VW Bluemotion Polo Report

7/29/2019 VW Bluemotion Polo Report

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Best Foot Forward Ltd.9 Newtec Place, Magdalen Road, Oxford OX4 1RE

Best Foot ForwardBrin in sustainabilit downtoearth

Volkswagen Bluemotion Polo:CO2 savings

Report for DDB London

Prepared by Craig Simmons, Simon Miller and Xana Villa Garcia

[email protected]@[email protected]

26th

October 2007 Version 9

E-mail: [email protected] Web: www.bestfootforward.comTel: 01865 250818 Fax: 01865 794586

Company Registration 3409491
mailto:[email protected]:[email protected]:[email protected]:[email protected]


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About Best Foot Forward

Best Foot Forward (BFF) are one of Europe's leading sustainability consultanciesspecialising in energy and natural resource accounting methodologies such as

resource flow analysis, ecological footprinting and carbon accounting. Sincecompleting the first detailed ecological footprint of an organisation in 1998, BFF have todate completed over 300 footprint projects. Our recent project list is attached asAppendix 1.

BFF were awarded a Queen's Award for Enterprise in Sustainable Development inApril 2005. This extremely prestigious Award is for continuous achievement insustainable development based on footprint analysis for business. Since we wereestablished, we have created a substantial database of relevant environmental data(see Appendix 2) and developed a range of powerful tools (see examples inAppendices 3 and 4) enabling us to rapidly undertake sophisticated, robust footprintanalyses.

Briefing document from DDB London

The following text is verbatim from DDB London:

SynopsisTo investigate the CO2 emissions saved by driving a Bluemotion Polo in relationto a comparable vehicle and to equate this saving with the emissions saved byrecycling either aluminium cans, paper or plastic bags.

MethodologyAt the discretion of Best Foot Forward

RequirementsWe want to ensure our communication is as clear and simple to consumers aspossible.

The report is to contrast the Bluemotion Polo with a comparable vehicle, in thisinstance the average of the Supermini sector.

Please be conservative where possible we would rather be open and honest

than open to complaints.

Please use the latest data wherever possible. If current data is not yet availableand this is likely to create a bias in the results, especially one in our favour,please do what you can to avoid this.

Where possible, please use the benchmark figures, again to ensure we arebeing as fair as possible.

DDBAnalysisforVWBestFootForward2007 2

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Summary

The following summary provides headline figures of the analysis completed byBest Foot Forward. The provenance of datapoints and calculations undertakenare contained in the body of the report and attached appendices.

Emissions arising from driving a Polo Bluemotion (99gCO2/vkm) the

estimated average UK private car distance estimated for 2007 (13,222

km) would equate to 1,309 kg CO2 in 2007.

Emissions arising from driving an average UK new car 13,222 km and

applying CO2 emissions reductions for 2007 derived from the UK new car

reduction rate of 2005-2006 (165g/vkm), equate to 2,182 kgCO2 in 2007.

Emissions arising from driving an average UK Supermini car 13,222 km

and applying CO2 emissions reductions for 2007 derived from the UK

Supermini car reduction rate of 2005-2006 (141g/vkm), equate to 1,864

kgCO2 in 2007.

Average CO2 savings from driving a Polo Bluemotion 13,222 km

instead of an average UK Supermini car in 2007 equate to 555 kg

CO2.This translates into carbon savings comparable to:

o Recycling 5,048 aluminium cans

o Recycling a minimum of 25,241 lightweight carrier bags

o Recycling about 312 reams of virgin A4 paper or about 138,826

individual A4 sheets.

If a Polo Bluemotion is compared to other low emitting vehicles when

driving 13,222 km per year, annual CO2 savings from choosing a Polo

Bluemotion over the following models are:

o CO2 savings from using a Polo Bluemotion to drive 13,222 km in

2007 instead of a Toyota Prius: 66 kg


2007 instead of a Citroen C2: 106 kg


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2007 instead of a Citroen C1: 132 kg

Figures presented in this report have been rounded (generally to the nearest wholenumber) to show results clearly, as is s tandard practice in technical documents.

Best Foot Forward performed its calculations using unrounded figures throughout.Therefore, if readers wish to reproduce the calculations then final results may besubject to minor discrepancies caused by using rounded intermediary figures.


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Our understanding of your requirements

In support of their advertising campaign for the new low emission VolkswagenBluemotion Polo car, DDB London have asked BFF to provide:

1. An independent assessment of the carbon dioxide savings that would accrue by

switching from an average UK car to the new VW Bluemotion Polo.2. To equate these savings with:a. A number of recycled aluminium cansb. A number of recycled plastic carrier bagsc. A number of sheets of recycled paper

Carbon dioxide savings

According to the UK Department of Transport (DfT 2007), the average distancetravelled by each 4-wheeled car in the UK in 2006 was 14,032 kilometres (dropping toan estimated 14,019 km in 2007). A rising proportion of this is attributable to private(as opposed to company) car use. If only private cars are taken into account then

the estimated figure for 2007 is 13,222 km (extrapolated from DfT data for 2003through to 2006 the latest published). This lower, more conservative, mileage figurehas been used throughout the report because the Polo Bluemotion is expected to bepredominately privately used.

During the 1990s, the European Commission secured voluntary agreements withEuropean (ACEA), J apanese (J AMA) and Korean (KAMA) car manufacturers to reducenew car CO2 emissions to 140g/km between 1998 and 2008/09. This represents a cutof some 25% on 1995 levels. When last recorded, in 2006, the average for all new carssold in the UK was 167.2 gCO2 per kilometre (SMMT 2007 - see Figure 1). Theweighted average for the Supermini sector was 143.1gCO2/vkm (though the averageperformance based on all available models within this sector is somewhat lower atabout 128gCO2/vkm). See Appendix 5 for further discussion of these figures.

New car emissions have been dropping by about 1% to 1.5% per year since 1997.Between 2005 and 2006 a 1.30% reduction was recorded for new cars, whilst theSupermini segment had a reduction of 1.78% for the same period (SMMT 2007).Reductions since 2003 have been less pronounced than the more recent period from2005 to 2006. Average annual reductions in CO2 emissions per km for new cars for theperiod 2003-2006 have been 0.95% and 0.88% for the Supermini sector equivalent(SMMT 2004, 2005, 2006, 2007).

To estimate figures for 2007, we extrapolated using the rate of change from 2005-06.These rates varied between the two categories, giving a 1.30% reduction for all newcars and 1.78% reduction for weighted sales of Supermini cars. When applied to the

figures explained above (167.2 gCO2/vkm for all new cars and 143.1 gCO2/vkm forsales weighted Supermini average) the results are 165 gCO2/vkm and 141 gCO2/vkmrespectively. A second estimate was done using average annual reductions since2003, giving estimates for 2007 of 166 and 142 gCO2/vkm respectively. See Appendix6 for further discussion of these figures.

The Polo Bluemotion is claimed to emit only 99gCO2/vkm under comparable testconditions. That is, the Vehicle Certification Agency (VCA) type approval procedure the same data used by DfT and SMMT to calculate the performance of new cars.

The figure of 99gCO2 per vehicle kilometre is extremely low. No other petrol, diesel (orhybrid) car listed on the VCA database (excluding those with B1 type approval) has testcycle emissions this low. The best performing petrol car has CO2 emissions of

103g/vkm, the best hybrid 104g/vkm and the best diesel 107g/vkm (SMMT 2007).


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Figure 1: Average new car CO2 emissions in UK and selected Member States

Table 1 compares emissions from an average new car with the Polo Bluemotion usingthe average CO2 emission reduction for 2005 to 2006 and assuming each travels theaverage UK distance for private cars each year. This shows savings of 873 kgCO2per year were the Bluemotion to be chosen instead of a new car and 555 kgCO 2(555.302 kgCO2 unrounded) per year were the Bluemotion to be selected insteadof a Supermini (based on weighted average sales).

Table 1: Comparison of CO2 emissions between weighted average new car, weightedaverage new Supermin i and Polo B luemotion (2005-2006 reduction)

SMMT 2006(gCO2/vkm)

estimated 2007(gCO2/vkm)

UK average(vkm/year)

CO2 emissions(kgCO2/year)

New Car - weighted average 167 165 13222 2182

Supermini - weighted average 143 141 13222 1864

Polo Bluemotion 99 99 13222 1309

New Car ->Bluemotion savings 66 873

Supermini ->Bluemotion savings 42 555

Note: Figures in this table are subject to rounding error. (Cells in yellow indicate numbers used).

Table 2 compares emissions from an average new car with the Polo Bluemotion usingthe average CO2 emissions reduction for 2003 to 2006 and assuming each travels theaverage UK distance for private cars each year. This shows savings of 886 kg CO2per year were the Bluemotion to be chosen instead of a new car and 569 kg CO2per year were the Bluemotion to be selected instead of a Supermini (based onweighted average sales).

Table 2: Comparison of CO2 emissions between weighted average new car, weightedaverage new Supermin i and Polo B luemotion (2003-2006 reduction)

SMMT 2006(gCO2/vkm)

estimated 2007(gCO2/vkm)

UK average(vkm/year)

CO2 emissions(kgCO2/year)

New Car - weighted average 167 166 13222 2195

Supermini - weighted average 143 142 13222 1877

Polo Bluemotion 99 99 13222 1309

New Car ->Bluemotion savings 67 886

Supermini ->Bluemotion savings 43 569

Note: The figures in this table are subject to rounding error.


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Comparing CO2 with savings from aluminium can recycling

According to WRAP (2007), the weight of aluminium 330ml drinks (alcoholic andcarbonated) cans range from a best in class figure of 12g to 30g with a median weightof 16g (alcoholic) and 18g (carbonated). See Figure 2 below. Here we assumed an

average weight of 17g.

Figure 2: Data on packaging weight from WRAP

Recycling aluminium cans is undoubtedly good for the environment as bauxite ore isvery energy intensive to extract and refine. Remelting used aluminium to manufacturenew cans or other products, rather than using virgin materials, can reduce energy use(and hence carbon dioxide emissions) by up to 95% (Alpro 2007).

A more realistic figure for the CO2 savings from recycling aluminium cans reflects the

fact that the aluminium used for cans already has a high proportion of recycled content.In reality, savings are likely to be closer to 80%.

Typical CO2 figures for virgin, UK typical and recycled aluminium are given in Table 3below (Best Foot Forward 2007). Note that these figures are based on data from morethan 50 studies of aluminium production and recycling. They carry an error estimate of+/- 20%.

Table 3: Comparison of CO2 figures (kg) for aluminium

VirginTypicalUK Recycled

Typical UKsavings

% UKsavings

Per kg aluminium 11.64 8.35 1.67 6.68 80%Per 17g can 0.20 0.14 0.03 0.11 80%

Therefore, each can recycled in the UK is typically going to save 0.11 kg of CO2 with abest case of 0.15kgCO2 and a worst case of 0.08kgCO2.

Conservatively using 13,222 km as the estimated private car mileage for 2007and 141g/vkm as the estimated baseline emissions for the Supermini sector,switching from the average Supermini purchase to a VW Polo Bluemotion saves555kgCO2. This is equivalent to the emissions saved by recycling, rather thanthrowing away, 5,048 alumin ium cans.


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Comparing CO2 with savings f rom carrier bag recycling

There are about 50 groups of plastics and hundreds more variations within thesegroups. Most plastic bags are made from either low density polyethylene (LDPE) orhigh density polyethylene. These materials are recyclable and can be identified by the

following symbol (Waste Online 2007):

Bags vary in weight depending primarily - on whether they are designed to be reusedor disposable (see Table 4).

Table 4: Typical weights of plastic carrier bags (Scottish Executive, 2005)

Bag type Materialkg per 1,000bags

Lightweight LDPE/HDPE 8.4

HeavyweightBag for Life

LDPE 47.4

Estimates of the number of plastic carrier bags used in the UK each year varies frombetween about 8 and 17 billion (Defra 2007, Wasteonline 2007, BBC 2005, WRAP2005, Sainsburys 2007). Defras estimate of over 13 billion a year is probably the bestsubstantiated as it is based on returns from suppliers and retailers.

The most comprehensive exploration of the life cycle of carrier bags in the UK wasundertaken to provide evidence on the desirability of introducing a Plastic Bag Levy inScotland. The authors of the Scottish study draw heavily on an earlier French life cyclestudy of carrier bags commissioned by Carrefour (Scottish Executive 2005). However,as they were mainly evaluating the benefits of alternatives to plastic bags (paper, clothetc.) neither of these studies focused on the benefits of bag recycling.

An estimate of the impact of introducing a similar levy in Ireland, the Plastax, was alsoundertaken by this author (Simmons 2002) and provides a useful background to thesummary statistics presented here.

One of the few UK studies that address savings from recycling was undertaken byNottingham University Consultants. This found that each tonne of recycled bags savesaround 1.8 tonnes of oil compared with a tonne of bags made from virgin material.Other studies have indicated energy and carbon dioxide savings in the region of two totwo-and-half times (Waste Online 2007). However, precise figures are hard to come byand vary according to the life cycle assumptions used for example, how many timesbags are reused, the weight of bag, material and so on.

A more general, but comprehensive, review of the literature on plastics recycling,published by WRAP (2006), identified 10 (out of 60) quality life cycle studies. Half ofthese contained one or more scenarios which compared recycling vs. incineration

and/or landfill.


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All reviewed studies that considered closed loop recycling (that is, the recycled plasticis used as substitute for virgin material), and where the recycled material was notcontaminated (collection was segregated), concluded that recycling/material recoverywas environmentally better than both incineration and landfilling. Although not all thesestudies related to HDPE/LDPE, the environmental performance of different plastictypes is similar.

19 scenarios (from 5 studies) specifically measured energy savings from recycling.Savings averaged 33% with a range from 7% to 52%. The lower figures reflect thereduced energy savings when recycling is compared to incineration with energyrecovery. Incineration is a relatively rare waste treatment option within the UK. Only 8%of municipal waste is incinerated with energy recovery being rarer still (EnvironmentAgency 2003).

As a conservative estimate of the benefits of HDPE/LDPE recycling, the average 33%figure for the comparison with landfill/incineration is used here. Also, the othergreenhouse gas savings from recycling are ignored (recycling avoids the emissions of

other climate changing gases which are often expressed in terms of their CO2equivalents).

Looking at the energy used in HDPE/LDPE production, an analysis of 29 datapoints(Best Foot Forward 2007) gives an average figure of 32.7 MJ /kg (excluding feedstock)or 87.7 MJ /kg (including feedstock). Therefore, a 33% energy saving equates to asaving of between 10.8 MJ /kg and 28.8 MJ /kg.

The carbon intensity of this energy varies by country of origin and production efficiency.The carbon intensity of the plastics sector (Best Foot Forward 2007) ranges betweenabout 0.04 and 0.09kgCO2/MJ . Taking these extreme energy (MJ /kg) and carbonintensity (kgCO2/MJ ) values, 33% savings would avoid emissions of between

0.43kgCO2 and 2.59kgCO2 per kg of HDPE/LDPE recycled. This wide range reflectsthe many different variables that need to be considered.

Here we consider only the highest value (2.59kgCO2) which will, in turn, result in thelowest number of carrier bags.

Assuming all lightweight bags (8.4kg per 1000 or 0.0084kg/bag), then recycling ratherthan landfillng, or incinerating, a single bag would avoid 0.022 kgCO2.

Conservatively using 13,222 km as the estimated private car mileage for 2007and 141g/vkm as the estimated baseline emissions for the Supermini sector,

switching from the average Supermini purchase to a VW Polo Bluemotion saves555kgCO2. This is equivalent to the emissions saved by recycling, rather thanthrowing away or incinerating, a minimum of 25,241 lightweight carrier bags.


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Comparing CO2 with savings from paper recycling

Paper can be made from a wide range of biotic materials including cotton, variousgrasses, straw and wood pulp. The most common source material in the UK is woodpulp. Paper made from new, rather than recycled, content is usually referred to as

virgin paper.

Recycling paper is beneficial to the environment. According to Wasteonline (2006)manufacturing recycled paper requires between 28% and 70% less energyconsumption than virgin paper as well as using less water and producing fewer toxicpollutants.

The life cycle of paper is less complex than that of plastic, but there are still manyvariables to consider including the type and weight of paper, the raw material used,waste management routes and country of origin.

Here we consider the comparison between virgin and 100% recycled paper using UK

data. We will also consider only the commonest type made from wood pulp.

The weight of an A4 ream (500 sheets) of various grades of paper is given in Table 5below. The commonest office paper is 80gsm.

Table 5: Typical weights of a ream of paper (Best Foot Forward, 2007)

Paper typekg per A4 ream(excludingpackaging)

kg per sheet

80gsm 2.47 0.0049

90gsm 2.78 0.0056

100gsm 3.09 0.0062

An analysis of 58 different figures for the kgCO2 emissions arising from the productionof virgin paper (Best Foot Forward, 2007) gives an average value of 1.54 kgCO 2/kg.This was derived using an average figure for the carbon intensity of the UK papersector of 0.05kgCO2/MJ .

An analysis of 5 figures for paper recycling gives an average figure of 0.83kgCO2/kg(using the same carbon intensity value).

Therefore the entire life cycle carbon savings from recycling paper are estimated to beabout 0.72 kgCO2 per kilogramme of paper recycled (1.54 -0.83kgCO2). This assumesall recycled paper displaces similar virgin material.

Assuming 80gsm paper, then each ream (2.47kg) which is recycled could save1.78kgCO2. Each sheet of virgin paper which is recycled therefore saves around0.004kgCO2.

Conservatively using 13,222 km as the estimated private car mileage for 2007and 141g/vkm as the estimated baseline emissions for the Supermini sector,switching from the average Supermini purchase to a VW Polo Bluemotion saves555kgCO2. This is equivalent to the emissions saved by recycling, rather thanthrowing away, about 312 reams of virgin A4 paper or about 138,826 individual

A4 sheets.


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References

Alpro (2007) http://www.alupro.org.uk/recycling.htm(last accessed 8th June 2007)

Best Foot Forward (2007) EcoIndex Database

DfT (2007a). Travel Trends: 2006 Edition (Publish February 2007). Published byNational Statistical Office. Extracted data from Trends 1.1a and 1.9b.

DfT (2007b) Transport Statistics Bulletin: National Travel Survey 2006 (last accessed18/9/07).Extracted data from Table 6.1http://www.dft.gov.uk/pgr/statistics/datatablespublications/personal/mainresults/nts2006/pdfnattravlsur06.pdf

DfT (2006) Data prepared for consultation: Reducing new car CO2 emissions: whatshould succeed the Voluntary Agreementshttp://www.dft.gov.uk/consultationsEnvironment Agency (2003) (last accessed 15th June 2007)

http://www.environment-agency.gov.uk/aboutus/512398/289428/653535/?lang=_eSMMT (2007) UK New Cars By CO2 Performance: Report of 2006 Market. Publishedby Society of Motor Manufacturers and Traders.http://smmtlib.findlay.co.uk/articles/news/News/CO2%20Report%20-%20Overview.pdfWRAP (2006) Environmental Benefits of Recycling (last accessed 15th June 2007)http://www.wrap.org.uk/wrap_corporate/about_wrap/environmental.htmlWRAP (2007) UK Best in Class Tool (accessed 8th June 2007)http://www.wrap.org.uk/retail/tools_for_change/uk_best_in_class/index.html

Scottish Executive (2005) Proposed Plastic Bag Levy - Extended Impact AssessmentFinal Report Volume 1: Main Report Environment Group Research Report 2005/06http://www.scotland.gov.uk/Resource/Doc/57346/0016899.pdf

Waste Online (2007) Types of Plastic (accessed 14th June 2007)http://www.wasteonline.org.uk/resources/InformationSheets/Plastics.htmWaste Online (2006) Paper recycling Information Sheet (accessed 14th June 2007)http://www.wasteonline.org.uk/resources/InformationSheets/paper.htm

Defra (2007) Local Environmental Quality: Plastic Bags (last accessed 15th June 2007)http://www.defra.gov.uk/environment/localenv/litter/plasticbags/index.htm#statsSimmons (2002) Its in the bag: An estimate of the effect on CO2 emissions of the IrishPlastic Bag tax (accessed 14th J une 2007)http://www.bestfootforward.com/downloads/itsinthebag.PDFNottingham (undated)An Analysis of the Recycling of Low Density Polythene (LDPE)at Alida Recycling Ltd, Nottingham University Consultants Limited. Referenced inScottish Executive (2005)

Wasteonline (2007b) Plastics Recycling Information Sheet (accessed 14th June 2007)http://www.wasteonline.org.uk/resources/InformationSheets/Plastics.pdf


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http://www.alupro.org.uk/recycling.htmhttp://www.dft.gov.uk/consultationshttp://www.dft.gov.uk/consultationshttp://www.environment-agency.gov.uk/aboutus/512398/289428/653535/?lang=_ehttp://smmtlib.findlay.co.uk/articles/news/News/CO2%20Report%20-%20Overview.pdfhttp://www.wrap.org.uk/wrap_corporate/about_wrap/environmental.htmlhttp://www.wrap.org.uk/retail/tools_for_change/uk_best_in_class/index.htmlhttp://www.scotland.gov.uk/Resource/Doc/57346/0016899.pdfhttp://www.wasteonline.org.uk/resources/InformationSheets/Plastics.htmhttp://www.wasteonline.org.uk/resources/InformationSheets/paper.htmhttp://stats/http://www.bestfootforward.com/downloads/itsinthebag.PDFhttp://www.wasteonline.org.uk/resources/InformationSheets/Plastics.pdfhttp://www.wasteonline.org.uk/resources/InformationSheets/Plastics.pdfhttp://www.bestfootforward.com/downloads/itsinthebag.PDFhttp://stats/http://www.wasteonline.org.uk/resources/InformationSheets/paper.htmhttp://www.wasteonline.org.uk/resources/InformationSheets/Plastics.htmhttp://www.scotland.gov.uk/Resource/Doc/57346/0016899.pdfhttp://www.wrap.org.uk/retail/tools_for_change/uk_best_in_class/index.htmlhttp://www.wrap.org.uk/wrap_corporate/about_wrap/environmental.htmlhttp://smmtlib.findlay.co.uk/articles/news/News/CO2%20Report%20-%20Overview.pdfhttp://www.environment-agency.gov.uk/aboutus/512398/289428/653535/?lang=_ehttp://www.dft.gov.uk/consultationshttp://www.alupro.org.uk/recycling.htm


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Sainsburys (2007)Sainsbury's to ban disposable carrier bags (27th April 2007)http://www.j-sainsbury.co.uk/index.asp?PageID=418&subsection=&Year=2007&NewsID=892


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http://www.j-sainsbury.co.uk/index.asp?PageID=418&subsection=&Year=2007&NewsID=892http://www.j-sainsbury.co.uk/index.asp?PageID=418&subsection=&Year=2007&NewsID=892http://www.j-sainsbury.co.uk/index.asp?PageID=418&subsection=&Year=2007&NewsID=892http://www.j-sainsbury.co.uk/index.asp?PageID=418&subsection=&Year=2007&NewsID=892


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Appendix 1. Best Foot Forward project list

Date Client Project

2007 Welsh Assembly Government Corporate Stepwise of government offices2007 ENDS EF & CO2 analysis of a London conference2007 Warwick HRI EF of 12 horticultural and agricultural sectors2007 Client Confidential EF & CO2 analysis of serviced office

facilities2007 Client Confidential Scoping study for CO2 analysis of the leisure

boating industry2007 Client Confidential EF & CO2 analysis of conservation/land

management operations2007 GlaxoSmithKline Product review 20072007 Fynsa EF & CO2 analysis of cut flower producer2007 Client Confidential EF & CO2 analysis of office chairs

2007 Client Confidential Corporate Stepwise for three offices of alarge accounting firm

2007 Client Confidential Evaluation of the carbon impact of therelocation of water treatment works

2007 Client Confidential CO2 analysis of ferry services2007 Client Confidential CO2 analysis of the delivery of council

services2007 Client Confidential Marketing campaign carbon calculator

scoping study2007 Client Confidential Corporate Stepwise2007 Client Confidential EF & CO2 analysis of international music

tour

2007 Client Confidential CO2 balance of delivering customer servicesthrough online mechanisms2007 Client Confidential EF and CO2 analysis of international aid

agency2007 Client Confidential EF & CO2 analysis of shampoo production2007 Client Confidential EF & CO2 analysis of cement production2007 Client Confidential EF & CO2 analysis of toner cartridges2007 Client Confidential EF & CO2 analysis of photovoltaic cells2006 German Government Assessment of National FP accounts2006 London Health Sciences EF of hospital (Canada)2006 Client Confidential CO2 analysis of office chairs2006 Client Confidential Corporate Stepwise2006 Client Confidential CO2 analysis of road surfacing technology

2006 CABE Corporate Stepwise2006 Client Confidential CO2 analysis of housing developments2006 VIA Technologies Inc CO2 analysis of computer processors2006 British Gas CO2 analysis of UK cities2006 OrangeBox EF & CO2 analysis of office chairs2006 Client Confidential EF & CO2 analysis of Digital CD player2006 CBI Corporate Stepwise2006 EMRA Baseline energy consumption analysis, with

targets for energy efficiency and renewables2006 Field Studies Council Thailand FP conversion factors2006 Field Studies Council Wales FP conversion factors2006 English Partnerships Sustainable Suburbs consultancy

2006 WWF-UK One Planet Business Global Sectors2006 South Cambs District Council Regional Stepwise2006 SAB Miller Corporate Stepwise


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2006 WRAP / J ames Ross Consulting Analysis of beer, wine and whiskeypackaging

2006 Envirocentre Northern Limits update2006 Invest Northern Ireland Greenways update2006 GlaxoSmithKline Footprint of 7 nutritional products2006 Yorkshire Forward Corporate Stepwise

2005 GlaxoSmithKline Corporate Stepwise2005 WWF-UK One Planet Business - Industry Sector

Reports2005 Places for People Corporate Stepwise2005 Irish Environmental Protection

AgencyAll Ireland resource flow and ecologicalfootprint

2005 European Environment Agency Europe and the Globe their environmentalinteractions

2005 Isle of Wight Council Recalibration and updated EcologicalFootprint

2005 J oint Nature ConservationCommittee

Corporate Stepwise

2005 Environment Agency Resource Flow Approach to Hazardouswaste Reduction

2005 Countryside Commission forWales

Corporate Resource Flow and EcologicalFootprint

2005 J oint Nature ConservationCommittee

Resource flows and global biodiversity

2005 Nationwide Building Society Intranet calculator, Environment day2005 Essex County Council Linking Ecological Footprinting and PSA

target delivery2005 Bioregional Ecological Footprint of Local Paper2005 Casella Stanger LCA Hazardous Waste2005 Manchester Airport Corporate Stepwise2004-5 SWEET Stepping Forward a resource flow and

Ecological Footprint of South West England2004 Northants Council Regional Stepwise2004 East Renfrewshire Council Regional Stepwise2004 Buckinghamshire County

CouncilRegional Stepwise

2004 Royal Vale Council Regional Stepwise2004 Rhodes University Africa Challenge Card Game2004 Essex County Council Lifestyle Stepwise (web based)2004 TRL Highways Agency Carbon Analysis2004 EarthWatch Corporate Training Course2003/2004 Bill Dunster Associates Personal Stepwise Scenarios2003 Arena Network Northern Limits Resource Flow and

Ecological Footprint of Northern Ireland2003 Essex County Council Regional Footprint2003 Biffaward/Viridis Scotland Footprint2003 RSNC NHS Material Health Report2003 Anglian Water Capital Development Scenarios2003 SEI OPDM UK UK Footprint2003 Lyon FP/Partnership with

FranceCity Footprint Overseas partnershipsagreement

2003 Living Witness Personal FP calculator2003 Lincolnshire/ N Lincs Ecological footprint of regions2003 Environment Agency/BBC Web-based lifestyle calculators2003 Angus Council Brechin Questionnaire Household

footprints

2003 Angus Council Regional footprint2002 BioRegional Footprint of Bedzed construction


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2002 BioRegional Footprint of local paper for London2002 Scottish Environment Protection

Agency (SEPA)Ecological Footprint Analysis of five cities

2002 States of J ersey Ecological Footprint of J ersey2002 Science Museum Carbon calculations2001-2 Institutes of Wastes

Management / BIffaward

City Limits a resource flow and ecological

footprint analysis of Greater London2001-3 Envirocentre Ecological Footprint & Mass Balance of

Northern Ireland2001 Anglian Water Ecological Footprints for assessing Capital

projects2001 European Parliament Footprint of drinks packaging2001 C-level Carbon analysis of CD2001 Going for Green Community EcoCal a tool for monitoring

sustainability indicators2001 European Union European

Common Indicators ProgrammeEcological Footprinting as an indicator forsustainable cities

2001 HP Bulmers An Ecological Footprint of Bulmers2001 Project Carrot An Ecological Footprint of Herefordshire2001 Kingswood EcoCentre Using Ecological Footprinting as an

Educational Resource2001 Sigma Project Ecological Footprint and Economic Scenario

Software Tool2001 Welsh National Assembly /

WWFAn Ecological Footprint of Wales

2001 WWF-UK Ecological Footprints of Holidays2001 Biffaward An Ecological Footprint of the NHS2001 New Scientist Ecological Footprint Calculator for Lifestyles2001 Customs and Excise An Ecological Footprint of two offices2001 Holme Lacey College An Ecological Footprint Analysis of an

Educational Establishment

1999 -2000

Imperial College / Biffaward Island State a resource flow and ecologicalfootprint analysis of the Isle of Wight

1999-2000 Association of Chartered andCertified Accountants

Ecological Footprinting towards aSustainability Indicator for Business researchreport

2000 Corporation of London Carbon Analysis of Burnham BeechesReserve

1999 Anglian Water Footprint of Anglian Water1999 Going for Green EcoCal for Schools1997 Going for Green EcoCal

Friends of the Earth Environmental Space calculatorThe Guardian Ecological Footprint Calculator for LifestylesPeople and Planet Ecological Footprint Calculator for Student

UnionsLloyd Lewis Power An Ecological Footprint of a School


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Appendix 2. BFF EcoIndex Database

Provision of appropriate conversion factors

Over the last 10 years BFF have accumulated considerable information on the life cycle impacts including carbon emissions of a range of materials and products. The data now containedwithin BFFs EcoIndex database is gleaned from reputable secondary sources and from BFFsown primary research.

The EcoIndex database holds over 30,000 data points with multiple datapoints for mostmaterials and products. For example, the screenshot below shows the data return from a queryon aluminium. This wealth of data allows BFF to select the most appropriate conversion factorand to provide an indication of the sensitivity of the results.


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Appendix 3. Corporate StepwiseThe Corporate Stepwise tool allows the user to enter consumption data against items in thecategories Transport, Food, Utilities, Materials and Other. The Best Foot Forward database

covers a large number of items and new ones can be added if data is available.

As the consumption figures are entered, the tool automatically calculates the Ecological andCarbon Footprint and also displays results for a range of normalisation metrics such as numberof staff, office floor area, units produced; these can be chosen by the user to reflect the natureof their business.

Screenshot of Corporate Stepwise


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Appendix 4. Screenshots of Footprinter (prototype)The screenshots below show the structure of the online tool, and how the outputs can be variedas required. Additional tabs notably materials are currently under development.


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Appendix 5. Emissions figures used for calculat ing averages

Validating the figures lis ted by car model

The Society of Motor Manufacturers and Traders (SMMT) hold an extensive database coveringall cars registered since J anuary 1997. Since 2001, it is mandatory for car manufacturers toreport CO2 emission data on all new models. In 2005, CO2 emissions could be assigned to70% of all cars registered within the UK. SMMT estimate CO2 emissions for the 30% of carsregistered before 1997.

Below is SMMTs explanation of the accuracy of data on tailpipe CO2 emissions:

Accuracy of the data. Data is sourced from manufacturers' own CO2 figures (supplied on the firstregistration document) and checked with type approval data from the Vehicle Certification Agency toensure accuracy. Since 2003, the low volume of missing data was estimated by using other models in therange or using models of a similar segment/engine size and type. SMMT believes the database it hascompiled is the most accurate and reliable available and therefore provides the best source for analysing

the UK's performance. The data is collated by SMMT's Motor Vehicle Registration Information Service(MVRIS). It links vehicles' CO2 levels to the MVRIS new car registration database.

Validating the weighted average figure

The main body of the report explains the alternative approaches to calculating the averageemissions figure to use for comparisons. BFF recommend that a weighted average is used tocompare the Bluemotion against a typical supermini sold in the UK (i.e. taking into account thesales volumes of different models in the supermini category) which comes to 143.1g/km. Thisfigure has come directly from the SMMT report, with the relevant passages copied below:

Other comparisons

If the Polo Bluemotion is compared to the crude average emissions of 40 current superminimodels (128g/km) (this is irrespective of numbers sold, and therefore not representative of thetypical new car entering the road) then 383 kg CO2 are saved from driving an average of 13,222km.


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Seen in the table below are the most carbon efficient vehicles (first column) and cars (secondcolumn) in the UK market:

The Reva G-Wiz is an electric, very small vehicle which does not qualify as a car (Type B1approved only). The Microcar MC1 and Aixam A751are fossil fuel powered vehicles which donot qualify as cars, either.

According to SMMT (2007), the best:

hybrid is the Toyota Prius (104g/km)

diesel is Citroen C2 (107g/km)

petrol is Citroen C1 (109g/km)

Comparing these three best-in-class cars to the Polo Bluemotion gives the following savings:

CO2 savings from using a Polo Bluemotion to drive 13,222 km in 2007 instead of aToyota Prius: 66 kg

CO2 savings from using a Polo Bluemotion to drive 13,222 km in 2007 instead of aCitroen C2: 106 kg

CO2 savings from using a Polo Bluemotion to drive 13,222 km in 2007 instead of aCitroen C1: 132 kg


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Appendix 6. Extrapolating pat terns of emissions reductions

According to SMMT, since 1997 there has been an average reduction of CO2 emissions for new

cars of 1.5% per annum, this is equivalent to 2.5gCO2/km each year. These gains in carbonefficiency can be attributed to improvements in vehicle technology, a shift towards diesel, theintroduction of hybrid vehicles, and fiscal measures designed to steer buyers into purchasinglow CO2 emitting vehicles. In 2006, diesel penetration in the UK market reached a record38.3%, up from 16.2% in 1997 and the Supermini segment grew, having the largest marketvolume share at 30.9%. These two phenomena have aided further reductions in average newcar CO2 emissions.

Chart 5 from the SMMT report shows the reductions in CO2 emissions for average new cars andthe entire UK parc:

Source: (SMMT, 2007)

Table 6, derived from DfT data (table 9.17 from Transport Statistics, 2006 and Table 6.1 fromDfT 2007b), shows the average mileage of all 4-wheel cars in the UK broken down into mileageby purpose. Due to DfT methodology changes between 2005 and 2006, it is possible to projectforward total mileage (for both private and company cars see Figure 3) but not private carmileage in isolation. Instead the proportion of private cars is projected forward using thehistorical and 2006 actual relationship between company and private car mileage. This shows aconsistent trend (see Figure 4) with the overall total mileage declining but a growing proportionof these being attributable to private car use. Figure 3 provides a 2007 estimate of total carmileage of 8762 (14,019 km)

1of this 94.31%

2(13,222 km) is estimated to be private car use.

Table 6: Mileage of all 4-wheel cars in UK (2002-2006) with estimated figures for 2007.DfT, 2006 Table 9.17 and DfT, 2007 Table 6.1 (figures in italics are old DfT methodology)

yearbusinessmileage

commutingmileage

Other privatemileage total mileage

Private carmiles

Private carkm

2002 1250 1250 2770 2780 5100 5140 9120 9170 8240 13258

2003 1220 1230 2840 2840 5140 5160 9200 9230 N/A N/A

2004 1130 1140 2850 2850 5140 5170 9120 9160 8360 13451

2005 1100 1090 2840 2840 5040 5080 8980 9010 8350 13435

2006 1040 2770 4960 8770 8190 13104

2007 - - - 8762 8263 13222

1

Derived using formula: -102x +9374 (where x =annual period; 2002 =1). See Figure 3.2 Derived using formula: 0.008x +0.8951 (where x =annual period; 2002 =1). See Figure 4.


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Figure 3: Projected mileage for all 4-wheeled cars, UK (DfT 2007b; includes private andcompany cars).

y =-102x +9374

8500

8600

8700

8800

8900

9000

9100

9200

9300

9400

All-4 wheeled

Linear (All-4 wheeled)

All-4 wheeled 9170 9230 9160 9010 8770

2002 2003 2004 2005 2006 2007

Figure 4: Percentage of total 4-wheeled car mileage which is attributable to private cars

(projected forward to 2007)

y =0.008x +0.8951

88%

89%

90%

91%

92%

93%

94%

95%

2002 2003 2004 2005 2006 2007

%of total which are private cars

Linear (%of total which are private cars)


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Table 7: CO2 emissions (per km) of average UK car and supermini car by year.

SMMT 2006 (gCO2/km)Estimated

(gCO2/km) 2007 (oneyear average)

3

Estimated(gCO2/km) 2007

(three yearaverage)4

New car 167.2 165.0 165.6

Supermini 143.1 140.6 141.8

Polo Bluemotion 99 99.0 99.0

Table 8: Reduction in CO2 emissions for all UK new cars and supermini new cars by year.

Year new car % change supermini % change

2003 172.1 147

2004 171.5 -0.35% 146.4 -0.44%

2005 169.4 -1.22% 145.7 -0.45%

2006 167.2 -1.30% 143.1 -1.78%

total -2.85% -2.65%annual average -0.95% -0.88%

In conclusion, if the analysis is done by extrapolating from 2003-2006 years instead offrom 2005-2006, the gradient of change is so similar that it makes a difference of lessthan 1%.

3Calculating a 1.30% reduction from 2006 average CO2 emissions for all UK cars. Calculating a 1.78% reduction from

2006 average CO2 emissions for super mini cars.

4Calculating a 0.95% reduction from 2006 average CO2 emissions for all UK cars. Calculating a 0.88% reduction from

2006 average CO2 emissions for super mini cars.

DDB A l i f VW 23 f 23

Documents

VW Bluemotion Polo Report