Life
cycle
Environmental Certificate
for the GLK-Class
1
Contents
Foreword
4
Product description
7
Validation
10
1 Product documentation
11
1.1
Technical data
12
1.2 Material composition
13
2 Environmental profile
14
2.1 General environmental issues
16
2.2 Life Cycle Assessment (LCA)
20
2.2.1 Data basis
22
2.2.2 Results for the GLK 220 CDI 4MATIC BlueEFFICIENCY
24
2.3 Design for recovery
29
2.3.1 Recycling concept for the GLK-Class
30
2.3.2 Dismantling information
32
2.3.3 Avoidance of potentially hazardous materials
33
2.4 Use of secondary raw materials
35
2.5 Use of renewable raw materials
36
3 Process documentation
39
4 Certificate
42
5 Conclusion
43
6 Glossary
44
Imprint
46
As at: February 2009
2
3
Editorial
“The Environmental Certificate
documents our comprehensive commitment
to environmental protection“
“In the field of mobility, sustainability means more to MercedesBenz than compliance with rigid
environmental laws and guidelines.“
Professor Dr. Herbert Kohler,
Chief Environmental Officer, Daimler AG
“Excitement paired with responsibility“ – this is the key
note influencing all the efforts and activities of MercedesBenz on the road to the future. It clarifies the principle
that exciting automobiles and ecological responsibility are
not a contradiction for us. We are pursuing both objectives with equal effort; in both fields our designers and
engineers are producing remarkable results. Because
Mercedes cars generate enthusiasm not only with their
excellent design, tangible motoring pleasure and highest
levels of safety. They also rank among the trendsetters
when it comes to environmental compatibility. We are
documenting this once more with hard data, facts and
figures compiled in our LIFE CYCLE brochure.
“In future, the LIFE CYCLE documentation series will present all
environmental certificates for our
vehicles in a clear form.“
Though „snapshots“ like those produced by the standardised measurement of exhaust gas emissions and fuel
consumption on the chassis dynamometer are important,
their results only reflect one aspect of our environmentally focused automobile development.
The environmental certificate confirms our all-embracing
approach to aspects of environmental protection based on
the ambitions international ISO standard 14062, „Design
for Environment“. This certificate was first issued for the
S-Class in 2005 by the German technical inspection association TÜV Süd.
In the meantime, the independent auditors have also
awarded this certificate to the C-Class Saloon and Estate
as well as to the A and B-Class. The GLK-Class is the first
compact SUV to receive the environmental certificate.
Other models will follow.
4
We acknowledge our overall responsibility and take this
duty literally: we analyse the environmental compatibility of the vehicles over their entire life cycle – from the
development process, through production and long years
of use, to end-of-life vehicle recycling. In all more than
40,000 individual processes are scrutinised. The analysis,
calculation and evaluation of these processes eventually
result in a comprehensive ecological profile which forms
the basis for the environmental certificate and at the same
time provides insights into further potentials which we
put to use in our research and development work.
You can learn more about the environmental profile of
the GLK-Class on the following pages, and see for yourself how Mercedes-Benz is reconciling fascination with
responsibility in the SUV category too.
5
Product description
Compact model full of character:
the GLK-Class from Mercedes-Benz
• Compact character
with a body as distinctive in design as it is practical
The GLK is a strong character in the world of compact
SUVs. The distinctive multi-talented vehicle sets itself
apart from its competitors with an equally functional and
interesting body shape, combining characteristics which
have been completely opposed to date: in the GLK superior
handling dynamics and excellent handling safety meet
outstanding ride comfort thanks to the AGILITY CONTROL
suspension. The 4MATIC variable all-wheel-drive system
is teamed with the electronic control systems to combine
perfect on-road performance with well-balanced off-road
qualifications. It is precisely these combinations that
make the GLK so attractive: the model does indeed belong
to the Mercedes-Benz SUVs – vehicles distinguished
by outstanding performance on surfaced roads – but it
rightly carries the „G“ in its name, thus associating it with
the legendary G-Class.
GLK 220 CDI 4MATIC BlueEFFICIENCY:
thrifty disposition
In the GLK 220 CDI 4MATIC BlueEFFICIENCY, an entirely new diesel engine generation guarantees optimum
values for power, torque and economy. Impressive too
is the environmental performance of the compressionignition engine, which like all Mercedes-Benz passenger
car diesel engines is fitted as standard with exhaust gas
recirculation (EGR), oxidising catalytic converter and
maintenance-free diesel particulate filter. The smoothrunning four-cylinder makes do with 6.7 litres of diesel
per hundred kilometres and emits a mere 176 grams of
6
• Economical four and six-cylinder engines
• Optimised 4MATIC all-wheel drive
• Highest levels of active and passive safety
• High ride comfort combined with excellent
handling dynamics
• Outstanding performance both on-road and off-road
CO2 per kilometre. Even without active deNOxing, the
four-cylinder diesel meets the EU 5 emission standard
applicable as of September 2009. The new power plant
with 125 kW/170 hp makes a powerful impression and
responds flexibly; it features high pulling power and,
for a four-cylinder engine, is convincingly smooth in its
operation. In addition to excellent performance data, the
new power plant superbly builds up torque from low revs
and has the best torque characteristics in its displacement
category: the maximum torque of 400 Newton metres is
available over a wide speed range from 1400 to 2800 rpm.
This makes very economical operation with low revs possible in everyday driving situations.
7
Attractive model range:
choose from four GLK models in all
The up-to-date engine range enables the highest levels of
drive comfort and pleasing performance in all GLK models,
combined with consumption and emission figures which
are favourable in comparison with others in its class.
Apart from the GLK 220 CDI 4MATIC BlueEFFICIENCY,
customers can choose between three more engines: the
diesel offering is supplemented by the proven V6 diesel
in the GLK 350 CDI 4MATIC, which delivers 165 kW/
224 hp and maximum torque of 540 Newton metres.
It helps the GLK achieve even more impressive performance: the speed tops out at 220 km/h, and it takes just
7.5 seconds for it to accelerate from zero to 100 km/h.
The V6 engine is likewise equipped with EGR, oxidising
catalytic converter and maintenance-free diesel particulate filter, requires 7.9 litres of diesel (CO2 208 g/km) per
hundred kilometres and satisfies the EU 4 standard.
8
The two refined V6 petrol models, the GLK 300 4MATIC
and the GLK 350 4MATIC, develop 170 kW/231 hp and
200 KW/272 hp, respectively. They excel with both assertive performance and moderate consumption. In particular
the 3.5 litre V6 in the GLK 350 4MATIC boasts sports-carlike figures: the top speed is 230 km/h, and it accelerates
to 100 km/h in 7.1 seconds. Both engines surpass the EU
5 standard and consume 10.2 (CO2 239 g/km) and 10.5
litres (CO2 245 g/km), respectively, per 100 kilometres. All
GLK models are fitted with the seven-speed 7G-TRONIC
automatic transmission as standard.
Trendsetting safety, attractive appointments
The extremely sturdy body is the prerequisite for the
trailblazing passive safety, for the convincing noise suppression and interior comfort with the typical Mercedes
feel-at-home ambiance, and for the high value retention.
Excellent appointments and attractive equipment packages make the GLK stand out against the majority of
compact SUVs. In addition, systems like the pioneering
PRE-SAFE® safety concept or the Intelligent Light System
(ILS) are available.
9
1 Product documentation
This section documents important environmentally relevant technical data
of the different variants of the GLK-Class, on which the statements made in the section
on general environmental issues (Chapter 2.1) are also based.
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 variant of the GLK-Class,
the GLK 220 CDI 4MATIC BlueEFFICIENCY
with basic specifications.
10
11
1.1 Technical data
1.2 Material composition
The table below shows essential technical data for the variants of the GLK-Class.
The relevant environmental aspects are explained in detail in the environmental profile
in Chapter 2.
The weight and material data for the GLK 220 CDI 4MATIC BlueEFFICIENCY was taken
from in-house documentation of the vehicle’s components (parts list, drawings).
Characteristic
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 GLK-Class according to VDA 231-106.
GLK 220 CDI 4MATIC BlueEFFICIENCY
GLK 300 4MATIC
GLK 350 CDI 4MATIC GLK 350 4MATIC
Diesel engine
Petrol engine
Diesel engine
Petrol engine
4
6
6
6
Displacement (effective) [cc]
2143
2996
2987
3498
Output [kW]
125
170
165
200
Emission standard (met)
Euro 5
Euro 5
Euro 4
Euro 5
Weight (w/o driver and luggage) [kg]
1770
1755
1805
1755
Engine type
Number of cylinders
Exhaust emissions [g/km]
CO2:
176-182
239-246
208-220
245-251
NOX:
0.145
0.017
0.202
0.011
CO:
0.130
0.198
0.251
0.235
–
0.028
–
0.015
THC: (petrol engine)
NMHC (petrol engine)
–
0.023
–
0.012
THC+NOX: (diesel engine))
0.156
–
0.245
–
PM: (diesel engine, with DPF)
0.001
–
0.003
–
6.7*-6.9
10.2-10.5
7.9-8.4
10.5-10.8
72
71
73
74
Fuel consumption NEDC
combined [l/100km]
Driving noise [dBA]
In the GLK-Class, more than half of the vehicle weight
(61.7 percent) is accounted for by steel/ferrous materials,
followed by polymers with 17.8 percent and light alloys
(10.3 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 percent and 2.5 percent
respectively. The remaining materials, i.e. process polymers, electronics and special metals, contribute roughly
one percent to the vehicle‘s weight. In this study the
process polymers mainly consist of materials for the paint
finish.
Steel/iron 61.7 %
* NEDC consumption of basic variant GLK 220 CDI 4MATIC BlueEFFICIENCY with standard tyres: 6.7 l/100 km.
The polymers are divided into thermoplastics, elastomers,
duromers and non-specific plastics, with the thermoplastics accounting for the largest proportion with around
13 percent. Elastomers (predominantly tyres) are the
second-largest fraction with 4.4 percent.
The service fluids include oils, fuel, coolant, refrigerant,
brake fluid and washer fluid. Only circuit boards with
their components are included in the electronics group.
Cables and batteries are categorised according to their
materials composition.
Light alloys 10.3 %
Service fluids 4.7 %
Non-ferrous metals 2.0 %
Process polymers 0.7 %
Electronics 0.1 %
Other 2.5 %
Special metals 0.01 %
Polymers 17.8 %
Elastomers 4.4 %
Duromers 0.1 %
Other plastics 0.1 %
Thermoplastics 13.3 %
Figure 1-1: Materials used in the GLK-Class
12
13
2 Environmental
profile
The environmental profile documents the general
environmental features of the GLK-Class with
respect to 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.
14
15
2.1 General environmental issues
• Basic variant GLK 220 CDI BlueEFFICIENCY consumes
only 6.7–6.9 l/100 km and exceeds the EU 5 emission
standards valid from September 2009
• BlueEFFICIENCY technology optimises
aerodynamics, rolling resistance, vehicle weight and
energy management, among other items
Currently, the GLK-Class offers two diesel direct-injection
models and two petrol models to choose from.
In the analysed basic variant, the GLK 220 CDI 4MATIC
BlueEFFICIENCY, the new OM 651 four-cylinder diesel
engine is used. Its fuel consumption is a very favourable
6.7 to 6.9 l/100 km, depending on tyres
The consumption benefits are achieved thanks to an intelligent package of measures, the so-called BlueEFFICIENCY
technologies that are gradually being introduced as
standard in the Mercedes-Benz model series. They include
improvements to the powertrain, the energy management
and the aerodynamics, rolling-resistance-optimised tyres,
weight reduction through lightweight design, and information for the driver regarding energy-saving driving.
Figure 2-1 below shows in detail how the measures have
been implemented in the new GLK-Class.
The newly developed wheel plays a particular role in
improving the weight. The overall weight of the optimised
17-inch wheel is a mere 9.3 kg. It goes without saying that
the typical Mercedes comfort and the excellent active and
passive safety of the Mercedes GLK are fully retained with
the improvements in weight.
The same can be said of the measures taken to improve
the aerodynamics of the GLK. With a drag coefficient
(Cd) of 0.34, superb for an SUV, it is one of the most
aerodynamically efficient vehicles of its class. These good
characteristics were achieved by improving the airflow
16
• The Bremen production plant has an environmental
management system certified according to the EU eco-audit
regulations and ISO standard 14001
• Effective recycling system and high environmental
standards also at dealerships
along the underside of the vehicle, among other things.
The underfloor panelling is generally flow-optimised – for
this purpose the side panels were enlarged. The large
exterior mirrors, made necessary by the new regulations
on the driver‘s field of view, and the tail lights were also
optimised for aerodynamic efficiency.
Further improvements were also achieved in the area of
energy management. For example, an electrically driven
power steering pump is used. Unlike the conventional
mechanical variant it permits tailoring control to the
requirements of operation. The control of the 7G-TRONIC
automatic transmission is improved by the standstill
decoupling function. This feature automatically causes
interruption of power transmission when the vehicle is
standing still, even when the automatic transmission is in
mode „D“ (Driving). This is a situation frequently encountered at a red light or in a tailback, for example. Of course,
after releasing the brake the driver can avail himself of
the full acceleration potential without delay.
this reason, a display in the middle of the speedometer of
the new GLK tells the driver the actual fuel consumption.
The clearly represented bar chart reacts spontaneously
as soon as the driver takes his foot off the accelerator
and uses the engine‘s overrun shutoff, for example. The
Owner’s Manual for the GLK also contains information on
how the driver can act to achieve economical and environmentally friendly operation.
Figure 2-1: Consumptionreducing measures applied
to the GLK-Class
Highly supercharged
Current consumption indicator
Weight reduction in bodyshell
Fuel pump direct-injection engines,
and consumption computer in
owing to use of high-strength
with close-loop control
efficient transmissions
instrument clustert
with optimised torque
and super-high-strength materials
converter elements
Optimised
underfloor panelling
Apart from the improvements to the vehicle, the driver
himself has a decisive influence on fuel consumption. For
In addition, Mercedes-Benz offers „Eco Driver Training“
to its customers. The results of this training show that
practising an efficient and energy-conscious style of driving can reduce the fuel consumption of a car by up to
15 percent.
Aerodynamically
Friction-optimised
Weight-
designed exterior
4MATIC drive
optimised mirrors
system
wheels
Newly developed tyres with highEnergy-saving
electric power steering
strength steel fabric and improved
rolling resistance
17
The GLK-Class is also fit for the future with regard to
fuels. EU plans call for a rising share of biofuels. The
GLK-Class already meets these demands today by permitting a bioethanol share of ten percent (E10) in the petrol
engines. For diesel engines a ten percent biofuel share is
also permissible in the form of seven percent bio-diesel
(B7 FAME) and three percent high-grade hydrogenated
vegetable oil. The diesel models can also be operated with
SunDiesel, which Mercedes-Benz is playing a major part
in developing. SunDiesel is specially liquefied biomass.
The advantages of this fuel, which contains neither
sulphur nor harmful aromatics, include almost 90 percent
lower CO2 emissions compared to conventional, fossil-
based diesel. The properties of this
clean, synthetic fuel can be practically tailor-made and ideally suited to
the relevant engines during production. The greatest benefit is the
complete use of the biomass, however. Unlike conventional bio-diesel,
where only around 27 percent of the
energy in the rape-seed is converted
into fuel, the process employed by
CHOREN not only uses the oil-bearing seeds, but the whole plant.
Appreciable improvements were
achieved in the area of pollutant
emissions also. Mercedes-Benz is
the first manufacturer worldwide to
equip all diesel cars, from the A-Class to the S-Class, with
maintenance-free, additive-free diesel particulate filters as
standard1. It goes without saying that this also applies to
the diesel variants of the GLK-Class.
With the GLK-Class, Mercedes-Benz is ensuring high
emission control efficiency not only in respect of particulates. The GLK 220 CDI 4MATIC BlueEFFICIENCY, for example, remains considerably below the stringent European emission limits of Euro 5, valid from September 2009,
by 19 percent for nitrogen oxide (NOX), around 74 percent
for carbon monoxide (CO), and 32 percent for combined
hydrocarbon and nitrogen oxide emissions (THC+NOX).
The new GLK-Class is built by the Mercedes production
plant in Bremen. This plant has implemented an environmental management system certificated according to the
EU eco-audit regulations and ISO standard 14001 for many
years. For example, the coating techniques employed on
the GLK-Class boast a high level not only in technological
terms, but also with respect to environmental protection
and safety. Longevity and value retention are further
enhanced by a newly developed clearcoat, employing
state-of-the-art nanotechnology which ensures much greater scratch-resistance than conventional paint, while the
use of water-soluble paints and fillers drastically reduces
solvent emissions..
High environmental standards are also firmly established
in the environmental management system in the sales and
after-sales sectors. At dealer level, Mercedes-Benz is meeting its product responsibility with the MeRSy recycling
system for workshop waste, used parts and warranty parts
and packaging materials. The take-back system introduced
in 1993 means that Mercedes-Benz is a model for the
automotive industry also where workshop waste disposal
and recycling are concerned. This exemplary service by
a manufacturer is implemented right down to customer
level. The waste materials produced in our outlets during servicing and repairs are collected, reprocessed and
recycled via a network operating throughout Germany.
Classic components include bumpers, side panels, electronic scrap, glass and tyres. Because of its contribution
to the greenhouse effect, even the chlorine-free R134a air
conditioning refrigerant, which does not destroy ozone
in the stratosphere, is collected for professional disposal.
The reuse of used parts is also a longstanding tradition
at Mercedes-Benz. The Mercedes-Benz Used Parts Center
(GTC) was set up back in 1996. With its quality-inspected
used parts, GTC is an integral element of the service and
parts business of the Mercedes-Benz brand.
Though this will not be the case with Mercedes-Benz
cars until well into the future, because of their longevity,
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.
End-of-life vehicle owners can dial the toll-free number
00800 1 777 7777 for information and will promptly be
advised about all important details to effect the return of
their vehicles.
1
Standard in Germany, Austria, Switzerland and the Netherlands,
optional in all other countries with a fuel sulphur content of below 50 ppm.
18
19
2.2 Life Cycle Assessment (LCA)
The environmental compatibility of a vehicle is determined by the environmental burden caused
by emissions and the consumption of resources throughout the vehicle life cycle (cf. Figure 2-2).
The standardised tool for evaluating environmental compatibility is the Life Cycle Assessment.
It shows the total environmental impact
of a vehicle „from the cradle to the grave“,
i.e., from the extraction of the raw materials
• With the LCA Mercedes-Benz registers all
to the manufacture and use of the vehicle,
environmentally relevant impacts of a vehicle from
through to its end-of-life treatment.
development through production and operation
to disposal
The elements of a Life Cycle Assessment (LCA) include:
1. Terms of reference
define the goal and scope of an LCA.
2.
•
•
•
The life cycle inventory analysis
establishes the material and energy flows over a vehicle‘s entire life:
how many kilograms of a raw material enter into it,
how much energy is consumed,
what wastes and emissions are produced, etc.
3.
The life cycle impact assessment
gauges the potential effects of the product on humans and the environment, such as, for example,
global warming potential, summer smog potential,
acidification potential and eutrophication potential
4. The life cycle interpretation
draws conclusions and makes recommendations.
• For a complete assessment, within each life cycle phase
all inputs and outputs into the environment are balanced
• Many emissions are caused not so much by automotive
operation itself, but by the production of the fuel, for instance
hydrocarbon (NMVOC) and sulphur dioxide emissions
• The detailed analyses extend to the consumption
and processing of resources such as iron ore,
copper ore or bauxite
In Mercedes-Benz passenger car development, life cycle
assessments are used to evaluate and compare different
vehicles, components, and technologies.
The DIN EN ISO 14040 and DIN EN ISO 14044 standards
specify the procedure and the required elements.
20
Figure 2-2: Overview of Life Cycle Assessment
21
2.2.1 Data basis
The Life Cycle Assessment examines the ECE basic variant.
The GLK 220 CDI 4MATIC BlueEFFICIENCY with the new 125 kW/170 hp four-cylinder engine
was defined as the basic variant of the new GLK-Class. The main parameters on which the LCA
was based are shown in the table below.
Project goal
Project scope (cont‘d)
Project goal
• Life cycle assessment of the GLK-Class
Cutoff criteria • For material production, supplied energy, manufacturing processes and transport, use is made of GaBi life cycle
using the GLK 220 CDI 4MATIC BlueEFFICIENCY as ECE basic variant.
assessment data and the cutoff criteria on which it is based.
• Verification of attainment of the „environmental compatibility“ objective and communication.
• No explicit cutoff criteria. All available weight information is processed.
• Noise and land use are not widely available as LCA data today and are therefore not taken into account.
Project scope
Functional equivalent
• GLK-Class car (basic variant; weight according to DIN 70020).
• „Fine dust“ and particulate emissions are not analysed.
System boundaries
• Life cycle assessment for car manufacture, use, disposal/recycling.
• Maintenance and vehicle care have no relevance in terms of the result.
The system boundaries should only be exceeded by elementary flows (resources, emissions, dumping/deposits).
Balancing
• Life cycle, in conformity with ISO 14040 and 14044 (product life cycle assessment).
Data basis
• Weight data of car: MB parts list (as at 08/2008).
Balance parameters
• Material composition according to VDA 231-106.
• Information on materials for model-relevant, vehicle-specific parts:
• Life cycle inventory: resource consumption as primary energy, emissions, e.g. CO2, CO, NOX, SO2, NMVOC, CH4, etc.
MB parts list, internal MB documentation systems, specialist literature.
• Impact assessment: abiotic depletion potential (ADP), global warming potential (GWP), Vehicle-specific model parameters (bodyshell, paintwork, catalyst, etc.): MB departments.
photochemical ozone creation potential (POCP), eutrophication potential (EP), acidification potential (AP). Information on materials for standard parts: MB database.
These impact assessment parameters are based on internationally accepted methods. They are modelled on categories
Use (consumption, emissions): type approval/certification figures.
selected by the European automotive industry, with the participation of numerous stakeholders, in an EU project, LIRECAR.
Use (mileage): MB definition.
The mapping of impact potentials for human toxicity and ecotoxicity does not yet have sufficient scientific backing today
Recycling model: state of the art (also refer to Chapter 2.3.1).
and therefore will not deliver useful results.
Material production, supplied energy, manufacturing processes and transport: Life cycle assessment database
• Interpretation: sensitivity analyses of car module structure; dominance analysis over life cycle.
(GaBi rev. SP14, http://documentation.gabi-software.com); MB database.
Software support
• MB DfE-Tool. This tool models a car with its typical structure and typical components, including their
Allocations
• For material production, supplied energy, manufacturing processes and transport, use is made of GaBi life cycle
manufacture, and is adapted with vehicle-specific data on materials and weights. It is based on the LCA software GaBi4
assessment data and the allocation methods on which it is based.
(http://www.pe-international.com/gabi).
• No further specific allocations.
Evaluation
• Analysis of life cycle results according to phases (dominance). The manufacturing phase is evaluated based on the
underlying car module structure. Contributions of relevance to the results will be discussed.
Documentation
• Final report with all parameters.
.
The assumed sulphur content in the fuel is 10 ppm. The
combustion of one kilogram of fuel therefore produces
0.02 grams of sulphur dioxide emissions. The use phase
is calculated with a mileage of 200,000 kilometres.
22
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.
23
2.2.2 Results for GLK 220 CDI 4MATIC BlueEFFICIENCY
tion of the fuel, for instance for hydrocarbon (NMVOC)
and sulphur dioxide emissions and for the environmental
impacts which they essentially entail: photochemical
ozone creation potential (POCP: summer smog, ozone)
and acidification potential (AP).
40
38.9
35
CO2 emissions [t/car]
30
25
20
15
10
9.4
5
0
0.5
Production
Operation
Recycling
Figure 2-3: Overall carbon dioxide (CO2) emissions balance in tonnes
Over the entire life cycle of the GLK-Class, the life cycle
inventory calculations indicate, for example, a primary
energy consumption of 726 gigajoules (equal to the energy content of about 22 tonnes of premium-grade petrol)
and the input into the environment of around 49 tonnes of
carbon dioxide (CO2), about 15 kilograms of non-methane
hydrocarbons (NMVOC), about 52 kilograms of nitrogen
oxides (NOX) and 40 kilograms of sulphur dioxide (SO2).
In addition to the analysis of overall results, the distribution of single environmental impacts among the different
phases of the life cycle is investigated. The relevance of
each life cycle phase depends on the particular environmental impact being considered. For CO2 emissions and
also primary energy consumption, the use phase dominates with a share of over 80 percent and 77 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 CO emissions (cf.
Figure 2-4). For this reason the manufacturing phase must
be included in the analysis of ecological compatibility. For
a great many emissions today, the dominant factor is not
so much the automotive operation itself, but the produc-
24
For comprehensive and thus sustained improvement of
the environmental impact associated with a vehicle, it
is also necessary 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 caused mainly 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 was examined. For example,
the percentage distribution of carbon dioxide and sulphur
dioxide emissions for different modules is shown in
Figure 2-5. While the bodyshell is dominant with respect
to carbon dioxide emissions, more relevant for sulphur
dioxide emissions are the modules containing precious
and non-ferrous metals as well as glass, which give rise to
high sulphur dioxide emissions in materials production.
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 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.
Car production
Fuel production
Operation
Recycling
CO2[t]
49
Primary energy demand [GJ]
726
CO [kg]
68
NOX [kg]
52
NMVOC [kg]
15
SO2 [kg]
40
CH4 [kg]
61
GWP100 [t CO2-equiv.]
51
AP [kg SO2-equiv.]
79
EP [kg phosphate-equiv.]
10
ADP [kg Sb-equiv.]
330
POCP [kg ethene-equiv.]
10
0 %
10 %
20 %
30 %
40 %
50 %
60 %
70 %
80 %
90 %
100 %
Figure 2-4: Life cycle breakdown for selected parameters
The consumption of resources is indicated by the category
ADP (abiotic depletion potential). In this category the individual figures for relevant material resources are shown
in detail. Bauxite, for example, is used in the production of
primary aluminium; dolomite, in the production of magnesium; iron ore, in the production of steel. Precious metal
ore and rare earth ores are mainly raw materials for the
coating of catalytic converters. Table 2-2 also shows the
energy resources. The superior figure is the primary energy demand, in gigajoules. It is a measure of the amount of
energy resources required for the manufacture, operation
and recycling of the GLK-Class. Beneath it the shares of
the various energy sources are explained in more detail.
Lignite coal, uranium and renewable energy resources
are used mainly in vehicle manufacture (production of
materials). The energy sources natural gas and particularly crude oil are mostly needed for fuel production.
In Table 2-3 the superior impact categories are again put
first. They group together the output parameters „emissions in air and water“ with respect to their specific
contribution within an impact category. The overall impact
per category is summed up using an equivalence unit,
e.g., kilograms of CO2 equivalent for the global warming
potential.
To assess the emissions, the impact categories global
warming potential (GWP), acidification potential (AP),
eutrophication potential (EP) and photochemical ozone
creation potential (POCP, summer smog) were examined.
25
Input parameters
Resources, ores ADP* [kg Sb-equiv.]
Total vehicle (paintwork)
Bauxit [kg]
Passenger cell/bodyshell
Iron ore [kg]
Flaps/wings
Doors
SO2
Cockpit
CO2
Mounted internal parts
Mainly crude oil/fuel production
582
Primary aluminium use
4475
Steel production
34
Electronics/cable harnesses
Zinc ore [kg]
34
Alloy element (various sources)
Rare earths/precious metal ores [kg]
Dolomite [kg]
GLK production total:
CO2 9.4 t
SO2 22.4 kg
Comments
330
Copper ore [kg]
Energy sources Mounted external parts
GLK 220 CDI Primary energy [GJ]
1329
10
GLK 220 CDI
726
Engine and transmission peripherals
Magnesium production
Comments
Approx. 77 % from car use
Shares of
Lignite [GJ]
Natural gas [GJ]
Seats
Crude oil [GJ] Electrics/Electronics
Powertrain
Tyres
17
Mostly due to production (materials)
66
Approx. 45% due to fuel production, over 50% due to vehicle production
551
Mainly fuel production, only about 5% due to vehicle production (materials)
Coal [GJ] 49
Mostly due to production (materials)
Uranium [GJ] 30
Mostly due to production (materials)
Renewable energy resources [GJ] 12 Mostly due to production (material)
Table 2-2: Overview of LCA results (I)
Controls
Output parameters
Fuel system
Hydraulics
Engine/transm. peripherals
Engine
Automatic transmission
Steering
Front axle
Impact categories
GLK 220 CDI
GWP* [t CO2-equiv.]
51
AP* [kg SO2-equiv.]
79
Mainly due to SO2 and NOx emissions
EP* [kg phosphate-equiv.]
10
Mainly due to NOx emissions
POCP* [kg ethene-equiv.]
10
Mainly due to NMVOC, CO and NOx emissions
CO2 [t] 49
Mainly from vehicle operation, approx. 20% from vehicle production
CO [kg] 68
Mostly from vehicle production and vehicle operation
NMVOC [kg]
15
Not quite 40% from vehicle production, over 60% from fuel production
CH4 [kg]
61
Approx. 34% from vehicle production, rest from fuel production
NOX [kg]
52
Not quite 30% vehicle production, 15% from fuel prod., rest from vehicle operation
40
Not quite 58% from vehicle production, 42% from fuel production
SO2 [kg]
Emissions in water Rear axle
0 %
5 %
10 %
Emissions vehicle production [%]
Figure 2-5: Distribution of selected parameters (CO2 and SO2) among different modules
15 %
20 %
25 %
Comments
Mainly due to CO2 emissions
GLK 220 CDI
Comments
BOD [kg] 0.5
Mostly due to production (materials)
Hydrocarbons [kg]
0.4
Mostly due to use (fuel production and vehicle operation)
Heavy metals (kg)
3.4 Mostly due to production (materials)
NO3- [g]
484
Mostly due to production (materials)
PO4 3- [g]
18
Mostly due to production (materials)
SO4 2- [kg]
17
Mostly due to production (materials))
Table 2-3: Overview of LCA results (II)
*CML 2001, as at: December 2007
26
27
2.3 Design for recovery
The requirements for the recovery of
end-of-life vehicles (ELV) were redefined with
the approval of the European End-of-Life
Vehicle Directive (2000/53/EC)
on 18 September 2000.
• Today the GLK already complies with the recovery rate of
95 percent by weight applicable as of 1 January 2015
• End-of-life vehicles are taken back free of charge
since January 2007
• Heavy metals like lead, hexavalent chromium, mercury and
cadmium have been eliminated
The aims of this directive are to avoid vehicle-related
waste and encourage the take-back, reuse and recycling
of vehicles and their components. The resulting requirements for the automotive industry are as follows:
•
•
•
•
•
•
28
Set up systems for collection of end-of-life vehicles
and waste used parts from repairs.
Achievement of an overall recovery rate of 95 percent
by weight by 1 January 2015.
Compliance with the recovery rate in the context of
type approval for new vehicles from 12/2008.
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 heavy metals lead, hexavalent
chromium, mercury and cadmium, taking into
account the exceptions in Annex II.
• Mercedes-Benz currently already has an efficient take-back
and recycling network at its disposal
• The Mercedes Used Parts Center makes an important
contribution to the recycling concept through the resale
of inspected used parts
• During development of the GLK, attention was paid to the
material purity and design for dismantling ease of certain
thermoplastic components such as bumpers and wheel arch
linings, and side member, underbody and engine compart ment panels
• Detailed dismantling information is made available
electronically to all ELV recyclers through the
International Dismantling Information System,
IDIS for short
29
2.3.1 Recycling concept for the GLK-Class
The method for calculating the recoverability of passenger cars is defined
by ISO standard 22628, “Road vehicles – Recyclability and recoverability – calculation method”
The calculation model reflects the real process of end-oflife vehicle recycling and is divided into the following four
steps:
1.
2.
3.
4.
Pretreatment (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 GLK-Class was designed in
parallel with the vehicle development process, including
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 pretreatment stage, the ELV recycler removes the
fluids, battery, oil filter, tyres and catalytic converters.
The airbags are deployed 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 utilisation of used parts has a long tradition at
Mercedes-Benz: the Mercedes-Benz Used Parts Center
30
(GTC) was founded as early as 1996. With its qualitytested used parts, the GTC is a major component of the
service and parts business of Mercedes-Benz, and makes
a major contribution to age and value-related repairs to
our vehicles. In addition to used parts, the ELV recycler
removes specific materials which can be recycled by
economically worthwhile methods. Apart from aluminium
and copper components, these include certain large
plastic parts.
As part of the development process for the GLK-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, and side
member, underbody and engine compartment panels, for
example. In addition, all plastic components are marked
in accordance with an international nomenclature.
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 percent
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 2-6: Material flows for the GLK-Class recycling concept
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, with the process chain described, a recyclability rate of 85 percent and
a recoverability rate of 95 percent could be demonstrated
for the GLK-Class according to the ISO 22628 calculation
model (see Figure 2-6) in the context of vehicle type approval.
31
2.3.2 Dismantling information
2.3.3 Avoidance of potentially hazardous materials
Dismantling information plays an important role for ELV recyclers
when it comes to implementing the recycling concept.
All the necessary information relating to
the GLK-Class is made available electronically via the International Dismantling
Information System (IDIS).
The avoidance of hazardous materials is the
top priority during development, production, operation and recycling of our vehicles.
Since as early as 1996, for the protection
of both humans and the environment, our
in-house standard DBL 8585 has specified
those materials and material categories that
may not be incorporated into the materials
or components used in Mercedes passenger
cars. This DBL standard is already available
to designers and materials specialists at the pre-development stage, during the selection of materials and the
planning of production processes.
This IDIS software provides vehicle
information for ELV recyclers, on the
basis of which vehicles can be subjected
to environmentally friendly pretreatment
and recycling techniques at the end of
their operating lives.
Model-specific data are shown in both
graphic and text form. The pretreatment
section contains specific information
concerning service fluids and pyrotechnical components.
Figure 2-7: Screenshot of IDIS software
The other sections contain materials-specific information
for the identification of non-metallic components. The current version (as at September 2008) contains information in
26 languages on 61 car brands and 1256 different vehicles.
IDIS data is made available to ELV recyclers by software
update six months after market launch.
32
Heavy metals forbidden by the EU End-of-Life Vehicle
Directive, i.e. lead, cadmium, mercury and hexavalent
chromium, are also covered by this standard. To ensure
that the ban on heavy metals is implemented according to
the legal requirements, Mercedes-Benz has modified and
adapted numerous in-house and supplier processes and
requirements.
The GLK-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.
Stringent Mercedes emission specifications apply to the
materials used in the interior. Materials used for components in the passenger compartment and boot are subject to additional emissions limits
which are also defined in DBL 8585 as well as in component-specific delivery instructions. The continuous reduction of interior emissions is a major aspect of component
and materials development for Mercedes-Benz vehicles.
In the case of the new GLK-Class, for example, it has been
possible to reduce the total organic compounds in the interior atmosphere (measured as the so-called FID value) to
a relatively low level. The roof liner of the new GLK-Class
is now made from a special new ether foam combined
with a low-emission adhesive, which ensures improved
emissions values, greater durability and therefore better
quality over the lifetime of the vehicle.
33
2.4 Use of secondary raw materials
• 30 components with an overall weight of 41.0 kilograms are
made from high-grade recycled plastics (wheel arch linings
and underbody panels, cable ducts)
GLK-Class
component weight in kg 41.0
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 the secondary raw materials used in car
models.
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 raw materials in passenger cars are
only documented for thermoplastic components, as only
this aspect can be influenced during development.
Figure 2-8: Use of secondary raw materials in the new GLK
• Recycled materials are obtained from vehicle-related waste
flows as far as possible: the front wheel arch linings are
made from reprocessed
vehicle components
In the GLK-Class, a total of 30 components with a total
weight of 41.0 kilograms can be made from high-quality
recycled plastics. Typical applications include wheel arch
linings, cable ducts and underbody panels, which are
mainly made from polypropylene. New material loops
have also been closed by the GLK-Class: the use of recycled polyamide is approved for the blower shroud in the
engine compartment, and recycled composite flock foam is
used for the C-pillar trim.
Another objective is to obtain recycled materials from
vehicle-related waste flows as far as possible, thereby
closing further loops. For example, for the front wheel
arch linings of the GLK a recyclate is used which is made
from reprocessed vehicle components (see Figure 2-9):
starter battery housings, bumper coverings from the
Mercedes-Benz Recycling System, and production waste
from cockpit units.
The quality and functional requirements for the relevant
component must be met by recycled materials to the same
extent as by 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.
Figure 2-9: Secondary raw material use, example wheel arch lining
34
35
2.5 Use of renewable
raw materials
• 27 components – total weight 20.7 kilograms –
are made using natural materials
• Seat covers contain 15 percent pure sheep‘s wool
• Olive coke serves as an activated charcoal filter and adsorbs
hydrocarbon emissions; the filter is
self-regenerating during
vehicle operation
GLK-Class
component weight in kg 20.7
The use of renewable raw materials in vehicle production focuses on interior applications. The natural fibres
predominantly used in series production of the GLK-Class
are cotton fibres and wool in combination with various
polymers. The use of natural materials in automotive engineering has a number of advantages:
•
•
•
•
Compared to glass-fibre, the use of natural fibres
usually results in a reduced component weight
Renewable raw materials also help to slow down the depletion of fossil resources such as coal, natural gas and crude oil
They can be processed using established technologies. The products made from them are usually easy
to recycle
If recovered in the form of energy they have an almost neutral CO2 balance, since only as much CO2 is
released as the plant absorbed during its growth
The type of renewable raw materials and their fields of
application are shown in Table 2-4. The floor of the boot of
the GLK features a honeycomb cardboard structure, many
insulating elements are made of cotton, and Mercedes
engineers have also used a raw material from nature to
ventilate the fuel tank: olive coke serves as an activated
charcoal filter. This open-pored material adsorbs hydrocarbon emissions, and the filter is self-regenerating during
vehicle operation.
36
Raw material
Application
Wool
Seat covers
Cotton
Various insulating elements
Wood veneer
Trim strips, mouldings
Olive kernels
Activated charcoal filter
Paper
Floor of boot, filter elements
Table 2-4: Areas of application of renewable raw materials in the GLK-Class
Natural materials also play an important part in the
production of the fabric seat upholstery for the new GLK,
which contains 15 percent pure sheep’s wool. Wool has
significant comfort advantages over synthetic fibres: it
not only has very good electrostatic properties, but is also
better at absorbing moisture and has a positive effect on
climatic seating comfort in high temperatures.
Figure 2-10: Components made from renewable raw materials in the new GLK-Class
37
3 Process documentation
It is of decisive importance for the environmental compatibility of a vehicle to reduce emissions and the consumption of resources over its entire life cycle. 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 environmentally compatible product development („Design for Environment“) is integrated
into the development process, the greater the benefits
in terms of minimising environmental effects and costs.
Process- and product-integrated environmental protection must be realised during the development phase of a
product. Later on, environmental effects can often only be
reduced by downstream, „end-of-the-pipe“ measures.
„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, so to speak.
Ensuring this is the task of environment-conscious product
development: developing comprehensive vehicle concepts
according to the slogan „Design for Environment“ (DfE).
The aim 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 a lower fuel consumption and emissions or the use of environmentally friendly
materials.
38
Mercedes-Benz is developing comprehensive vehicle concepts according to the
slogan „Design for Environment“ (DfE). The aim is to improve environmental
compatibility in an objectively measurable way.
The responsibility for improving environmental compatibility was an integral part of the organisation of the
GLK-Class development project. The management of the
overall project appointed people to be in charge of development, production, procurement, sale and other functions.
Corresponding to the most important subassemblies and
functions of a car, there are development teams (bodyshell, drive system, interior equipment, etc.) and teams
with cross-cutting functions (quality management, project
management, etc.).
One of these cross-functional teams was the so-called DfE
team. It is made up of experts from the fields of life cycle
assessment, dismantling and recycling planning, materials and process engineering, as well as design and production. Each member of the DfE team is simultaneously the
person responsible on a development team for all environmental issues and tasks.
39
• Environmentally compatible product development
(„Design for Environment“, DfE) was integrated into the
development process of the GLK from the very start.
This enabled minimising environmental effects and costs
• Special DfE teams guaranteed observance of the formulated
environmental objectives during development
• The DfE teams are made up of specialists from a number
of different fields such as life cycle assessment, dismantling
and recycling planning, materials and process engineering,
as well as design and production
• The integration of DfE in the development process ensured
that no hunt for environmental aspects would begin at market
launch time. Instead, these aspects were taken into account
in the earliest stage of development
This guarantees complete integration of the DfE process
in the vehicle development project. The members‘ duties consist of defining objectives for individual vehicle
modules from an environmental angle in the specifications book early on in the process, checking on their
accomplishment and, if necessary, initiating improvement
measures.
The integration of Design for Environment in the process
organisation of the GLK-Class development project ensured that no hunt for environmental aspects would begin
at market launch time. Instead, these aspects were taken
into account in the earliest stage of development.
Figure 3-1: Design-for-environment activities at Mercedes-Benz
40
Pertinent objectives were coordinated in good time and reviewed at the respective quality gates in the development
process. From the interim results, the need for further
action up to the next quality gate was determined and
implemented by collaborating in the development teams.
Together with the project management for the GLK-Class,
the DfE team defined the following, specific environmental
objectives in the book of specifications:
1. Ensuring compliance with the European End-of-Life Vehicle Directive. This includes
• Development of a recycling concept designed
to meet the legally prescribed recovery rate of
95 percent by weight by the year 2015
• Ensuring compliance with the European End-of-Life
Vehicle Directive with respect to banned materials
• Optimising product concepts with a view to
recycling-compatible design, in order to reduce
subsequent recovery costs
2. Ensuring the use of 30 kilograms of recycled plastics
(component weight)
3. Ensuring the use of 10 kilograms (component weight)
of renewable raw materials
4. Registering all relevant environmental burdens that could be caused by the GLK-Class during its life cycle
The process carried out for the GLK-Class meets all
the criteria for the integration of environmental aspects
into product development which are described in
ISO standard 14062.
41
4
5 Conclusion
The Mercedes-Benz GLK-Class not only meets high
standards in terms of safety, comfort, agility and design,
but also satisfies all current requirements with regard to
environmental compatibility.
Moreover, a higher proportion of high-quality secondary
raw materials and components made from renewable raw
materials is used. All in all, the GLK-Class therefore has
an exemplary environmental profile and LCA.
This Environmental Certificate documents the results of
the evaluation of the environmental compatibility of the
current GLK-Class. Both the process of design for environment and the product information contained herein
have been certified by independent experts according to
internationally recognised standards.
Mercedes-Benz remains the world‘s only vehicle brand
to possess this demanding certification, which was first
awarded for the S-Class in 2005 by TÜV Süd. Mercedes
customers driving the new GLK-Class benefit from favourable fuel consumption, low emissions and a comprehensive recycling concept.
42
43
6 Glossary
44
FID value A flame ionisation detector – FID for short – is a cumulative detector for organic
compounds (= hydrocarbons). It measures the conductivity of an electrolytic gas flame
(hydrogen) between two electrodes. It makes it possible to determine the total amount
of organic materials in an air sample.
GWP100 Global warming potential, time horizon 100 years; impact category describing the possible contribution to the anthropogenic greenhouse effect.
Term
ADP
Explanation
HC Hydrocarbons
Abiotic depletion potential (abiotic = non-living); impact category describing the reduction
of the global stock of raw materials resulting from the extraction of non-renewable resources.
Impact categories
Classes of environmental impacts in which resource consumption and various emissions with similar environmental impact are aggregated (greenhouse effect, acidification, etc.).
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.
ISO International Organization for Standardization
KBA German Federal Office for Motor Vehicles (new car registration agency)
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.
Standstill decoupling function
At traffic lights or in tailbacks, the transmission shifts to position „N“ and in this way
reduces the engine load and consumption.
AP Acidification potential; impact category expressing the potential for milieu changes in
ecosystems due to the input of acids.
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.
Basic variant
Basic vehicle model without optional extras, normally CLASSIC equipment line
and small engine.
MB Mercedes-Benz
NEDC New European Driving Cycle; cycle used to establish the emissions and consumption
of motor vehicles since 1996 in Europe; prescribed by law.
Non-ferrous metal
Aluminium, copper, zinc, lead, nickel, magnesium, etc.
BOD Biological oxygen demand; taken as measure of the pollution of wastewater,
waters with organic substances (to assess water quality).
COD Chemical oxygen demand; taken as measure of the pollution of wastewater, waters with
organic substances (to assess water quality).
DIN
German Institute for Standardisation (Deutsches Institut für Normung e.V.)
ECE Economic Commission for Europe.
UN organisation that develops standardised technical codes.
EP Eutrophication potential (overfertilisation potential); impact category expressing
the potential for oversaturation of a biological system with essential nutrients.
POCP Photochemical ozone creation potential; impact category describing the formation
of photo oxidants („summer smog“).
Primary energy
Energy not yet subjected to anthropogenic conversion.
Process polymers
Term from the VDA materials data sheet 231-106; the „process polymers“ material group comprises paints, adhesives, sealants, protective undercoats.
45
Imprint
Publisher: Daimler AG, Mercedes-Benz Cars, 70546 Stuttgart, Germany
Mercedes-Benz Technology Center, 71059 Sindelfingen, Germany
Department: Design for Environment (GR/VZU)
in cooperation with Global Communications Mercedes-Benz Cars (COM/MBC)
Tel: +49 711 17-76422
www.mercedes-benz.com
Descriptions and details contained 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 specific countries.
46
47
48
Daimler AG, Global Product Communications Mercedes-Benz Cars, Stuttgart (Germany), www.mercedes-benz.com