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The Dark Sideof Volkswagen

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CONTENTS

Key acts 1

Summary 2

Driving climate change 4

Volkswagen Group: The big player 8

1. Slow progress on emissions 10

2. Greenwashing the feet 12

3. Lobbying against progress 14

Conclusion: Capable o better 20

Reerences 22

Cover:Cobbin

g/GreenpeaceContents:Langrock/Zenit/Greenpeace

June 2011

Published by Greenpeace International

Ottho Heldringstraat 5

1066 AZ Amsterdam

The Netherlands

www.greenpeace.org

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1. Te Vokswagen Gou is te agest ca make in Euoe. One in ve

new cas sod in Euoe is a Vokswagen and, and 2018, te coman

aims to e te iggest ca make in te wod.

2. Vokswagen caims it aso wants to e te most eco-iend automake in te

wod, et te coman as dagged its eet in educing te ue consumtion

o its veice feet, and wist it as deveoed te tecnoogies to oduce

ig ue-ecient veices, it as not made tem wide avaiae.

3. As te iggest ca coman in Euoe, te Vokswagen Gou as te iggestcimate ootint o an ca manuactue in Euoe.

4. Vokswagen enaises consumes wanting smate, ceane veices

aticia infating tei ice and making tem magina to its feet.

5. Just 6% o te Vokswagen Gous goa saes in 2010 wee o its most

ecient modes.

6. Vokswagen as a isto o diveting attention om its oo ovea

envionmenta eomance deveoing sue-ecient otote cadesigns wic neve come to mass oduction.

7. Vokswagen wee one o te diving oces in te oing camaign against

te intoduction o veice ecienc standads in Euoe. It as aso een at

o eots to oose te intoduction o stong US standads.

8. Te Vokswagen Gou as moe ositions on te oad o ACEA (te ca

manuactues association and one o te most oweu o oces in

Euoe) tan an ote coman. ACEA as een eading te cage against

stong ue ecienc standads in Euoe.

9. Desite its geen etoic, Vokswagen is oosing two vita cimate oicies

in Euoe wic ae needed to dive innovation and ceane tecnoog in

te ca secto, save dives mone, and e Euoe educe its damaging

deendence on oi.

10. Te coman as te caacit to do so muc ette. I Vokswagen made te

most ue-ecient cas it oduces as standad, ate tan oeing ecienc

tecnoog as an exensive add-on, it woud e ae to educe its feet

emissions and oi consumtion damatica. I it oed out its est tecnoogacoss te feet it woud e tansomationa, not just to its own eomance

ut to te Euoean veice feet as a woe.

KEY FACTS

CommercialVehicles

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2 THE DARK SIDE OF VOLKSWAGEN

The Volkswagen Group is the largest car maker in

Europe. It has repeatedly claimed that it wants to be agreen company, but has so ar ailed to live up to its

green ambitions. It has been slow to make its eet more

efcient, despite having developed the technology

to do so, and has actively worked to impede strong

European climate policies. The company must change.

Volkswagens signifcance in the car market should not be

underestimated. By 2018, the company aims to take the

number one spot rom Toyota1 to become the biggest car

maker in the world.2 The Group comprises nine well-known

brands3 and also owns a controlling stake in Porsche. One in

fve new cars sold in Europe is a Volkswagen brand and the

company hopes to attain global dominance by expanding sales

in the US market and the emerging markets o China and India.

SUMMARYThE bUlK oF ThE VolKSwAgEn

gRoUpS CARS ConTinUETo bE AMongST ThE MoSTpollUTing in EURopE.

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3SUMMARY

are needed to drive innovation in Europe and cleaner

technology in the car sector, save drivers money, andhelp Europe reduce its damaging dependence on oil.

I the Volkswagen Group is to live up to its promises, the

company must rapidly improve the uel efciency o its

products, and put its weight behind strong climate change

policies in Europe. In particular, public support rom the

Volkswagen Group or an European greenhouse gas

(GHG) emission reduction target o 30% by the year

2020 would be a powerul sign that the company wants

to be a genuine leader on green issues, whilst support

or stringent car efciency legislation would show it was

serious about improving the efciency o its vehicles

and driving down pollution rom the car industry.

Volkswagen speaks o being determined to become the

worlds leading automaker in terms o both economyand ecology,4 and some o its models regularly eature

in top ten green car lists.5 The company emphasises its

commitment to environmental protection within much

o its public advertising.6 Yet the bulk o the Volkswagen

Groups cars continue to be amongst the most polluting

in Europe compared to other volume brands.7

The company has dragged its eet in reducing the

uel consumption o its vehicle eet, and whilst it

has developed the technologies to produce highly

uel-efcient vehicles, it has not made them widely

available or aordable. And despite its green rhetoric,

Volkswagen is opposing two vital climate policies which

onEin

FiVEn

EwCA

RSSo

ldinE

URop

EiSAVolK

SwAg

EnbRA

nd.

Langrock/Zenit/Greenpeace

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The burning o oil in vehicle engines creates signifcant

amounts o GHG emissions. While the overall emissions

in Europe are alling, decreasing 11% between 1990 and

2008, those rom transport increased by 24% in the same

period13, and are still rising.14 The European Environment

Agency estimates that cars are the single largest source o

transport emissions, representing around hal o the total.

Currently, the EU imports around 85% o the oil it consumes.

As its ew domestic reserves are declining, this dependence

on imports may increase to at least 90% by 2030.15 I this

happens, risky and dangerous unconventional oil extractionmethods like deep water drilling and tar sands production are

likely to make up a greater proportion o EU oil consumption.

Globally, it has been estimated that up to 13% o oil production

currently comes rom unconventional sources with

probably more than 75% o this coming rom deep water

oil, while the second largest contributor is tar sands.16 With

oil companies now eyeing up potential reserves in the Arctic

(which is thought to contain less than three years worth o

oil based on current global consumption17), it could only be a

matter o time beore cars on Europes roads are uelled by

oil coming rom dangerous drilling in pristine Arctic waters.

iT CoUld onlY bE A MATTERoF TiME bEFoRE CARSon EURopES RoAdS AREFUEllEd bY oil CoMing FRoMdAngERoUS dRilling inpRiSTinE ARCTiC wATERS.

Climate change is undamentally reshaping our lives.

Greenhouse gases (GHGs) in the atmosphere now exceed

by ar their natural range over the last 650,000 years,

due primarily to ossil uel use.8 Despite repeated debate

at international summits and ongoing haggling over global

agreements, the international community has so ar made

only tentative progress toward reducing global emissions.

Europe is currently committed to unilateral action to reduce

its GHG emissions by 20% below 1990 levels by the year

2020. Yet this target is now hopelessly out o date. It is not

ambitious enough to drive much needed investments in Europesgreen economy. It does not reect the scale and speed o the

growing clean technology sector in other major economies

(particularly China, now the worlds largest single investor in

renewable energy). It is also insufcient to ensure the continued

unctioning o Europes agship climate policy, the Emissions

Trading Scheme; or to ensure that Europe is on target to meet

its own long term goal o an 8095% emissions cut by 2050.

This year, European governments are discussing the need to

strengthen the 2020 target, to a 30% cut below 1990 levels.

A study commissioned by the German government concluded

that such a target could boost investment in Europes greeneconomy and increase European GDP by 620 billion by 2020. 9

Agreeing a 30% target or domestic emissions reductions

by 2020 is also a critical step in rebuilding confdence in the

international negotiations on climate change, where this

commitment would give new weight to Europes eorts to

build a broad coalition o nations committed to action.

The EU currently consumes around 670 million tonnes o oil

a year10 (equivalent to around 13.68 millions o barrels o oil

per day11), with the EUs transport sector using around 60% o

that, a proportion that is projected to grow to 65% by 2030

without additional policy changes. Over hal o the oil consumed

by the EUs transport sector is used by cars and vans.12

dRiVing

CliMATE ChAngEArthurJD/Greenpeace

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5DRIVING CLIMATE CHANGE

Cobbing/Greenpe

ace

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These marginal barrels are expensive to extract, commanding a

high oil price to be proftable. High oil prices in turn contribute

to economic and geopolitical instability, both by driving up

transport costs or businesses, and by contributing to higherood prices and increased military tensions in producer

regions. At the same time, high oil prices increase the risk o

a return to recession during a ragile economic recovery.

Regardless o their price, burning through the worlds

remaining ossil uel reserves also exposes us to the risks

o catastrophic climate change. In the most recent World

Energy Outlook published by the IEA, the business as usual

scenario (including business as usual oil consumption) is

shown to be consistent with a six degree increase in global

average temperatures.18

The potentially devastating impactso higher atmospheric CO

2levels, combined with higher global

temperatures, are likely to be ar reaching and could lead to the

extinction o many species, reduced diversity o ecosystems,19

and adversely aect hundreds o millions o people.20

The alternative is clear the world needs to go beyond oil

by putting in place policies which will dramatically reduce

consumption o oil. The IEA World Energy Outlook suggests that

global oil consumption must peak in 2018 and drop below todays

levels by 2030 (alongside cuts in emissions rom other sectors)

i we want to prevent the worst impacts o climate change.21

One important step, along with other policies, is to improve

the uel efciency o vehicles and shit to smaller vehicles.

EU legislation passed in 2009 requires an ongoing improvement

in the uel efciency o new cars sold in Europe. Despite strongly

opposing the introduction o the legislation, the car sector has

since shown that uel consumption can be dramatically reduced,simply through the deployment o existing technologies. Several

car makers are now on track to meet their mandatory 2015

targets ahead o time, with Toyota having already almost met

its target six years early yet Volkswagen has consistently

lagged behind.22 Car makers have also shown they are capable

o producing electric vehicles that produce no emissions at

all, i they are powered rom renewable energy sources.

Tough but achievable vehicle efciency standards o 50g CO2/km

or cars and 88g CO2/km or vans by 2030 could reduce the oil

consumption o the EUs transport sector by around 13%, or1.1 million barrels a day, compared to business as usual. 23 This is

equivalent to approximately the total petroleum consumption o

Austria, Denmark, Portugal, Norway and Finland combined24 and

would represent an economy-wide reduction o 8% in the EU.25

Above: Greenpeace scientists research depletion oArctic sea ice. Cobbing/Greenpeace

Right: As the easy to reach oil is running out, oilcompanies are turning to tar sands the dirtiest o

all oil to meet the demand. Rezac/Greenpeace

Far right: BPs Deepwater Horizon explosion causedthe worst oil spill in US history, killing 11 workers

and leaking millions o barrels o oil into the Gul o

Mexico. The United States coastguards

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7DRIVING CLIMATE CHANGE

SEVERAl CAR MAKERS ARE now on TRACK To MEET ThEiRMAndAToRY 2015 TARgETS AhEAd oF TiME, wiTh ToYoTAhAVing AlREAdY AlMoST MET iTS TARgET Six YEARS EARlYwhilST VolKSwAgEn hAS ConSiSTEnTlY lAggEd bEhind.

MEASURING EMISSIONS: WHAT THE NUMBERS MEAN

About 70% o the worlds transportation GHG emissions are

now under regulation by national governments. The United

States, European Union, Japan, China, Australia, Canada and

South Korea have all adopted vehicle eciency standards.

In some cases these standards began as voluntary guidelines;

all but Australias are now mandatory. Mexico plans to announce

uel eciency standards soon, and India, Indonesia, and Thailand

are drawing up regulations.26

Around the world, the uel eciency o vehicles is measured in

dierent ways.

In Europe, vehicles are rated by how many grams o CO2 theyemit or every kilometre they are driven. This is described as

XXg CO2/km. Measurements are mandatory or all models and

carried out according to an EU procedure.

In Germany, it is also common to describe a cars eciency by

how many litres o uel it consumes or every 100km travelled,

shortened to X L/100km.

The two values can be converted using a simple calculation since

one litre o gasoline produces, when burned, approximately 23

grams o CO2

(petrol) or 26 grams o CO2

(diesel) respectively.

For example, the usual way o describing the uel consumption

o the Gol 1.4 with 59kW is to say it emits 149g CO2/km,

or consumes 6.4 litres o gasoline.

In the US, vehicles are rated by how many miles they will go

or every gallon o uel, described as XXmpg. Measurement

procedures dier so numbers cannot easily be converted

and compared with European values. However, these are the

approximate comparisons to help the reader:

95g CO2/km 4.1 L/100km (petrol) 62mpg

130g CO2/km 5.6 L/100km (petrol) 52mpg

EU Geman US

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Transport Authority (KBA), a share o nearly 28% o thetotal market.31 In this segment in Germany, every third car

is a Volkswagen.32 The Volkswagen Gol is so popular that

the whole class is oten reerred to as the Gol class. 33

The Volkswagen Groups size, power and inuence all make it

a major player in global car markets, and the dominant player

in Europe. That in turn means that its inuence can be used

or good or ill when the need arises or car manuacturers

to shoulder their environmental responsibilities.

In recent years, despite claims to the contrary, Volkswagen

has used that inuence to stand frmly against action onclimate change. It has done so in three key ways.

Part owned by state-owned oil company, Qatar Petroleum,

27

and the German state o Lower Saxony, the Volkswagen

Group operates 62 production plants in 15 European

countries and in the Americas, Asia and Arica.28 In 2010,

the Group increased the number o vehicles produced to

7.2 million, giving it an 11.4% share o the world passenger

car market.29 The Volkswagen Group sold nearly three

million passenger cars in Europe in 2010, meaning that

one in fve new cars (21%) was a Volkswagen brand.30

This dominance is even more pronounced in particular

segments o the car market. Across Europe, the compact or

small amily car is now the most popular size o car in termso sales. In Germany, the biggest car market in Europe, the

compact class has, according to the German Federal Motor

VolKSwAgEn gRoUp:

ThE bIG plAyEr

VEHICLE EFFICIENCY LEGISLATION

In 2009, a continental car eciency standard was put in place

by the EU. It required that by 2015 the average emissions rom

all cars sold in Europe must not exceed 130g o CO2per km

driven. Under the legislation, each manuacturer was allocated

a dierent target, refecting the dierences in average weight

and CO2 perormance o vehicles at the time o the introductiono the law. The targets were based on the average weight o the

cars produced by each manuacturer. So, or example, BMWs

target is 138g CO2/km as they make big, heavy cars, whilst Fiat

has a target o 116g CO2/km, refecting the act that they make

small vehicles. Overall, the system is designed so that across the

whole European feet, the average emissions o new vehicles

should be 130g CO2/km by 2015.

Volkswagen were one o the driving orces in the lobbying

campaign against the introduction o these vehicle eciency

standards.

On 26 January 2007, Volkswagen joined other German car

companies to send a letter to European Commissioners asking

them to reconsider proposals to impose a mandatory target o no

more than 120g CO2/km or new cars sold in Europe by 2012.

The companies claimed that this target was technically not

accomplishable and would constitute a massive industrial

political intervention at the expense o the entire European,

and especially the German, automobile industry. They did not

hesitate to evoke the spectre o massive industrial destabilisation.

The direct consequence would be the migration o a largenumber o jobs rom European production plants o automobile

manuacturers and the supplier industry.34 From a huge employer

such as Volkswagen, this statement could be construed as a

serious threat, particularly as it came only two months ater the

company had announced restructuring plans that could result in

the loss o up to 4,000 jobs in the Brussels region.35

In reality, these threats were unounded. Several car makers are

now on track to meet their 2015 targets ahead o time, with

Toyota having already almost met its target six years early.36

When the vehicle eciency legislation was set, a more ambitious

medium term target o 95g CO2/km was also included or 2020.

The details o how that target must be achieved will be decided

in a review in the next couple o years. A new target also needs to

be set or 2025.

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9VOLKSWAGEN GROUP: THE BIG PLAYER

VolKSwAgEn hAS USEd iTS inFlUEnCE To STAndFiRMlY AgAinST ACTion on CliMATE ChAngE.


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Between 2006 and 2009, Volkswagen managed to reduce

its eets average per-kilometre emissions by 7.8%, whereas

rivals BMW and Toyota achieved reductions o 18% and

14% respectively. Preliminary fgures or 2010 show that

Volkswagen slightly accelerated progress during 2010, loweringthe CO

2emissions o its European eet by about 5%, but the

company still lags behind most o the other volume brands.39

Whilst this progress should be recognised, it is important to

remember that the company has reacted late and only moved

1. Slow pRogRESS on EMiSSionSThe Volkswagen Group has the biggest climate ootprint o any

car manuacturer in Europe. Figure 1 estimates that the new

cars sold by the company in 2009 emitted over fve million

tonnes o CO2

per year,37 representing an estimated 23% o the

total oil use and related CO2 emissions o new European cars.38

The sheer scale o Volkswagens carbon ootprint means

that any changes it makes have a big impact on European

vehicle emissions as a whole. Yet despite the companys

claims to leadership, its perormance to date has been poor.

FigURE 1: ESTIMATED EMISSIONS OF NEW CARDS SOLD IN EUROPE IN 2009

Greenpeace calculation based on T&E data.

Fiat

Toyota

PSA Peugot-Citroen

Renault

Hyundai

Suzuki

Ford

Honda

General Motors

Mazda

BMW

VW Group

Nissan

Daimler

23%


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to do the absolute minimum necessary to comply with EU

legislation, o which the company was a powerul opponent

beore it was agreed.40 Volkswagen only stepped up its

game on CO2

reductions once a legal ramework was put in

place that orced all companies to make cleaner cars. Whencompelled to improve its technology, Volkswagen proved that

its own objections to current standards were unounded.

VolKSwAgEn onlY STEppEdUp To REdUCE Co

2REdUCTionS

onCE A lEgAl FRAMEwoRKwAS pUT in plACE ThAT FoRCEdCoMpAniES To do So.

FigURE 2: CAR MANFACTURERS PROGRESS IN REDUCING AVERAGE FLEET EMISSIONS

Volkswagens position in gure 2 shows it is both urther away rom its 2015 emissions target and has made less progress in reducing emissions than other volume brands

Source T&E.

0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30

0

2

4

6

8

10

12

14

16

18

20

Daimler

NissanVW Group

Honda

Ford

Suzuki

RenaultPSA Peugot-Citroen

Toyota

Fiat

Hyundai

General Motors

BMW

Mazda

R

eductioninCO2

emissionsbetween200

62009(%)

Distance rom 2015 emissions target in 2009 (g CO2/km)



Bubble size reers to amount o annual sales.

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For example, the most efcient koda models are badged as

greenline models, whilst particular models o Volkswagen cars

can be bought with added BlueMotion technologies which make

them more uel-efcient. There are nearly 70 dierent variations

o the Volkswagen Gol. Its most efcient BlueMotion model

has an efciency rating o 99g CO2/km (3.8 L/100km, diesel).

But the majority o the Gol models without BlueMotion emit

more than 130g CO2/km (petrol) and 120g CO2/km (diesel),with some variations emitting as much as 199g CO

2/km

(8.5 L/100km, petrol). The cheapest and most basic model o

the Gol emits 149g CO2/km emitting 50 grams more CO

2per

km than the most efcient BlueMotion version on the market.48

Volkswagens efciency versions o their cars are also sold at

a much higher price than the standard models. In Germany, the

Gol BlueMotion 1.6 TDI 77 kW is sold at 21,850, whereas

the comparable Gol 1.6 TDI 77 kW without BlueMotion costs

20,825, a discrepancy o nearly 1,000. Comparing costs

or the Volkswagen Polo, this discrepancy is even bigger.The Polo 1.2 TDI (99g/km) is sold at 15,050 where as the

1.2 TDI BlueMotion version (87g/km) is sold at 16,675 a

dierence o 1,625.49 The actual cost o the technology

package, according to leading technology consultants PA

Consulting, would only be 260, suggesting that Volkswagen

is adding a considerable mark-up or the BlueMotion brand.50

2. gREEnwAShing ThE FlEETVolkswagen may have been slow at reducing its eets

emissions, but its not slow to boast about its supposed

green credentials. The company claims it wants to be the

worlds leading automaker in terms o both economy and

ecology,41 and its 2009 Sustainability Report went so ar

as to say: We aim to be the most eco-riendly automaker

in the world! 42 According to the same report, this will be

achieved by setting new ecological standards in automobilemanuacturing in order to put the cleanest, most economical

and at the same time most ascinating cars on the road.43

Yet these words are not matched by actions. Ofcial EU

Commission fgures or 2009 show that 88% o their vehicles

emitted over 120g CO2/km, and that the company sold over

twice as many cars emitting over 160g CO2/km than they

did o cars emitting under 120g CO2/km (see fgure 3).

The Volkswagen Groups models which regularly eature

in top ten green car lists,44

and are used in companyadvertising to emphasise its commitment to environmental

protection45 are limited versions o standard models

not representative o the bulk o its actual sales.

In its 2010 Sustainability Report, the company itsel admits

that (b)etween 2007 and 2010, worldwide sales o efciency

models o the Groups Audi, Volkswagen, Volkswagen Commercial

Vehicles, SEAT and koda brands rose by a actor o 12, rom

32,500 to 402,400 units. 46 These brands make up 99% o the

companys global sales, which means that even with this increase,

only 5.6% o the total sales or these fve brands (and 6% o its

total global sales) were o models incorporating its most efcient

technology and standards.47 Currently, the Volkswagen Group

does not apply its most efcient technology and standards to

all its vehicle models. Only particular models are available as

efciency models, and these are sold under additional brands.

FigURE 3: VOLKSWAGEN GROUP EUROPEAN CAR SALES IN 2009 BY EFFICIENCY RATING

JUST 6% oF ThE VolKSwAgEn

gRoUpS globAl SAlES in2010 wERE oF iTS MoSTEFFiCiEnT ModElS.

0

10

20

30

40

50

60

70

80

90

100

UnknownMore than 121g/kmLess than 121g/km

Percentageofcarsales

CO2

emissions

11%

26%>160g/km

62%>121160g/km

EU commission, 2009, Monitoring o CO2

emissions, http://ec.europa.eu/clima/documentation/transport/vehicles/cars_en.htm Source EU Commission.

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VOLKSWAGEN: A HISTORY OF GREENWASH

Volkswagen has a history o diverting attention rom its poor

overall environmental perormance by developing super-ecient

prototype car designs that result in the production o more

headlines than actual vehicles.

The most prominent o these was the 3-litre Lupo, launched in

1998. With uel consumption o 2.99 litres o diesel per 100 km

and emissions o 81g CO2/km, it was a genuinely ecient car.

Two years earlier Greenpeace had helped to demonstrate that

aordable, ecient cars were possible by developing the SmILE

(Small, Intelligent, Light, Ecient) concept car, which emitted only75g CO

2/km. The SmILE project showed that the then existing

technology could be used to halve the uel consumption o a

car without any loss o power, perormance and comort, and

importantly, without additional cost.54

Yet Volkswagen marketed its ecient vehicle at such a high price

that it simply didnt sell. Today the ailure o the Lupo is oten

cited by Volkswagen to argue that customers dont want to buy

uel-ecient vehicles, but it is reasonable to argue that they

set it up to ail.

In 2005 at the Frankurt International Motorshow, Volkswagen

then presented its version o the SmILE concept. But instead o

halving consumption, the new vehicle maintained the same uel

consumption, using the eciency savings o the new technology

to double the cars perormance in terms o horsepower,

acceleration, and speed. Thus the Volkswagen TSI, mass produced

rom 2006, used cutting-edge eciency technology to make no

carbon savings whatsoever.

In 2002 Volkswagen had presented the 1-litre CCO which needed

1 litre o uel per 100km driven. Company chairman Ferdinand

Piech arrived at that year s AGM in one o the concept vehicles.

It never entered into mass production.

At the 2009 Frankurt motorshow Volkswagen exhibited the

1-litre CCOs successor, the L1. Piech claimed that it was this car,with a consumption according to Volkswagen o 1.38 litres o

diesel per 100km that was intended to be the basis or a mass

production vehicle in 2010. Again, the car never made it to the

mass market.

At the Qatar motorshow in January 2011, yet another new

version o the car was unveiled: a plug in diesel hybrid rated at

0.9 L/100 km or 24g CO2/km. This time the concept was called

near to series and Volkswagen claimed that this model would

enter mass production in 2013. According to reports however,

this is not the case and only a limited number will be produced.55

It remains to be seen whether Volkswagen will ever become

serious about bringing genuinely high eciency cars to the mass

market, and rolling out its BlueMotion standards across its feet,

instead o only at the margins.

VolKSwAgEn pEnAliSESConSUMERS wAnTingSMARTER ClEAnER VEhiClES

And MAKES ThEM MARginAlTo iTS FlEET.

Rolling out BlueMotion standards across all the models o these

brands would considerably decrease oil consumption and CO2

emissions. According to Volkswagens own numbers the ull

implementation o the existing BlueMotion package in the Gol

saves almost one litre o uel per 100km or 20g CO2/km.51 This is

a dramatic dierence in oil consumption, and would save drivers

signifcant amounts o money on the cost o uel, particularly at

a time when uel prices are high, and expected to get higher.

I Volkswagen incorporated the efciency technology and

specifcations o its current greenest cars as standard

rather than oering it only as an add-on and charging a

premium or it, the company could dramatically reduce

the carbon ootprint o its vehicles, help consumers to

reduce their motoring costs and the oil dependence o

the economy. Continued innovation and investment in the

development o cleaner car technology and new hybrid and

electric engines can cut oil use and reduce emissions much

urther. Other car companies are already demonstrating this.

Instead Volkswagen penalises consumers wanting smarter,cleaner vehicles and makes them marginal to its eet.

In comparison, Ford has said that one o its principles is

to provide near-term solutions that are aordable or

our customers and available in high volumes.52 Fords

new Focus model, the main competitor to Volkswagens

Gol, will come at less than 95g CO2/km in 2012.53

Dott/Greenpeace

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3. lobbYing AgAinST pRogRESSThe EU is committed to reducing its GHG emissions by

20% below 1990 levels by 2020. This year, European

governments will consider whether to strengthen

this by moving to a 30% reduction target.

A growing movement o leading European businesses, the

European Parliament and Environment Ministers rom Denmark,

UK, Portugal, Sweden, Greece, Germany and Spain, have called

or a move to a 30% domestic emissions reduction target

or Europe, arguing that it will boost the European economy,

keeping it competitive, drive investment in new technologyand help improve global eorts to prevent dangerous and

damaging climate change. Over 90 major companies such as

Google, Ikea, Sony, Unilever and Philips support a 30% target,

many o whom have signed public statements in support o this

more ambitious target.56 Companies, politicians and academics

say the targets can set the right incentives or businesses

to spur innovation and investment and create millions o

new jobs in a low carbon economy. Many o the businesses

have described a stronger target as a win-win-win.57

A 30% doMESTiC EMiSSionSREdUCTion TARgET FoREURopE CoUld booSTThE EURopEAn EConoMY,dRiVE inVESTMEnT in nEwTEChnologY And hElpiMpRoVE globAl EFFoRTS TopREVEnT dAngERoUS AnddAMAging CliMATE ChAngE.

These companies are acting with the support o their

customers. According to the latest Eurobarometer opinion

poll, a majority o Europeans consider that not enough is being

done to fght climate change and almost two-thirds think that

fghting climate change can have a positive impact on the

European economy.58 Several studies, including the European

Commissions own analysis, demonstrate that Europes unilateral

commitment to reducing emissions by 30% by 2020 is not

only possible and aordable, it is necessary to create new

green jobs, guarantee Europes energy security, improve air

quality and avoid stranded costs and very steep reductions to

be needed later on59 which would be much more costly.60

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Renault meanwhile has said it brings its support to the European

Commission, in order to evaluate the possibilities, the benefts

and the dierent impacts on the competitiveness o an EU

30% emission cut.64 The Renault-Nissan alliance is a member

o the Prince o Wales EU Corporate Leaders Group on Climate

Change (EU CLG) whose mission is to communicate the support

o business or the European Union to move to a low carbon

society and low climate risk economy and to work in partnership

with the institutions o the EU to secure the policy interventions

that are needed to make this a practical reality.65 Renault have

signed a joint statement in support o a higher 2020 target,66

but havent yet openly supported a 30% reduction target.

Even BMW (a high end premium brand) says it is making the

changes to its eet so that it will contribute substantially

to the European Unions existing 20% CO2

reduction target.

It also says that the 30% target under discussion or Europe

... might be attainable, but only as long as other industry

sectors pull their weight in equal measure and provided that

the policymakers o the individual member states strengthen

their eorts to work together in a more integrated way.67

Cama aast cae

Yet despite this clear popular and business demand, Volkswagen

has been actively lobbying against this crucial policy through

the European Automobile Manuacturers Association

(ACEA).61 In another letter dated 1 February 2011, replying

to a Greenpeace request to explain Volkswagens stance on

the 30% proposal, the company described it as a policy which

puts jobs at risk and results in de-industrialisation in Europe,

reminiscent o language it used when lobbying against the

current vehicle efciency standards. The company were

wrong about efciency standards then, and their position

now on a uture 30% target contradicts the fndings o manyo the most respected bodies that have conducted extensive

analysis into the impacts o the target. The mainstream view

makes the case that benefts o the target could include new

jobs, increased investment, as well as increased GDP.62

Volkswagen seems increasingly isolated in its stance, however,

as other car companies appear to take a dierent view. For

example, General Motors (GM), despite stating that they

were not in a position to speak or other industries and

as a consequence has no position on the 30% reduction

ambition level as such, say that they, agree with the need

to urther reduce GHG emissions in road transport and are

involved in EU policies and legislation aimed to develop a

strategy to decarbonizes [sic] transport by 2050.63

oVER 90 MAJoR CoMpAniESSUCh AS googlE, iKEA,SonY, UnilEVER And philipSSUppoRT A 30% EMiSSionSREdUCTion TARgET.

Let: Clean grati by the EuropeanParliament demands more ecient cars.

Reynaers/Greenpeace

Above: Greenpeace activists accuse carcompanies o driving climate change.

Beentjes/Greenpeace

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The European Commission or Industry and Enterprise, in a reportabout European industries post-recession, recently reported that

the car sector is structurally unprepared or the uture. They

said, demand is increasingly shiting towards more uel efcient

vehicles and vehicles with alternative power trains [] The issue

o urther restructuring in avour o more uel efcient vehicles

and vehicles with alternative power trains still needs to be aced.

Existing capacities thus eature signifcant structural weaknesses.

[] Growing competition rom third countries producing cheaper

cars and limited access to emerging markets are key issues

as well. The need to continually improve the environmental,

energy and (active) saety perormance o vehicles leads toboth new challenges and new opportunities or the sector. 72

The truth is that the Volkswagen Group has lagged behind

its competitors or years. It only stepped up progress on CO2

reductions once a legal ramework was put in place that orced

it to do so. It has shown no ability or willingness to voluntarily

deliver the innovation or technology changes required. Now

Volkswagen is openly opposed to the agreed 2020 standard that

would beneft motorists, the economy and the environment.

In taking this stand, the company not only betrays the act

that it would rather keep its own vehicles emissions high, but

also threatens to undermine the ramework which will help

the whole car manuacturing sector to clean up its act.

But Volkswagen is not only opposed to the 30% emissionsreduction target the company also argues that the EUs existing

CO2

reduction target or new cars sold by 2020, set at 95g

CO2/km, is too challenging. This target was adopted in 2009

as part o Europes climate and energy legislation. Again, two

o Volkswagens major competitors, BMW and GM, appear to

accept this target as a legal obligation that should stay in place.68

But the Volkswagen Group describes the target as not based

on sound impact assessment nor on a realistic appreciation o

the costs and technical progress necessary to meet the goal

within the timescale.69 It is not inconceivable, given its past

record, that Volkswagen is lobbying, or will lobby, to get thistarget weakened in the upcoming review o its implementation.

Yet research shows that the shit to tighter uel economy

standards can create jobs, drive innovation and oster

high-tech industries supplying additional manuactured

components, as well as reducing consumption o expensive

and polluting oil. As chairman and CEO o Cummins, the US

diesel engine manuacturer explains, tighter regulations are a

act o lie. Back in the 90s we saw this as burdensome, but

we now see this as an advantage. I we have the advantage,

either in uel economy or emissions or both, were going

to gain market share, were going to be able to enter new

markets. As a result, we secure employment and grow the

business.70 Former Vice-Chairman o General Motors, Bob

Lutz, argues that part o the reason why GM ailed in the

US was because o poor US uel economy standards.71

Right: Former chancellor Gerhard Schroeder andVW Board Chair Ferdinand Piech admiring the VW Phaeton

at a production actory in Dresden.

VolKSwAgEn iS opEnlY oppoSEd To An ExiSTingdEMoCRATiCAllY ESTAbliShEd STAndARd ThAT bEnEFiTSMoToRiSTS, ThE EConoMY And ThE EnViRonMEnT.


Langrock/Zenit/Green

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THE 30% TARGET: POWERING INVESTMENTS

By 2050, Europe has committed to reduce its climate

emissions to close to zero, by cutting them by between

80 and 95% below 1990 levels. Currently, it has a legally

binding mid-term target o a 20% reduction by 2020. EU

leaders are now discussing whether this should be tightened,

to drive investment into the vital clean technology sector,

and ensure that Europe is on the most cost eective

and secure pathway to achieve its long term goals.

This discussion is taking place against the backdrop o an

economic and energy crisis. Spiking uel prices, energy

risks, climate change, resource constraints and increasing

competition with emerging economies should mean that

business as usual is not an option or the European economy.

To secure our uture energy security, and build a prosperous

and resilient European economy, we need policies that willdrive investment into green technologies, goods and services,

including renewable energy and ecient, and ultimately zero

carbon, transport. Europes current climate target is not strong

enough to deliver that investment. Instead, the mountain o

unused emission allowances in the EUs Emissions Trading

Scheme, the result o a weak target and too many ree

allocations to polluters, means that at present there is little

reward or eciency, action and innovation. Only a tougher

climate target a minimum 30% domestic emissions reduction

by 2020 can restore condence in Europes clean technology

sector, and create the industries and jobs o the uture.

Findings rom a study73 in March 2011 commissioned by the

German environment ministry and conducted by researchers

rom across Europe ound that a climate target o 30%, i

accompanied with adequate and consistent policies, could:

PBoost European investments rom 18% up to 22%

o Gross Domestic Product (GDP);

PCreate up to six million additional jobs;

PBy 2020 increase European GDP by 620 billion

or by 0.6% above business as usual trends;

PHelp European industry to maintain and enhance

its competitiveness.

These gains would come irrespective o an international climate

agreement, and show that the green economy is more than

another ashionable phrase. In act, in 2010 the clean energy

sector grew globally by 30% and delivered a record 168 billion

in investments.74 In addition, the EU Commission has calculated

that stepping up to a 30% target would save the EU about 40billion in oil and gas imports by 2020, and this is assuming a

very conservative oil price projection o 88 USD by 2020.75

On the international stage, it is also vital that Europe is seen

to be implementing and beneting rom the climate policies

it advocates globally. Demonstrating commitment to a

green economy, and showing leadership in supporting low

carbon technologies, is the surest way to restore trust and

condence in negotiations on climate change. Ultimately,

the success o these negotiations remains vital i we are to

ensure that action keeps pace with the risks posed by rising

temperatures, and that this action is transparent, eective

and just. In the run up to the next round o climate talks in

Durban in South Arica in December 2011, a new European

target would be a signicant step towards a unctioning

and constructive global dialogue on climate change.

Dott/Greenpeace

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European car companies are supposedly unifed behind one

industry-wide lobby group: ACEA, which is one o the most

powerul lobbying orces in the EU. O the 16 companies that

are members o ACEA, three belong to the Volkswagen Group,and each o them Volkswagen, Porsche and Scania have a

place on ACEAs Board o Directors. Volkswagen Group thereore

has more positions on ACEAs board than any other company.

ACEA says that all companies pay a standard ee to join,

but would not disclose the exact fgures. We have thereore

assumed that, because it has three companies involved,

Volkswagen contributes three times the amount o money to

ACEAs lobbying work compared to other member companies.

I so, we have calculated that last year the company spent

more than 2m on its contributions to ACEA alone.77 As the

biggest contributor, we can assume that Volkswagen has apowerul inuence over ACEAs activities. In addition, the

Group, being part o ACEAs A members (as opposed to

non-European companies who are classed as B members

like GM, Ford and Toyota), also regularly seconds its sta

to the ACEA secretariat in Brussels. Peter Kunze rom Audi

is currently Director o Environmental Policy or ACEA.

ACEA has consistently opposed CO2

emission targets or the

car industry. When, ater years o voluntary targets being

ignored by car companies, the EU Commission decided in 2007

to propose mandatory targets, ACEA made a case that their

ailure to meet their voluntary targets was caused by external

actors: bad regulation on recycling, low demand or efcient

vehicles and poor car sales.78 In other words, it was not the ault

o their members. They also suggested that politicians should

seek emission reductions elsewhere other than the car sector.79

ly rus a revv rs

The Volkswagen Group is not just a big economic player in Europe,

it is a political player too. Its executives are warmly received in

European halls o government, particularly in their home country,Germany, where Volkswagen is part-publicly owned by the state

o Lower Saxony, which has a 20% share o the companys voting

rights and two places on its supervisory board. As Prime Minister

o Lower Saxony, this meant that Gerhard Schroeder sat on

Volkswagens board beore he became Chancellor.

Volkswagen demonstrates a classic example o a revolving door

arrangement, in which the relationship between government

and business is extremely close. Government members and

ofcials are hired at Volkswagen, while ormer Volkswagen

employees go on to work in politics. For example, a ormerspokesman or the German Federal Ministry o Transport,

Hans-Christian Maa, is now the Head o Volkswagens

Representative Ofce in Berlin, while Reinhold Kopp, a ormer

Minister o Economy in the ederal state o Saarland, then

became Head o Government Relations or Volkswagen. The

ormer Head o Volkswagens Liaison Ofce in Brussels, Elisabeth

Altekster, went on to become the Director o Transport

Policy at the General Secretariat o the Council until 2010.

As one o the most powerul companies in Europe, Volkswagen

spends at least 2.3m76 per year on EU lobbying alone. Due to

the restricted nature o the inormation, it is hard to know the

ull extent o their lobby eorts, but Volkswagen has a history

o lobbying against climate legislation both independently and

through the European Automobile Manuacturers Association

(ACEA), the car industrys manuacturers association.

AS onE oF ThE MoST powERFUl CoMpAniES in EURopE,VolKSwAgEn SpEndS AT lEAST 2.3M pER YEAR on EUlobbYing AlonE.

Volkswagen has an ongoing close relationship with

the German government:

Above: Chancellor Angela Merkel poses or cameras in aVW UP at the International Automobile Trade Fair in Frankurt.

Frank May/Picture Alliance

Right: Former chancellor Gerhard Schroeder awardsVW Board Chair Ferdinand Piech a state medal.

Holger Hollemann/Picture Alliance

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other major economies have also made substantial and binding

commitments.87 They argue that Copenhagen has demonstrated

that [other countries] are not willing to take comparable or

equivalent actions to those proposed by the European Union.It is, thereore, evident that any increase in the European Unions

proposed target will not have any impact on the decision o

other countries to reduce their own emissions. Evidently,

ACEA are downplaying or ignoring evidence o the benefts

to the European economy and European competitiveness o a

stronger climate target, that would be gained independently

o an international post-2012 climate agreement, and do not

consider it important or Europe to adopt a cost eective

pathway to meeting its commitment to an 8095% cut by 2050.

Volkswagen also has a history o opposing uel economystandards outside o Europe. The US equivalent o ACEA, the

National Automobile Dealers Association, o which Volkswagen

is a member, have vigorously opposed congressional eorts to

pass legislation to curb GHGs rom cars, and other industrial

sources, saying it would harm the economy. But a recent

challenge by the Association against Caliornias right to

bring its own strong CO2

standards to car emissions recently

ailed when the court ruled that the car makers had ailed

to prove the standards would result in economic harm.88

In contrast, it has been reported that Toyota has commended

the Obama administrations preliminary proposal to increase

uel economy standards,89 which could be set at 62mpg or

2025 vehicles i the most uel-efcient proposal is adopted.90

ACEA lobbied hard against the introduction o the standards

and the Commission then decided to water down the proposed

target rom a maximum o 120 to 130g CO2/km or EU average

CO2 emissions. ACEA called even this lenient target arbitrary andtoo severe.80 In the negotiations with the EU Member States and

Parliament, the standard was eventually delayed by three years.

Ater it successully managed to weaken proposals to reduce

CO2

emissions rom cars, ACEA set to work trying to water

down new CO2

emission targets or vans, which were proposed

by the European Commission in October 2009.81 When the

proposal was put orward, ACEA called or a delay to the

proposed introduction o the new rules.82 They complained

that the Commissions proposal does not ensure sufcient

industrial lead-time and proposes an uneasible 2020 limit

value.83

Eventually the proposed legislation was delayedand the 2020 limit value watered down substantially.

In act, none o ACEAs complaints have been borne out in

reality. In 2009, when the fnally agreed car targets were known,

manuacturers reduced average CO2

emissions rom cars by over

5%,84 and new fgures show they have been equally successul in

2010.85 On vans, major manuacturers including Volkswagen had

already made good progress on individual van models by the time

the CO2

standard or vans was proposed. The new T5, launched in

2009 had about 10% lower CO2

emissions than its predecessor.86

ACEA, like Volkswagen itsel, has also taken an obstructive

position on the proposal to increase the EU carbon emissions

reduction target to 30%. In January 2010, ACEA joined other

industry lobby groups in calling on EU bodies to make no urther

commitments to emission reductions until it is certain that

Greenpeace calls on MEPs to vote or cleaner,

more ecient cars and stronger targets.

Reynaers/Greenpeace

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Volkswagen likes to boast o operating binding global

environmental principles by which each model o car produced

must outperorm its predecessor in all environmental

areas, including uel consumption and CO2 emissions.Moreover, the companys stated aim is to lead the feld in

terms o uel consumption in every class o vehicle.91 Yet

despite these claims the company has been slow o the

mark to make necessary changes to drastically reduce its

uel consumption and CO2

emissions. It has developed the

technologies to produce more uel-efcient vehicles, but

it has not yet made these widely available at an aordable

price. And it has lobbied hard against necessary change.

But it has the capacity to do so much better. I Volkswagen

made the most uel-efcient cars it produces as standard

rather than oering efciency technology as an expensiveadd-on it would be able to reduce its eet emissions dramatically.

I it rolled out its best technology across the eet it would

be transormational, not just to its own perormance but to

the European vehicle eet as a whole. As the single biggest

car player in Europe, what Volkswagen chooses to do has a

signifcant impact across the whole European economy.

The European climate ootprint o new cars being produced

should be zero beore 2040. This would ensure that by 2050,

GHG emissions rom car use will be almost zero, as new cars

powered by renewable energy replace existing oil-poweredones on the roads. To achieve this, car companies must

ast-track efciency increases on conventional vehicles, and

turn to alternative propulsion technologies that will permit

the use o sustainable renewable energy in the long term.

Large companies like Volkswagen can and should exploit

economies o scale to improve aster than others. While

the company has begun to develop and make marketing

or their frst serial electric car, the e-up! which they say

will enter the market in 2013, this cannot be a substitute

or drastically reducing the oil consumption across the ar

larger segment o its conventional eet in the short term. I

the Volkswagen Group really is aspiring to be the leader in

environmental perormance that it claims it wants to be, the

company must push the EU to establish the most ambitious

climate change policies in the world, to stimulate the market

in efcient and low carbon technology. It must also support

tougher car standards to ensure that all car manuacturers

have to improve their eets together to the highest shared

goal rather than staying at the lowest common denominator.

Greenpeace is calling on Volkswagen to live up to its stated

ambition and become a genuine leader in both policy and

practice supporting policymakers who want to move

the wider economy orward with higher standards, and

changing its own technology to meet those standards.

In doing so it will bring innovation and competitiveness

back into the European economy, help reduce European

oil dependency, cut the cost o motoring and play a huge

role in reducing Europes climate changing emissions.

Secica Geeneace is caing on te Vokswagen Gou to:

PStop lobbying to oppose key European energy laws designed

to reduce our dependence on oil and:

.Publicly support the EU target o 30% emissions

reductions by 2020.

.Publicly support the agreed vehicle efciency eet

average target or new cars o 95g CO2/km by 2020,

and go urther to support even stronger targets or cars

o 80g CO2/km by 2020 and no more than 60g CO

2/km

by 2025.

PIn line with this stronger target, commit to making signifcant

year-on-year reductions so that its average eet emissions

are no more than 80g CO2/km by 2020.

PRoll out ull BlueMotion across its Volkswagen eet and ft

its best efciency technologies as standard across all other

brands, without increasing weight or power o the vehicles.

PEnsure the next best-selling Gol (VII) consumes less than

78g CO2/km (3 litre/100km, diesel).

PSet out its plan to make its entire eet oil-ree beore 2040.

Volkswagen has the ability and the size to make a dierence.

It has the responsibility to do better. It has the responsibility

to help lead Europe and the world away rom oil.

ConClUSion:

CApAblE OF bETTEr

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AS ThE SinglE biggEST CAR plAYER in EURopE,whAT VolKSwAgEn ChooSES To do hAS A SigniFiCAnTiMpACT ACRoSS ThE wholE EURopEAn EConoMY.

Cobbing/Greenpe

ace

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1 www.guardian.co.uk/business/2011/jan/24/toyota-world-number-one-carmaker

2 Statement by Martin Winterkorn, CEO, October 2010. http://timesnewsworld.com/072119/volkswagen-car-maker-plans-to-be-number-one-in-the-world-by-2018

3 Volkswagen, Audi, SEAT, Skoda, Volkswagen Commercial Vehicles, Bentley, Bugatti,Lamborghini and Scania.

4 VW report, Looking back to the uture, p26. www.volkswagenag.com/vwag/vwcorp/ino_center/en/publications/2011/04/looking_back_to_the.-bin.acq/

qual-BinaryStorageItem.Single.File/110421_VW_TE_engl_BRO_DINA4_lowres.pd

5 For example, The Green Car Website currently lists the VW POLO DIESELHATCHBACK 1.2 TDI BlueMotion 3dr within the top 10 green cars.www.thegreencarwebsite.co.uk/top-10-green-cars.asp

6 www.volkswagenag.com/vwag/vwcorp/ino_center/en/themes/2010/02/think_Blue.html

7 In terms o CO2

averages only Nissan, which has much lower sales, perormedworse out o the non-premium volume brands in 2009. How Clean are Europescars? An analysis o carmaker progress towards EU CO

2targets in 2009. Transport

& Environment, November 2010. www.transportenvironment.org/Publications/prep_hand_out/lid/610 Figures or 2010 suggest VW is still lagging behind othervolume brands despite modest progress. Rich nations alling behind Europe on carCO

2emissions. JATO. March 2011. It is important to note that JATO fgures do not

include fgures or the entire VW Group. www.jato.com/PressReleases/Rich%20

Nations%20Falling%20Behind%20Europe%20on%20Car%20CO2%20Emissions.pd

8 IPCC, Key fndings and uncertainties contained in the Working Group contributionsto the Fourth Assessment Report, 2007, p5. www.ipcc.ch/pd/assessment-report/ar4/syr/ar4_syr_spm.pd

9 Jaeger, Carlo C. et. al. A New Growth Path or Europe Generating Growthand Jobs in the Low-Carbon Economy. Synthesis report. March 2011.www.newgrowthpath.eu/

10 DG TREN, 2008, European Energy and Transport: Trends to 2030 Update 2007.This anticipates that in 2010 the EU would consume 674 million tonnes o oil.This is consistent with recent actual fgures rom BP which estimated the EUs oilconsumption in 2009 to be 670.8 million tonnes. BP 2010a. BP Statistical Reviewo World Energy, June 2010.www.bp.com/statisticalreview

11 2010 fgures, CIA actbook. www.cia.gov/library/publications/the-world-actbook/felds/2174.html

12 DG TREN, 2008, European Energy and Transport: Trends to 2030 Update 2007.

13 European Commissionwww.vwec2010.be/notulen/VWEC2010_sessie_3_Tom_Van_Ierland.pd; European Environment Agency (EEA) www.eea.europa.eu/data-and-maps/indicators/transport-emissions-o-greenhouse-gases/transport-emissions-o-greenhouse-gases-7

14 EEA, 2010, Annual European Union greenhouse gas inventory 19902008and inventory report 2010. www.eea.europa.eu/publications/european-union-greenhouse-gas-inventory-2010

15 IEA, 2009 World Energy Outlook, 2009; DG TREN, 2008. (IEA 2009 says 91% by2030, and DG TREN 2008 says 95% by 2030).

16 Skinner, I., 2010, Steering clear o oil disasters. www.greenpeace.org/raw/content/eu-unit/press-centre/reports/steering-clear-o-oil-disaster.pd

17 The United States Geological Survey estimates that there are 90 billion barrelso technically recoverable oil in oshore reservoirs in the Arctic. Gautier, D.L. etal. 2009. Assessment o Undiscovered Oil and Gas in the Arctic. Science 29 May2009 324: 1175-1179. Global oil consumption is approximately 85 million barrelsa day.

18 IEA 2010 World Energy Outlook 2010. Paris.

19 IPCC, Climate Change 2007: Impacts, Adaptation and Vulnerability. Contributiono Working Group II to the Fourth Assessment Report o the IntergovernmentalPanel on Climate Change (M.L. Parry, O.F. Canziani, J.P. Palutiko, P.J. van der Lindenand C.E. Hanson, Eds.), Ecosystems and biodiversity, Assessing Key Vulnerabilitiesand the Risk rom Climate Change Schneider, S.H., S. Semenov, A. Patwardhan, I.Burton, C.H.D. Magadza, M. Oppenheimer, A.B. Pittock, A. Rahman, J.B. Smith, A.Suarez and F. Yamin.

20 Nature 470, 316. 2011. Increased ood risk linked to global warming, February2011, doi:10.1038/470316a ; IPCC (2007). 5.2 Key vulnerabilities, impactsand risks long-term perspectives. In Core Writing Team, Pachauri, R.K andReisinger, A. (eds.). Synthesis report. Climate Change 2007: Synthesis Report.Contribution o Working Groups I, II and III to the Fourth Assessment Report o theIntergovernmental Panel on Climate Change.

21 IEA 2010 World Energy Outlook 2010. Paris. 450 Scenario.

22 Transport & Environment press release, Carmakers exaggerated time needed orCO

2cuts, 4 November 2010. www.transportenvironment.org/news/2010/11/

carmakers-exaggerated-time-needed-or-co2-cuts

23 Skinner. Op Cit. This assumes that no additional policy interventions areimplemented in the EU to reduce CO

2emissions or the consumption o oil.

24 US Energy Inormation Administration. www.eia.gov/countries/index.cm?view=consumption#countrylist In 2009 Austria consumed 0.27 million barrels o oil perday, Denmark 0.17, Portugal 0.27, Norway 0.22 and Finland 0.20, which in total

was 1.13 million barrels.

25 Skinner. Op Cit. This assumes that no additional policy interventions areimplemented in the EU to reduce CO

2emissions or the consumption o oil.

26 ICCT, The Regulatory Engine: How Smart Policy Drives Vehicle Innovation, January2011. www.theicct.org/2011/01/the-regulatory-engine/

27 Qatar Holding owns 12.3 % o the Volkswagen AG and has 17% o voting rightsin the board. The company is a ully owned afliate o Qatar Petroleum. QatarIntermediate Industries Holding Co. Ltd., Qatar Intermediate Industries Holding- Welcome page, 2011, www.qh.com.qa/qh/index.aspx (accessed February 10,2011). Their vision is to become the Middle Easts leading manuacturer andmarketer o intermediate petrochemical and non-hydrocarbon products. QatarIntermediate Industries Holding Co. Ltd., Qatar Holding - Vision And Mission,2011, www.qh.com.qa/qh/content.aspx?secid=5&parentid=1 (accessed February10, 2011). Qatar Holding said the state is set to take a seat on its supervisory

board, underlining the more active role Gul states are playing in the German autoindustry. ArabianBusiness.com, Qatar becomes major shareholder in Volkswagen -Energy, December 19, 2010,www.arabianbusiness.com/qatar-becomes-major-shareholder-in-volkswagen-9923.html (accessed February 9, 2011).

28 www.volkswagenag.com/vwag/vwcorp/content/en/the_group.html

29 www.volkswagenag.com/vwag/vwcorp/content/en/the_group.html

30 ACEA, New Vehicle Registrations by Manuacturer, passenger cars.www.acea.be/images/uploads/fles/20110221_07_2010_vo_By_Manuacturer_Enlarged_Europe.xls

31 www.kba.de/cln_015/nn_124384/DE/Statistik/Fahrzeuge/Bestand/Segmente/2010__b__segmente__kompakt.html

32 www.kba.de/cln_015/nn_124384/DE/Statistik/Fahrzeuge/Bestand/

Segmente/2010__b__segmente__kompakt.htmlKBA Mit 3,8 Millionen Einheitentrgt jeder 3. Wagen in dem Segment das Wolsburger Emblem.

33 www.kba.de/cln_015/nn_124384/DE/Statistik/Fahrzeuge/Bestand/Segmente/2010__b__segmente__kompakt.htmlKBA Die Kompaktklasse wird auchgern als Golklasse bezeichnet.

34 German carmakers letter to the European Commission, 26 January 2007.

35 This restructuring had nothing to do with environmental measures and came at atime where Volkswagens profts continued to rise.

36 Transport & Environment press release, Carmakers exaggerated time needed orCO

2cuts, 4 November 2010. www.transportenvironment.org/news/2010/11/

carmakers-exaggerated-time-needed-or-co2-cuts

37 For simplicity, this notion o climate ootprint is based solely on the CO2

emissionsthat are caused by the use o the companies products. It excludes emissions romthe production and disposal o cars, and rom the production o the uel used, whichtypically adds another 30% to the emissions rom the use phase (EEA 2010).

38 Greenpeace calculation based on T&E data, How Clean are Europes cars? Ananalysis o carmaker progress towards EU CO

2targets in 2009. Transport &

Environment, November 2010.www.transportenvironment.org/Publications/prep_hand_out/lid/610

39 Ibid. Figures or 2010 suggest VW is still lagging behind other volume brands despitemodest progress, JATO, Rich nations alling behind Europe on car CO

2emissions,

March 2011. It is important to note that JATO fgures do not include fgures or theentire VW Group. www.jato.com/PressReleases/Rich%20Nations%20Falling%20Behind%20Europe%20on%20Car%20CO2%20Emissions.pd

40 German carmakers letter to the European Commission, 26 January 2007.

41 Volkswagen report, Looking back to the uture. Op Cit.

42 Volkswagen, Sustainability Report 2009, p9 www.volkswagenag.com/.../sustainability_report0.../VW_Sustainability_Report_2009.pd

43 Ibid, p10
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8/6/2019 vw_report

25/25

23REFERENCES

44 For example, The Green Car Website currently lists the VW POLO DIESELHATCHBACK 1.2 TDI BlueMotion 3dr as within the top 10 green cars.www.thegreencarwebsite.co.uk/top-10-green-cars.asp

45 www.volkswagenag.com/vwag/vwcorp/ino_center/en/themes/2010/02/think_Blue.html

46 Sustainability Report 2010, p47. www.volkswagenag.com/vwag/vwcorp/ino_center/en/publications/2011/05/Report_2010.-bin.acq/qual-BinaryStorageItem.Single.File/VWAG_Nachhaltigkeitsbericht_online_e.pd

47 VW Annual Report 2010, p154. www.volkswagenag.com/vwag/vwcorp/ino_

center/en/publications/2011/03/Volkswagen_AG_Geschaetsbericht_2010.-bin.acq/qual-BinaryStorageItem.Single.File/GB_2010_e.pd The total sales o thosefve brands in 2010 were 7.134 million whilst the companys total global saleswere 7.203 million.

48 www.volkswagen.de/konfgurator

49 VW Konfgurator. www.volkswagen.de/de/CC5.html

50 PA Consulting group, cited according: E.Wimmer/M.Schneider/P.Blum, Antrieb uerdie Zukunt, 2010, Schaeer-Poeschel- Verlag. They have estimated that addingBlueMotion would cost the company 260 EUR per car, on the basis o the Gol 1,4TSI.

51 Volkswagen Konfgurator. www.volkswagen.de/de/CC5.html The Gol 1,6 TDI 77kW (Blue Motion Technology or ull Blue Motion) = 119 grams; Gol 1.6 TDI 77kW Blue Motion Technology = 107 grams; Gol 1,6 TDI 77 kW Blue Motion =

99 grams. (As a comparison: The basic Gol 1.4 Gasoline 59 kW needs 6,4 Litersgasoline and emits 149 grams o CO

2).

52 ICCT, The Regulatory Engine: How Smart Policy Drives Vehicle Innovation, January2011. www.theicct.org/2011/01/the-regulatory-engine/

53 www.telegraph.co.uk/motoring/news/8432669/80mpg-Ford-Focus-or-2012.html

54 www.greenpeace.de/themen/verkehr/smile/

55 www.independent.co.uk/lie-style/motoring/volkswagen-to-power-up-new-hybrids-rom-2013-2281799.html

56 See or example, Joint Declaration o 3 business leaders groups:www.theclimategroup.org/_assets/fles/JointBusinessDeclaration-June-3.pd (Greenpeace has no association with The Climate Group and does not endorseall o its policy positions). Also: FT: Business backs higher emissions goals. 20 July

2010.

57 The Climate Group, EU 30 per cent initiative, statement by businesses,Increasing Europes climate ambition will be good or the EU economy and jobs.www.theclimategroup.org/EU-30-per-cent-initiative

58 Eurobarometer: Climate change the second most serious problem aced by theworld today. http://tinyurl.com/33gacppmajorities rom 55% to 72% think thatnot enough is done to fght climate change.

59 Communication o the European Commission (2010): Unlocking Europes potentialin clean innovation and growth: Analysis o options to move beyond 20%.(Stranded Costs describes existing investments which may become redundant ina competitive environment).

60 The International Energy Agency estimates that in the energy sector each year odelay will cost an extra 336 billion globally. International Energy Agency, WorldEnergy Outlook 2009.

61 ACEI (The Alliance or a Competitive European Industry) letter, 21 January 2010.The letter called on the Council, Parliament and Commission to stick to a 20%target. ACEA is a member o ACEI, and ACEI lobbies on their behal.

62 Jaeger, Carlo C. et. al. Op Cit.

63 Letter to Greenpeace, 21 December 2010.

64 Letter to Greenpeace, 26 January 2011.

65 www.cpsl.cam.ac.uk/Leaders-Groups/The-Prince-o-Wales-Corporate-Leaders-Group-on-Climate-Change/EU-CLG.aspx

66 www.cpsl.cam.ac.uk/Leaders-Groups/The-Prince-o-Wales-Corporate-Leaders-

Group-on-Climate-Change/~/media/Files/Resources/Press_Releases/8th_March_EU_CLG_Press_Release.ashx

67 Letter to Greenpeace, 3 May 2011.

70 ICCT, Op Cit.

71 www.autonews.com/apps/pbcs.dll/article?AID=/20110523/OEM02/305239961/1432#ixzz1NBkqyFJV

72 DG Industry & Enterprise, EU Manuacturing Industry: What are the Challengesand Opportunities or the Coming Years?, April 2010.http://ec.europa.eu/enterprise/policies/industrial-competitiveness/economic-crisis/fles/eu_manuacturing_challenges_and_opportunities_en.pd

73 Jaeger, Carlo C. et. al. Op Cit.

74 The PEW Charitable Trust. Whos Winning the Clean Energy Race? 2010 Edition.www.pewenvironment.org/uploadedFiles/PEG/Publications/Report/G-20Report-LOWRes-FINAL.pd

75 CEC, 2010, Analysis o options to move beyond 20% GHG emission reductionsand assessing the risk o carbon leakage. COM (2010) 265. Brussels, 26.5.2010.

76 This fgure is the estimated VW Group spend on ACEA (ACEAs yearly income is10,112,343, divided by 15 members there are now 16 members, but Volvoonly joined in October 2010 - plus their declared spend on lobby interests, whichor 2009 was 200,000 250,000 or VW itsel, excluding contributionsto groups like ACEA.https://webgate.ec.europa.eu/transparency/regrin/consultation/displaylobbyist.do?id=6504541970-40. This does not includeany internal fgures, or ees to Weber Shandwick, the lobby company they use inBrussels. According to an industry insider, it is highly likely that contributions weremuch more than this, but ACEA reuse to give Greenpeace actual fgures. ACEAthemselves reused to tell Greenpeace the exact spend o each company, but said

each member pays a standard ee.

77 See above.

78 Committed to reducing CO2, ACEA website, accessed 15 March 2007.

79 ACEA stated: Reducing urther CO2

emissions through vehicle technology only isthe most expensive and least cost-eective option or society. () More can bedone or the environment, at lower costs. ACEA press release, Car industry wantsact-based policy on CO

2reductions, Brussels, 26 January 2007.

80 Ibid.

81 European Commission. http://ec.europa.eu/clima/policies/transport/vehicles/vans_en.htm

82 ACEA press release, Auto industry pushes hard to reduce CO2

emissions and needs

supportive, realistic legislative ramework to succeed, 28 October 2009.www.acea.be/index.php/news/news_detail/auto_industry_pushes_hard_to_reduce_co2_emissions_and_needs_supportive_real

83 ACEA press release, CO2

proposal or light commercial vehicles must be modifed,Hanover, 21 September 2010. www.acea.be/index.php/news/news_detail/co2_proposal_or_light_commercial_vehicles_must_be_modifed

84 European Commission, 2010, Monitoring the CO2

emissions rom new passengercars in the EU: data or 2009.

85 JATO Consult, Rich Nations Falling behind Europe on Car CO2

Emissions. Op Cit.

86 www.volkswagen.co.nz/media/country/nz/x/company.Par.0054.File.pd/vwmr0909_new_generation.pd

87 ACEI letter. Op Cit. www.euroer.org/index.php/eng/content/download/8541/44459/fle/2010-01-21ACEIOpenLetter.PDF

88 See http://latimesblogs.latimes.com/greenspace/2011/04/caliornia-auto-clean-car-standards.html andwww.ed.org/article.cm?contentID=4192

89 www.autospies.com/news/Toyota-s-Jim-Colon-praises-US-government-s-proposal-on-uel-economy-standards-61281/

90 EPA/NHTSA Notice o Upcoming Joint Rulemaking to Establish 2017 and LaterModel Year Light-Duty Vehicle Greenhouse Gas Emissions and CAFE Standards.www.epa.gov/oms/climate/regulations/42010051.htm

91 VW sustainability report 2010, Op Cit.
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