the take-back, re-use and
recycling of vehicles and their components. The resulting
requirements for the automotive industry are as follows:
The method for calculating the recoverability of passenger
cars is defined by ISO standard 22628 – “Road vehicles
– Recyclability and recoverability – Calculation method”.
•
•
•
•
•
•
1.
2.
3.
4.
Set up networks for collection of end-of-life vehicles
and used parts from repairs
Achievement of an overall recovery rate of 95 percent
by January 1, 2015
Proof of compliance with the recovery rate in the
context of type approval for new vehicles, from
December 2008
Free take-back of all end-of-life vehicles, from
January 2007
Provision of dismantling information to ELV recyclers
within six months after market launch
Prohibition of the heavy metals lead, hexavalent
chromium, mercury and cadmium, taking into
account the exceptions in Annex II
The calculation model reflects the real process of end-oflife vehicle recycling, and is divided into the following four
steps:
Pre-treatment (removal of all service fluids;
tyres; the battery and catalytic converters;
ignition of airbags)
Dismantling (removal of replacement parts and/or
components for material recycling)
Separation of metals in the shredder process
Treatment of non-metallic residual fraction
(shredder light fraction – SLF).
The recycling concept for the new A-Class was designed in
parallel with the vehicle development process, with analysis of the individual components and materials for each
stage of the process. On the basis of the quantitative flows
stipulated for each step, the recycling rate or recovery rate
for the overall vehicle is determined.
At the pre-treatment stage, the ELV recycler removes the
fluids, battery, oil filter, tyres and catalytic converters.
The airbags are triggered using equipment standardised
for all European vehicle manufacturers. The components
removed first during the dismantling stage are those
required by the European End-of-Life Vehicle Directive. To
improve recycling, numerous components and assemblies
are then dismantled for direct sale as used replacement
parts or as a basis for remanufacturing.
Further utilization of used parts has a long tradition at
Mercedes-Benz. In fact, the Mercedes-Benz Used Parts
Centre (GTC) was founded back in 1996. With its qualitytested used parts, the GTC is a major component of the
service and parts business of the Mercedes-Benz brand,
and makes a substantial contribution to age and valuerelated repairs to our vehicles. In addition to used parts,
the ELV recycler removes specific materials which can be
recycled using economically worthwhile methods. Apart
Because the vehicles are designed for easy dismantling, the components
can be quickly removed and the materials sorted without any mixing.
from aluminium and copper components, these include
certain large plastic parts.
As part of the development process for the A-Class, these
components were specifically designed for later recycling.
In addition to material purity, care was taken to ensure
easy dismantling of relevant thermoplastic components
such as bumpers and wheel arch linings, side member,
underbody and engine compartment panels. All plastic
components are also marked in accordance with the international nomenclature.
During the subsequent shredder process for the remaining bodyshell, the metals are separated for recycling
in raw materials production processes. The remaining,
mainly organic fraction is separated into different categories and reprocessed into raw materials or energy in
an environmentally sound manner. All in all, the process
chain described demonstrates a recyclability rate of
85 percent and a recoverability rate of 95 percent for
the new A-Class, according to the ISO 22628 calculation
model (see Figure 2-9).
The vehicles are dismantled in the Mercedes-Benz Used Parts Centre, where the components
are then recycled in an environmentally compatible manner.
42
43
2.3.2 Dismantling information
ELV recycler
Vehicle mass: mV
Pretreatment: mP
Fluids
Battery
Tyres
Airbags
Catalytic converters
Oil filter
Dismantling: mD
Prescribed parts1),
components for reuse
and recycling
Rcyc = (mP+mD+mM+mTr)/mV x 100 > 85 per cent
Rcov = Rcyc + mTe/mV x 100 > 95 per cent
Shredder operators
Metal separation: mM
Remaining metal
SLF2) processing
mTr = recycling
mTe = energy recovery
1) acc. to 2000/53/EG
2) SLF = shredder light fraction
Figure 2-9: Material flows for A-Class recycling concept
Figure 2-10: Screenshot of the IDIS software
Dismantling information plays an important role for ELV
recyclers when it comes to implementing the recycling
concept. All the necessary information relating to the
A-Class is made available electronically via the 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.
Model-specific data are shown in both graphic and text
form. The pre-treatment section contains specific information concerning service fluids and pyrotechnical components, while the other sections contain materials-specific
information for the identification of non-metallic components. The current version (as of August 2007) contains
information on more than 58 passenger car brands with
1,206 different vehicles in 21 languages. IDIS data will be
made available to ELV recyclers by software update six
months after the market launch.
Following their dismantling, the vehicle bodies are shredded
so that the materials can be recycled.
44
45
2.3.3 Avoidance of potentially hazardous materials
2.4 Use of secondary raw materials
New A-Class Component weight in kg
30.8
Predecessor
12.0
+ 156 %
In addition to the required achievement of
certain recycling/recovery rates, the manufacturers are called upon by Article 4 Paragraph 1
(c) of the European End-of-Life Vehicle Directive
2000/53/EC to increasingly use recycled materials in vehicle manufacture and thereby to build
up and extend the markets for secondary raw
materials. To comply with these stipulations, the
specifications books for new Mercedes models
prescribe continuous increases in the share of
secondary raw materials used in car models.
The avoidance of hazardous materials is the top priority
during development, production, operation and recycling
of our vehicles. Since 1996, for the protection of both
humans and the environment, our in-house standard DBL
8585 has specified those materials and material categories that are not permitted to be incorporated in materials
or components used in Mercedes-Benz passenger cars.
This DBL standard is available to designers and materials specialists at the pre-development stage, during the
selection of materials and the planning of production processes.
Heavy metals prohibited by the EU End-of-Life Vehicle Directive, i.e. lead, cadmium, mercury and hexavalent chromium, are also covered by this standard. To ensure that
the ban on heavy metals is implemented according to the
legal requirements, Mercedes-Benz has adapted numerous
in-house and supplier processes and requirements.
46
Mercedes has stringent emissions guidelines for materials
used in vehicle interiors.
The new A-Class complies with the valid regulations. This
includes the use of lead-free elastomers in the powertrain,
lead-free pyrotechnical activation units, cadmium-free
thick-film pastes and chromium(VI)-free surfaces for the
interior, exterior and major assemblies, for example.
Materials used for components in the passenger compartment and boot are subject to additional emissions
limits which are also defined in DBL 8585. The continuous reduction of interior emissions is a major aspect of
component and materials development for Mercedes-Benz
vehicles.
The main focus of the recyclate research accompanying vehicle development is on thermoplastics. In contrast to steel and ferrous materials, to
which secondary materials are already added at
Figure 2-11: Use of secondary raw materials (thermoplastics) in the A-Class
the raw material stage, recycled plastics must be
polypropylene. However, new material cycles have also
subjected to a separate testing and approval process for
been closed by the new A-Class: use of recycled polyamide
the relevant component. Accordingly, details of the use
is approved for the blower shroud in the engine compartof secondary materials in passenger cars are only document. Figure 2-11 shows the components for which the
mented for thermoplastic components, as only this aspect
use of secondary raw materials has been approved.
can be influenced during development.
The quality and functional requirements for the relevant
component must be met by recycled materials to the same
extent as comparable new materials. To ensure that car
production is maintained even in the event of supply bottlenecks in the recyclate market, new materials may also
be used as an alternative.
Another objective is to obtain recycled materials from
vehicle-related waste flows as far as possible, thereby closing further cycles. For example, a recyclate made from reprocessed vehicle components is used for the front wheel
arch linings of the new A-Class: starter battery housings,
bumper panels from the Mercedes-Benz Recycling System
and production waste from cockpit units.
In the new A-Class, a total of 54 components with a total
weight of 30.8 kilograms can partially be made from highquality recycled plastics. The overall weight of recycledcontent components approved for use was thus increased
by 156 percent in comparison with the preceding model.
Typical applications include wheel arch linings, cable
ducts and underbody panels which are mainly made from
47
2.5 Use of renewable raw materials
New A-Class Component weight in kg
15.3
The use of renewable raw materials in vehicle production
is focused on interior applications. The natural fibres predominantly used in series production of the new A-Class
are flax, coconut and cotton fibres in combination with
various polymers. The use of natural materials in automotive engineering has a number of advantages:
•
•
•
•
Compared to glass fibre, the use of natural fibres
usually results in a reduced component weight.
Renewable raw materials also help to slow down
depletion of fossil resources such as coal,
natural gas and crude oil.
They can be processed using established technologies,
and products made from them are usually easy to
recycle.
If recycled in the form of energy, they have an almost
neutral CO2 balance, because only as much CO2 is
released as the plant absorbed during its growth.
An overview of the kinds and areas of application of the
renewable raw materials is displayed in Table 2-4. For
example, flax fibre is used in the covers for backrests and
coconut fibre is used in combination with natural latex in
the backrest cushions of the new A-Class seats. The floor
of the boot consists of a cardboard honeycomb structure,
and the Mercedes engineers have also used a raw material
from nature to ventilate the fuel tank: olive coke serves
as an activated charcoal filter. The open-pored material
adsorbs hydrocarbon emissions, and the filter is self-regenerating during vehicle operation.
In addition to applications in the interior, a natural fibre
component has also been used for the first time on the
exterior of the new A-Class. A new mixture containing
polypropylene (PP) thermoplastic and the extremely tough
natural fibre of the abaca banana is used as standard in
48
Predecessor
11.9
+ 29 %
Raw material
Application
Flax fibre
Covers of driver’s and front passenger seat backrests
Cotton, wool
Various soundproofing
Abaca fibre
Underbody panelling
Coconut fibre, natural latex
Backrest cushion driver’s seat
Wood veneer
Decorative trims, screens
Olive pits
Activated charcol filter
Paper
Floor of boot, filter inserts
Figure 2-12 Use of renewable raw materials in the new A-Class
Table 2-4: Areas of application for renewable raw materials
production of the cover of the spare-wheel well. A direct
processing procedure for long fibre-reinforced thermoplastics was refined for the use of natural fibres in the production of the components. The challenge here was to adapt
the required machine precision to natural fibres, whose
lengths and fibre strengths are subject to natural fluctuations, and to deliver the special qualities that an exterior
component must possess, including resistance to stone
chipping, weather conditions and moisture.
Mercedes-Benz uses the strong fibres of the abaca banana plant
to manufacture spare-wheel well covers.
Mercedes-Benz not only uses the natural fibres in production, but also supports their sustainable cultivation in the
“Global Sustainability Network”. In a public-private partnership (PPP) project in cooperation with the University
of Hohenheim and the German Investment and Development Association (DEG), the abaca plant is cultivated
according to ecological principles in the Philippines (on
Leyte Island) and included in the supply chain.
A total of 11 components with a combined weight of
15.3 kilograms are being manufactured using natural
materials for the new A-Class. This means the total weight
of components produced using renewable raw materials
has increased by about 29 percent relative to the predecessor model.
Figure 2-12 shows the components made from renewable
raw materials in the new A-Class.
Abaca fibres are much better for the environment than
glass fibres due to their very good ecological balance in
the areas of production, use and recycling. The manufacture of glass fibre, which can almost be completely
replaced in the spare-wheel well of the A-Class, requires
high amounts of energy. With the abaca fibre, energy
savings of up to 60 percent can be achieved, significantly
reducing CO2 emissions during manufacture of the raw
material.
49
a product. Later on, environmental effects can often only
be reduced by downstream, “end-of-the-pipe” measures.
3 Process documentation
It is of decisive importance to reduce emissions and the
consumption of resources over the entire life cycle of a
vehicle when improving its environmental compatibility.
The extent of the ecological burden caused by a product
is already largely defined during the early development
phase. Later corrections of the product design are only
possible at great cost and effort.
LCAs
The earlier that environmentally compatible product
development (“Design for Environment”) is integrated into
the development process, the greater the benefits in terms
of minimising environmental effects and costs.
Process and product-integrated environmental protection
must be realised during the development phase of
Recycling
Material use
Mercedes-Benz developement process
Strategy
phase
Technology
phase
Quality
Cost
Time
Environment
Vehicle
phase
Productions
phase
“We develop products which are particularly environmentally compatible in their market segment” – this is the second environmental guideline within the Daimler Group.
Making this a reality means building environmental
protection into our products from the very start. Ensuring
this is the task of environment-conscious product development: “Design for Environment” (DfE) develops holistic
vehicle concepts. The goal is to improve environmental
compatibility in an objectively measurable way, while
meeting the demands of the increasing number of customers who pay attention to environmental aspects such as
lower fuel consumption and emissions as well as the use
of environmentally friendly materials.
In organisational terms, responsibility for improvement of
environmental compatibility was an integral element in
the development project of the A-Class. Representatives
for development, production, procurement, sales and other
tasks have been assigned in overall project management.
There are development teams (for example bodywork,
drive, interior etc.) and teams with tasks affecting all
areas (e.g. quality management, project management etc.)
corresponding to the most important components and
functions of a car.
One of these cross-functional teams is the Design for
Environment (DfE) team. It comprises experts from the
fields of Life Cycle Assessment, dismantling and recycling
planning, materials and process technology as well as design and production. Members of the ecological team are
simultaneously included in a development team as those
responsible for all ecological issues and tasks. This means
complete integration of the DfE process in the vehicle development project is ensured. The members’ tasks consist
of early definition and checking of objectives for the individual vehicle modules from an environmental perspective in the specifications, and derivation of improvement
measures if necessary.
Thanks to integration of Design for Environment in the
process structure of the A-Class development project,
it was ensured that environmental considerations were
not only sought upon market launch, but were already
observed from the earliest stage of development. Corresponding objectives were defined in good time and examined at the respective quality gates in the development
process. The need for further action is then derived from
the interim results and implemented in cooperation in the
development teams before the next quality gate.
The DfE team defined the following specific environmental
objectives in the book of specifications with the A-Class
project management:
1. Ensuring compliance with the European End-of-Life
Vehicle Directive. This comprises:
• creation of a recycling concept to comply with the
legally prescribed recovery rate of 95 percent by
weight by 2015
• ensuring compliance with the European End-of-Life
Vehicle Directive with respect to banned materials
• optimisation of product concepts in terms of a design
suitable for recycling to reduce the recycling costs
incurred.
2.
3.
4.
Ensuring the use of 20 percent plastic recyclates
(equals to approximately 26 kilograms of
thermoplastics).
Ensuring the use of 15 kilograms (component weight)
of renewable raw materials.
Registration of all significant burdens on the environ
ment caused by the A-Class during its life cycle and
the improvement of its Life Cycle Assessment in com
parison to its predecessor.
The process conducted on the A-Class fulfils all criteria
detailed in the ISO 14062 international standard on the
integration of environmental aspects described into the
project development.
Figure 3-1: Environmentally compatible product development activities at Mercedes-Benz
50
51
4
5 Conclusion
The Mercedes-Benz A-Class not only meets the highest
standards in terms of safety, comfort, agility and design,
but also satisfies all current requirements with regard to
environmental compatibility.
This environmental certificate documents the major
progress which has been achieved in comparison to
the preceding model of the A-Class. Both the process
of “Design for Environment” and the product information
herein have been certified by independent experts according to internationally recognised standards.
52
Mercedes-Benz remains the world’s only vehicle brand
to possess this demanding certification, which was first
awarded for the S-Class in 2005. Mercedes customers
driving the new A-Class benefit from lower fuel consumption, lower emissions and a comprehensive recycling
concept. Moreover, a higher proportion of high quality
secondary raw materials and components made from renewable raw materials is used. In all, the 2008 model year
A-Class therefore has a significantly improved Life Cycle
Assessment compared to its predecessor model.
53
54
55
6 Glossary
56
Term
ADP
Explanation
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.
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.
AP
Acidification potential; impact category expressing the potential for milieu changes in
ecosystems due to the input of acids.
Base version
Basic type of a vehicle model without optional features, usually in the CLASSIC line
with less powerful engine versions.
Abiotic depletion potential (abiotic = not-living); impact category describing reduction
of the global stock of raw materials resulting from extraction of non-renewable resources.
BOD
Biological oxygen demand; taken as a measure of the pollution of wastewater or waters
with organic substances (used to assess water quality).
COD
Chemical oxygen demand; taken as a measure of the pollution of wastewater or waters
with organic substances (used to assess water quality).
MB
Mercedes-Benz
DIN
German Institute for Standardization (Deutsches Institut für Normung e.V.)
ECE
Economic Commission for Europe;
UN organisation that develops standardized technical codes.
EP
Eutrophication potential (overfertilisation potential); impact category expressing the
potential for oversaturation of a biological system with essential nutrients.
FID value
The flame ionisation detector — FID for short — is a cumulative detector for organic
compounds (= hydrocarbons). This measures the conductivity of an oxyhydrogen gas flame
(hydrogen as fuel gas) between two electrodes. It makes it possible to determine the total
amount of organic materials in an air sample.
GWP100
Global warming potential, time horizon 100 years; impact category describing the possible
contribution to the anthropogenic greenhouse effect.
HC
Hydrocarbons
ISO
International Organisation for Standardisation
KBA
German Federal Office for Motor Vehicles (new car registration agency)
NEDC
New European Driving Cycle; cycle used to establish the emissions and consumption of
motor vehicles since 1996 in Europe; prescribed by law.
Non-ferrous metal
Aluminium, copper, zinc, lead, nickel, magnesium etc.
Life Cycle Assessment
Compilation and assessment of the input and output flows and the potential environmental
impacts of a product in the course of its life.
POCP
Photochemical ozone creation potential; impact category describing the formation of
photooxidants (“summer smog”).
Primary energy
Energy not yet subjected to anthropogenic conversion.
Process polymers
Term from the VDA materials data sheet 231-106; the material group “process polymers”
comprises paints, adhesives, sealants, underfloor protection.
Impact categories
Classes of environmental impacts in which resource consumption and various emissions
with similar environmental impact are aggregated (greenhouse effect, acidification etc.).
57
Imprint
Publisher: Daimler AG, Mercedes-Benz Cars, D-70546 Stuttgart
Mercedes-Benz Technology Center, D-71059 Sindelfingen
Department: Design for Environment (GR/VZU)
in cooperation with Global Product Communications Mercedes-Benz Cars (COM/MBC)
Tel.: +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.
58
59
Daimler AG, Global Product Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com
60

Environmental Certificate A-Class - Mercedes-Benz

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