1. No category

Environmental Certificate
B-Class
1
Contents
Foreword
4
Product Description
7
Validation
1 Product Documentation
22
23
1.1
Technical data
24
1.2 Material composition
25
2 Environmental Profile
26
2.1 General environmental issues
27
2.2 Life Cycle Assessment
31
2.2.1 Data
32
2.2.2 Results for the B 150
34
2.2.3 Results for the B 170 NGT
38
2.3 Design for recovery
42
2.3.1 Recycling concept of the B-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 Certifikate
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 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
B-Class: Sports Tourer
Reaches New Heights
“Mercedes-Benz in a new dimension” is the slogan Mercedes-Benz used in June
2005 to present a new model series that set the tone in many areas: the B-Class.
The four-door vehicle developed into a role model for a new car species, combining
the benefits of different vehicle concepts into an interesting and unique profile:
the B-Class provides the dynamic design of a sports saloon, the outer dimensions
of a compact car, the spacious interior of an estate car, the variability of a minivan
and the safety of a Mercedes-Benz. In other words, it’s a completely new format for
a young generation of mobile people, a car that‘s refreshingly different – a sports
tourer.
The successful interim results of the B-Class demonstrate that the concept of the
Mercedes-Benz product planners is on target and caters to the automotive desires
of contemporary-minded people: more than 325.000 motorists from around the
world have purchased the sports tourer since mid-2005.
The B-Class will remain on course for success with a reworked design and new
technical innovations from mid-2008. Economy and environmental compatibility
have improved further thanks to the extensive model update measures.
6
7
Design:
Powerful presence
thanks to redesigned front end
The redesigned front and
rear sections give the B-Class
even more poise than ever before.
The sports tourer appears even more exceptional than
before thanks to its redesigned front end. The main reason
is the radiator grille featuring three horizontal louvers
painted metallic grey and decorated with chrome, and the
centrally integrated Mercedes star. However, the redesigned bumper, emphasising the large lower air intake,
and the modified bonnet also define the more dominant
appearance of the B-Class.
This new design vocabulary lends the front end a wide,
particularly powerful appearance, symbolising the sporty
flair of the B-Class even more clearly than before. The
design, featuring the more distinctive sweep of the bonnet, radiator grille and bumper, emphasises agility and
velocity as well as power and responsiveness. As a result,
the entire front end sweeps forward dynamically – an
expressive style element of the modern Mercedes design
vocabulary, which is featured more impressively than
ever before in the 2008 model of the B-Class. The sweep of
the front end continues towards the rear in a discreet yet
dramatic line at the centre of the bonnet.
8
The profile of the B-Class also displays typical characteristics of contemporary Mercedes style: the exciting interplay
between taut forms and sharply drawn lines. In particular,
the character line, which gradually climbs to the rear, is
key. It leads from the front fender to the taillights, forming
an interesting divide between the concave and convex side
surfaces of the body shell. In addition, the line emphasises
the wedge shape of the body shell – as well as the athletic,
powerful character of the sports tourer.
The profile of the 2008 model of the B-Class is even more
harmonious and elegant than before, because the exterior
mirror casings, door handles and sill trims are now bodycoloured on all model variants. In addition, the redesigned
wheel covers and light-alloy rims enhance the vehicle’s
appearance.
The dynamic flow of lines at the front end and on the
flanks is continued at the rear section. The direct visual
connection is created by the taillights, whose upper edges
smoothly continue the character lines of the flanks. The
taillights with their new brilliant design direct attention to
the large hatch door, which has an ergonomically improved chrome handle. The bumper has also been redesigned and features as standard on its upper side a black
grained plastic insert which protects the boot sill. If the
B-Class is equipped with a chrome or sports package, this
component is made of chrome-plated stainless steel, which
forms a real highlight in the rear design.
9
Interior:
High-quality equipment
with new fabrics and trims
The vehicle’s comfortable interior
has been enhanced with new seat materials
and door panelling.
A pledge of high value, attention to detail and generous
spaciousness – the B-Class has always conveyed these impressions. The successful composition of shapes, colours
and materials creates an outstanding sense of well-being
in combination with the generous spaciousness of the
interior, the pleasant touch and feel of all the surface
materials, and the large glass panes. The high seating
position also contributes to the atmosphere. In addition,
it improves the clear view, whilst the relatively high kerb
clearance imparts a feeling of safety without restriction.
The Mercedes designers have again upgraded the comfortable interior with new upholstery fabric and a new fabric
design for the seat cushions. If the B-Class is ordered with
a sports package, the side bolsters of the seats are made
from ARTICO artificial leather, whilst the central panels
are covered with fabric. The interior trim on the doors
also features a new fabric cover. As previously, the centre
console is framed on both sides in smoke-grey diagonally
brushed aluminium trim.
10
The meticulously integrated trim is also present in the
area of the gearshift and on the door panels, thus further
refining the interior. Features like this demonstrate the
attention to detail and the high standard to which the
designers have equipped the basic range of the B-Class.
11
Diesel engines:
Petrol engines:
Fuel consumption slashed again
by up to seven per cent
Significantly improved consumption
thanks to new
ECO Start/Stop function
As previously, six engines are available for the B-Class —
two direct injection diesel engines (80 kW/109 hp and 103
kW/140 hp) with torque of up to 300 Nm as well as four
petrol engines with a peak output of up to 142 kW/193 hp
and maximum torque of 280 Nm. Mercedes-Benz has enhanced the four-cylinder engines in detail, thus once more
significantly reducing fuel consumption. The NEDC (New
European Driving Cycle) total consumption of the B 180
CDI and the B 200 CDI has been reduced by up to seven
per cent to between 5.2 and 5.4 litres / 5.4 and 5.6 litres
per 100 kilometres, depending on tyre size. As a result,
the turbodiesel models need to refuel less frequently than
before; the B 180 CDI can cover over 1,000 kilometres on
one full tank (54 litres).
The diesel engines in the B-Class are equipped with direct injection,
turbochargers and four-valve technology.
Depending on the model and engine output, NEDC fuel
consumption of between 6.6 and 8.1 litres per 100 kilometres was measured for the four petrol engines. The
B 150 and B 170 models will be even more economical as
of autumn 2008 with the newly developed ECO Start/Stop
function. It automatically turns off the engine when the
driver puts the transmission into neutral and simultaneously presses the brake pedal. The driver sees whether it
makes sense to stop the engine on a special display in the
instrument cluster.
The engine restarts in a fraction of a second almost
silently as soon as a gear is selected or the brake pedal
is released – a major convenience of the ECO Start/Stop
function compared to other systems of this kind. In order
to achieve this rapid restart feature, Mercedes-Benz
engineers have incorporated a starter generator connected
to the crankshaft via a belt drive, which means that the
engine restarts much more quickly and with substantially
less noise than with a conventional starter. During the
journey, the starter generator feeds electrical energy into
the onboard network of the B-Class.
In everyday driving conditions, particularly in city traffic
with frequent stops for traffic lights and in the event of
congestion, the ECO Start/Stop function can realize fuel
savings of as much as nine per cent.
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 percent.
12
13
Natural gas drive:
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Clean and economical
alternative
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14
Lower carbon dioxide emissions and fuel costs make natural gas an interesting alternative to petrol and diesel in
both ecological and economic terms. In the New European
Driving Cycle test, the CO2 emissions of 135 grams per
kilometre represent a reduction of 17 per cent compared
to the equivalent petrol engine. Similarly, when the fuel
consumption of the new B 170 NGT – 4.9 kilogram of
natural gas per 100 kilometres – is converted into the energy equivalent of petrol, the fuel costs per kilometre are
around 50 per cent of what they would be when driving
with a petrol engine.
The abbreviation “NGT” on
the right-hand side of the
tailgate represents a further
new feature in the B-Class
programme. It stands for
„Natural Gas Technology“
and signifies a model variant
equipped with a bivalent drive system that is both
exceptionally economical and environmentally friendly.
The B 170 NGT can use both natural gas and premium
petrol to achieve the same engine output (85 kW/115 hp).
In addition to the conventional fuel tank, five additional
natural gas tanks are on board with a total capacity of
16 kilograms, which is sufficient for a journey of over
300 kilometres. With NEDC total consumption of 7.3 litres
of premium petrol and 4.9 kilogram of natural gas per
100 kilometres, the new B 170 NGT can travel more than
1,000 kilometres. Drivers can decide which fuel to use at
the touch of a button on the multifunction steering wheel;
an electronic control unit ensures a rapid, smooth change
– even while the vehicle is in motion.
which is located near the engine and ensures that the
pressure within the system remains constant. Due to the
installation of the gas tanks, which are positioned at the
rear and below the footwell on the front passenger side,
the boot capacity of the B-Class is reduced by 128 litres
to 422 litres (according to the VDA measuring method),
but still provides enough space for the luggage of a family.
Mercedes-Benz has modified the four-cylinder engine
with additional injection nozzles underneath the induction pipe. The supply of natural gas is controlled by a
pressure regulator with an electromagnetic shut-off valve,
The new B 170 NGT has the same engine output when running on either petrol
For the first time, the Mercedes-Benz engineers have
now produced a Life Cycle Assessment of the natural
gas drive – a component of the environmental certificate
issued to the B-Class by the German Technical Inspectorate (TÜV). The results of this holistic analysis, which
takes into account all environmentally relevant factors
from fuel and vehicle production to the vehicle’s use over
150,000 kilometres, speak for themselves (see page 38):
total CO2 emissions for the natural gas drive are around
20 per cent lower than for the equivalent petrol engine.
Nitrogen oxide emissions are cut by 11 per cent over the
entire life cycle of a natural gas drive, and carbon monoxide by 54 per cent, according to the experts’ calculations.
Strong fibres are made for Mercedes-Benz from the leaf of
the abaca banana plant. The fibres are used to produce part
of the B-Class’ underbody panelling.
The B-Class also demonstrates its environmentally oriented concept with the use of high-quality plastic recyclates
and components made from natural materials such as flax,
cotton, coconut, wood veneer and abaca banana fibres.
or natural gas. Motorists can switch between the two fuels while driving.
A dashboard display shows which fuel is in use.
15
16
Occupant protection:
Driving safety:
Comprehensive safety
equipment expanded further
Flashing brake lights for
prevention of rear-end collisions
In terms of safety, the B-Class is
the role model for other cars of
this size. In European New Car
Assessment Programme (NCAP)
testing, the sports tourer achieved
the highest score (five stars).
Mercedes-Benz has supplemented
the comprehensive safety equipment comprising two-stage front
airbags, seatbelt tensioners in
the front seats and the outer rear
seats, belt force limiters and active headrests in the front seats,
ISOFIX mounting points and
head/thorax side airbags with
added crash-responsive emergency lighting of the interior. It is
automatically activated following
an accident of a defined impact in order to help the passengers orient themselves in darkness and facilitate the
work of the rescue services.
Accident prevention is the main
principle of Mercedes’ realistic
safety concept. Standard-fitted
systems such as ABS, a brake assistance system and ESP® provide
the driver of the B-Class with highperformance technology to deal
confidently and safely with critical
driving situations. However, the
Mercedes-Benz engineers have
forged even further ahead and
intend to also offer other motorists
more safety – they have developed
a simple, yet highly effective process to prevent rear-end collisions: flashing brake lights.
The 2008 model year B-Class is fitted with this technology
as standard.
The crash-responsive emergency lighting
automatically switches on after a severe accident.
Studies conducted by Mercedes-Benz engineers showed
that in emergency braking situations a driver’s braking
reaction time shortens by 0.2 seconds on average if a
flashing red warning light is used instead of a conventional brake light. As a result, the braking distance can be reduced by around 4.4 metres at a speed of 80 km/h, and by
as much as 5.5 metres at 100 km/h. Consequently, rapidly
flashing brake lights are an effective means of warning
drivers following behind of a possible rear-end collision.
The flashing brake lights can dramatically shorten
the reaction times of drivers in the rear.
The flashing brake lights are automatically activated in
the event of an emergency braking situation at a speed
exceeding 50 km/h. If the B-Class comes to a standstill
from a speed of over 70 km/h, the hazard warning system
also switches on.
17
Driver assistance systems:
Automatic parking with ultrasound
and electronic steering
The Mercedes engineers have also expanded the Electronic Stability Programme to include a further function
as standard: an automatic hill-start assist. It prevents the
B-Class from rolling backwards when the driver’s foot is
moving from the brake to the accelerator while starting
out on an uphill incline. In these situations, ESP® briefly
maintains constant pressure on the brake to make starting
off easier.
Parking will also be less stressful for motorists in future.
This is due to a newly developed active parking assistant,
available as an option. It searches for appropriate parking spaces whilst driving past and assumes complete
control of steering when reverse parking. The technology:
at speeds below 35 km/h, ultrasound sensors on the side
of the vehicle monitor the area to the left and right of
the B-Class and measure the length and depth of parking spaces. A display informs the driver when a suitable
18
parking space has been found. If reverse is selected, the
motorist confirms the display and accelerates, the parking
assistant assumes steering and automatically manoeuvres
the B-Class into the parking space. The driver merely has
to accelerate and operate the brake; PARKTRONIC’s ultrasound sensors provide support and information on the
distance to the vehicles in front of and behind the B-Class.
The parking space only has to be 1.3 metres longer than
the B-Class to enable the automatic parking procedure
– an indication of the high accuracy of the technology.
The newly developed assistance system comprises ten ultrasound sensors in the front and rear bumpers as well as
an electronic control unit that processes the signals from
the sensors and calculates the optimal path into the parking space. The information is passed on to the electromechanical power steering of the B-Class. Its electric motor
carries out the necessary steering movements itself.
The active parking assistant automatically steers the B-Class into parking spaces.
19
Infotainment:
New equipment for digital music enjoyment and Europe-wide navigation
The superior comfort and convenience offered by the
B-Class is not only a result of the car’s spacious interior,
top-quality materials and automatic air conditioning as
standard — it is also down to a new generation of infotainment features. These technologies provide the information, entertainment and communication that vehicle
occupants need. B-Class customers can choose from
four optional systems: Audio 5, Audio 20, Audio 50 APS
and COMAND APS. Starting with Audio 20, the systems
include a radio with a double tuner colour display, a Bluetooth interface for mobile phones, a CD player, automatic
speaker volume adjustment and a connection in the glove
box for external audio devices. Audio 50 APS includes
all that plus a Europe-wide DVD navigation system and a
CD/DVD player, while the top-of-the-line COMAND APS
model features an even faster hard-disc navigation system,
a Music Register that can store up to 1,000 tracks, a slot
for SD memory cards and voice-command operation.
For drivers who have their personal music library stored
in an MP3 player, USB stick or other external audio device, Mercedes-Benz has developed an interactive media
interface. It is available as optional equipment and allows
drivers of the sports tourer to connect iPods and similar
devices to the infotainment system. The advantage for users is that the external audio devices can be conveniently
operated with the buttons of the multifunction steering
wheel and the music titles are shown in the instrument
cluster and on the colour display in the centre console.
20
Car passengers can use
the COMAND system’s high
resolution colour display to
watch DVD films, but not when
the vehicle is in motion.
The new COMAND system encompasses numerous new features such as
voice control, a music register and a hard-disc navigation system.
The modern infotainment equipment can be combined
with the optional “Logic 7” surround-sound system, which
transforms the interior of the B-Class into a rolling concert hall.
21
1 Product documentation
This section documents the essential, environmentally relevant technical data for the
different versions of the B-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 B-Class,
the B 150 with the standard equipment package.
22
23
1.1 Technical data
1.2 Material composition
The following table documents
the essential technical data of
the new B-Class versions.
The weight and material data for the B 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 B-Class according to VDA 231-106.
The relevant environmental aspects are
explained in detail in the environmental
profile in Chapter 2.
Characteristic
B 150¹
B 170¹
B 200
B 200 Turbo
B 170 NGT²
B 180 CDI
B 200 CDI
Engine type
Petrol engine
Petrol engine
Petrol engine
Petrol engine
Petrol engine
Diesel engine
Diesel engine
Number of cylinders
4
4
4
4
4
4
4
Displacement (eff.) [cc] 1498
1699
2034
2034
2034
1991
1991
Output [kW]
70
85
100
142
85
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
1225/+50*
1240/+50*
1270/+45*
1295/+35*
1395/+45*
1360/+35*
1360/+35*
Emission standard (met) Euro 4
Weight (w/o driver
and luggage) [kg]
Exhaust emission [g/km]
CO2:
158-163/
163-171/
173-180/
190-195/
135/
137-140/
140-148/
166-171*
171-175*
175-180*
195-197*
139*
148-158*
159-165*
NOX:
0.005/
0.01/
0.015/
0.01/
0.017/
0.204/
0.187/
0.007*
0.008*
0.006*
0.007*
0.016*
0.167*
0.223*
CO:
0.305/
0.377/
0.145/
0.49/
0.062/
0.249/
0.259/
0.385*
0.303*
0.263*
0.651*
0.04*
0.068*
0.124*
HC: (petrol engine)
0.029/
0.052/
0.022/
0.063/
0.029/
-
-
0.079*
0.076*
0.045*
0.06*
0.025*
HC + NOX: (diesel)
-
-
-
-
-
0.234/
0.221/
0.179*
0.238*
PM: (diesel, with DPF)
0.003/
0.003/
-
-
-
-
-
0.003*
0.003*
6.8-7.1/
7.2-7.5/
7.9-8.1/
7.53/
5.2-5.4/
5.4-5.6/
NEDC comb. [l/100km] 6.9-7.1*
7.1-7.3*
7.3-7.5*
8.1-8.2*
7.8*
5.6-6.0*
6.0-6.3*
Driving noise [dB(A)]
72/71*
74/74*
71/71*
72/70*
72/71*
73/71*
Fuel consumption
6.6**-6.8/
73/71*
In the new B-Class, more than half of the vehicle weight
(65.6 percent) is accounted for by steel/ferrous materials,
followed by polymers with 16.8 percent and lightweight
metals (6.3 percent) as the third-largest fraction. Service
fluids account for roughly 4.7 percent, with the percentage of non-ferrous metals and other materials (predominantly glass) slightly lower at around 2.3 percent and
3.2 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.
Steel/iron 65.6 %
The polymers are divided into thermoplastics, elastomers,
duromers and non-specific plastics, with the thermoplastics accounting for the largest proportion with around
12 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.
Light alloys 6.3 %
Service fluids 4.7 %
Non-ferrous metals 2.3 %
Process polymers 1.0 %
Electronics 0.1 %
Other materials 3.2 %
Special metals 0.01 %
Polymers 16.8 %
* Figures for automatic transmission, ** NEDC-consumption of basis B 150 with standard tyres: 6.6 l/100 km.
1)
From Autumn 2008 the B 150 and B 170 will be offered in additional variants with ECO start-stop function.
2) Consumption and emission values in natural gas operation.
3)
Elastomers 4.0 %
Duromers 0.1 %
Other plastics 0.4 %
Thermoplastics 12.3 %
Fuel consumption in natural gas operation: 7.5 m /100 km corresponds to 4.9 kg/100 km.
3
Figure1-1: Material composition of the new B-Class
24
25
2.1 General environmental issues
2 Environmental
profile
The environmental profile documents the
general environmental features of the B-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.
The new B-Class vehicles offer a choice of two directinjection diesel engines and four petrol engines. The
base version of the petrol B 150 consumes an economical 6.6 to 6.8 l/100 km, the diesel B 180 CDI is even more
economical at 5.2 to 5.4 l/100km, depending on the tyres
fitted. Accordingly the new B-Class makes an important
contribution to the ambitious CO2 targets defined under
the voluntary arrangements agreed between the European
automotive industry and the European Union.
Models equipped with the
ECO start/stop function have a
special marking on their gearshift
levers to indicate when the transmission is in neutral (left).
The natural gas tanks of the
B 170 NGT are located in the
rear and underneath the front
passenger footwell (below).
In addition Mercedes-Benz has developed the ECO Start/
Stop function, which in the B-Class will be available in the
B 150 and B 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.
The B-Class with natural gas drive to be launched in mid
2008 will offer an interesting alternative to the petrol and
diesel models. The B 170 NGT (Natural Gas Technology)
has a CO2 value of just 135 g/km in natural gas operation
and is thus 17 percent below the level of the comparable
petrol model.
26
27
The natural gas drive and the ECO Start/Stop function are
both elements of Mercedes-Benz’ future-oriented modular
technology concept.
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 seven 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 new B-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 B-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 B-Class. In
the new B-Class, Mercedes-Benz is not only ensuring high
efficiency with respect to the particulates in exhaust gas
purification.
The paint shop at the Mercedes plant in Rastatt uses low-solvent base coats
and a solvent-free clear powder coating.
The B 150, for example, produces 94 percent less nitrogen
oxide emissions (NOX), 70 percent lower carbon monoxide
emissions (CO) and around 71 percent lower hydrocarbon
emissions (HC) than the currently valid Euro 4 emissions
limits.
The B-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 and Audit Scheme (EMAS) and the international
ISO standard 14001. The paint technologies used for the
B-Class, 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 water1
Standard equipment in Germany, Austria, Switzerland
and the Netherlands, option in all other countries where fuel sulphur
content is less than 50 ppm.
based paints with less than 10 percent 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.
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
The fuel cell-powered B-Class will go into series production in 2010.
28
29
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.
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.
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.
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 take-back system, which was introduced in 1993,
Mercedes-Benz is also a model for the automotive industry
when it comes to workshop waste removal and recycling.
This exemplary service in automotive production has been
30
implemented right down to 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 chlorinefree R134a air conditioning refrigerant, which does not
destroy the ozone in the stratosphere, is collected for
professional disposal.
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 will promptly be advised about all important details and the easiest method of effecting return.
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
31
2.2.1 Data
The ECE base version is always selected for the Life Cycle Assessment.
The base version of the new B-Class was defined as the B 150 with the 70 kW/95 hp
four-cylinder engine. The main parameters on which the LCA was based
are shown in the table below.
Project goal
Project goal
Project scope
(continued)
• Life Cycle Assessment of new B-Class, ECE base version, B 150
Cutoff criteria
• Life Cycle Assessment data (GaBi) for material production, supplied energy, manufacturing processes and
• Verification of attainment of objective “environmental compatibility” and communication.
transport are described in the pertinent documentation (http://www.pe-international.com/gabi).
Project scope
Functional equivalent
• B-Class car (base version; weight according to DIN 70020)
Comparability • The compared vehicle types from the new B-Class are generally comparable. They represent the same state of
technology/product technological development. Driving and transport performance are also on comparable levels.
are not dependent on vehicle type and consequently of no relevance to the result of vehicle comparison.
System boundaries
Balancing
• Life cycle; in conformity with ISO 14040 and 14044 (Life Cycle Assessment).
Balance parameters
• Material composition according to VDA 231-106.
• 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).
Data base
• 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)
• Weight data of car: Daimler parts lists (as of November 2007).
• LCI level: resource consumption as primary energy, emissions e.g. CO2, CO, NOx, SO2, NMVOC, CH4, etc.
• Information on materials for model-relevant, vehicle specific parts: MB parts list, internal MB documentation systems,
• Impact assessment: Abiotic depletion potential (ADP), global warming potential (GWP),
specialist literature.
photochemical ozone creation potential (POCP), eutrophication potential (EP), acidification potential (AP).
• Vehicle-specific model parameters (bodyshell, paintwork, catalyst etc.): MB departments.
These impact assessment parameters are based on internationally accepted methods.
• Location-specific energy supply: MB database
They are modelled on categories selected by the European automotive industry with the participation of
• Information on materials for standard parts: MB database
numerous stakeholders, in an EU project, LIRECAR. The mapping of impact potentials for human toxicity
• Use (consumption, emissions): type approval/certification figures
and ecotoxicity does not yet have sufficient scientific backing today and therefore will not deliver useful results.
Use (mileage): definition MB.
• Interpretation: sensitivity analyses of car module structure; dominance analysis over life cycle.
Maintenance and care for vehicle have no relevance for the result.
• MB DfE Tool. This tool models a car with its typical structure and typical components,
• Recycling model: state of the art (also refer to Chapter 2.3.1)
including their manufacture, and is adapted with vehicle-specific data on materials and weights.
• Material production, supplied energy, manufacturing processes and transport:
It is based on the LCA software GaBi4 (http://www.pe-international.com/gabi).
Software
GaBi database SP 11 (http://www.pe-international.com/gabi); MB database
on the underlying car module structure. Contributions of relevance to the results are discussed.
Allocations
• 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).
Evaluation
Documentation
• Analysis of life cycle results according to phases (dominance). The manufacturing phase is evaluated based
• Final report with all parameters.
• No further specific allocations.
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.
32
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.
33
2.2.2 Results for the B 150
30
tion 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).
28.3
CO2 emissions [t/veh.]
25
20
15
10
5
0
5.4
0.3
Production
Operation
Recycling
Figure 2-2: Overall carbon dioxide (CO2) emissions balance in tonnes
Over the entire life cycle of the new B-Class, the life cycle
inventory calculations indicate, for example, a primary
energy consumption of around 470 gigajoules (equal to
the energy content of about 11 tonnes of premium grade
petrol) and the input into the environment of around 34
tonnes of carbon dioxide (CO2), about 13.5 kilograms of
non-methane hydrocarbons (NMVOC), about 16.3 kilograms of nitrogen oxides (NOX) and 27.1 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 both
CO2 emissions and primary energy consumption, the use
phase dominates with a share of around 83 percent and
80 percent respectively (cf. Figure 2-3).
However, it is not the use of the vehicle alone which
determines its environmental compatibility. Some environmentally relevant emissions are caused principally by its
manufacture, for example the SO2 and NOX emissions (cf.
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 produc-
34
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.
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.
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.
Veh. production
Fuel production
Operation
Recycling
CO2[t]
34
Primary energy demand [GJ]
470
CO [kg]
74
NOX [kg]
16
NMVOC [kg]
14
SO2 [kg]
27
CH4 [kg]
38
GWP 100 [t CO2 equiv.]
35
AP [kg SO2 equiv.]
40
EP [kg phosphate equiv.]
5
ADP [kg Sb equiv.]
218
POCP [kg ethene equiv.]
8
0 %
10 %
20 %
30 %
40 %
50 %
60 %
70 %
80 %
90 %
100 %
Figure 2-3: Live cycle phases related to selected parameters
The consumption of resources is indicated by the category ADP (abiotic depletion potential). The individual
values for relevant material resources are shown in detail
below. Bauxite, for example, is used in producing primary
aluminium, dolomite for magnesium and iron ore for steel
manufacture. Precious metal ores and rare earth ores are
primarily used as raw materials for the coating of exhaust
catalytic converters. Table 2-2 shows details of the energy
resources. The top value is the primary energy demand
in gigajoules. It is a measure of the amount of energy
resources required for the manufacture, use and recycling
of the B-Class. The proportions of the various energy
carriers are mentioned in greater detail below. Brown
coal, hard coal, uranium and renewable energy resources
are mostly used in the automobile production (materials
manufacture). The energy carriers natural gas and, above
all, petroleum, are mainly used for the production of fuels.
The main impact categories are also shown in Table 2-3.
These summarize the output results for emissions into
air and water with respect to their specific contributions
within the impact category. The total effect per category
is summed using an equivalence unit, e.g. kilogram CO2
equivalent for global warming potential.
The impact categories global warming potential (GWP),
acidification potential (AP), eutrophication potential (EP)
and photochemical ozone creation potential (POCP, summer smog) are studied for the evaluation of the emissions.
35
Input parameters
Resources, ores
ADP* [kg Sb equiv.]
Total vehicle (painting)
Passenger cell-bodyshell
Flaps/wings
Mostly for crude oil/fuel production
Bauxite [kg]
103
Primary use aluminium
Iron ore [kg]
1460
25
Electronics, line sets
Zinc ore [kg]
21
Alloy elements (various sources)
Rare earth/precious metals ores [kg]
Cockpit
SO2
Energy sources
Dolomite [kg]
Primary enery [GJ]
Mounted parts internal
Steel production
Copper ore [kg]
CO2
new B-Class production total:
CO2 5.4 t
SO2 11 kg
Comments
218
Doors
Mounted parts external
New B-Class
226
6
New B-Class
Engine and transmission peripherals (exhaust system)
Magnesium production
Comments
470
Proportionately
Lignite [GJ]
Natural gas [GJ]
Crude oil [GJ] Seats
Electric/Electronics
Largely for production (materials)
More than 50% for fuel production
362
Particularly in fuel production, only approx. 5 % for car production (materials)
Coal [GJ] 30
Primarily production (materials)
Uranium [GJ] 13
Primarily production (materials)
5
Primarily production (materials)
Renewable energy resources [GJ]
Tyres
8
52
Table
2-2 : Overview of LCA results (I)
* CML 2001
Controls
Fuel system
Impact categories
Hydraulics
Engine/transmission peripherals
Engine
manual transmission
New B-Class
Comments
GWP* [t CO2 equiv.]
35
Particularly due to CO2 emissions
AP* [kg SO2 equiv.]
39
Particularly due to SO2 emissions from
materials production and fuel production
EP* [kg phosphate equiv.]
5
Particularly due to NOX emissions
POCP* [kg ethylene equiv.]
8
Particularly due to NMVOC, CO und NOX emissions
* CML 2001
Output parameters
Steering
Emissions in air
Front axle
Rear axle
0 %
5 %
Emissions for veh. production [%]
Figure 2-4: Distribution of seleced parameters (CO2 und SO2) of different modules
10 %
15 %
20 %
25 %
30 %
New B-Classe
Comments
CO2 [t] 34
Particularly from vehicle operation approx 15 % from car production (materials)
CO [kg] 73
Primarily from vehicle operation and materials production
NMVOC [kg]
14
Nearly 50 % from fuel production
CH4 [kg]
38
More than 70 % from fuel pre-processes
NOX [kg]
16
Approx. 50 % from car production (materials), approx. 45 % from fuel productio
SO2 [kg]
27
Nearly 60 % from fuel production, approx. 40 % from production (materials)
Emissions in water
New B-Class
Comments
BOD [kg] 0.34
Primarily for production (materials)
Hydrocarbons [kg]
0.25
Primarily for use (fuel production and operation)
NO3 [g]
0.31
Primarily for production (materials)
PO4 3- [g]
0.02
Primarily for production (materials)
13
Primarily for production (materials)
-
SO4 2-
[kg]
Table 2-3 : Overview of LCA results (II)
36
37
2.2.3 Results for the B 170 NGT
In addition to the fuel-efficient petrol and diesel models,
Mercedes-Benz will also be offering the new B-Class with
a bivalent natural gas/petrol drive from mid 2008. With
its CO2 emission value of just 135 g/km and simultaneously significantly reduced operating costs, the B 170 NGT
(Natural Gas Technology) in natural gas operation is one
of the most environmentally friendly and economical
Mercedes-Benz models in existence.
CO2 emissions [t/veh.]
Alongside the E-Class E 200 NGT, the B 170 NGT is the
second Mercedes-Benz passenger car with a natural gas
drive. Both models make an important contribution to the
company’s overarching concept aimed at cutting fuel consumption and CO2 emissions, and guaranteeing sustainable mobility.
Veh. production
The use of natural gas as a fuel for the B 170 NGT leads to
a significantly better environmental balance. Compared to
the petrol B 170, over its entire life cycle, the B 170 NGT
causes about 20 percent less CO2 emissions, 54 percent
40
34.8
B 170
Operation
Recycling
CO2 [t]
28
Primary energy demand [GJ]
484
CO [kg]
39
NOX [kg]
15
NMVOC [kg]
15
SO2 [kg]
23
CH4 [kg]
89
GWP100 [t CO2 equiv.]
28
AP [kg SO2 equiv.]
35
EP [kg phosphate equiv.]
5
ADP [kg Sb equiv.]
224
POCP [kg ethene equiv.]
7
0 %
35
Fuel production
10 %
20 %
30 %
40 %
50 %
60 %
70 %
80 %
90 %
100 %
Figure 2-6: Live cycle phases related to selected parameters
30
27.9
25
20
B 170 NGT
15
10
6.2
5
5.3
less carbon monoxide emissions, 15 percent less sulphur
dioxide emissions, 11 percent less NOx emissions and contributes up to 26 percent less to the formation of summer
smog (POCP).
around 27 percent less carbon dioxide emissions in the
use phase (driving operation and fuel production); cf. also
Figure 2-7 (page 41).
Figure 2-5 shows the carbon dioxide emissions plotted
against the mileage. Production of the new bivalent B 170
NGT gives rise to 6.2 tonnes of CO2 emissions. This means
that the values are about 17 percent higher than those of
the comparable petrol B 170 (5.3 tonnes) due to the additional technical components.
Taking into account manufacture, 150,000 kilometres of
use and recycling, the B 170 NGT causes CO2 emissions
of 28 tonnes – around 7 tonnes less than the petrol
B 170. The increased CO2 emissions in the production of
the B 170 NGT are balanced out by the considerably more
economical operating characteristics with respect to CO2
emissions over the first 17,300 kilometres of mileage.
In the subsequent use phase over 150,000 kilometres,
the B 170 NGT emits around 21 tonnes of CO2 in driving
operation. The advantages of natural gas as the lowestcarbon fossil fuel are especially clear here. In comparison
with the petrol B 170, the natural gas vehicle causes
Figure 2-6, below, shows the CO2 emissions alongside
other important parameters of the B 170 NGT LCA.
The results are represented separately according to
vehicle production, fuel production, driving operation
and recycling.
0
0
=
Production
50
100
Mileage [ ‘000 km]
150
B 170 (6.8 l; 163 g CO2/km)
B 170 NGT (7.5 m3; 135 g CO2/km)
As of1/2008
Figure 2-5: Comparison of carbon dioxide emission of B170 NGT and B 170 [t/veh.]
38
39
With regard to the sulphur dioxide emissions, the
manufacture of the B 170 NGT gives rise to the largest
contribution and thus causes around 59 percent of the
acidification potential (AP) over the entire life cycle. The
manufacturing stage is also responsible for 76 percent of
the eutrophication potential (EP). In the use phase, which
accounts for just 18 percent of the eutrophication potential, the NOx emissions from fuel production and driving
operation are the main contributors. The NOx values of the
B 170 NGT are 0.017 g/km – about 79 percent below the
valid Euro 4 limit.
The dominant phase in the result for global warming
potential (GWP) and its main cause carbon dioxide (CO2)
is driving operation, with a contribution of around
73 percent. The carbon monoxide emissions of the
B 170 NGT, in contrast, are 0.062 g/km in driving operation and thus give rise to only about 24 percent of the
total CO emissions.
The further parameters primary energy demand (PE, consumption of fossil and renewable resources in [GJ]) and
abiotic depletion potential (ADP, consumption of fossil and
mineral resources) illustrate the major impact of the fuel
production. The background is that the extraction of the
natural and/or the energy resources, and thus the depletion of the corresponding reserves, already occur during
the extraction for fuel production.
Compared with the results for the petrol B 170, it can
be seen that the share of the vehicle manufacture increases due to the higher vehicle weight of the B 170 NGT.
Furthermore, in the case of the natural gas vehicle, the
proportion of the fuel production is less for many of the
parameters illustrated.
Figure 2-7 shows the absolute differences between the
vehicles investigated with respect to their individual life
cycle phases (B 170 – B 170 NGT).
Due to the increased vehicle mass and the more energyintensive materials, all of the results shown for the B 170
NGT in the vehicle manufacture are slightly above those
for the B 170.
Considerable improvements are realised in the vehicle use
phase due to the natural gas operation. Considered over
the entire life cycle, the B 170 NGT displays advantages
compared to the B 170 in terms of GWP, AP, POCP, EP, SO2,
NMVOC, CO, NOx and CO2. The methane emissions of the
B170 NGT degrade due to the contribution of natural gas
production, however without significant impact on the
global warming potential. The primary energy demand is
almost identical, enabling the higher emissions during the
manufacturing phase of the NGT to be almost completely
compensated for by the savings in fuel production.
A further improvement in the environmental balance of
natural gas vehicles can be achieved by the use of renewably produced biogas. Biogas produced by the fermentation of biomass (mainly unused plant residues, purposecultivated energy plants, slurry/manure) is processed into
natural gas of biological origin and added to the natural
gas. The greenhouse gas emissions of a natural gas vehicle can be reduced by more than a further 50 percent in
this way without adversely affecting engine power.
40
Veh. production
CO2 [t]
CO [kg]
NOX [kg]
NMVOC [kg]
SO2 [kg]
GWP100 [t CO2 equiv.]
AP [kg SO2 equiv.]
EP [kg phosphate equiv.]
POCP [kg ethene equiv.]
Fuel production
Operation
Recycling
B170
B170 NGT
B170
B170 NGT
B170
B170 NGT
B170
B170 NGT
B170
B170 NGT
B170
B170 NGT
B170
B170 NGT
B170
B170 NGT
B170
B170 NGT
0
10 20 30 40 50 60 70 80 90
Comparison of selected parameters for the B170 NGT und B170 [unit/veh.]
Figure 2-7: Comparison of B170 NGT and B 170 change of selected parameters by life cycle phases [unit/veh.]
The diagram shows how the natural gas tanks are arranged in the B 170 NGT.
41
2.3 Design for recovery
2.3.1 Recycling concept of the new B-Class
The requirements for the recovery of end-of-life
vehicles (ELV) were redefined on approval of the
European End-of-Life Vehicle Directive (2000/53/EC)
on September 18, 2000. The aims of this directive are
to avoid vehicle-related waste and encourage the takeback, reuse 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 weight, 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-of-life 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 B-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
from aluminium and copper components, these include
certain large plastic parts.
As part of the development process for the B-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 is able to demonstrate a recyclability rate
of 85 percent and a recoverability rate of 95 percent for
the new B-Class according to the ISO 22628 calculation
model (see Figure 2-8).
The vehicles are dismantled in the Mercedes-Benz Used Parts Centre, where
the components are then recycled in an environmentally compatible manner.
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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 2-8: Material flows for B-Class recycling concept
Figure 2-9: 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 B-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.
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2.3.3 Avoidance of potentially hazardous materials
2.4 Use of secondary raw materials
New B-Class
Component weight in kg
34,6
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.
Various processes are employed during recycling to turn plastics from old parts
into granulates, which are then used to manufacture new car parts.
Mercedes has stringent emissions guidelines for the
materials used in vehicle interiors.
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 the
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
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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.
The B-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.
The main focus of the recyclate research accompanying
vehicle development is on thermoplastics. In contrast to
steel and ferrous materials, to which secondary materials
are already added at the raw material stage, recycled plastics must be subjected to a separate testing and approval
process for the relevant component. Accordingly, details of
the use of secondary materials in passenger cars are only
documented for thermoplastic components, as only this
aspect 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.
In the B-Class, a total of 51 components with a total weight
of 34.6 kilograms can partially be made from high-quality recycled plastics. Typical applications include wheel
arch linings, cable ducts and underbody panels which are
mainly made from polypropylene. However, new material
cycles have also been closed by the B-Class: the use of
recycled polyamide is approved for the blower shroud in
the engine compartment.
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 B-Class: starter battery housings,
bumper panels from the Mercedes-Benz Recycling System
and production waste from cockpit units.
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.
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2.5 Use of renewable raw materials
New B-Class
Component weight in kg 15.3
The use of renewable raw materials in vehicle production
has been focused on interior applications. The natural
fibres predominantly used in series production of the new
B-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:
•
•
•
•
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Compared to glass fibre, the use of natural fibres
usually results in a reduced component weight.
Renewable raw materials also help to slow down the
depletion of fossil resources such as coal, natural gas
and crude oil.
They can be processed using established technologies,
and the 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.
Raw material
Use
Flax fibre
Covers of driver’s and front passenger seat backrests
Cotton, wool
Various soundproofing
Abaca fibre
Underbody panel
Coconut fibre,
naturlatex
Backrest cushion driver’s seat
Wood veneer
Decoative trims, screens
Olive pits
Activated charcoal filter
Paper
Floor of boot, filter insert
The fibres of the abaca banana
are very strong, making them
well suited for use in production
of vehicle parts.
Table 2-4: Areas of application for renewable raw materials
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 the backrests
and coconut fibre is used in combination with natural
latex in the backrest cushions of the seats of the B-Class.
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 B-Class. A new mixture containing polypropylene (PP) thermoplastic and the extremely tough
natural fibre of the abaca banana is used as standard in
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.
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 B-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.
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 B-Class.
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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. The earlier that environmentally com-
LCAs
patible product development (“Design for Environment”)
is integrated into the development process, the greater the
benefits in terms of minimising environmental effects and
costs. Process and product-integrated environmental protection must be realised during the development phase of a
product. Later on, environmental effects can often only be
reduced by downstream, “end-of-the-pipe” measures.
Recycling
Material use
Mercedes-Benz developement process
Strategy
phase
Technology
phase
Quality
Cost
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 the improvement of environmental compatibility was an integral
element in the development project of the B-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
that complete integration of the DfE process in the vehicle
development project is ensured. The members’ tasks
consist of early definition and checking of the objectives
for the individual vehicle modules from an environmental
perspective in the specifications, and the derivation of
improvement measures if necessary.
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 B-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 32 kilograms of thermoplastics)
Ensuring the use of 15 kilograms (component weight)
of renewable raw materials
Registration of all significant burdens on the environment caused by the B-Class during its life cycle.
The process conducted on the B-Class fulfils all criteria
detailed in the ISO 14062 international standard on the
integration of environmental aspects into the project
development.
Time
Environment
Thanks to integration of Design for Environment in the
process structure of the B-Class development project,
it was ensured that environmental considerations were
not only sought upon market launch, but were already
Figure 3-1: Environmentally compatible product development activities at Mercedes-Benz
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4
5 Conclusion
The Mercedes-Benz B-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 results
which are the basis for the assessment of the environmental profile of the current B-Class. Both the process of
“Design for Environment” and the product information
herein have been certified by independent experts according to internationally recognised standards.
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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 B-Class benefit from lower fuel consumption,
emissions, which are significantly lower than the current
Euro 4 limits, 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 B-Class
therefore has an outstanding environmental profile.
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54
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6 Glossary
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 the organic materials in an air sample.
GWP100
Global warming potential, time horizon 100 years; impact category describing the
possible contribution to the anthropogenic greenhouse effect.
Term
ADP
Explanation
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.
HC
Hydrocarbons
ISO
International Organisation for Standardisation
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.
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.
AP
Acidification potential; impact category expressing the potential for milieu changes
in ecosystems due to the input of acids.
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.).
Abiotic depletion potential (abiotic = non-living); impact category describing the
reduction of the global stock of raw materials resulting from the extraction of
non-renewable resources.
Base version
Basic type of a vehicle model without optional features, usually in the CLASSIC line
with less powerful engine versions.
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
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ECE
German Institute for Standardization (Deutsches Institut für Normung e.V.)
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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.
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Daimler AG, Global Product Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com
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