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The GolfEnvironmental Commendation

Background Report

Think Blue.

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Environmental Commendation Golf - Background ReportEnvironmental Commendation Golf - Background Report

Table of Content

The Life Cycle Assessment of the Golf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1. The models assessed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

1.1. Objective and target group of the assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1.2. Function and functional unit of the vehicle systems assessed . . . . . . . . . . . . . . . . . . . . . . . 4

1.3. Scope of assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.4. Environmental impact assessment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.5. Basis of data and data quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2. Model assumptions and ndings of the Life Cycle Assessment . . . . . . . . . . . . . 12

3. Results of the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

3.1. Results of the Life Cycle Inventory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

3.1.1. Diesel models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

3.1.2. Petrol models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

3.2. Comparison of Life Cycle Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

3.2.1. Diesel models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

3.2.2. Petrol models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

4. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

5. Certication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

6. Environmental impact categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Bibliography and list of sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

List of abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

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Environmental Commendation Golf - Background Report

The Life Cycle Assessment of the Golf

Volkswagens objective is to develop its vehicles and components in such a way that,

in their entirety, they each present better environmental properties than their

predecessors or the relevant reference models.

Ever since 1996, Volkswagen has been using Life Cycle Inventories and/or Life Cycle

Assessments to document the e nvironmental performance of its vehicles and

technologies. Through these Environmental Commendations Volkswagen provides its

customers, shareholders and other stakeholders inside and outside the company with

detailed information about how it is making its products and production processes

more environmentally compatible and what has been achieved in this respect. The

Environmental Commendations are based on detailed Life Cycle Assessments (LCA)

in accordance with ISO 14040/44, which are verified by independent experts, such as

TV NORD. As part of an integrated product policy, in this way Volkswagen considers

not only individual environmental aspects such as the driving emissions, but the

entire product life cycle from production and use, right through to disposal in

other words from cradle to grave.

In this particular Environmental Commendation, Volkswagen presents the results of

one such complete Life Cycle Assessment. In the diesel model category the 1.6 TDI

BlueMotion Technology (77kW)1 is compared with its predecessor. For the petrol

models the 1.2 TSI BlueMotion Technology (63 kW)2 is compared with the relevantpredecessor model. The main focus of the comparisons is on five environmental

impact categories.

1 4.6/3.3/3.8 l/100km (urban/highway/combined) 99g CO2/km (combined), energy efficiency class A2 5.9/4.2/4.9 l/100km (urban/highway/combined) 113g CO2/km (combined), energy efficiency class B

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1. The models assessed

Volkswagens Environmental Commendation for the Golf describes and analyses the

environmental impacts of selected Golf models. We have compared diesel and

petrol-engined models from the current model range (Golf VII)3 with their respective

predecessors (Golf VI). The results are based on Life Cycle Assessments drawn up in

accordance with the standards DIN EN ISO 14040 [ISO 2009] and 14044. All the

definitions and descriptions required for preparing these Life Cycle Assessments were

drawn up in accordance with the standards mentioned above and are explained

below.

1.1. Objective and target group of the assessment

Volkswagen has been conducting Life Cycle Assessments for over ten years to provide

detailed information on the environmental impacts of vehicles and components for

our customers, shareholders and other interested parties within and outside the

company. The aim of this particular Life Cycle Assessment is to describe the environ-

mental profiles of the current Golf models with diesel and petrol engines and

compare them with their predecessors.

To this end we compared the 1.6-litre TDI (77 kW)4 with its equally powerful successor,

the new 1.6-litre TDI (77 kW)5. For the petrol-engined models we compared a model

with a 1.2-litre TSI engine (63 kW)6 with its equally powerful predecessor, the 1.2-litre

TSI (63 kW)7

.

1.2. Function and functional unit of the vehicle systems assessed

The functional unit for the assessment was defined as the transportation of

passengers in a five-seater vehicle over a total distance of 150,000 kilometres in the

New European Driving Cycle (NEDC) with comparable utilisation characteristics such

as performance (see technical data in Table 1).

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

4 4.5 l/100km (NEDC) 119 g CO2/km

5 3.8 l/100km (NEDC) 99 g CO2/km6 4.9 l/100km (NEDC) 113 g CO2/km7 5.5 l/100km (NEDC) 129 g CO2/km

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Table 1: Technical data of vehicles assessed

Golf VI1.2 TSI

Golf VII1.2 TSI

Golf VI1.6 TDI

Golf VII1.6 TDI

Engine capacity [cm3] 1197 1197 1598 1598

Output [kW] 63 63 77 77

Gearbox 5-speed manual 5-speed manual 5-speed manual 5-speed manual

Fuel Petrol (Super) Petrol (Super) Diesel Diesel

Emission standard Euro 5 Euro 5 Euro 5 Euro 5

Maximum speed[km/h]

178 179 189 192

Acceleration0-100 km/h [s]

12.3 11.9 11.3 10.7

Maximum torque[Nm] at rpm

160/ 1500 - 3500 160/1400-3500 250/1500-2500 250/1500-2750

Unladen weight [kg]8 1,229 1,205 1,314 1,295

Fuel tank capacity [l] approx. 55 approx. 50 approx. 55 approx. 50

1.3. Scope of assessment

The scope of the assessment was defined in such a way that all relevant processes and

substances are considered and traced back to the furthest possible extent by

modelling them at the level of elementary flows in accordance with ISO 14040. This

means that only substances and energy flows taken directly from the environment or

released into the environment without prior or subsequent treatment exceed the

scope of the assessment. The only exceptions to this rule are the material fractions

formed at the recycling stage.

The vehicle manufacturing phase was modelled including all manufacturing and

processing stages for all vehicle parts and components. The model includes all steps

from the extraction of raw materials and the manufacture of semifinished products

right through to assembly.

As regards the vehicles se rvice li fe, the model includes all relevant processes from

fuel production and delivery through to actual driving. The analysis of the fuel supply

process includes shipment from the oilfield to the refinery, the refining process and

8 Unladen weight with 68 kg driver, 7 kg luggage and fuel tank 90% full, determined in accordance with

directive 92/21 EEC [EU 1992] as amended (04/2009).

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transportation from the refinery to the filling station. Vehicle maintenance is not

included in the assessment as previous studies demonstrated that maintenance does

not cause any significant environmental impacts [Schweimer and Roberg, 2001].

The recycling phase has been modelled in accordance with the VW SiCon process. In

contrast to conventional recycling approaches, this process allows non-metallic

shredder residue to also be recycled and used as a substitute for primary raw

materials. Using this process, approximately 95 percent of a car by weight can be

recycled. [Krinke et al. 2005a].

In this Life Cycle Assessment, no environmental credits were awarded for the

secondary raw material obtained from the recycling process. Only the environmental

impacts of the recycling processes required were included. This corresponds to a

worst case assumption 9, since in reality secondary raw material from vehicle recycling

is generally returned to the production cycle. This recycling and substitution of

primary raw materials avoids the environmental impact of primary raw materialproduction.

Fig. 1 is a schematic diagram indicating the scope of the Life Cycle Assessment.

Europe was chosen as the reference area for all processes in the manufacture, service

and recycling phases.

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

Scope of assessment

Recovery of energy andraw materials

Production of raw material Production pipeline

Transport rening

Fuel supply

RecyclingManufacturing Service life

Production of materials

Production of components

CreditsMaintenance

Fig. 1: Scope of the Life Cycle Assessment

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10 Information on this method can be found at http://cml.leiden.edu/software/data-cmlia.html#getting-and-

using-the-database11A detailed description of the environmental impact categories applied can be found in Chapter 6:

Environmental impact categories and on the internet at www.environmental-commendation.com.12 EU25 describes the economic area covered by the European Union up to 2007. Data records for the

normalisation of all 27 European Union states or Europe as a geographical reference area were not

available at the time the Life Cycle Assessment was drawn up.

1.4. Environmental impact assessment

The impact assessment is based on the latest version (November 2010) of a method

developed at the University of Leiden in the Netherlands (CML methodology10)

[Guine and Lindeijer 2002]. The assessment of environmental impact potentials in

accordance with this method is based on recognised scientific models. A total of five

environmental impact categories11 were identified as relevant and were then assessed

in this study:

eutrophicationpotential(EP)

ozonedepletionpotential(ODP)

photochemicalozonecreationpotential(POCP)

globalwarmingpotentialforareferenceperiodof100years(GWP)

acidificationpotential(AP)

The above environmental impact categories were chosen because they are particular-

ly important for the automotive sector, and are also regularly used in other automoti-

ve-related Life Cycle Assessments [Schmidt et al. 2004; Krinke et al. 2005b]. An

appraisal of the impacts of potentially toxic substances was not undertaken as the

relevant scientific debate is still ongoing and consequently there is a lack of proven

methods and approaches to normalisation.

The environmental impacts determined in the Life Cycle Assessments are measured

in different units. For instance, global warming potential is measured in CO2

equivalents and acidification potential in SO2 equivalents (each in kilograms). In

order to make them comparable, a normalisation process is also necessary. In this

Life Cycle Assessment the results were normalised with reference to the average

annual environmental impact caused by the European Economic Area (EU25)12 (see

Table 2).

Table 2: EU25 normalisation factors in line with CML 2001 11/2010 (in thousand metric tons) [PE International 2003]

Environmental category Value Unit

Eutrophication potential 12,822 kg PO4 equivalents

Ozone depletion potential 87 kg R11 equivalents

Photochemical ozone creation potential 8,241 kg C2H4 equivalents

Global warming potential 4,883,200 kg CO2 equivalents

Acidication potential 27,354 kg SO2 equivalents

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1.5. Basis of data and data qualityThe data used for preparing the Life Cycle Assessment can be subdivided into product

dataandprocessdata.Productdatadescribestheproductitself,andamongother

things includes:

Informationonparts,quantities,weightsandmaterials

Informationonfuelconsumptionandemissionsduringutilisation

Informationonrecyclingvolumesandprocesses.

Processdataincludesinformationonmanufacturingandprocessingstepssuchas

the provision of electricity, the production of materials and semifinished goods,

fabrication and the production of fuel and consumables. This information is either

obtained from commercial databases or in specific cases (e.g. paintshop and final

assembly) compiled by Volkswagen.

This means that the data represent the materials, production and other processes as

accurately as possible from a technological, temporal and geographical point of view.

For the most part, published industrial data are used. In addition, current available

data13 are used that relate to Europe. Where European data are not available, German

data are used (e.g. for polyamide). For the various vehicles we always use the same

data on upstream supply chains for energy sources and materials. This means that

differences between the latest models and their predecessors are entirely due tochanges in component weights, material compositions, manufacturing processes at

Volkswagen and driving emissions.

The Life Cycle Assessment model for vehicle production was developed using

Volkswagens slimLCI methodology14 [Koffler et al. 2007]. Vehicle parts lists were used

as data sources for product data, and the weight and materials of each product were

taken from the Volkswagen material information system (MISS). This information was

then linked to the corresponding process data in the Life Cycle Assessment software

GaBi.

This normalisation allows statements to be made regarding the contribution of a

product to total environmental impacts in Western Europe. The results can then be

presented on a graph using the same scale. This approach also makes the results more

comprehensible and allows environmental impacts to be compared.

Table 2 shows the normalisation factors laid down in the CML methodology for the

individual impact categories. In this context it must be pointed out that normalisati-

on does not give any indication of the ecological relevance of a particular environ-

mental impact, i.e. it does not imply any judgement on the significance of individual

environmental impacts.

13 The data used are sourced from the GaBi 5 database.14 Further information on the slimLCI methodology and on the preparation of Life Cycle Assessments at

Volkswagen can be found on the internet at www.environmental-commendation.com.

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Material inputs, processing procedures and the selection of data in GaBi are standar-

dised to the greatest possible extent, ensuring that the information provided by

slimLCI is consistent and transparent. The slimLCI methodology not only ensures

highly detailed modelling but also a high quality standard for LCA models.

Further investigation of the methods applied was based on error estimation and

sensitivity analysis for representative components. Various components (the fuel cap

module and head restraint frame) of the Golf VII were examined. The weights of

various materials used in the components were changed.

Depending on the parameters revised, this led to a weight increase of the respective

component by a factor of 1.5 to 3. In terms of global warming potential, this change in

the component parameters resulted in a mean deviation of 0.07% per component for

the manufacturing stage. Over the full life cycle, this equates to a deviation of 0.02%per component. For error estimation purposes, the calculated deviation was

extrapolated to 100 components. If an error of this magnitude were to be assumed in

the data record used and carried over into the LCA model, it would result in a 2%

deviation in the total Life Cycle Assessment.

In practice, the occurrence of such a deviation is minimised by an additional manual

check of the component weights indicated in the parts list. Consequently, the slimLCI

method is considered stable, as previous studies have already shown [Koffler 2007].

For the modelling of the vehicles service life, representative data for upstream fuel

supply chains are taken from the GaBi database. It is assumed that fuels used in

Europe are transported over a distance of 200 kilometres on average.

For the regulated emissions CO2, NOX and HC/NMHC, direct driving emissions for

the vehicles assessed were modelled individually in line with fuel consumption in

accordance with the Euro 5 emission standards (see Table 3 and Table 4).

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This model too represents a worst case assumption, since actual emissions are in

some cases far below the applicable legal limits (see Table 4). This means that the

regulated service-life emissions indicated in the graphs are higher than those that

actually occur.

Table 4: Fuel consumption and emissions of vehicles assessed

Golf VI1.2 l TSI[63 kW]

Golf VII1.2 l TSI[63 kW]

Golf VI1.6 l TDI[77 kW]

Golf VII1.6 l TDI[77 kW]

Fuel Petrol (Super) Petrol (Super) Diesel Diesel

Fuel consumption(urban/ highway/combined) [l/100km]*

7.0/4.6/5.5 5.9/4.2/4.9 5.7/3.9/4.5 4.6/3.3/3.8

Emission standard Euro 5 Euro 5 Euro 5 Euro 5

Carbon dioxide emissions(combined) [g/km]

129 113 119 99

CO [g/km] 0.3164 0.3218 0.2298 0.1454

HC [g/km] 0.0301 0.0394

NMHC [g/km] 0.0253 0.0329

NOx [g/km] 0.0231 0.0248 0.1622 0.1187

HC + NOX [g/km] 0.1917 0.139

Particulates [g/km] 0.00200 0.00021 0.00063 0.00028

* Total average consumption (NEDC)

Regulated emissions

Petrol[g/km]

Diesel[g/km]

Carbon monoxide emissions (CO) 1.00 0.50

Nitrogen oxide emissions (NOX) 0.06 0.18

Hydrocarbon emissions (HC) 0.10

davon NMHC 0.068

NOX + HC Emissionen 0.23

Partikel-Emissionen 0.005* 0.005

Table 3: Emission limits in accordance with Euro 5

* mit Direkteinspritzung

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15 In line with the provisions of the EU Fuel Quality Directive [EU 2009]. Even if the sulphur content were

higher, the contribution of sulphur emissions during the vehicles service life would still remain negligible.16 Completeness, as defined by ISO 14040, must always be considered with reference to the objective of the

investigation. In this case, completeness means that the main materials and processes have been reflected.

Any remaining gaps in the data are unavoidable and apply equally to all the vehicles compared.

The fuel consumption of the vehicles is also shown in Table 4. All consumption figures

and emissions were determined on the basis of EU Directives 80/268/EEC and 70/220/

EEC [EU 2001; EU 2004] and regulation 692/2008 [EU 2008] for type approval. They

therefore correspond to the values presented to the German Federal Motor Transport

Authority (Kraftfahrtbundesamt) for type approval. A sulphur content of 10 ppm15 was

assumed for petrol.

Vehicle recycling was modelled on the basis of data from the VW SiCon process and

using representative data from the GaBi database.

In sum, all information relevant to the aims of this study was collected and modelled

with a sufficient degree of completeness16. The modelling of vehicle systems on the

basis of vehicle parts lists ensures that the model is complete, especially with respectto the manufacturing phase. As the work processes required are automated to a great

extent, any differences in the results are due solely to changes in product data and not

to deviations in the modelling system.

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12

2. Model assumptions and findings of the

Life Cycle AssessmentAll the framework conditions and assumptions define d for the Life Cycle Assessment

are outlined below.

Table 5: Assumptions and denitions for the Life Cycle Assessment

Aim of the Life Cycle Assessment

Comparison of the environmental proles of predecessor and successor versions

of selected Golf models with petrol and diesel engines

Scope of assessment

Function of systems

Transport of passengers in a ve-seater car

Functional unit

Transport of passengers in a ve-seater car over a total distance of 150,000

kilometres in the New European Driving Cycle (NEDC), with comparable

utilisation characteristics (e.g. performance)

Comparability

Comparable performance gures

Cars with standard equipment and ttings

System limits

The system limits include the entire life cycle of the cars (manufacture, service life

and recycling phase).

Cut-of criteria

The assessment does not include maintenance or repairs

No environmental impact credits are awarded for secondary raw materials

produced Cut-o criteria applied in GaBi data records, as described in the software

documentation (www.gabi-software.com)

Explicit cut-o criteria, such as weight or relevance limits, are not applied

Allocation

Allocations used in GaBi data records, as described in the software documentati-

on (www.gabi-software.com)

No further allocations are used

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Data basis

Volkswagen vehicle parts lists Material and weight information from the Volkswagen Material Information

System (MISS)

Technical data sheets

Technical drawings

Emission limits (for regulated emissions) laid down in current EU legislation

The data used comes from the GaBi database or was collected in cooperation with

VW plants, suppliers or industrial partners

Life Cycle Inventory results

Life Cycle Inventory results include emissions of CO2, CO, SO2, NOX, NMVOC,

CH4, as well as consumption of energy resources

The impact assessment includes the environmental impact categories eutrophica-

tion potential, ozone depletion potential, photochemical ozone creation potential,

global warming potential for a reference period of 100 years and acidication

potential

Normalisation of the results

Software

Life Cycle Assessment software GaBi 5, and GaBi DfX Tool and

slimLCI interface as support tools (Service Pack 20)

Evaluation

Evaluation of Life Cycle Inventory and impact assessment results, subdivided into

life cycle phases and individual processes

Comparisons of impact assessment results of the vehicles compared

Interpretation of results

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Fig. 1 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] (predecessor model rounded values)

Manufacture Fuel supply Driving emissions Recycling*

Life Cycle Inventory

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

0

Nitrogen oxides (NOX)

Hydrocarbons (NMVOC)

Methane (CH4)

Primary energy demand

20 % 40 % 60 % 80 % 100 %

44 kg

15.8 kg

31 kg

356 GJ

Carbon dioxide (CO2)

Carbon monoxide (CO)

Sulphur dioxide (SO2)

25.6 t

110 kg

34.5 kg

*Presentation of recycling on the graph is not possiblebecause of the very low levels involved.

3. Results of the Life Cycle Assessment

3.1. Results of the Life Cycle Inventory

The information in the life cycle inventories is divided into the three life cycle phases:

manufacturing, service life and recycling. The service life is subdivided into the

environmental impact caused by the upstream fuel supply chain and direct driving

emissions. The contribution shown for recycling only indicates the impacts of

recycling processes but does not include any environmental impact credits for

secondary raw materials produced.

3.1.1. Diesel models

Fig. 2 clearly shows that the emissions of the predecessor model, the Golf VI 1.6 TDI 17,

such as carbon dioxide (CO2), carbon monoxide (CO) and nitrogen oxides (NOX), are

mainly generated during the service life of the car. In contrast, both methane (CH4)

emissions and primary energy demand are dominated by the fuel supply phase from

well to pump. As a result of the low sulphur content assumed for the fuel used, the

manufacturing phase accounts for a substantial part of the overall sulphur dioxide

(SO2) emissions. CO2 emissions over the entire life cycle of the Golf VI 1.6 TDI reach

approximately 25.6 metric tons. The total energy demand amounts to 356 GJ.

17 On account of new computation methods, the values shown may deviate from older graphs. The vehicle

Life Cycle Inventories presented in this document are based on the latest records.

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Fig. 2 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] (predecessor model rounded values)

In qualitative terms, the Life Cycle Inventory for the current Golf model with 1.6-litre

engine show only slight differences (see Fig. 3). However, the lower energy demand

and emissions compared with the predecessor model are clearly evident. Thus, the

energy requirement for the new 1.6 TDI is reduced from 356 GJ to 315 GJ and CO2

emissions are only 22.1 metric tons instead of 25.6 metric tons.

3.1.2. Petrol models

The next two graphs, Fig. 4 and 5, show the results of the Life Cycle Inventories for the

two petrol-engined models assessed. It is evident that, for the petrol-engined cars, the

proportion of the total environmental impact resulting from the manufacturing phase

is less than for the diesel models. This is due to the fact that the production of

petrol-engined models causes a lower environmental impact than that of diesel

models in absolute terms.

What also emerges is that owing to the higher fuel consumption of petrol-engined

models, the service life accounts for a higher proportion of the total environmental

impact.


Life Cycle InventoryGolf VII 1.6 l TDI [77 kW]

0 20 % 40 % 60 % 80 % 100 %

42.7 kg

14.9 kg

28.3 kg

315 GJ

22.1 t

106 kg31 kg

* Presentation of recycling on the graph is not possiblebecause of the very low levels involved.



Methane (CH4)



Carbon monoxide (CO)Sulphur dioxide (SO2)

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Fig. 4 Life Cycle Inventory data for the Golf VI 1.2 TSI [63 kW] (predecessor model, rounded values)

Life Cycle InventoryGolf VI 1.2 l TSI [63 kW] (predecessor model)

0 20 % 40 % 60 % 80 % 100 %

29 kg

20,9 kg

38,6 kg

394 GJ



Methane (CH4)





29,4 t

187 kg

40,6 kg


* Presentation of recycling on the graph is not possiblebecause of the very low levels involved.

The predecessor model the Golf VI 1.2 TSI generates total CO2 emissions of 29.4

metric tons and has a total energy demand of 394 GJ (see Fig. 4). The current model,

also with a 1.2-litre TSI engine, generates 3.1 metric tons less CO2 emissions and also

has significantly lower energy requirements of 362 GJ (see Fig. 5). This is a direct result

of its lower fuel consumption compared with the predecessor model. The significant

influence of the service life phase i.e. fuel supply and driving emissions on the final

result means that the considerably reduced consumption also leads to a reduction in

all the other Life Cycle Inventory parameters.

Fig. 5 Life Cycle Inventory data for the Golf VII 1.2 TSI [63 kW] (rounded values)

Life Cycle InventoryGolf VII 1.2 l TSI [63 kW]

0 20 % 40 % 60 % 80 % 100 %

27.2 kg

20 kg

36.4 kg

362 GJ

26.3 t

182 kg

35.6 kg


* Grasche Darstellung der Verwertung aufgrunddes sehr geringen Niveaus nicht mglich.



Methane (CH4)





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18 Information on the environmental impact categories used here can be found on the internet at

www.environmental-commendation.com

3.2. Comparison of Life Cycle Impacts

On the basis of the Life Cycle Inventory data, Life Cycle Impact Assessments are

drawn up for all the environmental impact categories described. The interactions of

all the emissions recorded are considered and potential environmental impacts are

determined based on scientific models18.

3.2.1. Diesel models

Fig. 6 clearly shows that the current model achieves improvements over its predeces-

sorinalmostalltheenvironmentalcategoriesconsidered.TheonlyexceptionisODP

which shows no demonstrable change from a full life cycle perspective.

In general, with reference to overall environmental impacts in the European Union,

Fig. 6 clearly shows that the vehicles considered here make their largest contributionsinthecategoriesofglobalwarming,acidificationandphotochemicalozonecreation

potential.Contributionstothecategorieseutrophicationandozonedepletion

potentialaresmaller.Theozonedepletionpotentialinparticularissolowthatitcan

hardly be represented on the chart. Also, eutrophication potential is a less important

indicator for the automobile industry, being of real significance for the agricultural

sector and the chemical industry. Consequently, the notes below focus on the

findings for the first three environmental impact categories.

Comparative Life Cycle Impactsnormalised

6.00E-09

5.00E-09

4.00E-09

3.00E-09

Global warmingpotentialCO2 equivalents [t]

Photochemical ozonecreation potentialC2H4 equivalents [kg]

AcidicationpotentialSO2 equivalents [kg]

Ozone depletionpotentialR11 equivalents [g]

EutrophicationpotentialPO4 equivalents [kg]

2.00E-09

1.00E-09

0.00E+00

22.2

68.4

0.4* 0.4*

8 7.6

8.37.8

62.9

* Presentation of the normalised values on the graph isnot possible because of the very low levels involved.


Golf VII 1.6 l TDI [77 kW]

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

(absolute values, rounded)

25.7

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Fig. 7: Environmental impacts of the Golf VI 1.6 TDI (predecessor) and the Golf VII 1.6 TDI (relative values, rounded)

Comparative Life Cycle Impacts in detailnormalised

6.00E-09

5.00E-09

4.00E-09

3.00E-09

2.00E-09

1.00E-09

0.00E+00


Photochemical ozone creationpotentialC2H4 equivalents [kg]


Recycling*

Driving emissions

Manufacture

-7 %

-8 %

-13 %



As Fig. 7 below shows, the environmental impacts of the current Golf 1.6 TDI are lower

than those of the predecessor model in all three categories considered. The reduction

of 13 percent in global warming potential for the new Golf 1.6 TDI corresponds to

savings of around 3.4 metric tons of CO2 equivalents. In relation to photochemical

ozonecreationandacidificationpotential,however,thesavingsaresomewhatlower.

Fig. 7 also indicates how the specific reductions are achieved, in that the absolute

environmental impacts are allocated to the individual life cycle phases. As alreadyshown by the Life Cycle Inventories, the most relevant changes occur during the

service life of the vehicle and as a result of the corresponding impact on fuel produc-

tion. Most of the improvements therefore result either directly (lower driving

emissions) or indirectly (less fuel production) from lower fuel consumption.

* Presentation of the recycling phase on the graph isnot possible because of the very low levels involved.

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Fig. 8 shows the environmental impacts described in relation to each other and over

the entire life cycle of the vehicles. The relations between manufacture, service life

and recycling with regard to the individual environmental impacts are clearly visible.

Global warming potential in particular is influenced mainly by vehicle use (highest

increase over service life).

Acidificationandphotochemicalozonecreationpotential ,bycontrast,aredistribut-

ed more evenly over all the phases of the life cycle. This is explained by the identical

emissions standards applicable to the two vehicles compared.

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

Comparison of environmental impacts over the full life cyclenormalised

Manufacture Service life [150,000 km] Recycling

Global warming

Acidication

Photochemical ozone creation



6.00E-09

5.00E-09

4.00E-09

3.00E-09

2.00E-09

1.00E-09

0.00E+00

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3.2.2. Petrol models

A comparison of the petrol vehicles also shows that the current model represents an

improvement over its predecessor in all impact categories (see Fig. 9). Here too, the

greatest potential environmental impacts are in the areas of global warming,

acidificationandphotochemicalozonecreation.

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

(absolute values, rounded)

Comparative Life Cycle Impactsnormalised

7.00E-09

6.00E-09

5.00E-09

4.00E-09

3.00E-09


Photochemical ozonecreation potentialC2H4 equivalents [kg]


Ozone depletionpotentialR11 equivalents [g]

EutrophicationpotentialPO4 equivalents [kg]

2.00E-09

1.00E-09

0.00E+00

25.9

64.7

0.4* 0.4*

5.1 4.8

11.1 10.4

57.8

* Presentation of the normalised values on the graph isnot possible because of the very low levels involved.

Golf VI 1.2 l TSI [63 kW] (predecessor model)

Golf VII 1.2 l TSI [63 kW]

29

Over its entire life cycle, the global warming potential of the Golf VII 1.2 TSI is

significantly lower than that of the predecessor model. Overall, for the assumed

distance driven of 150,000 kilometres, greenhouse gas emissions show a reduction of

3.1 metric tons of CO2 equivalents per vehicle.

Fig. 10 indicates the changes in environmental impacts between the Golf VI 1.2 TSI

anditssuccessor.Thediagramshowsthatphotochemicalozonecreationpotentialis

reduced by 6 percent and acidification potential by 11 percent for the Golf VII 1.2 TSI.

Global warming potential over the entire life cycle is also reduced by 11 percent.

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Figures 10 and 11 indicate the sources of these changes in detail. As with the diesel

models, the lower fuel consumption of the current model i.e. the sum of direct

exhaust emissions during the service life and the indirect emissions from the fuel

production and supply chain is the main factor in reducing the environmental

impact of the current model. At the manufacturing phase there are only slight

deviations in favour of the Golf VII. The benefits in terms of acidification and

photochemicalozonecreationpotentialarealsoduetothelowerfuelconsumptionof

the current model and the associated reduced environmental impact of fuel produc-

tion.

21

Fig. 10: Environmental impacts of the Golf VI 1.2 TSI and the Golf VII 1.2 TSI (relative values, rounded)

Comparative Life Cycle Impacts in detailnormalised

6.00E-09

5.00E-09

7.00E-09

4.00E-09

3.00E-09

2.00E-09

1.00E-09

0.00E+00


Photochemical ozone creationpotentialC2H4 equivalents [kg]


Recycling*

Driving emissions

Manufacture

-6 %

-11 %

-11%



* Presentation of the recycling phase on the graph isnot possible because of the very low levels involved.

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Comparison of environmental impacts over the full life cyclenormalised

Manufacture Service life [150,000 km] Recycling

6.00E-09

7.00E-09

4.00E-09

5.00E-09

3.00E-09

2.00E-09

1.00E-09

0.00E+00

Global warming

Acidication

Photochemical ozone creation

Fig. 11: Comparison of environmental impacts over the full life cycle petrol models (rounded values)



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4. Conclusion

One thing that soon becomes clear when considering the Life Cycle Assessment of the

new Golf is that, compared to its predecessor, the current Golf presents improve-

ments in all the environmental impact categories considered and for the most part

these improvements are very significant. The most extensive progress here is made in

the areas with the most relevant environmental impacts in volume terms, i.e.

acidification,photochemicalozonecreationpotentialandglobalwarmingpotential.

The improvements in the new Golf are particularly noticeable in terms of global

warming potential.

Intheeutrophicationandozonedepletionpotentialimpactcategoriestoothereare

measurable reductions, although their potential for reduction is substantially lower

than in the three impact categories mentioned above. The models assessed have very

littleimpactoneutrophicationandozonedepletion.Overthefulllifecycle,the

vehicles emit the following volumes of carbon dioxide equivalents:

Golf 1.2 TSI BlueMotion Technology: 25.9 metric tons;

Golf 1.6 TDI BlueMotion Technology: 22.2 metric tons.

Furthermore, the improvements are largely attributable to a reduction in fuel

consumption and the resultant drop in driving emissions as well as the reduced

environmental impact at the fuel production stage. The drop in fuel consumption inthe Golf is a direct result of more efficient engines and a lower unladen weight. This in

turn makes itself felt at the production stage where, compared to the Golf VI, less

resources and materials are required for the manufacture of the Golf VII, leading to

lower environmental impacts.

As a result, the Life Cycle Assessment of the new Golf shows a marked improve ment

over that of its predecessor. In terms of global warming potential, over its full life

cycle the 1.6 TDI BlueMotion Technology achieves savings of 13 percent. This is due to

a 3 percent reduction in greenhouse gas emissions at the manufacturing stage and a

17 percent reduction during the vehicles service life.

Similarly, over its full life cycle the Golf 1.2 TSI BlueMotion Technology achieves

savings of 11 percent. This is due to a 4 percent reduction in greenhouse gas emissions

at the manufacturing stage and an 11 percent reduction during the vehicles service

life

In sum, therefore, Volkswagen has achieved its aim of making technical progress in

the new models and at the same time making them more environmentally compati-

ble.

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5. Certification

The statements made for the Golf Environmental Commendation are supported by

the Life Cycle Assessment of the Golf. The certificate of validity confirms that the Life

Cycle Assessment is based on reliable data and that the method used to compile it

complies with the requirements of ISO standards 14040 and 14044.

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

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Eutrophication potentialdescribes excessive input of nutrients into

water [or soil], which can lead to an undesir-

able change in the composition of flora and

fauna. A secondary effect of the over-fertilisa-

tion of water is oxygen consumption and

therefore oxygen deficiency. The reference

substance for eutrophication is phosphate

(PO4), and all other substances that impact onthis process (for instance NOX, NH 3) are

measured in phosphate equivalents.

Ozone depletion potentialdescribes the ability of trace gases to rise into

thestratosphereanddepleteozonethereina

catalytic process. Halogenated hydrocarbons

in particular are involved in this depletion

process, which diminishes or destroys the

protectivefunctionofthenaturalozonelayer.

Theozonelayerprovidesprotectionagainst

excessive UV radiation and therefore against

genetic damage or impairment of photosyn-

thesis in plants. The reference substance for

ozonedepletionpotentialisR11,andallother

substances that impact on this process (for

instance CFC, N2O) are measured in R11

equivalents.

FCKW NOX

Stratosphere(15 - 50 km)

UV radiation

Ozone depletion potential

Eutrophication potential

NOX

NO3 NH4PO4

NH3

Air pollutants

Wastewater

6. Environmental impact categories

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Photochemical ozone creationpotentialdescribes the formation of photooxidants,

suchasozone,PAN,etc.,whichcanbeformed

from hydrocarbons, carbon monoxide (CO)

and nitrogen oxides (NOX), in conjunction

withsunlight.Photooxidantscanimpair

human health and the functioning of

ecosystems and damage plants. The reference

substance for the formation of photochemical

ozoneisethene,andallothersubstancesthat

impact on this process (for instance VOC, NOX

and CO) are measured in ethene equivalents.

Global warming potentialdescribes the emissions of greenhouse gases,

which increase the absorption of heat from

solar radiation in the atmosphere and

therefore increase the average global

temperature. The reference substance for

global warming potential is CO2, and all other

substances that impact on this process (for

instance CH4, N2O, SF6 and VOC) are

measured in carbon dioxide equivalents.

Acidication potentialdescribes the emission of acidifying sub-

stances such as SO2 and NOX, etc., which have

diverse impacts on soil, water, e cosystems,

biological organisms and material (e.g.buildings). Forest dieback and fish mortality

in lakes are examples of such negative effects.

The reference substance for acidification

potential is SO2, and all other substances that

impact on this process (for instance NOX and

NH3) are measured in sulphur dioxide

equivalents.

UV radiation

Infrared radiation

Reection

CO2 CH4 FCKW

Photochemical ozone creation potential

Dry warm weather

Hydrocarbons and nitrogen oxides

OZONE

Hydrocarbons and nitrogen oxides

Photochemical ozone creation potential

26

Acidication potential

Acid rain

HNO3H2SO4 NOX

SO2

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Bibliography and list of sources

[EU 1992] 92/21/EEC European Union: Council Directive on the masses and dimensions of motor

vehicles of category M1.

[EU 2001] 80/1268/EEC European Union: Council Directive relating to the fuel consumption of

motor vehicles. Brussels: European Union.

[EU 2004] 70/220/EEC European Union: Council Directive relating to measures to be taken

against air pollution by gases from positive-ignition engines of motor vehicles. Brussels:European Union.

[EU 2008] COMMISSION REGULATION (EC) No 692/2008 of 18 July 2008 implementing andamending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles

(Euro 5 and Euro 6) and on access to vehicle repair and maintenance information.

[EU 2009] DIRECTIVE 2009/30/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of

23 April 2009 amending Directive 98/70/EC as regards the specication of petrol, diesel and gas-oil and introducing a mechanism to monitor and reduce greenhouse gas emissions and amending

Council Directive 1999/32/EC as regards the specication of fuel used by inland waterway vesselsand repealing Directive 93/12/EEC

[Guine und Lindeijer 2002] Guine, J. B.; Lindeijer, E.: Handbook on Life Cycle Assessment: Ope-

rational guide to the ISO standards. Dordrecht [u.a.]: Kluwer Academic Publishers.

[ISO 2009] International Organization for Standardization: ISO 14040: Environmental Manage-

ment Life Cycle Assessment Principles and Framework. 2nd edition. Geneva: International Orga-

nization for Standardization.

[Koer 2007] Koer, C.: Automobile Produnkt-kobilanzierungWolfsburg/Darmstadt: Volkswagen AG, Technische Universitt Darmstadt. Dissertation.

[Koer et al. 2007] Koer, C.; Krinke, S.; Schebek, L.; Buchgeister, J.: Volkswagen slimLCI aprocedure for streamlined inventory modelling within Life Cycle Assessment (LCA) of vehicles. In:International Journal of Vehicle Design (Special Issue on Sustainable Mobility, Vehicle Design andDevelopment). Olney: Inderscience Publishers.

[Krinke et al. 2005a] Krinke, S.; Bossdorf-Zimmer, B.; Goldmann, D.: kobilanz Altfahrzeug-recycling Vergleich des VW-SiCon-Verfahrens und der Demontage von Kunststobauteilen mitnachfolgender werkstoicher Verwertung. Wolfsburg: Volkswagen AG. On the internet atwww.volkswagen-umwelt.de.

[Krinke et al. 2005b] Krinke, S.; Nannen, H.; Degen, W.; Homann, R.; Rudlo, M.; Baitz, M.:SunDiesel a new promising biofuel for sustainable mobility. Presentation at the 2nd Life-CycleManagement Conference Barcelona.

On the internet at www.etseq.urv.es/aga/lcm2005/99_pdf/ Documentos/AE12-2.pdf.

[PE International 2012] PE International GmbH: GaBi 5.0 database documentation. Leinfelden-

Echterdingen: PE International GmbH.

[Schmidt et al. 2004] Schmidt, W. P.; Dahlquist, E.; Finkbeiner, M.; Krinke, S.; Lazzari, S.; Oschmann,

D.; Pichon, S.; Thiel, C.: Life Cycle Assessment of Lightweight and End-Of-Life Scenarios for GenericCompact Class Vehicles. In: International Journal of Life Cycle Assessment (6), pp. 405-416.

[Schweimer et al. 1999] Schweimer, G. W.; Bambl, T.; Wolfram, H.: Sachbilanz des SEAT Ibiza.Wolfsburg: Volkswagen AG.

[Schweimer und Roberg 2001] Schweimer, G. W.; Roberg, A.: Sachbilanz des SEAT Leon.Wolfsburg: Volkswagen AG.

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List of abbreviations

AP Acidication Potenzial

CH4 Methane

CML Centrum voor Milieukunde Leiden (Centre for Environmental Sciences, Netherlands)

CO Carbon monoxide

CO2 Carbon dioxide

DIN Deutsche Industrienorm (German Industrial Standard)

EN European standard

EP Eutrophication Potential

GJ Gigajoule

GWP Global Warming Potential

HC Hydrocarbons

KBA Kraftfahrtbundesamt (Federal Motor Transport Authority)

kW Kilowatt

LCA Life Cycle Assessment

LCI Life Cycle Inventory

MISS Material Information System

NEDC New European Driving Cycle

Nm Newton metre

NMVOC Non-methane volatile organic compounds (hydrocarbons without methane)

NOX Nitrogen oxides

ODP Ozone Depletion PotentialPOCP Photochemical Ozone Creation Potential

ppm parts per million

PVC Polyvinyl chlorid

R11 Trichloruormethane (CCl3F)

SO2 Sulphur dioxide

TDI Turbocharged direct injection diesel engine

TSI Direkteinspritzende turboaufgeladene Ottomotoren

VDA Verband der Automobilindustrie e.V. (Association of the German Automotive Industry)

VOC Volatile Organic Compounds

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List of Figures

List of Tables

Table 1: Technical data of vehicles assessed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Table 2: EU25 normalisation factors in line with CML 2001 11/2010 . . . . . . . . . . . . . . . .7

Table 3: Emission limits in accordance with Euro 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Table 4: Fuel consumption and emissions of vehicles assessed . . . . . . . . . . . . . . . . . . . . . . . . .10

Table 5: Assumptions and denitions for the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . .12

Fig. 1: Scope of the Life Cycle Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Fig. 1 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] . . . . . . . . . . . . . . . . . . . . . . . 14

Fig. 2 Life Cycle Inventory data for the Golf VI 1.6 TDI [77 kW] . . . . . . . . . . . . . . . . . . . . . . . 15

Fig. 4 Life Cycle Inventory data for the Golf VI 1.2 TSI [63 kW] . . . . . . . . . . . . . . . . . . . . . . . . 16

Fig. 5 Life Cycle Inventory data for the Golf VII 1.2 TSI [63 kW]. . . . . . . . . . . . . . . . . . . . . . . . 16

Fig. 6: Comparison of the environmental impacts of the Golf VI 1.6 TDI [77 kW] (predecessor)

and the Golf VII 1.6 TDI [77 kW]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Fig. 7: Environmental impacts of the Golf VI 1.6 TDI (predecessor) and the Golf VII 1.6 TDI. . 18

Fig. 8: Comparison of environmental impacts over the full life cycle diesel models . . . . . . . 19

Fig. 9: Comparison of the environmental impacts of the Golf VI 1.2 TSI (predecessor) and the

Golf VII 1.2 TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Fig. 10: Environmental impacts of the Golf VI 1.2 TSI and the Golf VII 1.2 TSI . . . . . . . . . . . . 21

Fig. 11: Comparison of environmental impacts over the full life cycle petrol models . . . . . . 22

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Appendix

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Volkswagen AG

Group Research Environment

Aairs Product

P.O. Box 011/1774

38436 Wolfsburg

Germany

01 October 2012

www.volkswagen.com

121207 hb golf7 en final

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