Best Foot Forward

Bringingsustainabilitydowntoearth

Volkswagen Bluemotion Polo: CO2 savings

Report for DDB London

Prepared by Craig Simmons, Simon Miller and Xana Villa Garcia

craig@bestfootforward.com simon@bestfootforward.com xana@bestfootforward.com

26th October 2007 Version 9

Best Foot Forward Ltd. 9 Newtec Place, Magdalen Road, Oxford OX4 1RE E-mail: mail@bestfootforward.com Web: www.bestfootforward.com Tel: 01865 250818 Fax: 01865 794586 Company Registration 3409491

About Best Foot Forward

Best Foot Forward (BFF) are one of Europe's leading sustainability consultancies specialising in energy and natural resource accounting methodologies such as resource flow analysis, ecological footprinting and carbon accounting. Since completing the first detailed ecological footprint of an organisation in 1998, BFF have to date completed over 300 footprint projects. Our recent project list is attached as Appendix 1. BFF were awarded a Queen's Award for Enterprise in Sustainable Development in April 2005. This extremely prestigious Award is for continuous achievement in sustainable development based on footprint analysis for business. Since we were established, we have created a substantial database of relevant environmental data (see Appendix 2) and developed a range of powerful tools (see examples in Appendices 3 and 4) enabling us to rapidly undertake sophisticated, robust footprint analyses.

Briefing document from DDB London

The following text is verbatim from DDB London: Synopsis To investigate the CO2 emissions saved by driving a Bluemotion Polo in relation to a comparable vehicle and to equate this saving with the emissions saved by recycling either aluminium cans, paper or plastic bags. Methodology At the discretion of Best Foot Forward Requirements We want to ensure our communication is as clear and simple to consumers as possible. The report is to contrast the Bluemotion Polo with a comparable vehicle, in this instance 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 available and 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 are being as fair as possible.

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Summary
The following summary provides headline figures of the analysis completed by Best Foot Forward. The provenance of datapoints and calculations undertaken are 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 o CO2 savings from using a Polo Bluemotion to drive 13,222 km in 2007 instead of a Citroen C2: 106 kg
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o CO2 savings from using a Polo Bluemotion to drive 13,222 km in 2007 instead of a Citroen C1: 132 kg

Figures presented in this report have been rounded (generally to the nearest whole number) to show results clearly, as is standard 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 be subject 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 Volkswagen Bluemotion 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 cans b. A number of recycled plastic carrier bags c. A number of sheets of recycled paper

Carbon dioxide savings

According to the UK Department of Transport (DfT 2007), the average distance travelled by each 4-wheeled car in the UK in 2006 was 14,032 kilometres (dropping to an 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 2003 through to 2006 the latest published). This lower, more conservative, mileage figure has been used throughout the report because the Polo Bluemotion is expected to be predominately privately used. During the 1990s, the European Commission secured voluntary agreements with European (ACEA), Japanese (JAMA) and Korean (KAMA) car manufacturers to reduce new car CO2 emissions to 140g/km between 1998 and 2008/09. This represents a cut of some 25% on 1995 levels. When last recorded, in 2006, the average for all new cars sold in the UK was 167.2 gCO2 per kilometre (SMMT 2007 - see Figure 1). The weighted average for the Supermini sector was 143.1gCO2/vkm (though the average performance based on all available models within this sector is somewhat lower at about 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 the Supermini 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 from 2005 to 2006. Average annual reductions in CO2 emissions per km for new cars for the period 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 new cars 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 for sales weighted Supermini average) the results are 165 gCO2/vkm and 141 gCO2/vkm respectively. A second estimate was done using average annual reductions since 2003, giving estimates for 2007 of 166 and 142 gCO2/vkm respectively. See Appendix 6 for further discussion of these figures. The Polo Bluemotion is claimed to emit only 99gCO2/vkm under comparable test conditions. 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 (or hybrid) car listed on the VCA database (excluding those with B1 type approval) has test cycle 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 using the average CO2 emission reduction for 2005 to 2006 and assuming each travels the average UK distance for private cars each year. This shows savings of 873 kgCO2 per year were the Bluemotion to be chosen instead of a new car and 555 kgCO2 (555.302 kgCO2 unrounded) per year were the Bluemotion to be selected instead of a Supermini (based on weighted average sales).
Table 1: Comparison of CO2 emissions between weighted average new car, weighted average new Supermini and Polo Bluemotion (2005-2006 reduction)
SMMT 2006 (gCO2/vkm) New Car - weighted average Supermini - weighted average Polo Bluemotion New Car -> Bluemotion savings Supermini -> Bluemotion savings 167 143 99 estimated 2007 (gCO2/vkm) 165 141 99 66 42 UK average (vkm/year) 13222 13222 13222 CO2 emissions (kgCO2/year) 2182 1864 1309 873 555

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 using the average CO2 emissions reduction for 2003 to 2006 and assuming each travels the average UK distance for private cars each year. This shows savings of 886 kg CO2 per year were the Bluemotion to be chosen instead of a new car and 569 kg CO2 per year were the Bluemotion to be selected instead of a Supermini (based on weighted average sales).
Table 2: Comparison of CO2 emissions between weighted average new car, weighted average new Supermini and Polo Bluemotion (2003-2006 reduction)
SMMT 2006 (gCO2/vkm) 167 143 99 estimated 2007 (gCO2/vkm) 166 142 99 67 43 UK average (vkm/year) 13222 13222 13222 CO2 emissions (kgCO2/year) 2195 1877 1309 886 569

New Car - weighted average Supermini - weighted average Polo Bluemotion New Car -> Bluemotion savings Supermini -> Bluemotion savings

Note: The figures in this table are subject to rounding error. DDBAnalysisforVW BestFootForward2007 6of23

Comparing CO2 with savings from aluminium can recycling

According to WRAP (2007), the weight of aluminium 330ml drinks (alcoholic and carbonated) cans range from a best in class figure of 12g to 30g with a median weight of 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 is very energy intensive to extract and refine. Remelting used aluminium to manufacture new 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 3 below (Best Foot Forward 2007). Note that these figures are based on data from more than 50 studies of aluminium production and recycling. They carry an error estimate of +/- 20%.
Table 3: Comparison of CO2 figures (kg) for aluminium Virgin 11.64 0.20 Typical UK 8.35 0.14 Recycled 1.67 0.03 Typical UK savings 6.68 0.11 % UK savings 80% 80%

Per kg aluminium Per 17g can

Therefore, each can recycled in the UK is typically going to save 0.11 kg of CO2 with a best case of 0.15kgCO2 and a worst case of 0.08kgCO2. Conservatively using 13,222 km as the estimated private car mileage for 2007 and 141g/vkm as the estimated baseline emissions for the Supermini sector, switching from the average Supermini purchase to a VW Polo Bluemotion saves 555kgCO2. This is equivalent to the emissions saved by recycling, rather than throwing away, 5,048 aluminium cans.

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Comparing CO2 with savings from carrier bag recycling

There are about 50 groups of plastics and hundreds more variations within these groups. Most plastic bags are made from either low density polyethylene (LDPE) or high 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 reused or disposable (see Table 4).
Table 4: Typical weights of plastic carrier bags (Scottish Executive, 2005) Bag type Lightweight Heavyweight Bag for Life Material LDPE/HDPE LDPE kg per 1,000 bags 8.4 47.4

Estimates of the number of plastic carrier bags used in the UK each year varies from between about 8 and 17 billion (Defra 2007, Wasteonline 2007, BBC 2005, WRAP 2005, Sainsburys 2007). Defras estimate of over 13 billion a year is probably the best substantiated as it is based on returns from suppliers and retailers. The most comprehensive exploration of the life cycle of carrier bags in the UK was undertaken to provide evidence on the desirability of introducing a Plastic Bag Levy in Scotland. The authors of the Scottish study draw heavily on an earlier French life cycle study of carrier bags commissioned by Carrefour (Scottish Executive 2005). However, as they were mainly evaluating the benefits of alternatives to plastic bags (paper, cloth etc.) 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 also undertaken by this author (Simmons 2002) and provides a useful background to the summary statistics presented here. One of the few UK studies that address savings from recycling was undertaken by Nottingham University Consultants. This found that each tonne of recycled bags saves around 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 to two-and-half times (Waste Online 2007). However, precise figures are hard to come by and vary according to the life cycle assumptions used for example, how many times bags 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 of these 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 plastic is used as substitute for virgin material), and where the recycled material was not contaminated (collection was segregated), concluded that recycling/material recovery was environmentally better than both incineration and landfilling. Although not all these studies related to HDPE/LDPE, the environmental performance of different plastic types 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 the reduced energy savings when recycling is compared to incineration with energy recovery. Incineration is a relatively rare waste treatment option within the UK. Only 8% of municipal waste is incinerated with energy recovery being rarer still (Environment Agency 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 other greenhouse gas savings from recycling are ignored (recycling avoids the emissions of other climate changing gases which are often expressed in terms of their CO2 equivalents). 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 a saving 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 between about 0.04 and 0.09kgCO2/MJ. Taking these extreme energy (MJ/kg) and carbon intensity (kgCO2/MJ) values, 33% savings would avoid emissions of between 0.43kgCO2 and 2.59kgCO2 per kg of HDPE/LDPE recycled. This wide range reflects the many different variables that need to be considered. Here we consider only the highest value (2.59kgCO2) which will, in turn, result in the lowest number of carrier bags. Assuming all lightweight bags (8.4kg per 1000 or 0.0084kg/bag), then recycling rather than landfillng, or incinerating, a single bag would avoid 0.022 kgCO2. Conservatively using 13,222 km as the estimated private car mileage for 2007 and 141g/vkm as the estimated baseline emissions for the Supermini sector, switching from the average Supermini purchase to a VW Polo Bluemotion saves 555kgCO2. This is equivalent to the emissions saved by recycling, rather than throwing 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, various grasses, straw and wood pulp. The most common source material in the UK is wood pulp. 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 energy consumption than virgin paper as well as using less water and producing fewer toxic pollutants. The life cycle of paper is less complex than that of plastic, but there are still many variables 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 5 below. The commonest office paper is 80gsm.
Table 5: Typical weights of a ream of paper (Best Foot Forward, 2007) kg per A4 ream (excluding packaging) 2.47 2.78 3.09 kg per sheet

Paper type 80gsm 90gsm 100gsm

0.0049 0.0056 0.0062

An analysis of 58 different figures for the kgCO2 emissions arising from the production of virgin paper (Best Foot Forward, 2007) gives an average value of 1.54 kgCO2/kg. This was derived using an average figure for the carbon intensity of the UK paper sector 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 be about 0.72 kgCO2 per kilogramme of paper recycled (1.54 -0.83kgCO2). This assumes all recycled paper displaces similar virgin material. Assuming 80gsm paper, then each ream (2.47kg) which is recycled could save 1.78kgCO2. Each sheet of virgin paper which is recycled therefore saves around 0.004kgCO2. Conservatively using 13,222 km as the estimated private car mileage for 2007 and 141g/vkm as the estimated baseline emissions for the Supermini sector, switching from the average Supermini purchase to a VW Polo Bluemotion saves 555kgCO2. This is equivalent to the emissions saved by recycling, rather than throwing 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 by National Statistical Office. Extracted data from Trends 1.1a and 1.9b. DfT (2007b) Transport Statistics Bulletin: National Travel Survey 2006 (last accessed 18/9/07). Extracted data from Table 6.1
http://www.dft.gov.uk/pgr/statistics/datatablespublications/personal/mainresults/nts2006/pdfnattravlsur06.pdf

DfT (2006) Data prepared for consultation: Reducing new car CO2 emissions: what should succeed the Voluntary Agreements http://www.dft.gov.uk/consultations Environment Agency (2003) (last accessed 15th June 2007) http://www.environment-agency.gov.uk/aboutus/512398/289428/653535/?lang=_e SMMT (2007) UK New Cars By CO2 Performance: Report of 2006 Market. Published by Society of Motor Manufacturers and Traders. http://smmtlib.findlay.co.uk/articles/news/News/CO2%20Report%20-%20Overview.pdf WRAP (2006) Environmental Benefits of Recycling (last accessed 15th June 2007) http://www.wrap.org.uk/wrap_corporate/about_wrap/environmental.html WRAP (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 Assessment Final Report Volume 1: Main Report Environment Group Research Report 2005/06 http://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.htm Waste 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#stats Simmons (2002) Its in the bag: An estimate of the effect on CO2 emissions of the Irish Plastic Bag tax (accessed 14th June 2007) http://www.bestfootforward.com/downloads/itsinthebag.PDF Nottingham (undated) An Analysis of the Recycling of Low Density Polythene (LDPE) at Alida Recycling Ltd, Nottingham University Consultants Limited. Referenced in Scottish 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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Sainsburys (2007) Sainsbury's to ban disposable carrier bags (27th April 2007) http://www.jsainsbury.co.uk/index.asp?PageID=418&subsection=&Year=2007&NewsID=892

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Appendix 1. Best Foot Forward project list

Date 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 2006 Client Welsh Assembly Government ENDS Warwick HRI Client Confidential Client Confidential Client Confidential GlaxoSmithKline Fynsa Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential Client Confidential German Government London Health Sciences Client Confidential Client Confidential Client Confidential CABE Client Confidential VIA Technologies Inc British Gas OrangeBox Client Confidential CBI EMRA Field Studies Council Field Studies Council English Partnerships WWF-UK South Cambs District Council SAB Miller Project Corporate Stepwise of government offices EF & CO2 analysis of a London conference EF of 12 horticultural and agricultural sectors EF & CO2 analysis of serviced office facilities Scoping study for CO2 analysis of the leisure boating industry EF & CO2 analysis of conservation/land management operations Product review 2007 EF & CO2 analysis of cut flower producer EF & CO2 analysis of office chairs Corporate Stepwise for three offices of a large accounting firm Evaluation of the carbon impact of the relocation of water treatment works CO2 analysis of ferry services CO2 analysis of the delivery of council services Marketing campaign carbon calculator scoping study Corporate Stepwise EF & CO2 analysis of international music tour CO2 balance of delivering customer services through online mechanisms EF and CO2 analysis of international aid agency EF & CO2 analysis of shampoo production EF & CO2 analysis of cement production EF & CO2 analysis of toner cartridges EF & CO2 analysis of photovoltaic cells Assessment of National FP accounts EF of hospital (Canada) CO2 analysis of office chairs Corporate Stepwise CO2 analysis of road surfacing technology Corporate Stepwise CO2 analysis of housing developments CO2 analysis of computer processors CO2 analysis of UK cities EF & CO2 analysis of office chairs EF & CO2 analysis of Digital CD player Corporate Stepwise Baseline energy consumption analysis, with targets for energy efficiency and renewables Thailand FP conversion factors Wales FP conversion factors Sustainable Suburbs consultancy One Planet Business Global Sectors Regional Stepwise Corporate Stepwise 13of23

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2006 2006 2006 2006 2006 2005 2005 2005 2005 2005 2005 2005 2005 2005 2005 2005 2005 2005 2005 2005 2004-5 2004 2004 2004 2004 2004 2004 2004 2004 2003/2004 2003 2003 2003 2003 2003 2003 2003 2003 2003 2003 2003 2003 2002

WRAP / James Ross Consulting Envirocentre Invest Northern Ireland GlaxoSmithKline Yorkshire Forward GlaxoSmithKline WWF-UK Places for People Irish Environmental Protection Agency European Environment Agency Isle of Wight Council Joint Nature Conservation Committee Environment Agency Countryside Commission for Wales Joint Nature Conservation Committee Nationwide Building Society Essex County Council Bioregional Casella Stanger Manchester Airport SWEET Northants Council East Renfrewshire Council Buckinghamshire County Council Royal Vale Council Rhodes University Essex County Council TRL EarthWatch Bill Dunster Associates Arena Network Essex County Council Biffaward/Viridis RSNC Anglian Water SEI OPDM UK Lyon FP/Partnership with France Living Witness Lincolnshire/ N Lincs Environment Agency/BBC Angus Council Angus Council BioRegional

Analysis of beer, wine and whiskey packaging Northern Limits update Greenways update Footprint of 7 nutritional products Corporate Stepwise Corporate Stepwise One Planet Business - Industry Sector Reports Corporate Stepwise All Ireland resource flow and ecological footprint Europe and the Globe their environmental interactions Recalibration and updated Ecological Footprint Corporate Stepwise Resource Flow Approach to Hazardous waste Reduction Corporate Resource Flow and Ecological Footprint Resource flows and global biodiversity Intranet calculator, Environment day Linking Ecological Footprinting and PSA target delivery Ecological Footprint of Local Paper LCA Hazardous Waste Corporate Stepwise Stepping Forward a resource flow and Ecological Footprint of South West England Regional Stepwise Regional Stepwise Regional Stepwise Regional Stepwise Africa Challenge Card Game Lifestyle Stepwise (web based) Highways Agency Carbon Analysis Corporate Training Course Personal Stepwise Scenarios Northern Limits Resource Flow and Ecological Footprint of Northern Ireland Regional Footprint Scotland Footprint NHS Material Health Report Capital Development Scenarios UK Footprint City Footprint Overseas partnerships agreement Personal FP calculator Ecological footprint of regions Web-based lifestyle calculators Brechin Questionnaire Household footprints Regional footprint Footprint of Bedzed construction 14of23

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2002 2002 2002 2002 2001-2 2001-3 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 2001 1999 2000 1999-2000

BioRegional Scottish Environment Protection Agency (SEPA) States of Jersey Science Museum Institutes of Wastes Management / BIffaward Envirocentre Anglian Water European Parliament C-level Going for Green European Union European Common Indicators Programme HP Bulmers Project Carrot Kingswood EcoCentre Sigma Project Welsh National Assembly / WWF WWF-UK Biffaward New Scientist Customs and Excise Holme Lacey College Imperial College / Biffaward Association of Chartered and Certified Accountants Corporation of London Anglian Water Going for Green Going for Green Friends of the Earth The Guardian People and Planet Lloyd Lewis Power

Footprint of local paper for London Ecological Footprint Analysis of five cities Ecological Footprint of Jersey Carbon calculations City Limits a resource flow and ecological footprint analysis of Greater London Ecological Footprint & Mass Balance of Northern Ireland Ecological Footprints for assessing Capital projects Footprint of drinks packaging Carbon analysis of CD Community EcoCal a tool for monitoring sustainability indicators Ecological Footprinting as an indicator for sustainable cities An Ecological Footprint of Bulmers An Ecological Footprint of Herefordshire Using Ecological Footprinting as an Educational Resource Ecological Footprint and Economic Scenario Software Tool An Ecological Footprint of Wales Ecological Footprints of Holidays An Ecological Footprint of the NHS Ecological Footprint Calculator for Lifestyles An Ecological Footprint of two offices An Ecological Footprint Analysis of an Educational Establishment Island State a resource flow and ecological footprint analysis of the Isle of Wight Ecological Footprinting towards a Sustainability Indicator for Business research report Carbon Analysis of Burnham Beeches Reserve Footprint of Anglian Water EcoCal for Schools EcoCal Environmental Space calculator Ecological Footprint Calculator for Lifestyles Ecological Footprint Calculator for Student Unions An Ecological Footprint of a School

2000 1999 1999 1997

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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 contained within BFFs EcoIndex database is gleaned from reputable secondary sources and from BFFs own primary research. The EcoIndex database holds over 30,000 data points with multiple datapoints for most materials and products. For example, the screenshot below shows the data return from a query on aluminium. This wealth of data allows BFF to select the most appropriate conversion factor and to provide an indication of the sensitivity of the results.

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Appendix 3. Corporate Stepwise

The Corporate Stepwise tool allows the user to enter consumption data against items in the categories 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 and Carbon Footprint and also displays results for a range of normalisation metrics such as number of staff, office floor area, units produced; these can be chosen by the user to reflect the nature of 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 varied as required. Additional tabs notably materials are currently under development.

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Appendix 5. Emissions figures used for calculating averages

Validating the figures listed by car model
The Society of Motor Manufacturers and Traders (SMMT) hold an extensive database covering all cars registered since January 1997. Since 2001, it is mandatory for car manufacturers to report CO2 emission data on all new models. In 2005, CO2 emissions could be assigned to 70% of all cars registered within the UK. SMMT estimate CO2 emissions for the 30% of cars registered 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 first registration document) and checked with type approval data from the Vehicle Certification Agency to ensure accuracy. Since 2003, the low volume of missing data was estimated by using other models in the range or using models of a similar segment/engine size and type. SMMT believes the database it has compiled 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 average emissions figure to use for comparisons. BFF recommend that a weighted average is used to compare the Bluemotion against a typical supermini sold in the UK (i.e. taking into account the sales volumes of different models in the supermini category) which comes to 143.1g/km. This figure 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 supermini models (128g/km) (this is irrespective of numbers sold, and therefore not representative of the typical new car entering the road) then 383 kg CO2 are saved from driving an average of 13,222 km.

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

The Reva G-Wiz is an electric, very small vehicle which does not qualify as a car (Type B1 approved only). The Microcar MC1 and Aixam A751are fossil fuel powered vehicles which do not 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 a Toyota Prius: 66 kg CO2 savings from using a Polo Bluemotion to drive 13,222 km in 2007 instead of a Citroen C2: 106 kg CO2 savings from using a Polo Bluemotion to drive 13,222 km in 2007 instead of a Citroen C1: 132 kg

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Appendix 6. Extrapolating patterns 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 carbon efficiency can be attributed to improvements in vehicle technology, a shift towards diesel, the introduction of hybrid vehicles, and fiscal measures designed to steer buyers into purchasing low CO2 emitting vehicles. In 2006, diesel penetration in the UK market reached a record 38.3%, up from 16.2% in 1997 and the Supermini segment grew, having the largest market volume share at 30.9%. These two phenomena have aided further reductions in average new car CO2 emissions. Chart 5 from the SMMT report shows the reductions in CO2 emissions for average new cars and the entire UK parc:

Source: (SMMT, 2007)

Table 6, derived from DfT data (table 9.17 from Transport Statistics, 2006 and Table 6.1 from DfT 2007b), shows the average mileage of all 4-wheel cars in the UK broken down into mileage by purpose. Due to DfT methodology changes between 2005 and 2006, it is possible to project forward total mileage (for both private and company cars see Figure 3) but not private car mileage in isolation. Instead the proportion of private cars is projected forward using the historical and 2006 actual relationship between company and private car mileage. This shows a consistent trend (see Figure 4) with the overall total mileage declining but a growing proportion of these being attributable to private car use. Figure 3 provides a 2007 estimate of total car mileage of 8762 (14,019 km) 1 of 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)
year business mileage commuting mileage Other private mileage total mileage Private car miles Private car km

2002 2003 2004 2005 2006 2007

1250 1250 1220 1230 1130 1140 1100 1090 1040 -

2770 2780 2840 2840 2850 2850 2840 2840 2770 -

5100 5140 5140 5160 5140 5170 5040 5080 4960 -

9120 9170 9200 9230 9120 9160 8980 9010 8770 8762

8240 N/A 8360 8350 8190 8263

13258 N/A 13451 13435 13104 13222

1 2

Derived using formula: -102x + 9374 (where x = annual period; 2002 = 1). See Figure 3. 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 and company cars).
9400 9300 9200 9100 9000 8900 8800 y = -102x + 9374 8700 8600 8500 All-4 wheeled All-4 wheeled Linear (All-4 wheeled)

2002 9170

2003 9230

2004 9160

2005 9010

2006 8770

2007

Figure 4: Percentage of total 4-wheeled car mileage which is attributable to private cars (projected forward to 2007)
95% y = 0.008x + 0.8951 94%

93%

92% %of t ot al which are private cars Linear (%of t ot al which are private cars) 91%

90%

89%

88% 2002 2003 2004 2005 2006 2007

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Table 7: CO2 emissions (per km) of average UK car and supermini car by year.
SMMT 2006 (gCO2/km) New car Supermini Polo Bluemotion 167.2 143.1 99 Estimated (gCO2/km) 2007 (one 3 year average) 165.0 140.6 99.0 Estimated (gCO2/km) 2007 (three year 4 average) 165.6 141.8 99.0

Table 8: Reduction in CO2 emissions for all UK new cars and supermini new cars by year. new car % change supermini % change Year 172.1 147 2003 171.5 -0.35% 146.4 -0.44% 2004 169.4 -1.22% 145.7 -0.45% 2005 167.2 -1.30% 143.1 -1.78% 2006 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 of from 2005-2006, the gradient of change is so similar that it makes a difference of less than 1%.

Calculating 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. Calculating 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.

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