Think Blue.

The Golf

Environmental Commendation Background Report

Environmental Commendation Golf - Background Report

Table of Content
The Life Cycle Assessment of the Golf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1. The models assessed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.1. Objective and target group of the assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 1.2. Function and functional unit of the vehicle systems assessed. . . . . . . . . . . . . . . . . . . . . . . . 4 1.3. Scope of assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 1.4. Environmental impact assessment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 1.5. Basis of data and data quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2. Model assumptions and findings of the Life Cycle Assessment . . . . . . . . . . . . . 12 3. Results of the Life Cycle Assessment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.1. Results of the Life Cycle Inventory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 3.1.1. Diesel models. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 3.1.2. Petrol models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 3.2. Comparison of Life Cycle Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 3.2.1. Diesel models. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 3.2.2. Petrol models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

4. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 5. Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 6. Environmental impact categories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Bibliography and list of sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 List of abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Appendix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Environmental Commendation Golf - Background Report

The Life Cycle Assessment of the Golf

Volkswagens objective is to develop its vehicles and components in such a way that, in their entirety, they each present better environmental properties than their predecessors or the relevant reference models. Ever since 1996, Volkswagen has been using Life Cycle Inventories and/or Life Cycle Assessments to document the environmental performance of its vehicles and technologies. Through these Environmental Commendations Volkswagen provides its customers, shareholders and other stakeholders inside and outside the company with detailed information about how it is making its products and production processes more environmentally compatible and what has been achieved in this respect. The Environmental Commendations are based on detailed Life Cycle Assessments (LCA) in accordance with ISO 14040/44, which are verified by independent experts, such as TV NORD. As part of an integrated product policy, in this way Volkswagen considers not only individual environmental aspects such as the driving emissions, but the entire product life cycle from production and use, right through to disposal in other words from cradle to grave. In this particular Environmental Commendation, Volkswagen presents the results of one such complete Life Cycle Assessment. In the diesel model category the 1.6 TDI BlueMotion Technology (77kW)1 is compared with its predecessor. For the petrol models the 1.2 TSI BlueMotion Technology (63 kW)2 is compared with the relevant predecessor model. The main focus of the comparisons is on five environmental impact categories.

1 4.6/3.3/3.8 2 5.9/4.2/4.9

l/100km (urban/highway/combined) 99g CO2/km (combined), energy efficiency class A l/100km (urban/highway/combined) 113g CO2/km (combined), energy efficiency class B

Environmental Commendation Golf - Background Report

1. The models assessed

Volkswagens Environmental Commendation for the Golf describes and analyses the environmental impacts of selected Golf models. We have compared diesel and petrol-engined models from the current model range (Golf VII)3 with their respective predecessors (Golf VI). The results are based on Life Cycle Assessments drawn up in accordance with the standards DIN EN ISO 14040 [ISO 2009] 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.

1.1. Objective and target group 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 aim of this particular Life Cycle Assessment is to describe the environmental profiles of the current Golf models with diesel and petrol engines and compare them with their predecessors. To this end we compared the 1.6-litre TDI (77 kW)4 with its equally powerful successor, the new 1.6-litre TDI (77 kW)5. For the petrol-engined models we compared a model with a 1.2-litre TSI engine (63 kW)6 with its equally powerful predecessor, the 1.2-litre TSI (63 kW)7.

1.2. Function and functional unit of the vehicle systems assessed

The functional unit for the assessment was defined as the transportation of passengers in a five-seater vehicle over a total distance of 150,000 kilometres in the New European Driving Cycle (NEDC) with comparable utilisation characteristics such as performance (see technical data in Table 1).

3 The 4 5 6

current models represent the model range available when this Commendation went to print.

4.5 l/100km (NEDC) 119 g CO2/km

3.8 l/100km (NEDC) 99 g CO2/km 4.9 l/100km (NEDC) 113 g CO2/km 7 5.5 l/100km (NEDC) 129 g CO /km 2 4

Environmental Commendation Golf - Background Report

Table 1: Technical data of vehicles assessed

Golf VI 1.2 TSI Golf VII 1.2 TSI Golf VI 1.6 TDI Golf VII 1.6 TDI

Engine capacity [cm3] Output [kW] Gearbox Fuel Emission standard Maximum speed [km/h] Acceleration 0-100 km/h [s] Maximum torque [Nm] at rpm Unladen weight [kg]8 Fuel tank capacity [l]

1197 63 5-speed manual Petrol (Super) Euro 5 178

1197 63 5-speed manual Petrol (Super) Euro 5 179

1598 77 5-speed manual Diesel Euro 5 189

1598 77 5-speed manual Diesel Euro 5 192

12.3

11.9

11.3

10.7

160/ 1500 - 3500

160/1400-3500

250/1500-2500

250/1500-2750

1,229 approx. 55

1,205 approx. 50

1,314 approx. 55

1,295 approx. 50

1.3. Scope of assessment

The scope of the assessment was defined in such a way that all relevant processes and substances are considered and traced back to the furthest possible extent by modelling them at the level of elementary flows in accordance with ISO 14040. This means that only substances and energy flows taken directly from the environment or released into the environment without prior or subsequent treatment exceed the scope of the assessment. The only exceptions to this rule are the material fractions formed at the recycling stage. The vehicle manufacturing phase was modelled including all manufacturing and processing stages for all vehicle parts and components. The model includes all steps from the extraction of raw materials and the manufacture of semifinished products right through to assembly. As regards the vehicles service life, the model includes all relevant processes from fuel production and delivery through to actual driving. The analysis of the fuel supply process includes shipment from the oilfield to the refinery, the refining process and

Unladen weight with 68 kg driver, 7 kg luggage and fuel tank 90% full, determined in accordance with directive 92/21 EEC [EU 1992] as amended (04/2009).

Environmental Commendation Golf - Background Report

transportation from the refinery to the filling station. Vehicle maintenance is not included in the assessment as previous studies demonstrated that maintenance does not cause any significant environmental impacts [Schweimer and Roberg, 2001]. The recycling phase has been modelled in accordance with the VW SiCon process. In contrast to conventional recycling approaches, this process allows non-metallic shredder residue to also be recycled and used as a substitute for primary raw materials. Using this process, approximately 95 percent of a car by weight can be recycled. [Krinke et al. 2005a]. In this Life Cycle Assessment, no environmental credits were awarded for the secondary raw material obtained from the recycling process. Only the environmental impacts of the recycling processes required were included. This corresponds to a worst case assumption9, since in reality secondary raw material from vehicle recycling is generally returned to the production cycle. This recycling and substitution of primary raw materials avoids the environmental impact of primary raw material production. Fig. 1 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 of materials Production of components Production pipeline Transport refining Fuel supply Recovery of energy and raw materials

Manufacturing

Service life

Recycling

Maintenance

Credits

Fig. 1: Scope of the Life Cycle Assessment

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

Environmental Commendation Golf - Background Report

1.4. Environmental impact assessment

The impact assessment is based on the latest version (November 2010) of a method developed at the University of Leiden in the Netherlands (CML methodology10) [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 categories11 were identified as relevant and were then assessed in this study: eutrophication potential (EP) ozone depletion potential (ODP) photochemical ozone creation potential (POCP) global warming potential for a reference period of 100 years (GWP) acidification potential (AP)

The above environmental impact categories were chosen because they are particularly important for the automotive sector, and are also regularly used in other automotive-related Life Cycle Assessments [Schmidt et al. 2004; Krinke et al. 2005b]. An appraisal of the impacts of potentially toxic substances was not undertaken as the relevant scientific debate is still ongoing and consequently there is a lack of proven methods and approaches to normalisation. The environmental impacts determined in the Life Cycle Assessments are measured in different units. For instance, global warming potential is measured in CO 2 equivalents and acidification potential in SO2 equivalents (each in kilograms). In order to make them comparable, a normalisation process is also necessary. In this Life Cycle Assessment the results were normalised with reference to the average annual environmental impact caused by the European Economic Area (EU25)12 (see Table 2).

Table 2: EU25 normalisation factors in line with CML 2001 11/2010 (in thousand metric tons) [PE International 2003]
Environmental category
Eutrophication potential Ozone depletion potential Photochemical ozone creation potential Global warming potential Acidification potential

Value
12,822 87 8,241 4,883,200 27,354

Unit
kg PO4 equivalents kg R11 equivalents kg C2H4 equivalents kg CO2 equivalents kg SO2 equivalents

Information on this method can be found at http://cml.leiden.edu/software/data-cmlia.html#getting-andusing-the-database 11A detailed description of the environmental impact categories applied can be found in Chapter 6: Environmental impact categories and on the internet at www.environmental-commendation.com. 12 EU25 describes the economic area covered by the European Union up to 2007. Data records for the normalisation of all 27 European Union states or Europe as a geographical reference area were not available at the time the Life Cycle Assessment was drawn up.
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Environmental Commendation Golf - Background Report

This normalisation allows statements to be made regarding the contribution of a product to total environmental impacts in Western Europe. 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. Table 2 shows the normalisation factors laid down in the CML methodology for the individual impact categories. In this context it must be pointed out that normalisation does not give any indication of the ecological relevance of a particular environmental impact, i.e. it does not imply any judgement on the significance of individual environmental impacts.

1.5. 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 describes the product itself, and among other things includes: 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 in specific cases (e.g. paintshop and final assembly) compiled by Volkswagen. This means that the data represent 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 are used. In addition, current available data13 are used that relate to Europe. Where European data are not available, German data are used (e.g. for polyamide). For the various vehicles we always use the same data on upstream supply chains for energy sources and materials. This means that differences between the latest models and their predecessors are entirely due to changes in component weights, material compositions, manufacturing processes at Volkswagen and driving emissions. The Life Cycle Assessment model for vehicle production was developed using Volkswagens slimLCI methodology14 [Koffler et al. 2007]. Vehicle parts lists were used as data sources for product data, and the weight and materials of each product were taken from the Volkswagen material information system (MISS). This information was then linked to the corresponding process data in the Life Cycle Assessment software GaBi.

13 The

14 Further

data used are sourced from the GaBi 5 database. information on the slimLCI methodology and on the preparation of Life Cycle Assessments at Volkswagen can be found on the internet at www.environmental-commendation.com.

Environmental Commendation Golf - Background Report

Material inputs, processing procedures and the selection of data in GaBi are standardised to the greatest possible extent, ensuring that the information provided by slimLCI is consistent and transparent. The slimLCI methodology not only ensures highly detailed modelling but also a high quality standard for LCA models. Further investigation of the methods applied was based on error estimation and sensitivity analysis for representative components. Various components (the fuel cap module and head restraint frame) of the Golf VII were examined. The weights of various materials used in the components were changed. Depending on the parameters revised, this led to a weight increase of the respective component by a factor of 1.5 to 3. In terms of global warming potential, this change in the component parameters resulted in a mean deviation of 0.07% per component for the manufacturing stage. Over the full life cycle, this equates to a deviation of 0.02% per component. For error estimation purposes, the calculated deviation was extrapolated to 100 components. If an error of this magnitude were to be assumed in the data record used and carried over into the LCA model, it would result in a 2% deviation in the total Life Cycle Assessment. In practice, the occurrence of such a deviation is minimised by an additional manual check of the component weights indicated in the parts list. Consequently, the slimLCI method is considered stable, as previous studies have already shown [Koffler 2007]. For the modelling of the vehicles service life, representative data for upstream fuel supply chains are taken from the GaBi database. It is assumed that fuels used in Europe are transported over a distance of 200 kilometres on average. For the regulated emissions CO2, NOX and HC/NMHC, direct driving emissions for the vehicles assessed were modelled individually in line with fuel consumption in accordance with the Euro 5 emission standards (see Table 3 and Table 4).

Environmental Commendation Golf - Background Report

Table 3: Emission limits in accordance with Euro 5

Regulated emissions
Petrol [g/km] Carbon monoxide emissions (CO) Nitrogen oxide emissions (NOX) Hydrocarbon emissions (HC) davon NMHC NOX + HC Emissionen Partikel-Emissionen
* mit

Diesel [g/km] 0.50 0.18

1.00 0.06 0.10 0.068

0.23 0.005* Direkteinspritzung 0.005

This model too represents a worst case assumption, since actual emissions are in some cases far below the applicable legal limits (see Table 4). This means that the regulated service-life emissions indicated in the graphs are higher than those that actually occur.

Table 4: Fuel consumption and emissions of vehicles assessed

Golf VI 1.2 l TSI [63 kW] Fuel Fuel consumption (urban/ highway/ combined) [l/100km]* Emission standard Carbon dioxide emissions (combined) [g/km] CO [g/km] HC [g/km] NMHC [g/km] NOx [g/km] HC + NOX [g/km] Particulates [g/km] 0.00200 0.00021 Petrol (Super) 7.0/4.6/5.5 Golf VII 1.2 l TSI [63 kW] Petrol (Super) 5.9/4.2/4.9 Golf VI 1.6 l TDI [77 kW] Diesel 5.7/3.9/4.5 Golf VII 1.6 l TDI [77 kW] Diesel 4.6/3.3/3.8

Euro 5 129

Euro 5 113

Euro 5 119

Euro 5 99

0.3164 0.0301 0.0253 0.0231

0.3218 0.0394 0.0329 0.0248

0.2298

0.1454

0.1622 0.1917 0.00063

0.1187 0.139 0.00028

* Total average consumption (NEDC)

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Environmental Commendation Golf - Background Report

The fuel consumption of the vehicles is also 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] and regulation 692/2008 [EU 2008] for type approval. They therefore correspond to the values presented to the German Federal Motor Transport Authority (Kraftfahrtbundesamt) for type approval. A sulphur content of 10 ppm15 was assumed for petrol. Vehicle recycling was modelled on the basis of data from the VW SiCon process and using representative data from the GaBi database. In sum, all information relevant to the aims of this study was collected and modelled with a sufficient degree of completeness16. The modelling of vehicle systems on the basis of vehicle parts lists ensures that the model is complete, especially with respect to the manufacturing phase. As the work processes required are automated to a great extent, any differences in the results are due solely to changes in product data and not to deviations in the modelling system.

15 In

line with the provisions of the EU Fuel Quality Directive [EU 2009]. Even if the sulphur content were higher, the contribution of sulphur emissions during the vehicles service life would still remain negligible. 16 Completeness, as defined by ISO 14040, must always be considered with reference to the objective of the investigation. In this case, completeness means that the main materials and processes have been reflected. Any remaining gaps in the data are unavoidable and apply equally to all the vehicles compared. 11

Environmental Commendation Golf - Background Report

2. 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 for the Life Cycle Assessment

Aim of the Life Cycle Assessment Comparison of the environmental profiles of predecessor and successor versions of selected Golf models with petrol and diesel engines Scope of assessment Function of systems Transport of passengers in a five-seater car Functional unit Transport of passengers in a five-seater car over a total distance of 150,000 kilometres in the New European Driving Cycle (NEDC), with comparable utilisation characteristics (e.g. performance) Comparability Comparable performance figures Cars with standard equipment and fittings System limits The system limits include the entire life cycle of the cars (manufacture, service life and recycling phase). Cut-off criteria The assessment does not include maintenance or repairs No environmental impact credits are awarded for secondary raw materials produced Cut-off criteria applied in GaBi data records, as described in the software documentation (www.gabi-software.com) Explicit cut-off criteria, such as weight or relevance limits, are not applied

Allocation Allocations used in GaBi data records, as described in the software documentation (www.gabi-software.com) No further allocations are used

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Environmental Commendation Golf - Background Report

Data basis Volkswagen vehicle parts lists Material and weight information from the Volkswagen Material Information System (MISS) Technical data sheets Technical drawings Emission limits (for regulated emissions) laid down in current EU legislation The data used comes from the GaBi database or was collected in cooperation with VW plants, suppliers or industrial partners

Life Cycle Inventory results Life Cycle Inventory results include emissions of CO2, CO, SO2, NOX, NMVOC, CH4, as well as consumption of 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 Normalisation of the results Software Life Cycle Assessment software GaBi 5, and GaBi DfX Tool and slimLCI interface as support tools (Service Pack 20) 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

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Environmental Commendation Golf - Background Report

3. Results of the Life Cycle Assessment

3.1. Results of the Life Cycle Inventory
The information in the life cycle inventories is divided into the three life cycle phases: manufacturing, service life and recycling. The service life is subdivided into the environmental impact caused by the upstream fuel supply chain and direct driving emissions. The contribution shown for recycling only indicates the impacts of recycling processes but does not include any environmental impact credits for secondary raw materials produced.

3.1.1. Diesel models

Fig. 2 clearly shows that the emissions of the predecessor model, the Golf VI 1.6 TDI 17, such as carbon dioxide (CO2), carbon monoxide (CO) and nitrogen oxides (NOX), are mainly generated during the service life of the car. In contrast, both methane (CH 4) emissions and primary energy demand are dominated by the fuel supply phase from well to pump. As a result of the low sulphur content assumed for the fuel used, the manufacturing phase accounts for a substantial part of the overall sulphur dioxide (SO2) emissions. CO2 emissions over the entire life cycle of the Golf VI 1.6 TDI reach approximately 25.6 metric tons. The total energy demand amounts to 356 GJ.

Life Cycle Inventory Golf VI 1.6 l TDI [77 kW] (predecessor model)
Carbon dioxide (CO2) Carbon monoxide (CO) Sulphur dioxide (SO2) Nitrogen oxides (NOX) Hydrocarbons (NMVOC) Methane (CH4) Primary energy demand 0 Manufacture 20 % Fuel supply 40 % 60 % Driving emissions 80 % 25.6 t 110 kg 34.5 kg 44 kg 15.8 kg 31 kg 356 GJ 100 % Recycling*

*Presentation of recycling on the graph is not possible because of the very low levels involved. Fig. 1 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] (predecessor model rounded values)

17 On

account of new computation methods, the values shown may deviate from older graphs. The vehicle Life Cycle Inventories presented in this document are based on the latest records.

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Environmental Commendation Golf - Background Report

In qualitative terms, the Life Cycle Inventory for the current Golf model with 1.6-litre engine show only slight differences (see Fig. 3). However, the lower energy demand and emissions compared with the predecessor model are clearly evident. Thus, the energy requirement for the new 1.6 TDI is reduced from 356 GJ to 315 GJ and CO 2 emissions are only 22.1 metric tons instead of 25.6 metric tons.

Life Cycle Inventory Golf VII 1.6 l TDI [77 kW]

Carbon dioxide (CO2) Carbon monoxide (CO) Sulphur dioxide (SO2) Nitrogen oxides (NOX) Hydrocarbons (NMVOC) Methane (CH4) Primary energy demand 0 Manufacture 20 % Fuel supply 40 % 60 % Driving emissions 80 % 22.1 t 106 kg 31 kg 42.7 kg 14.9 kg 28.3 kg 315 GJ 100 % Recycling*

* Presentation of recycling on the graph is not possible because of the very low levels involved. Fig. 2 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] (predecessor model rounded values)

3.1.2. Petrol models

The next two graphs, Fig. 4 and 5, show the results of the Life Cycle Inventories for the two petrol-engined models assessed. It is evident that, for the petrol-engined cars, the proportion of the total environmental impact resulting from the manufacturing phase is less than for the diesel models. This is due to the fact that the production of petrol-engined models causes a lower environmental impact than that of diesel models in absolute terms. What also emerges is that owing to the higher fuel consumption of petrol-engined models, the service life accounts for a higher proportion of the total environmental impact.

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Environmental Commendation Golf - Background Report

Life Cycle Inventory Golf VI 1.2 l TSI [63 kW] (predecessor model)
Carbon dioxide (CO2) Carbon monoxide (CO) Sulphur dioxide (SO2) Nitrogen oxides (NOX) Hydrocarbons (NMVOC) Methane (CH4) Primary energy demand 0 Manufacture 20 % Fuel supply 40 % 60 % Driving emissions 80 % 29,4 t 187 kg 40,6 kg 29 kg 20,9 kg 38,6 kg 394 GJ 100 % Recycling*

* Presentation of recycling on the graph is not possible because of the very low levels involved. Fig. 4 Life Cycle Inventory data for the Golf VI 1.2 TSI [63 kW] (predecessor model, rounded values)

The predecessor model the Golf VI 1.2 TSI generates total CO 2 emissions of 29.4 metric tons and has a total energy demand of 394 GJ (see Fig. 4). The current model, also with a 1.2-litre TSI engine, generates 3.1 metric tons less CO2 emissions and also has significantly lower energy requirements of 362 GJ (see Fig. 5). This is a direct result of its lower fuel consumption compared with the predecessor model. The significant influence of the service life phase i.e. fuel supply and driving emissions on the final result means that the considerably reduced consumption also leads to a reduction in all the other Life Cycle Inventory parameters.

Life Cycle Inventory Golf VII 1.2 l TSI [63 kW]

Carbon dioxide (CO2) Carbon monoxide (CO) Sulphur dioxide (SO2) Nitrogen oxides (NOX) Hydrocarbons (NMVOC) Methane (CH4) Primary energy demand 0 Manufacture Fuel supply 20 % 40 % 60 % Driving emissions 80 % 26.3 t 182 kg 35.6 kg 27.2 kg 20 kg 36.4 kg 362 GJ 100 % Recycling*

* Grafische Darstellung der Verwertung aufgrund des sehr geringen Niveaus nicht mglich. Fig. 5 Life Cycle Inventory data for the Golf VII 1.2 TSI [63 kW] (rounded values)

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Environmental Commendation Golf - Background Report

3.2. Comparison of Life Cycle Impacts

On the basis of the Life Cycle Inventory data, Life Cycle Impact Assessments are drawn up for all the environmental impact categories described. The interactions of all the emissions recorded are considered and potential environmental impacts are determined based on scientific models18.

3.2.1. Diesel models

Fig. 6 clearly shows that the current model achieves improvements over its predecessor in almost all the environmental categories considered. The only exception is ODP which shows no demonstrable change from a full life cycle perspective. In general, with reference to overall environmental impacts in the European Union, Fig. 6 clearly shows that the vehicles considered here make their largest contributions in the categories of global warming, acidification and photochemical ozone creation potential. Contributions to the categories eutrophication and ozone depletion potential are smaller. The ozone depletion potential in particular is so low that it can hardly be represented on the chart. Also, eutrophication potential is a less important indicator for the automobile industry, being of real significance for the agricultural sector and the chemical industry. Consequently, the notes below focus on the findings for the first three environmental impact categories.

Comparative Life Cycle Impacts normalised

6.00E-09 CO2 equivalents [t]
25.7

Global warming potential

Photochemical ozone creation potential

C2H4 equivalents [kg]

Acidification potential

SO2 equivalents [kg]

Ozone depletion potential

R11 equivalents [g]

Eutrophication potential

PO4 equivalents [kg]

5.00E-09
22.2

4.00E-09 3.00E-09
68.4

2.00E-09 1.00E-09 0.00E+00 Golf VI 1.6 l TDI [77 kW] (predecessor model) Golf VII 1.6 l TDI [77 kW]
8.3

62.9

7.8 0.4* 0.4*

7.6

* Presentation of the normalised values on the graph is not possible because of the very low levels involved.

Fig. 6: Comparison of the environmental impacts of the Golf VI 1.6 TDI [77 kW] (predecessor) and the Golf VII 1.6 TDI [77 kW] (absolute values, rounded)

18

Information on the environmental impact categories used here can be found on the internet at www.environmental-commendation.com

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Environmental Commendation Golf - Background Report

As Fig. 7 below shows, the environmental impacts of the current Golf 1.6 TDI are lower than those of the predecessor model in all three categories considered. The reduction of 13 percent in global warming potential for the new Golf 1.6 TDI corresponds to savings of around 3.4 metric tons of CO2 equivalents. In relation to photochemical ozone creation and acidification potential, however, the savings are somewhat lower.

Comparative Life Cycle Impacts in detail normalised

6.00E-09 CO2 equivalents [t] 5.00E-09 -13 % 4.00E-09 3.00E-09 2.00E-09 1.00E-09 0.00E+00 Golf VI 1.6 l TDI [77 kW] (predecessor model) Golf VII 1.6 l TDI [77 kW] Recycling* Driving emissions Manufacture
* Presentation of the recycling phase on the graph is not possible because of the very low levels involved. Fig. 7: Environmental impacts of the Golf VI 1.6 TDI (predecessor) and the Golf VII 1.6 TDI (relative values, rounded)

Global warming potential

Photochemical ozone creation potential

C2H4 equivalents [kg]

Acidification potential

SO2 equivalents [kg]

-8 %

-7 %

Fig. 7 also indicates how the specific reductions are achieved, in that the absolute environmental impacts are allocated to the individual life cycle phases. As already shown by the Life Cycle Inventories, 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.

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Environmental Commendation Golf - Background Report

Comparison of environmental impacts over the full life cycle normalised

6.00E-09 5.00E-09 4.00E-09 3.00E-09 Acidification 2.00E-09 1.00E-09 0.00E+00 Manufacture Service life [150,000 km] Recycling Photochemical ozone creation Global warming

Golf VI 1.6 l TDI [77 kW] (predecessor model) Golf VII 1.6 l TDI [77 kW]

Fig. 8: Comparison of environmental impacts over the full life cycle diesel models (rounded values)

Fig. 8 shows the environmental impacts described in relation to each other and over the entire life cycle of the vehicles. The relations between manufacture, service life and recycling with regard to the individual environmental impacts are clearly visible. Global warming potential in particular is influenced mainly by vehicle use (highest increase over service life). Acidification and photochemical ozone creation potential, by contrast, are distributed more evenly over all the phases of the life cycle. This is explained by the identical emissions standards applicable to the two vehicles compared.

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Environmental Commendation Golf - Background Report

3.2.2. Petrol models

A comparison of the petrol vehicles also shows that the current model represents an improvement over its predecessor in all impact categories (see Fig. 9). Here too, the greatest potential environmental impacts are in the areas of global warming, acidification and photochemical ozone creation.

Comparative Life Cycle Impacts normalised

Global warming potential 7.00E-09 6.00E-09 5.00E-09 4.00E-09 3.00E-09
64.7 CO2 equivalents [t]

Photochemical ozone creation potential

C2H4 equivalents [kg]

Acidification potential

SO2 equivalents [kg]

Ozone depletion potential

R11 equivalents [g]

Eutrophication potential

PO4 equivalents [kg]

29 25.9

2.00E-09
11.1 10.4

57.8

1.00E-09
5.1

0.00E+00 Golf VI 1.2 l TSI [63 kW] (predecessor model) Golf VII 1.2 l TSI [63 kW]

0.4*

0.4*

4.8

* Presentation of the normalised values on the graph is not possible because of the very low levels involved.

Fig. 9: Comparison of the environmental impacts of the Golf VI 1.2 TSI (predecessor) and the Golf VII 1.2 TSI (absolute values, rounded)

Over its entire life cycle, the global warming potential of the Golf VII 1.2 TSI is significantly lower than that of the predecessor model. Overall, for the assumed distance driven of 150,000 kilometres, greenhouse gas emissions show a reduction of 3.1 metric tons of CO2 equivalents per vehicle. Fig. 10 indicates the changes in environmental impacts between the Golf VI 1.2 TSI and its successor. The diagram shows that photochemical ozone creation potential is reduced by 6 percent and acidification potential by 11 percent for the Golf VII 1.2 TSI. Global warming potential over the entire life cycle is also reduced by 11 percent.

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Environmental Commendation Golf - Background Report

Comparative Life Cycle Impacts in detail normalised

Global warming potential 7.00E-09 6.00E-09 5.00E-09 4.00E-09 3.00E-09 2.00E-09 -6 % 1.00E-09 0.00E+00 Golf VI 1.2 l TSI [63 kW] (predecessor model) Golf VII 1.2 l TSI [63 kW] Recycling* Driving emissions Manufacture
* Presentation of the recycling phase on the graph is not possible because of the very low levels involved. Fig. 10: Environmental impacts of the Golf VI 1.2 TSI and the Golf VII 1.2 TSI (relative values, rounded) CO2 equivalents [t]

Photochemical ozone creation potential

C2H4 equivalents [kg]

Acidification potential

SO2 equivalents [kg]

-11%

-11 %

Figures 10 and 11 indicate the sources of these changes in detail. As with the diesel models, the lower fuel consumption of the current model i.e. the sum of direct exhaust emissions during the service life and the indirect emissions from the fuel production and supply chain is the main factor in reducing the environmental impact of the current model. At the manufacturing phase there are only slight deviations in favour of the Golf VII. The benefits in terms of acidification and photochemical ozone creation potential are also due to the lower fuel consumption of the current model and the associated reduced environmental impact of fuel production.

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Environmental Commendation Golf - Background Report

Comparison of environmental impacts over the full life cycle normalised

7.00E-09 6.00E-09 Global warming 5.00E-09 4.00E-09 3.00E-09 2.00E-09 1.00E-09 0.00E+00 Manufacture Photochemical ozone creation Service life [150,000 km] Recycling Acidification

Golf VI 1.2 l TSI [63 kW] (predecessor model) Golf VII 1.2 l TSI [63 kW]
Fig. 11: Comparison of environmental impacts over the full life cycle petrol models (rounded values)

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Environmental Commendation Golf - Background Report

4. Conclusion
One thing that soon becomes clear when considering the Life Cycle Assessment of the new Golf is that, compared to its predecessor, the current Golf presents improvements in all the environmental impact categories considered and for the most part these improvements are very significant. The most extensive progress here is made in the areas with the most relevant environmental impacts in volume terms, i.e. acidification, photochemical ozone creation potential and global warming potential. The improvements in the new Golf are particularly noticeable in terms of global warming potential. In the eutrophication and ozone depletion potential impact categories too there are measurable reductions, although their potential for reduction is substantially lower than in the three impact categories mentioned above. The models assessed have very little impact on eutrophication and ozone depletion. Over the full life cycle, the vehicles emit the following volumes of carbon dioxide equivalents: Golf 1.2 TSI BlueMotion Technology: 25.9 metric tons; Golf 1.6 TDI BlueMotion Technology: 22.2 metric tons. Furthermore, the improvements are largely attributable to a reduction in fuel consumption and the resultant drop in driving emissions as well as the reduced environmental impact at the fuel production stage. The drop in fuel consumption in the Golf is a direct result of more efficient engines and a lower unladen weight. This in turn makes itself felt at the production stage where, compared to the Golf VI, less resources and materials are required for the manufacture of the Golf VII, leading to lower environmental impacts. As a result, the Life Cycle Assessment of the new Golf shows a marked improvement over that of its predecessor. In terms of global warming potential, over its full life cycle the 1.6 TDI BlueMotion Technology achieves savings of 13 percent. This is due to a 3 percent reduction in greenhouse gas emissions at the manufacturing stage and a 17 percent reduction during the vehicles service life. Similarly, over its full life cycle the Golf 1.2 TSI BlueMotion Technology achieves savings of 11 percent. This is due to a 4 percent reduction in greenhouse gas emissions at the manufacturing stage and an 11 percent reduction during the vehicles service life In sum, therefore, Volkswagen has achieved its aim of making technical progress in the new models and at the same time making them more environmentally compatible.

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Environmental Commendation Golf - Background Report

5. Certification
The statements made for the Golf Environmental Commendation are supported by the Life Cycle Assessment of the Golf. The certificate of validity confirms that the Life Cycle Assessment is based on reliable data and that the method used to compile it complies with the requirements of ISO standards 14040 and 14044.

The detailed report of TV NORD can be found in the appendix.

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Environmental Commendation Golf - Background Report

6. Environmental impact categories

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 that impact on this process (for instance NOX, NH3) are measured in phosphate equivalents.

NOX

NH3

Air pollutants

Wastewater

PO4

NO3

NH4

Eutrophication potential

Ozone depletion potential

describes the ability of trace gases to rise into the stratosphere and deplete ozone 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 genetic damage or impairment of photosynthesis in plants. The reference substance for ozone depletion potential is R11, and all other substances that impact on this process (for instance CFC, N 2O) are measured in R11 equivalents.
Ozone depletion potential

UV radiation Stratosphere (15 - 50 km) FCKW NOX

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Environmental Commendation Golf - Background Report

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 (NO X), in conjunction with sunlight. Photooxidants can impair human health and the functioning of ecosystems and damage plants. The reference substance for the formation of photochemical ozone is ethene, and all other substances that impact on this process (for instance VOC, NO X and CO) are measured in ethene equivalents.

Dry warm weather Hydrocarbons and nitrogen oxides

OZONE
Hydrocarbons and nitrogen oxides

Photochemical ozone creation potential

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 global warming potential is CO2, and all other substances that impact on this process (for instance CH4, N2O, SF6 and VOC) are measured in carbon dioxide equivalents.

Reflection UV radiation CO2 CH4 FCKW

Infrared radiation

Photochemical ozone creation potential

Acidification potential
describes the emission of acidifying substances such as SO2 and NOX, etc., which have diverse impacts on soil, water, ecosystems, biological organisms and material (e.g. 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 that impact on this process (for instance NOX and NH3) are measured in sulphur dioxide equivalents.
Acidification potential

Acid rain

H2SO4 NOX HNO3 SO2

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Environmental Commendation Golf - Background Report

Bibliography and list of sources

[EU 1992] 92/21/EEC European Union: Council Directive on the masses and dimensions of motor vehicles of category M1. [EU 2001] 80/1268/EEC European Union: Council Directive relating to the fuel consumption of motor vehicles. Brussels: European Union. [EU 2004] 70/220/EEC European Union: Council Directive relating to measures to be taken against air pollution by gases from positive-ignition engines of motor vehicles. Brussels: European Union. [EU 2008] COMMISSION REGULATION (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on typeapproval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information. [EU 2009] DIRECTIVE 2009/30/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 23 April 2009 amending Directive 98/70/EC as regards the specification of petrol, diesel and gasoil and introducing a mechanism to monitor and reduce greenhouse gas emissions and amending Council Directive 1999/32/EC as regards the specification of fuel used by inland waterway vessels and repealing Directive 93/12/EEC [Guine und Lindeijer 2002] Guine, J. B.; Lindeijer, E.: Handbook on Life Cycle Assessment: Operational guide to the ISO standards. Dordrecht [u.a.]: Kluwer Academic Publishers. [ISO 2009] International Organization for Standardization: ISO 14040: Environmental Management Life Cycle Assessment Principles and Framework. 2nd edition. Geneva: International Organization for Standardization. [Koffler 2007] Koffler, C.: Automobile Produnkt-kobilanzierung Wolfsburg/Darmstadt: Volkswagen AG, Technische Universitt Darmstadt. Dissertation. [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. [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. On the internet at 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. Presentation at the 2nd Life-Cycle Management Conference Barcelona. On the internet at www.etseq.urv.es/aga/lcm2005/99_pdf/ Documentos/AE12-2.pdf. [PE International 2012] PE International GmbH: GaBi 5.0 database documentation. 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 Assessment of Lightweight and End-Of-Life Scenarios for Generic Compact Class Vehicles. In: International Journal of Life Cycle Assessment (6), pp. 405-416. [Schweimer et al. 1999] Schweimer, G. W.; Bambl, T.; Wolfram, H.: Sachbilanz des SEAT Ibiza. Wolfsburg: Volkswagen AG. [Schweimer und Roberg 2001] Schweimer, G. W.; Roberg, A.: Sachbilanz des SEAT Leon. Wolfsburg: Volkswagen AG.

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Environmental Commendation Golf - Background Report

List of abbreviations
AP Acidification Potenzial CH4 Methane CML Centrum voor Milieukunde Leiden (Centre for Environmental Sciences, Netherlands) CO Carbon monoxide Carbon dioxide CO2 DIN Deutsche Industrienorm (German Industrial Standard) EN European standard EP Eutrophication Potential GJ Gigajoule GWP Global Warming Potential HC Hydrocarbons KBA Kraftfahrtbundesamt (Federal Motor Transport Authority) kW Kilowatt LCA Life Cycle Assessment LCI Life Cycle Inventory MISS Material Information System NEDC New European Driving Cycle Nm Newton metre NMVOC Non-methane volatile organic compounds (hydrocarbons without methane) Nitrogen oxides NOX ODP Ozone Depletion Potential POCP Photochemical Ozone Creation Potential ppm parts per million PVC Polyvinyl chlorid R11 Trichlorfluormethane (CCl3F) Sulphur dioxide SO2 TDI Turbocharged direct injection diesel engine TSI Direkteinspritzende turboaufgeladene Ottomotoren VDA Verband der Automobilindustrie e.V. (Association of the German Automotive Industry) VOC Volatile Organic Compounds

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Environmental Commendation Golf - Background Report

List of Figures
Fig. 1: Scope of the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Fig. 1 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] . . . . . . . . . . . . . . . . . . . . . . . . 14 Fig. 2 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] . . . . . . . . . . . . . . . . . . . . . . . . 15 Fig. 4 Life Cycle Inventory data for the Golf VI 1.2 TSI [63 kW] . . . . . . . . . . . . . . . . . . . . . . . . 16 Fig. 5 Life Cycle Inventory data for the Golf VII 1.2 TSI [63 kW]. . . . . . . . . . . . . . . . . . . . . . . . 16 Fig. 6: Comparison of the environmental impacts of the Golf VI 1.6 TDI [77 kW] (predecessor) and the Golf VII 1.6 TDI [77 kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Fig. 7: Environmental impacts of the Golf VI 1.6 TDI (predecessor) and the Golf VII 1.6 TDI. . 18 Fig. 8: Comparison of environmental impacts over the full life cycle diesel models . . . . . . . . 19 Fig. 9: Comparison of the environmental impacts of the Golf VI 1.2 TSI (predecessor) and the Golf VII 1.2 TSI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Fig. 10: Environmental impacts of the Golf VI 1.2 TSI and the Golf VII 1.2 TSI . . . . . . . . . . . . . 21 Fig. 11: Comparison of environmental impacts over the full life cycle petrol models . . . . . . . 22

List of Tables
Table 1: Technical data of vehicles assessed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Table 2: EU25 normalisation factors in line with CML 2001 11/2010 . . . . . . . . . . . . . . . . 7 Table 3: Emission limits in accordance with Euro 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Table 4: Fuel consumption and emissions of vehicles assessed . . . . . . . . . . . . . . . . . . . . . . . . . 10 Table 5: Assumptions and definitions for the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . 12

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Environmental Commendation Golf - Background Report

Appendix

30

 Volkswagen AG Group Research Environment Affairs Product P.O. Box 011/1774 38436 Wolfsburg Germany 01 October 2012 www.volkswagen.com