Proposed Draft – June 24, 2015

Editor’s Notes:

This proposed PCR is based on revisions made to existing PCR(s) from other countries that address tires. Revisions/discussion points to make this PCR globally applicable include: functional unit, testing methods and requirements, use phase options, impact assessment methods, references, and standards.

PRODUCT CATEGORYRULES (PCR)

For preparing anEnvironmental Product Declaration (EPD)

for the Product Category:

Tires

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1 General Information............................................................................................................................4

1.1 Committee Members...................................................................................................................4

1.2 Acknowledgements.....................................................................................................................4

1.3 Identification of Tire Product.......................................................................................................5

1.4 Geographic Coverage...................................................................................................................5

1.5 Period of Validity.........................................................................................................................6

1.6 Public Comment..........................................................................................................................6

1.7 PCR Review Panel........................................................................................................................6

1.8 Public Commenters......................................................................................................................6

1.9 Other Tire Product Category Rules..............................................................................................6

1.10 LCA Study References..................................................................................................................6

2 Goal and Scope....................................................................................................................................6

2.1 Tire Sub-Categories.....................................................................................................................8

2.2 System Function........................................................................................................................10

2.3 Definitions and Acronyms..........................................................................................................10

2.4 Description of company/organization and product...................................................................14

3 Requirements for the Underlying LCA...............................................................................................17

3.1 Functional and declared units....................................................................................................17

3.2 System boundaries....................................................................................................................17

3.3 Aggregation of Information Modules.........................................................................................24

3.4 Cut-off rules...............................................................................................................................24

3.5 Allocation rules..........................................................................................................................24

3.6 Transportation...........................................................................................................................24

4 Data, Calculation and Reporting requirements..................................................................................25

4.1 Data sources..............................................................................................................................25

4.2 Period under consideration.......................................................................................................26

4.3 Transport...................................................................................................................................26

4.4 Recycled waste streams.............................................................................................................26

4.5 Renewable energy.....................................................................................................................26

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4.6 Electricity grid............................................................................................................................27

4.7 Impact and inventory results.....................................................................................................27

5 Use Stage Calculations.......................................................................................................................31

5.1 Use phase energy calculation guidelines: All regions except Japan...........................................32

5.2 Use phase energy calculation guidelines: Japanese region........................................................38

5.3 Tire abrasion calculation guidelines...........................................................................................38

5.4 Units..........................................................................................................................................40

6 Content of the EPD............................................................................................................................40

6.1 General information to be declared..........................................................................................40

6.2 Declaration of environmental aspects.......................................................................................42

7 References.........................................................................................................................................45

8 Appendix I – Project documentation/report.....................................................................................46

9 Appendix II – Additional Environmental Information........................................................................47

9.1 Vehicle-Specific Use Phase Impacts...........................................................................................47

9.2 Variation Across Vehicle Technologies and Weights..................................................................48

9.3 Retreading Impacts....................................................................................................................49

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1 General Information The intended application of this Product Category Rules (PCR) document is to provide guidance for carrying out Environmental Product Declarations (EPDs) for tires and to pinpoint the underlying requirements of the LCA pursuant to ISO standards that address appropriate environmental aspects of the tire life cycle. The user of this PCR will be manufacturers of tires and other interested parties and will enable EPDs that support comparable, informed, and objective sustainable purchasing of tires.

This PCR is valid for tires used in passenger vehicle, light truck, medium and heavy truck, aircraft, off-road and motorcycle as further described in Section 2.1. This PCR is global in scope and presents a harmonized calculation procedure for tire-attributed vehicle use phase emissions for all regions with the exception of the Japanese market. While not completely aligned with the established method in this PCR, this exception is the currently accepted method for calculating vehicle use phase emissions in the Japanese market.

Impacts reported in EPDs created using this PCR are only related to tires and shall not be used to compare to vehicle performance in other reported contexts beyond this PCR scope

1.1 Committee Members Anna Nicholson, UL Environment Howard Colvin, Cooper Tire Lucie Ielpo-Garnier, WBCSD Greg Bowman, Cooper Tire Yujin Kim, WBCSD Tom Wood, Cooper Tire Philippe Fonta, WBCSD Zachary Walters, Cooper Tire Shunichi Usui, Bridgestone SeungWook Kim, Hankook Tire Tadashi Shibata, Bridgestone Sun Mi Jang, Hankook Tire Koji Takagi, Bridgestone Jong-yune Kim, Hankook Tire Dennis McGavis, The Goodyear Tire & Rubber Company Dong-Ho Chang, Kumho Tire David Woodyard, The Goodyear Tire & Rubber Company Gyeong Ryeol Lee, Kumho Tire Lynn Bell, The Goodyear Tire & Rubber Company Marco Nahmias, Pirelli Tyre Francis Peters, Michelin Matteo Magnaghi, Pirelli Tyre Nina Veas, Michelin Noboru Wakabayashi, Sumitomo Rubber Patrice Person, Michelin Hideaki Takahashi, Toyo Tire and Rubber Romain Muggeo, Michelin Koichi Horie, Yokohama Rubber Company Eckhard Kreipe, Continental

1.2 AcknowledgementsThe committee would like to acknowledge the European Tyre and Rubber Manufacturer’s Association (ETRMA) for the use of tire research and data to inform the development of this PCR. .

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1.3 Identification of Tire ProductThis PCR covers commercially available, new, over the highway pneumatic tires, both tube type and tubeless, for use on conventional passenger cars, light trucks, medium to heavy trucks, and similar vehicles normally operated on public roads and highways. This PCR also covers commercially available, special application light truck tires for operation on non-improved road surfaces, off-the-road tires, motorcycle tires, and aircraft tires. This PCR includes various sub-categories according to tire type:

Passenger car/ Light Truck Medium/Heavy Truck (Commercial), Motorcycle, Off-the-road, and Aircraft tires

These tires are subject to the standards or technical approvals shown under Section 2.4.6. Additional rules around tire performance are provided for each tire sub-category.

1.3.1 UNSPSC CodeThe following code covers the range of this rule: 25172500 (Tires and tire tubes)

1.4 Geographic CoverageThis PCR is global in scope and was developed in English.

Markets of applicability include:

China Europe Japan Korea Latin America (including Mexico) North America Rest of World (ROW)

o Middle East/ Africao Oceaniao Russia o SE Asiao Taiwan

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1.5 Period of Validity This document is effective for five years from latest date of publication. If relevant changes in LCA methodology or other relevant considerations for the product category occur, the document will be revised. This PCR will be reviewed annually to determine whether revisions are necessary.

1.6 Public CommentIn accordance with the UL Environment General Program Instructions, this PCR is published for at least one calendar month and open to all public comments. Identifiable sources are addressed and responses will be posted.

1.7 PCR Review Panel Dr. Thomas Gloria, Industrial Ecology Consultants, Chair Dr. Amy Landis, Clemson University Dr. Stefan Hausberger, Graz University of Technology Dr. Michael Hauschild, Technical University of Denmark Mr. Mamoru Yanagisawa, Japanese Gas Appliances Inspection Association Dr. JoongWoo Ahn, Sungshin University

1.8 Public CommentersTBD

1.9 Other Tire Product Category RulesTwo existing PCRs for tires were reviewed and used to inform this PCR development process: The Taiwanese PCR for New Pneumatic Tyres (November 2013, developed by the Taiwan Rubber and Elastomer Industries Association) and the Korean PCR for Tires for passenger cars. Additionally, the Japan Automobile Tyre Manufacturers Association (JATMA) Tyre Life Cycle CO2 Calculation Guidelines (April 2012) was used to inform this PCR.

1.10LCA Study ReferencesIn developing this PCR, the committee reviewed several LCA studies of tires, including:

Life Cycle Assessment of a Car Tire. 2000. Continental AG.

2 Goal and ScopeThe intended application of this Product Category Rules (PCR) document is to give guidance for carrying out Environmental Product Declarations (EPD) for tires and to pinpoint the underlying requirements of the LCA pursuant to ISO standards that address appropriate environmental aspects of these materials. The user of this PCR will be manufacturers of new tires and other interested parties. This PCR is valid for

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tires used in passenger vehicles, trucks, off-the-road vehicles, motorcycles and aircraft as further described in Section 2.1.

This PCR addresses the cradle to end of life environmental impacts of tires and complies with ISO 14025, Environmental labeling and declarations – Type III environmental declarations – Principles and procedures. Additional information as shown under Section 6.2 is permitted. No life cycle stages are excluded with the exception of capital such as manufacturing machinery, and personnel impacts. Impacts reported in EPDs created using this PCR are only related to tires and shall not be used to compare to vehicle performance in other reported contexts beyond this PCR scope.

An EPD prepared under this PCR will present data that has been aggregated over the following life cycle stages: raw material acquisition and production, transport, use, and end of life.

Table 1. Tire product EPD types

EPD typeDeclared Unit or Functional Unit

Life Cycle Stages/Information modules

Reference Service Life (RSL)

Primary audience

Cradle to factory gate

Declared unit Modules A1-A3, C1-C4Not specified

Business-to-business (B to B)

Cradle to grave

Functional unitModules A1-A6, B1-B4, C1-C4

RSL is required

Business to business (B to B) and/orBusiness to consumer (B to C)

Comparability of EPD of tire products will be in accordance with the requirements for comparability as described in ISO 14025, Section5.6,

“Type III environmental declarations are intended to allow a purchaser or user to compare the environmental performance of products on a life cycle basis. Therefore comparability of Type III environmental declarations is critical. The information provided for this comparison shall be transparent in order to allow the purchaser or user to understand the limitations of comparability inherent in the Type III environmental declarations.

Type III environmental declarations not based on an LCA covering all life cycle stages, or based on different PCR, are examples of declarations that have limited comparability.”

2.1 Tire Sub-CategoriesTire categories definitions are provided to assist the user in identifying the most appropriate and applicable requirements within this global tire product category rules. If the intended tire market is not

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specifically represented by a category and region provided, the user may select the most representative region. All tires referenced in Sections 2.1.1 - 2.1.9 shall be in conformance with ISO TC 31 Standards.

If the tire has been developed for a specific vehicle, this information may be reported in Section 6.1 and the results may be additionally reported under Section 6.2 as supplemental information.

2.1.1 Passenger Car TireA pneumatic tire for power-driven vehicles having at least four wheels, used for the carriage of passengers, and designed to seat no more than nine persons. Typically these are vehicles classified in category M1 of the World Forum for Harmonization of Vehicle Regulations. This category, for example, includes passenger vehicles in North America designed to exceed 20 mph (32 km/h) and licensed for use on public roads (e.g. not golf cart tires).

2.1.2 Light Truck TireA pneumatic tire for power driven vehicles having at least four wheels used for the carriage of passengers and cargo (i.e. pick-up truck or light van). Typically, these are vehicles classified in category N1 or the smaller vehicles in category N2 of the World Forum for Harmonization of Vehicle Regulations.

Table 2. Gross Weight (metric tonnes) ranges for Vehicles in the Light Truck Category

China Europe Japan Korea Latin America North America

UN World Forum (N1) / Rest of World (ROW)

< 6 < 3.50 < 3.50 < 3.50 < 3.50 < 6.35 < 3.50

2.1.3 Pick-up and Delivery Truck TireA pneumatic truck used for local service or carriage of retail product. Typically, these are the larger vehicles classified in category N2 of the World Forum for Harmonization of Vehicle Regulations.

Table 3. Gross Weight (metric tonnes) ranges for Vehicles in the Pick-up and Delivery Truck Category

China Europe Japan Korea Latin America North America

UN World Forum (N2) / ROW

> 6 < 14 > 3.5 < 12 > 3.5 < 12 > 3.50 < 10 > 3.5 < 12 > 6.35 < 20

> 3.5 < 12

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2.1.4 Long Haul Truck TireA pneumatic tire for power driven vehicles with four or more wheels, used for carriage of cargo primarily on highways. Typically, these vehicles are classified in category N3 of the World Forum for Harmonization of Vehicle Regulations.

Table 4. Gross Weight (metric tonnes) ranges for Vehicles in the Long Haul Truck Category

China Europe Japan Korea Latin America North America

UN World Forum (N2) / ROW

> 14 > 12 > 12 > 10 > 12 > 20 > 12

2.1.5 Regional/City Truck TireA pneumatic tire for power driven vehicles with four or more wheels, used for carriage of cargo on both highways and improved intra city roads. Typically, these vehicles are classified in category N3 of the World Forum for Harmonization of Vehicle Regulations.

Table 5. Gross Weights (metric tonnes) ranges for Vehicles in the Regional / City Truck Category

China Europe Japan Korea Latin America

North America

UN World Forum (N3) / ROW

> 14 > 12 > 12 > 10 > 12 > 20 > 12

2.1.6 Mixed Service Truck TireA pneumatic tire for power driven vehicles with four or more wheels, used for carriage of cargo on and off improved roads. Typically, these vehicles are classified in category N3 of the World Forum for Harmonization of Vehicle Regulations.

Table 6. Gross Weights (metric tonnes) ranges for Vehicles in the Mixed Service Truck Category

China Europe Japan Korea Latin America North America

UN World Forum (N3) / ROW

> 14 > 12 > 12 > 10 > 12 > 20 > 12

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2.1.7 Motorcycle TireA pneumatic tire designed for a two or three wheeled vehicle powered by a motor. Typically these vehicles are classified in Category L of the World Forum for Harmonization of Vehicle Regulations.

2.1.8 Off-the-Road TireA pneumatic tire designed for heavy equipment intended primarily for use off improved roads, such as for construction and mining applications. Typically these vehicles are classified in Category G of the World Forum for Harmonization of Vehicle Regulations.

2.1.9  Aircraft TireA pneumatic tire designed for use on aircraft for landing, takeoff and taxiing.

2.2 System FunctionThe function of a tire is to provide friction between the ground and a vehicle to facilitate a vehicle’s safe movement. A tire is a ring-shaped covering that fits around the rim of a wheel and also serves to protect the wheel from use, improve a vehicle’s acceleration, braking performance, driving performance and reduce the shock caused by surface irregularities. In this PCR, the term “new pneumatic tires” does not include retreaded tires. Tire retreading may be included as additional information for commercial tires but only includes the retreading portion when originating from a new casing, and not the existing casing itself, as described in Section 9.3.

This PCR uses functional and declared units, depending on the scope of the EPD. Section 3.1 discusses these units and defines them for the tire product category.

2.3 Definitions and Acronyms

For the purposes of this document, the following definitions and acronyms apply:

Driving CycleDriving cycles are standardized driving conditions that duplicate the driving behavior and conditions experienced by a person operating a vehicle. Drive cycles are produced by different countries and organizations to assess vehicle performance attributes, such as fuel consumption and polluting emissions.

DU Declared UnitQuantity of a product for use as a reference unit in an EPD, based on LCA, for the expression of environmental information based on one or more information modules.

Example: mass (kg); volume (m3) [modified from ISO 21930]

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Drive tireDrive-axle tires are the tires mounted and installed on the powered axle(s) of a commercial vehicle. May be used in conjunction with steer and trailer tires on commercial trucks.

ELT End-of-Life TireA tire that can no longer be used for its original purpose; all tires including passenger car, truck, aircraft, motorcycle and off-road tires result in ELTs.

ETRMA European Tyre & Rubber Manufacturers’ Association

ETRTO European Tyre and Rim Technical Organisation

Feedstock EnergyHeat of combustion of a raw material input that is not used as an energy source to a product system, expressed in terms of higher heating value or lower heating value [ISO 14044].

FU Functional UnitQuantified properties of a tire for use as a reference unit description in an EPD based on LCA [ISO 21930].

Information Module Compilation of data to be used as a basis for a Type III Environmental Declaration, covering a unit process or a combination of unit processes that are part of the life cycle of a product [ISO 21930].

ISO International Organization for Standardization

JATMAJapan Automobile Tyre Manufacturers Association

KOTMAKorea Tire Manufacturers Association

LCA Life Cycle AssessmentCalculation and evaluation of the inputs, outputs and the potential environmental impacts of a product system throughout its life cycle [ISO 14040].

LCI Life Cycle InventoryPhase of life cycle assessment involving the compilation and quantification of inputs and outputs for a product throughout its life cycle [ISO 14040]

LCIA Life Cycle Impact AssessmentPhase of life cycle assessment aimed at understanding and evaluating the magnitude and significance of the potential environmental impacts for a product system throughout the life cycle of the product [ISO 14040]

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LHV Lower Heating ValueThe amount of heat released by combusting a specified quantity of fuel (initially at 25°C or another reference state) and returning the temperature of the combustion products to 150°C. The lower heating value (LHV) (net calorific value (NCV) or lower calorific value (LCV)) is determined by subtracting the heat of vaporization of the water vapor from the higher heating value. This treats any H2O formed as a vapor. The energy required to vaporize the water therefore is not released as heat.

LHV calculations assume that the water component of a combustion process is in vapor state at the end of combustion, as opposed to the higher heating value (HHV) which assumes that all of the water in a combustion process is in a liquid state after a combustion process.

PM10 Particulate matter < 10 μm PM2.5 Particulate matter < 2.5 μm

The term "particulate matter" (PM) includes both solid particles and liquid droplets found in air. Many manmade and natural sources emit PM directly or emit other pollutants that react in the atmosphere to form PM. Particles less than 10 micrometers in diameter are called (PM10). Particles less than 2.5 micrometers in diameter are termed (PM2.5) and are sometimes referred to as "fine" particles.

Process EnergyEnergy input required for operating the process or equipment within a unit process, excluding energy inputs for production and delivery of the energy itself [ISO 14044].

Product Category Group of products that can fulfill equivalent functions [ISO 14025].

RACRubber Association of Canada

RECICLANIPBrazilian tire collection and recycling association

Regrooved tireProcess that extends the life of a tire by carving out the rubber in the grooves of a tire to create additional tread. Often performed before retreading and lowers a tire’s profile thickness and reduces rolling resistance.

Retreaded tireRetreading also known as "recapping," or "remolding" is a re-manufacturing process for tires that replaces the tread on worn tires. Retreading is the process whereby partly-worn tires, receive an additional tread in order to extend their useful service life. It also includes modifying other parts of the tire, such as the outermost sidewall surface or the protective ply. In this PCR, retreading impacts shall only be considered for commercial truck tires and are optionally reported in supplemental information.

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RMARubber Manufacturers Association

RSL Reference Service LifeService life of a product which is known to be expected under a particular set, i.e. a reference set, of in-use conditions and which may form the basis of estimating the service life under other in-use conditions

RR Rolling resistanceSometimes called rolling friction or rolling drag, rolling resistance is the force resisting motion when a tire rolls on a surface. It is mainly caused by non-elastic effects in that not all energy needed for deformation or movement of the tire is recovered when the pressure is removed.

RRc Rolling resistance coefficientThe ratio of the rolling resistance to the load of the tire expressed in Newtons and the load in Kilonewtons. The coefficient is dimensionless.

Steer tireSteer tires are the front two tires on a commercial truck and used to steer the vehicle.

Specific dataData representative of a product, product group or construction service, provided by one supplier

Trailer tireTrailer axle tires are mounted and installed on non-powered axles of the trailer of a commercial vehicle. The same tread design is often used for the drive tires and trailer tire.

TRWP Tire and road wear particlesTire and road wear particles (TRWP) are a complex mixture of rubber, with both embedded asphalt and minerals from the road pavement, emitted from the wearing of tires and pavement.

Type III Environmental Declaration, Environmental Product Declaration (EPD)Providing quantified environmental data using predetermined parameters and, where relevant, additional environmental information [ISO 14025].

Unit Process Smallest portion of a product system for which data are collected when performing a life cycle assessment.

UTQGUniform Tire Quality Grading. Established in the US by the National Traffic Safety Administration (NHTSA) in 49 CFR 575.14. A UTQG rating consists of a treadwear grade, traction grade, and temperature grade.

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Wear LossFor this PCR, wear loss is the weight of tread expected to be lost due to the friction between the tire and road surface and is measured as the mass of tread compound above the treadwear indicators on the tire. The assumption is the tire is completely worn down to the treadwear indicator before it is replaced.

2.4 Description of company/organization and product

2.4.1 Description of company/organization The EPD will set forth the name of the manufacturing company/organization as well as the place(s) of production. The EPD may include general information about the company/organization, such as the existence of quality systems, according to ISO 9001, or environmental management systems, according to ISO 14001 or any equivalent recognized standard, or any other management system in place.

2.4.2 Description of product and technical descriptionThe EPD will provide a brief narrative description of the product in a manner that enables the user to clearly identify the product.

2.4.3 Product identificationProduct identification by brand name, by model name, and by simple visual representation, which may be by photograph or graphic illustration. Commercial tires shall be identified by steer, drive, or trailer position.

2.4.4 SpecificationsTire specifications shall be provided according to the following designation using appropriate references from Tire and Rim Association (TRA), European Tyre and Rim Technical Organization (ETRTO), Tire and Rim Association of Australia (TRAA), Japan Automobile Tyre Manufacturer’s Association (JATMA), Korea Tire Manufacturers Association (KOTMA), Associacao Latino Americana de Pneus e Aros (ALAPA), South African Bureau of Standards (SABS), or ISO product specification (ISO TC 31), including pertinent physical properties and technical information.

Tire designation:

Tire size Tire mass Intended use as identified in Tire Sub-Categories, Section 2.1 Nominal section width Aspect ratio Fabric carcass construction (e.g. 1 ply, 2 ply, polyester, nylon, etc.)

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Rim diameter Load index Speed rating Applicable mandatory market labeling

2.4.5 Flow diagramA graphical depiction of a flow diagram illustrating main production processes according to the scope of the declaration.

2.4.6 Performance standardsProduct performance reported for this PCR shall be based upon testing and labeling to the requirements of the standards listed in Table 7. As this list is non-exhaustive, if your region is not identified please indicate any additional relevant performance standards not already included in this list.

Table 7. Relevant performance standards – non-exhaustive list

Region RRc Standards Labeling Regulations Performance Standards for Sale in Market

North America

ISO 28580:2009

as regionally modified to account for local calibrations

US: National Highway traffic Safety Administration 49 CFR Part 575

Canada: Motor Vehicle Tire Safety Regulations (SOR-2013-198) (reason – Canada requires a National Safety Mark on tires, also referred to as the Maple Leaf)

Speed Rating (UTQG 575.104)Temperature Rating (UTQG 575.104)Endurance Testing (FMVSS 571.139, FMVSS 571.109, and FMVSS 571.119)UTQG Wear Testing (FMVSS 575.104)Bead Unseat Test (FMVSS 571.109)Plunger Test (FMVSS 571.109) Dimensions (FMVSS 571.109, FMVSS 571.139) High Speed (FMVSS 571.109, FMVSS 571.139, and FMVSS 571.119 certain tires

Europe

ISO 28580:2009UN Regulation 117 Annex 6 respectively EU Regulation 1222/2009 + amendments

EU Regulation 1222/2009 + amendments

Reg. (EC) No 1222/2009 Regulation (EC) No 661/2009 UNECE Regulation 117.02

Japan

ISO 28580:2009

as regionally modified to account for local calibrations

JATMA tyre grading system based on both the tyre RR and Wet Grip performance

R117Japan Grading ISO28580-2009

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Korea

ISO 28580:2009

as regionally modified to account for local calibrations

Tire Efficiency Rating System

(Energy Use Rationalization Act (Act No. 12298, Jan. 21, 2014))

Automotive tire energy efficiency measures, grade standard and labeling regulation (Notification No. 2014-227 of The Ministry of Industry, Trade and Energy, Nov. 25, 2014)

The Safety Standards for Industrial Products subject to safety self-assurance(Notification

No. 2013-249 of Korean Agency for Technology and Standards, Aug. 8, 2013) Annex 13 (Automobile tyres)

China

ISO 28580:2009

as regionally modified to account for local calibrations

N/AChina GB/T29040-2012 ISO 28580-2009Taiwan CNS 15388 ISO18164

Latin America (including Mexico)

ISO 28580:2009

as regionally modified to account for local calibrations

Brazil: Ministry of Development, Industry and Foreign Trade Regulation No. 544

N/A all other Latin American countries

Reg. (EC) No 1222/2009 Regulation (EC) No 661/2009 UNECE Regulation 117.02

Speed Rating (UTQG 575.104)Temperature Rating (UTQG 575.104)Endurance Testing (FMVSS 571.139, FMVSS 571.109, and FMVSS 571.119)UTQG Wear Testing (FMVSS 575.104)Bead Unseat Test (FMVSS 571.109)Plunger Test (FMVSS 571.109) Dimensions (FMVSS 571.109, FMVSS 571.139) High Speed (FMVSS 571.109, FMVSS 571.139, and FMVSS 571.119 certain tires)

Rest of World

ISO 28580:2009

as regionally modified to account for local calibrations

N/A N/A

2.4.7 Reference Service LifeThe reference service life will be set using individual manufacturer’s confidential/proprietary regimented testing system. The reference service life is discussed in more detail in Section 3.2.3.

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3 Requirements for the Underlying LCA

3.1 Functional and declared unitsThe functional unit of a product provides the quantitative normalization for comparing products of equivalent function (functional unit) or equivalent specification (declared unit). A functional unit serves as the reference unit upon which the LCA study is performed and the results are presented inaccordance with the ISO 14040 standard. For declarations covering the complete life cycle, a functional unit is defined. Where there is an applicable standard, that standard will be referenced per Section 2.4.6.

For declaration and reporting purposes only, it is acceptable to report the functional and declared units and LCA results in SI units.

The declared and functional units for the various applications are provided in Table 8.

Table 8. Functional and declared units*

Tire type Declared Unit(cradle-to-gate + grave)

Functional Unit**(cradle-to-grave)

Passenger car n/a

1 tire driven 1,000 km (modules A1 – C4)

Light truckn/a

1 tire driven 1,000 km (modules A1 – C4)

Medium/heavy truck Pick-up and Delivery Regional and City Long Haul Mixed Service

n/a1 tire driven 1,000 km***

(modules A1 – C4)

Off-road 1 tire (modules A1 – A3, C1 – C4) n/a

Motorcycle 1 tire (modules A1 – A3, C1 – C4) n/a

Aircraft 1 tire (modules A1 – A3, C1 – C4) n/a

*See Section 3.2 for information module definitions** Assuming intended use and maintenance for safe distance traveled

*** For medium/heavy trucks, the functional unit includes steer, drive, and trailer tires with number of retreads indicated and retreading impacts according to Section .

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3.2 System boundaries The tire life cycle is broken into the various “information modules” shown in Figure 1 and further clarified in Figure 2. Each information module is described in more detail in the following sub-sections.

Figure 1. Tire life cycle system boundaries

Product Stage Mounting Stage Use Stage End of Life Stage

Raw

Mat

eria

l Sup

ply

A1

Tran

spor

t

A2

Man

ufac

turin

g

A3

Tran

spor

t

A4

Inst

alla

tion

A5U

seB1

Mai

nten

ance

B2

Repa

ir

B3

Retr

eadi

ng

B4

Rem

oval

C1

Tran

spor

t

C2

Was

te P

roce

ssin

g

C3

Disp

osal

C4

Tran

spor

t

A6

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Figure 2. Tire life cycle system information modules

System Boundary and Information Modules

Raw

Mat

eria

l Su

pply

(A1)

Natural Resource ExtractionMinerals

Metal OresFossil energy

sourcesRubberWater

Land Use

Raw Material Processing

Synthetic rubber, Natural rubber, Steel, Textiles, Silica, Carbon

black, Chemicals, including other

fillers , plusPackaging materials

Man

ufac

turin

g(A

3)

Tran

spor

t(A

2)

Tire Manufacturing

Material preparation

(Mixing, Calendaring,

Extrusion, etc.)Assembly

Curing Finishing

Inst

alla

tion

(A5)

Installation onto vehicle

and transport

from vehicle manufacturer (Out of

Scope)

Tran

spor

t(A

4)

Use

(B1)

Vehicle Operation

(Fuel consump-

tion, TRWP,

emissions)

Mai

nten

ance

(B2)

Inflation,Rotatio,n,

etc(Out of Scope)

Repa

ir (B

3)

Patching &

Plugging (Out of Scope)

Retr

eadi

ng(B

4)

Retreading,

(Supplemental: retreadi

ng process

and retread vehicle

Operation)**

Rem

oval

(C1)

Tire removal,On-site sorting

Tran

spor

t(C

2)

Was

te P

roce

ssin

g (C

3)

Shredding(Out of Scope)

Disp

osal

(C4)

Landfill, Incinerat

ion

Recycling at End of Life

Product Stage Mounting Stage Use Stage End of Life Stage

Capital Equipment Manufacture Personnel Impacts Vehicle and Rim

Production

Out of Scope

Tran

spor

t(A

6)

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3.2.1 Product Stage (A1, A2, and A3)The product stage is a set of information modules required to be included in all EPDs. Together, these represent the cradle-to-gate impacts of a tire. As illustrated in Figure 1 it includes the information modules A1 to A3. The system boundary with nature is set to include those processes that provide the material and energy inputs into the system and the following manufacturing, and transport processes up to the factory gate as well as the processing of any waste arising from those processes.

In the case of input of secondary materials or energy recovered from secondary fuels, the system boundary between the system under study and the previous system (providing the secondary materials) is set where outputs of the previous system, e.g. materials, products or energy, reach the end-of-waste state. In other words, the processing of waste (materials or energy) from another product system counts towards the studied product system when the waste is used as a material or energy input.

Flows leaving the system at the end-of-waste boundary of the product stage (A1-A3) shall be allocated as co-products. Loads and benefits from allocated co-products shall not be declared. If such a co-product allocation is not possible, other methods may be chosen and shall be justified. Therefore, as a general rule, potential loads or benefits from the product stage do not appear. In other words, waste flows allocated to co-products don’t show up as ‘credits’ or ‘burdens’ to the product system being studied.

At the discretion of the LCA practitioner, modules A1, A2, and A3 may be summed together and reported as a group, rather than as distinct modules.

3.2.1.1 Raw material supply (A1)

The raw material supply module (A1) includes the provision of all raw materials and energy and includes waste processing or disposal of final residues during the material acquisition stage. It also includes all flows related to electricity generation of all processes in the product stage. However, production of capital goods, infrastructure, production of manufacturing equipment and personnel-related activities are not included.

The raw material supply stage will account for:

Extraction and processing of raw materials (e.g., mining and refining processes) and biomass production and processing (e.g., agricultural or forestry operations);

Reuse of products or materials from a previous product system (i.e., recycled tire); Processing of secondary materials used as input for manufacturing the product (e.g. recycled),

but not including processes that are counted as waste processing in a previous product system; Generation of electricity, steam and heat from primary energy resources, also including their

extraction, refining and transport;

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Energy recovery and other recovery processes from secondary fuels, but not including processes that are counted as waste processing in a previous product system;

Transportation up to the factory gate and internal transport; Production of ancillary materials or pre-products (i.e., lubricants); Waste processing or disposal, including any packaging waste.

3.2.1.2 Transport (A2)

The transport module (A2) includes the transportation of raw materials to manufacturing.

3.2.1.3 Manufacturing (A3)

The manufacturing module (A3) includes the manufacturing of raw materials into the finished tire. This includes all materials, products, and energy and includes waste processing or disposal of final residues during the product stage. However, production of capital goods, infrastructure, production of manufacturing equipment and personnel-related activities are not included. HVAC (heating, ventilation, and air conditioning), artificial lighting and transport within the manufacturing site will only be considered if they do not meet the cut-off criteria discussed in Section3.4.

The manufacturing will account for:

Generation of electricity, steam and heat from primary energy resources, also including their extraction, refining and transport;

Energy recovery and other recovery processes from secondary fuels, but not including processes that are counted as waste processing in a previous product system;

Internal transport; Production of ancillary materials or pre-products (i.e., lubricants); Manufacturing of products and co-products; Manufacturing of packaging; Waste processing or disposal, including any packaging waste.

3.2.2 Mounting Stage (A4, A5, and A6)These modules include transport of the tire to a customer such as a vehicle manufacturer (A4), installation onto the vehicle (A5), and then transport of the assembled product to the consumer (A6). Modules A5 and A6 are out of scope and shall not be considered. Primary data should be used to model impacts for module A4, when available. In the absence of primary data, the following transportation modes and distances shall be used by region.

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3.2.3 Use Stage (B1, B2, B3, and B4)The use stage (B1, B2, B3, and B4) includes the information modules covering the period from the handover of the tire until it reaches its end-of-life. The duration of the use stage is dependent on the reference service life.

The use stage includes the use of tire products, and services in their proper function. Maintenance, repair, and retreading were considered in the development of this PCR and details on their inclusion/exclusion are discussed below.

The reference service life (RSL) of a tire is based on several types of tests to ensure the safety, durability, and mileage of the product. Each company should use their own confidential/proprietary regimented testing scheme to set what the RSL is for their tire, plus any regulatory required tests applicable to the intended market. The results from the testing scheme are to be evaluated by the company and a decision made, using engineering judgment, to set the safest and most competitive RSL conveyed in mileage wear out of the tire (example: mileage warranty or guarantee). The specified mileage should be determined for the intended market indicated in the EPD. Each company is to generally describe the type(s) of tests utilized to determine the RSL including the testing type and which may also include information such as the severity of the test, etc. Example test types include:

Laboratory abrasion testing of the tread compound Wheel testing of the tire for durability Road test of the tire for wear evaluation Loaded static & dynamic footprint Cut & chip

Retreading and regrooving as specified in Section may be included as optional reporting.

3.2.3.1 Use (B1)

The use module (B1) includes the portion of fuel/energy consumed and operational emissions of a representative vehicle on which the tire is used according to specific calculation methods for each tire sub-category outlined in Section 5.1. No other vehicle impacts shall be included. Additionally, the tire contribution from tire and road wear particles shall be reported according to the calculation methods outlined in Section 5.3. Abrasion particles attributable to other systems (e.g. brakes, road particles, and other vehicle parts) are explicitly excluded from consideration.

3.2.3.2 Maintenance (B2)

The maintenance module (B2) includes tire cleaning, inspection, inflation, rotation, balancing, and alignment. Impacts from maintenance are considered outside the scope of this PCR.

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3.2.3.3 Repair (B3)

The repair module (B3) includes repair of the tire over the reference service life. This includes routine patching and other standard repair processes. Impacts from repair are considered outside the scope of this PCR.

3.2.3.4 Retreading (B4)

If a commercial tire is designed for retreading and regrooving, the optional module (B4) includes retreading of the tire during an extended reference service life. Retreading and regrooving impacts shall be considered only for commercial (medium and heavy truck) tires if primary data for retreading are available. Retreading is available for optional reporting and shall only be reported under supplemental information presented in Section 6.2 per the requirements in Section .

3.2.4 End-of-life Stage (C1, C2, C3, and C4)The end-of-life stage of the tire product starts when it is removed from the vehicle and does not provide any further operational function. The end-of-life stage begins at the end of the reference service life.

3.2.4.1 Removal (C1)

The removal module (C1) includes the removal of the tire from the vehicle, including on-site sorting of materials.

3.2.4.2 Transport (C2)

The waste transport module (C2) includes the transportation of the tire to the end-of-life processing facility, such as a landfill or recycling center.

3.2.4.3 Waste processing (C3)

The waste processing module (C3) includes the waste processing of material flows intended for reuse, recycling and energy recovery. Waste processing for recycling and energy recovery typically involves shredding. Due to cut-off rules in this PCR, impacts are not reported for this module.

3.2.4.4 Disposal (C4)

The waste disposal module (C4) includes physical pre-treatment and management of the disposal site as well as impacts from landfilling and incineration (without energy recovery). Environmental loads (e.g., emissions) from waste disposal in Module C4 are considered part of the product system under review, according to the “polluter pays principle”.

To model disposal pathways, use the most recent available Tire ELT market data as published by the Tire Industry representative association (e.g. ETRMA, JATMA, RMA, KOTMA, ALAPA, CNIH, and RAC). The reference year and disposal pathways shall be indicated. If no market data are available for the specific region, use the following guidelines per the estimated recovery rate level below:

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High Estimated Recovery Rate: 60% incineration with energy recovery, 30% Material Reuse, 10% Landfill

Medium Estimated Recovery Rate: 30% incineration with energy recovery, 20% Material Reuse, 50% Landfill

Low Estimated Recovery Rate: 10% incineration with energy recovery, 10% Material Reuse, 80% Landfill

3.3 Aggregation of Information Modules

The indicators declared in the individual information modules of a product life cycle A1 to A3 may be aggregated. Information modules B1 to B4, and C1 to C4 as described in Figure 1 shall not be aggregated into a total or sub-total of the life cycle stages A, B, or C but must be reported as separate information modules

3.4 Cut-off rules A process or activity that contributes no more than 1% of the total mass and 1% of the total energy use may be omitted from the inventory analysis for any particular module, except that: Omissions of any material flows that may have a relevant contribution to the selected impact categories of the products underlying the Environmental Declaration will be justified, if applicable, by a sensitivity analysis.

The sum of the excluded material flows must not exceed 5% of mass, energy or environmental relevance.

3.5 Allocation rules In a production process where more than one type of product is generated, it is necessary to allocate the environmental impacts (inputs and outputs) from the process to the different products in order to obtain product-based inventory data. Allocation rules should reflect the goal of the production process. For production of tire products, when allocation cannot be avoided, the preferred allocation rule is that allocation be carried out according to mass. For additional information, see ISO 14044 Section 4.3.4.

When allocation is used, aspects such as economic conditions will be considered to determine if other allocation criteria would be more appropriate or lead to deviating results. A sensitivity analysis should be initiated if a deviation of greater than 10% is foreseen. Different data sets will be documented and reported, if different allocation options are relevant.

3.6 Transportation Allocation associated with transport will be based on weight or volume, as appropriate for realistic modeling.

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4 Data, Calculation and Reporting requirements

4.1 Data sourcesPrimary data shall be collected by the manufacturer of the tire. It shall include the location of the manufacturer, the quantity and source location of all materials and energy used to manufacture the product, any emissions to air and water, any waste produced and how it is managed (e.g. recycled, landfill, incineration) and the distance traveled to disposal.

When developing the LCIA for the purpose of publishing an EPD, companies shall seek primary data from first tier suppliers where available. Only when primary data is not available may secondary data sources be used. Where secondary data is used, the most relevant data shall be used, in the following order of preference, from most to least desired: same locality> global> other locality. Where properly reviewed U.S. LCI database sets or EU ELCD or other national or regional datasets are available, they shall be used for national data.

The LCIA shall disclose the percent of the technosphere flows that are primary data. When secondary data are used, they shall be documented as to the name of the database and the age of the data. If consensus data is used for primary materials, it shall be documented. As a matter of principle, consistent and equivalent generic data shall be used, such as for background processes to support comparability of results. Data sets taken from databases (i.e., sources that are not specific data from the manufacturer) shall be identified as such in the Background Report, including the source and the year at which the dataset was last updated or pre-verified. The representativeness of the datasets with respect to time, location, and technology shall be documented, and deviations from the actual time, location, and technology relevant to the product shall be disclosed.

All data sources shall be specified, including database and year of publication (reference). Sources of data for transport models and thermal energy production shall be documented. Any changes or alterations to information from the LCI libraries in the LCA software shall be documented with the reasons for making the alteration. For example, if the EU electric grid information on a substance from the EU ELCD was replaced by the average US electric grid information to make it relevant, then this action shall be documented.

The specific requirements (e.g. temporal, geographic, and technological quality) and handling of data gaps shall be documented according to ISO 14044. The representativeness of the data used shall be discussed. When data from comparable processes must be used to cover gaps, the technological similarity shall be documented. Handling of data gaps and the use of data models shall be explained.

Data quality requirements shall be treated according to the provisions of ISO 14025 and ISO 14044:2006, Section 4.2.3.6.

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4.2 Period under considerationAll foreground technosphere data shall be primary data, collected over the most recent calendar year of operation or measurement year where the start date is not more than two years prior. The measurement dates shall be disclosed in the LCA study. If primary data for more than one location is averaged for a unit process, a sensitivity analysis shall be performed using a plus or minus one standard deviation.

4.3 TransportTransportation distances and methods shall be documented, as far as they are relevant. In addition, the average hauling distance for the distribution chain in the specific region or country can be used.

4.4 Recycled waste streamsRecycling and recycled content shall be modelled using the cut-off rule, also known as the recycled content rule. All materials recycled from unit processes (including those sent to energy recovery) are considered to have left the system boundary. Recycled content can only be modelled in the system where there is primary data showing that the percent of recycled content was specified in the purchase of materials. Where the product system has specified recycled content, all the environmental burdens of recycling shall be included in the raw material portion of the inventory. The impact of recycling shall be calculated from the point of discard, either at the discarding facility or at the waste management center. Captive recycling is within the system boundary.

Where the manufacturer has an active recycling program in place for the replacement of the product, that information may be used for the product, but only to the extent which the manufacturer’s program actually recycles tires. For example, if the manufacturer produces 100,000 tires per year, and recycles 10,000 tires per year, then the 10,000 tires are removed from the life cycle waste calculations, and the 90,000 tires are modelled in accordance to the average disposal pathway for tires in a region (e.g. landfill or incinerator).

4.5 Renewable energyWhere the unit process is powered by methane from solid waste or wastewater, wind, biomass, hydro or solar power and no electricity leaves the facility (i.e. the system is not linked to a grid), renewable electricity produced from wind or solar may be accounted for within the system boundary.

If “green” power is used from outside the facility, it must be specified separately and not reported in inventory or impact assessment results. If there is a transparent path, such as in the EU, where chain of custody of green power can be traced by kWh and origin (not just CO2e attributes), these certificates may be reported as additional information but not used in LCI or LCIA calculations. Certificates must be available for the entire period of EPD validity. If certificates cannot be provided for the full 5 years when

26

issuing the EPD, the program operator must request the certificates for the preceding 5 years in order to extend the Declaration

CO2 credits shall be specified separately and not reported in inventory or impact assessment results. There shall be clear delineation between the product life cycle impacts and then any carbon offsets or credits used to mitigate this impact. If there is a transparent path where chain of custody of green power can be traced by kWh and origin (not just CO2e attributes), this information may be reported as additional information.

CO2 certificates shall not be included in the Life Cycle Assessment but may be reported separately, apart from LCA results.

4.6 Electricity gridThe following applies in selecting the power mix:

For the United States, regionally specific inventory data on electricity shall be based on subnational consumption mixes that account for physical power trade between the regions. If such regional data are not available, production mixes of the three continental interconnections (East, West, and Texas) as well as those of Hawaii and Alaska may be used. The sources for electricity and the calculation procedure shall be documented.

On-site renewable electricity sources, when directly used by a facility to offset grid electricity purchases, may be included in calculations.

For other regions than the United States, country-specific processes shall be used provided they are representative. For production facilities in several European countries, the applicable power mixes shall be assessed specifically for each country or combined, weighted by production volumes in the respective countries.

Credits may not be applied to LCA baseline when “green” power certificates are used, but certificates may be reported in Additional Environmental Information. Green power certificates must be available and provided to the EPD Program Operator for the entire period of EPD validity

4.7 Impact and inventory resultsTable 9 through Table 15 presents the selected impact categories, energy and resource inventories to be reported for each reported information module in the EPD. In North America, all impact categories shall be calculated using the TRACI 2.1 set of impact assessment methods. For European markets, impact categories shall be calculated using the ILCD impact assessment methods.1 Additional environmental

1 As of 2015, this ensures consistency with the EC Product Environmental Footprint (PEF) guidelines: “COMMISSION RECOMMENDATION of 9 April 2013 on the use of common methods to measure and communicate the life cycle environmental performance of products and organisations” EU Recommendation (2013/179/EU) - http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2013:124:0001:0210:EN:PDF

.

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impacts recommended by ILCD may be reported as additional environmental information.

For all other regions, the CML methodology from the University of Leiden shall be used. Table 12 through Table 15 present the selected energy and resource inventories to be reported in the EPD for each region.

Particulate matter in the form of PM10 and PM2.5 generated during the product use phase shall be reported as a separate inventory element and is calculated based on equations provided in Section 5.3.

Table 9. Impact categories (TRACI)

Impact category Unit Source Global Warming Potential kg CO2 equiv

US EPA TRACI v2.1 (Tool for the Reduction and Assessment

of Chemical and Other Environmental Impacts)

Acidification Potential kg SO2 equivEutrophication Potential kg N equivSmog Creation Potential kg O3 equivOzone Depletion Potential kg CFC-11 equivFossil Depletion Potential MJ surplus

Table 10. Impact Categories (ILCD)

Impact category Method Unit Source Global Warming Potential IPCC 2013,

GWP100akg CO2 equiv EU Recommendation

2013/179/EU Recommended per ILCD v1.0.6Acidification Potential Accumulated

Exceedance (Seppala et al. 2006, Posch et al, 2008)

kg SO2 equiv

Eutrophication Potential Accumulated Exceedance (Seppala et al. 2006, Posch et al, 2008)

kg PO4 equiv

Smog Creation Potential 1999 WMO assessment

kg O3 equiv

Ozone Depletion Potential LOTOS-EUROS (Van Zelm et al,

kg CFC-11 equiv

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2008) as applied in ReCiPe

Abiotic depletion potential for mineral, fossil, and renewable resources

CML 2002 (Guinee et al, 2002)

kg Sb equiv

Abiotic depletion potential for fossil resources

CML v 4.2, April 2013

MJCML v 4.2, April 2013

Table 11. Impact Categories (CML)

Impact category Unit Source Global Warming Potential kg CO2 equiv

CML v 4.2, April 2013

Acidification Potential kg SO2 equivEutrophication Potential kg PO4 equivSmog Creation Potential kg C2H4 equivOzone Depletion Potential kg CFC-11 equivAbiotic depletion potential for fossil resources

MJ

Abiotic depletion potential for non-fossil resources

kg Sb equiv

Table 12. Emission inventories

Category Unit Source Particulate Matter (PM10) [kg] LCI resultsParticulate Matter (PM2.5) [kg] LCI results

4.7.1 Parameters Describing Resource UseThe following parameters derived from the LCI describing resource use shall be calculated and assigned to the declared or functional unit of product.

Table 13. Life Cycle Inventory Analysis parameters describing the use of resources

Use of RENEWABLE primary energy excluding the RENEWABLE primary energy used as raw materials

MJ, net calorific value (LHV)

Use of RENEWABLE primary energy resources used as raw MJ, net calorific value

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materials

Total use of RENEWABLE primary energy (primary energy and RENEWABLE primary energy resources used as raw materials

MJ, net calorific value

Use of NON-RENEWABLE primary energy excluding the NON-RENEWABLE primary energy resources used as raw materials

MJ, net calorific value

Use of NON-RENEWABLE primary energy resources use as raw materials

MJ, net calorific value

Total use of NON-RENEWABLE primary energy (primary energy and NON-RENEWABLE primary energy resources used as raw materials)

MJ, net calorific value

Use of fresh water resources m3

Secondary fuels are all combustible materials which were recovered from a previous use or from waste from a previous product system and are used as fuel in a following product system.

4.7.2 Other Environmental Information Describing Different Waste Categories and Output Flows The following parameters derived from the product LCI describing different waste categories and output flows shall be calculated and assigned to the declared or functional unit of product.

Table 14. Life cycle inventory analysis parameters describing various waste categories

Disposed-of hazardous waste kg

Disposed-of non-hazardous waste kg

Table 15. Life Cycle Inventory parameters describing output flows

Components for reuse kg

Materials for recycling kg

Materials for energy recovery kg

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Exported electrical energy (waste to energy)MJ, net calorific value

per energy carrier

Exported thermal energy (waste to energy)MJ, net calorific value

per energy carrier

The above parameters quantify the material flows once they have both reached the End-of-waste State and left the System Boundary. The “materials for energy recovery” parameter does not include materials for waste incineration. Waste incineration is regarded as a waste processing process and remains within the System Boundary.

5 Use Stage CalculationsWhile tires do not directly consume any energy, tire performance will affect the energy consumed by the vehicle on which a tire is used. To address this, the use phase energy calculations in this PCR are based on the tire rolling resistance coefficient, relevant tire load, assumed vehicle efficiency or fuel consumption, and number of mounted tires.

This section provides the concepts and framework for calculation of use-phase energy consumption and emissions of tires for the period in which a vehicle is in operation. Two different approaches are outlined; Section 5.1 details the calculations for all regions except Japan and Section 5.2 outlines the calculations for the Japanese region.

The use-phase energy consumption calculation determines the amount of energy used and emissions produced by a tire of the reference service life of the specific tire module. To allow meaningful comparisons, these calculations assume proper tire rotation, alignment on vehicle, and specification pressure is maintained throughout the tire lifetime.

Generic operational models have been developed to balance sufficient detail to provide for meaningful comparisons between tires with different performance characteristics with the need to streamline the process to allow calculation of use-phase energy consumption with a reasonable amount of effort.

The use-phase energy and emissions calculation procedures account for the contributions of tires to vehicle energy consumption as well as tire abrasion that occurs during a tire’s use stage. The results allow comparison, once incorporated into the life cycle assessment, of the environmental impact of different tires.

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5.1 Use phase energy calculation guidelines: All regions except Japan

The energy consumption of a tire, given in MJ of fuel per tire, can be calculated according to the following equations (Equation 1 - Error: Reference source not found) and is directly related to the tire’s rolling resistance coefficient (RRc). Ultimately these calculations will need to be reported in terms of the functional units listed in Section 3.1, Table 8. This approach is applicable for all markets with the exception of Japan, which is outlined in Section 5.2.

Total EnergyConsumption=EnergyConsumptionRelated ¿RR(MJ fueltire )+EnergyConsumptionRelated ¿ Acceleration Resistance (MJ fueltire )Equation 1. Total Energy Consumption Attributable to Tire

EnergyConsumption Related ¿ RR(MJ fueltire )=RRcnew∗[1−(RRcloss%2 )]∗( Relevant Tire Load¿Tires¿

support Load¿)∗Lifetime tire∗gEff vehicle

*

1000mkm

∗1 J

( kg∗m2s2 )∗1MJ

106 J

Equation 2. Energy Consumption Equation (Rolling Resistance Contribution)

For this calculation, the following parameters are needed:

Rolling Resistance o RRcnew is a measured tire parameter from ISO 28580 given in Section 2.4.4 (kg/t)o RRcloss% = 20%

Mileageo Lifetimetire - the lifetime tire mileage corresponding to the RSL (km)

Relevant Tire Load o Function of tire load index and vehicle weight; refer to Section 5.1.2.1 and Table 17 for

Passenger Car and Light Truck Vehicle Weights and Section 5.1.2.2 for Medium/Heavy Truck calculations (metric tons)

# tires to support load = 4 (passenger car/light truck), 1 (commercial) Vehicle Efficiency g = 9.81 m/s2

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o Refer to Table 20 for Passenger Car/Light Truck and Table 21 for Medium/Heavy Truck parameters by market

5.1.1 Energy consumption due to acceleration resistance

The marginal energy consumption of a tire, given in MJ of energy per kg, per km, per tire, can be calculated according to the following equations and is directly related to the inertia force (due to tire’s mass and inertia moment), and to the cycle positive accelerations (braking phases are engine idling).

Inertia Force of thetire (N )=(Weight new−W T /2+ InertiaMoment /OuterRadius2 )∗γ

InertiaMoment (kg∗m2)=0.8∗(Weight new−W T /2)∗OuterRadiu s2+0.2∗(Weigh tnew−W T /2)∗SeatRadiu s

2

FuelConsumption Related ¿ Acceleration Resistance(MJ fueltire )=

Inertia Forceof the tireEf f vehicle

∗Lifetimetire∗1000m

km∗1J

(N∗m)∗1MJ

106 J

Equation 3. Fuel Consumption Equation (Acceleration resistance contribution)

For this calculation, the following parameters are needed:

Weightnew (kg) WL (kg) (referenced in Section 5.3.1) OuterRadius (m) - Distance from the center of the rim to the top of the tire tread SeatRadius (m) - Distance from the center of the rim to where the tire is seated on the rim Lifetime tire (km)

γ ( ms ² ) is the average positive acceleration of the considered cycle. It has a strong influence on

the marginal energy consumption due to acceleration resistance. Table 16 presents the values of γby categories.

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Table 16. Accelerations by Category2

Tire type Passenger car

Light truck

Medium/heavy truck

Pick-up and

Delivery

Regional and City

Long Haul

Mixed Service

γ (m/s²) 0.16 0.16 0.09 0.09 0.03 0.09

5.1.2 Load Index3

5.1.2.1 Passenger Car and Light Truck Tires

Table 17 presents the vehicle weights to be used in Equation 2 per the listed load index ranges.

Table 17. Load Indices and Related Vehicle Weights (assuming four tires)

CategoryLoad Index (all

markets)

Relevant Tire Load - Vehicle Weight

(metric tons)

1 50-74 0.750

2 75-85 1.180

3 86-98 1.5402 Drive cycle references:

Passenger car and light truck: Class 3 cycle, UNEC: http://www.google.fr/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&uact=8&ved=0CCQQFjAA&url=http%3A%2F%2Fwww.unece.org%2Ffileadmin%2FDAM%2Ftrans%2Fdoc%2F2012%2Fwp29grpe%2FWLTP-DHC-12-07e.xls&ei=3LtlVcfPMYfmywP4sIHADw&usg=AFQjCNHTw8pv8t0fgHq0wa7PTNxcTfd9uw&sig2=5EB4GJ84DZZaUHz0npCrQQ&bvm=bv.93990622,d.bGQ

Light truck, Medium/heavy truck (pick-up and delivery, regional and city, long haul and mixed service: Based on internal Michelin tests

3 To develop this table, average vehicle weights were simulated using the load index of the tire for 73 different vehicles that are popular in the US market. The vehicles selected range from small passenger cars (such as a smart car) to large light trucks (such as an F-350 Super Duty). A list of the curb weights were compiled for each vehicle and compared to the average vehicle weight that would be selected using the proposed load index ranges for the tire. Average vehicle weights were optimized to produce the lowest percent error possible for this selection of 73 vehicles. While developed based on US market data, this list was also found to be consistent with vehicle weights and load indices for the other markets considered in this PCR.

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4 99-111 1.950

5 112-128 2.860

64 (only applicable in Korean market)

129-135 5.240

5.1.2.2 Medium and Heavy (Commercial) Truck Tires

Equation 4Error: Reference source not found presents the tire load calculation for medium and heavy trucks and is related to one tire.

RelevantTire Load (metric tons )=LoadCapacity∗R factor∗[ (1−Payload Portion )+Payload Portion∗PayloadUtilization Factor ]∗1 t

1000kg

Equation 4. Medium and Heavy (Commercial) Truck Tire Load Calculation

Where:

Load Capacity is the maximum load a tire can support at a recommended cold inflation pressure which corresponds to the load index of the tire (kg)

R factor = 0.85 (from ISO 28580) Payload Portion is from Table 18 and is the portion of the total loaded vehicle weight attributable to

payload Payload Utilization Factor is presented in Table 19 and is based on how often the truck is traveling with a

full payload Payload Portion = 0 for steer tires If no assignment exists for a particular region, use Europe numbers by default

Table 18. Payload Portion Factors by Truck Class

Medium/Heavy Truck Class

Payload Portion

NA LA Europe China Korea

Long Haul 60%

70%

65%

85% 65%Regional and City 50%

60%Mixed Service 60%

Pick-up and Delivery 30%

4 This load index range is only applicable in Korean markets.

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Table 19. Payload Utilization Factors by Truck Class

Medium/Heavy Truck Class

Payload Utilization

NA/LA Europe China Korea

Long Haul 75% 75% 100% 80%

Regional and City50% 50%

95%65%

Mixed Service 90%Pick-up and Delivery

5.1.3 Vehicle Efficiencies and Fuel TypesDefault average vehicle efficiencies shall be used per the regional averages provided in Table 20. If a manufacturer can demonstrate via supporting documentation that a tire will be used on an alternative vehicle technology, the specific vehicle efficiencies can be used as detailed in Section 9.1, Table 25, and provided as additional environmental information.

5.1.3.1 Passenger Car and Light Truck Tires

Table 20. Passenger Car and Light Truck Vehicle Efficiencies and Fuel Types by Region

RegionAverage Vehicle

Efficiency

Market Percentage5

Gasoline Diesel Flex-fuel (E85, E25 for Latin America)

NA 20.32% 86.75% 13.25%LA 19.57% 52.07% 22.99% 14.94%Europe 23.01% 45.20% 53.00% China 22.57% 100.00% Korea 21.24% 78.90% 21.20% ROW 21.20% 74.34% 20.26% 5.39%

Vehicle Efficiency by engine technology for all regions

21.5% 25.8% 21.5%

5 Fuel types contributing more than 10% to market share by region were included in the average reported efficiencies for LCI modeling purposes and normalized to 100%.

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5.1.3.2 Medium/Heavy Truck

Table 21. Medium and Heavy Truck Vehicle Efficiencies and Fuel Types

Market Vehicle Efficiency Fuel TypeAll Regions 36% 100% Diesel

Table 22. Fuel Densities and Lower Heating Values (LHV)6

Fuel Type LHV (MJ/L) Density (kg/L)

Diesel 35.80 0.835

Gasoline 32.36 0.744

Flex fuel (E25) (Latin America)

28.56 0.743

Flex fuel (E85) 23.13 0.781

5.2 Use phase energy calculation guidelines: Japanese region

The fuel consumption of a tire, given in liters of fuel per tire, can be calculated according to the following equation (Equation 5) and is directly related to the tire’s rolling resistance coefficient (RRc). Ultimately these calculations will need to be reported in terms of the functional units listed in Section 3.1, Table 8.

6 LHV and densities from Argonne National Laboratory GREET v. 1.2.0.10964 model, with the exception of diesel density, taken from https://www.dieselnet.com/standards/eu/fuel_reference.php

E25 LHV taken from Argonne National Laboratory, Improving Ethanol-Gasoline Blends by Addition of Higher Alcohols, 2012: http://www.iowacorn.org/documents/filelibrary/research/research_results/hemicellulose/indirect_land_use/isosorbide/mixed_alcohol_fuel_results/Improving_ethanolgasoline_blends_by_68BC99AED4FA2.pdf

E25 density from Khierallaa et al, Investigation of Ethanol/Gasoline Blends as Alternative Fuel for Spark Ignition Engine: http://research.uofk.edu/multisites/UofK_research/images/stories/research/PDF/BESBC/investigation%20of%20ethanolgasoline%20blends.pdf

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FuelConsumption Related ¿RR( L fueltire )=( FuelConsumptionvehicle∗TireContributionRatio¿ tires¿

support load¿)∗Lifetime tire∗RRc10.5kg /t

Equation 5. Passenger Car and Light Truck Fuel Consumption Equation (Rolling Resistance Contribution) – Japanese Region

Fuel source = Gasoline Fuel Consumption vehicle= 0.1 L/km Tire Contribution Ratio = 0.125 # mounted tires = 4 Lifetime tire = Taken from Reference Service Life (km) RRc = Rolling Resistance coefficient (kg/t)

FuelConsumption Related ¿RR( L fueltire )=( FuelConsumptionvehicle∗TireContributionRatio¿ tires¿

support load¿)∗Lifetime tire∗RRc7.0kg /t

Equation 6. Medium/Heavy Truck Fuel Consumption Equation (Rolling Resistance Contribution) – Japanese Region

Fuel source = Diesel Fuel Consumption vehicle= 0.25 L/km Tire Contribution Ratio = 0.25 # mounted tires = 10 Lifetime tire = Taken from Reference Service Life (km) RRc = Rolling Resistance coefficient (kg/t)

5.3 Tire abrasion calculation guidelinesParticles generated by the abrasion of tire and road are part of non-exhaust vehicle emissions(in addition to wear particles of brakes, clutches and chassis). Particles of tire tread are always mixed with pavement particles, (Kreider et al. 2010); therefore, this PCR refers to these particles as tire and road wear particles (TRWP), not as tire debris or tire wear particles. Particle emissions from the road and other vehicle systems are excluded from the scope of this PCR, including but not limited to brakes, clutch, and chassis emissions.

5.3.1 Tire Road Wear LossIf available, companies shall use their own internal Computer Aided Design (CAD) tire mold modeling capabilities to determine the road wear loss. The tire road wear loss is determined by calculating the mass of tread compound above the treadwear indicators on the tire. This provides the tire road wear

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loss for the tire based on the assumption that the tire is completely worn down to the treadwear indicator before it is replaced. If a company does not have the capability to use CAD modeling, then shall be used to calculate an estimate for tire road wear loss.

The tread weight, tread depth, and treadwear indicator height may be obtained from the tire building specification. The void ratio may be obtained from the tire engineering specification.

W L=TreadWeight∗Tread Depth−TWI Height

Tread Depth∗(1−Void Ratio)

Equation 7. Tire Road Wear Loss

Where WL = average tread loss [kg] Tread Weight = Average wearable tread weight from specification [kg] Tread Depth = Average of the tread depth at each groove (measured from the top of the

tread down to the treadwear indicator) [cm] TWI Height – Height of the treadwear indicator [cm] Void Ratio – Percent of tread volume that does not contain rubber [%]

5.3.2 Tire Road Wear Loss EmissionsEquations Equation 8 and Equation 9 present the calculations for determining Tire and Road Wear Particle (TRWP) emissions using the Wear Loss calculated in Equation 7. The composition of TRWP is 60% tire tread and 40% embedded pavement. Of the TRWP, 69.2% of the particles <10 μm are greater than 2.5μm. When modeling particle emissions from tire wear loss (TRWP), LCI datasets used for LCA modeling shall be modified if necessary so no double counting of particle emissions product inventory occurs. Additionally, LCI datasets shall be modified to exclude brake and other abrasion emissions except TRWP, given they are out of scope as noted in Sections 3.2.3.1 and 5.3.

Particles above 10 μm represent at least 99% of the mass of particles emitted, leaving less than 1% mass for particles below 10 μm (PM10). Emissions and equations are based on research by Panko et al. 2009.

Table 23. Tire and Road Wear Particle Emissions

Particle size TRWP

< 10 μm, 1% mass 100% to air (Panko et al 2009)

> 10 μm, 99% mass67% to water

33% to soil (Blok 2005)Composition known: Kreider et al 2010, considering "TWP" data

TRWP=W L

0.6

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Equation 8. Tire Road Wear Particle Calculation (kg)7

PM10 , air=TRWP∗0.01Equation 9. PM 10 calculation

PM 2.5 ,air=TRWP∗TBDEquation 10. PM 2.5 calculation

5.4 Units The following units will be used for the life cycle calculations:

SI units Preferred basic units:

o kg (kilograms) o km (kilometers)o MJ (mega Joule) for thermal energy o kWh (kilowatt-hour) or MJ (mega Joule) for electrical energy

6 Content of the EPD All Type III environmental declarations in a product category will include the parameters as identified in this PCR.

6.1 General information to be declared The following general information will be declared:

Name and address of the manufacturer(s); Product identification by name (including model name) and a simple visual representation of the

tire product to which the EPD is developed; EPD type and region of applicability; Tire designation information in Section 2.4.4; Retreadability (i.e. yes/no, for commercial tires only); Tire labelling information, if any (graphic optional); Rolling Resistance coefficient value (As used in Section 5, average value shall be reported for

representative product grouping);

7 Based on visual observation of PM10 TRWP from electron microscope pictures. As applied in this formula, all TRWP are approximately 60% tread rubber and 40% embedded pavement particles. At this time of publication of v1 of this PCR, this is the best available data point for approximation of PM10.

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Description of the product’s use, tire category, and the functional or declared unit of the product to which the data relates;

Tire reference service life (RSL); Name and contact information of program operator; PCR identification; Date the declaration was issued and period of validity; General specification for the material composition of the product as identified will be given

(% contribution by mass);o Synthetic rubbero Natural rubbero Steelo Textileso Silicao Carbon blacko Chemicals, including other fillers

LCA software used and version number; LCI databases used, version number, and % contribution from each database (e.g. Ecoinvent,

ELCD, USLCI, GaBi); Statement that environmental declarations from different programs (ISO 14025) may not be

comparable; Statement that calculated impacts are only related to tires within the scope of this PCR and shall

not be used to compare to vehicle performance; Statement that this declaration represents an average performance, in such cases. The

quantification approach to determine a representative product grouping must be explicitly stated in the Project LCA and EPD; variation between any given impact category shall not exceed

+/- 10%. All tire types and associated information considered in Section 6.1 and included in product grouping shall be listed in EPD.

Where an EPD declares an average performance for a number of manufacturing plant locations; The site(s), manufacturer or group of manufacturers or those representing them for whom the

results of the LCA are representative; Information on where explanatory material may be obtained; A diagram of the life cycle stages included in the LCA; and Completion and inclusion of Table 24 (below):

Table 24. Demonstration of verification

This PCR review, was conducted by:

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< name and organization of the chair, and information on how to contact the chair through the Program Operator >

Independent verification of the declaration and data, according to ISO 14025

□ external or □ internal Note: if internal, then verifier must not have been connected in any manner with the EPD or LCA.

(Where appropriate) Third party verifier:

< name of the third party verifier >

6.2 Declaration of environmental aspects Use of material and energy resources:

Depletion of non-renewable material resources Use of renewable material resources Depletion of non-renewable primary energy: e.g.,

o Fossil oil o Natural gas o Coal o Uranium

Use of renewable primary energy: e.g., o Hydropower o Wind power o Solar power o Biomass o Use of water

Impact category indicators will include, but not be limited to, results for the following for each reported module, depending on region:

Impact category (NA) Unit Method/SourceGlobal Warming Potential kg CO2 equiv

US EPA TRACI v2.1 (Tool for the Reduction and Assessment of

Chemical and Other Environmental Impacts)

Acidification Potential kg SO2 equivEutrophication Potential kg N equivSmog Creation Potential kg O3 equivOzone Depletion Potential kg CFC-11 equivPrimary Energy, fossil fuel MJ surplus energy

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Impact category (EU)

Method Unit Method/Source

Global Warming Potential

IPCC 2013, GWP100akg CO2 equiv

Recommended per ILCD v1.0.6

Acidification Potential

Accumulated Exceedance (Seppala et al. 2006, Posch et al, 2008)

kg SO2 equiv

Eutrophication Potential

Accumulated Exceedance (Seppala et al. 2006, Posch et al, 2008)

kg P equiv

Smog Creation Potential

1999 WMO assessment kg NMVOC equiv

Ozone Depletion Potential

LOTOS-EUROS (Van Zelm et al, 2008) as applied in ReCiPe

kg CFC-11 equiv

Abiotic depletion potential for non-fossil resources

CML 2002 (Guinee et al, 2002) kg Sb equiv

Impact category (ROW) Unit Method/SourceGlobal Warming Potential kg CO2 equiv

CML v 4.2, April 2013

Acidification Potential kg SO2 equivEutrophication Potential kg PO4 equivSmog Creation Potential kg C2H4 equivOzone Depletion Potential kg CFC-11 equivAbiotic depletion potential for fossil resources MJAbiotic depletion potential for non-fossil resources kg Sb equiv

Inventory Category (All regions) Unit Method/Source

Particulate Matter (PM10) kg LCI resultsParticulate Matter (PM2.5) kg LCI results

Waste/Resource recovery Non-hazardous waste to disposal (kg) Hazardous waste to disposal (kg) according to regional regulations Materials for energy recovery (kg) Materials for recycling (kg)

Additional environmental information, scenarios and technical information related to environmental aspects (see Section 9, Appendix II)

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7 References Argonne National Laboratory GREET v. 1.2.0.10964 model

Brazilian Ministry of Development, Industry and Foreign Trade Regulation No. 544: 2012 -- Regulations regarding requirements for evaluation of conformity of new tyres

CML v 4.2, April 2013. Center of Environmental Science of Leiden University Impact Assessment Method.

EC Regulation No 1222/2009 -- On the labelling of tyres with respect to fuel efficiency and other essential parameters

EC Regulation No 661/2009 -- Regulation concerning type-approval requirements for the general safety of motor vehicles, their trailers and systems, components and separate technical units intended therefore

UNECE Regulation 117.02 -- Testing method for measuring the wet grip index of C1 tyres Proposed amendments

International Reference Life Cycle Data System (ILCD v 1.0.6) Recommendations for Life Cycle Impact Assessment in the European context.

ISO 28580: 2009 Passenger car, truck and bus tyres -- Methods of measuring rolling resistance -- Single point test and correlation of measurement results

ISO 14025: 2006 Environmental labels and declarations –Type III environmental declarations – Principles and procedures

ISO 14040: 2006 Environmental management -- Life cycle assessment -- Principles and framework

ISO 14044: 2006 Environmental management - life cycle assessment - Requirements and Guidelines

Kreider ML, Panko JM, McAtee BL, et al. (2010) Physical and chemical characterization of tire-related particles: comparison of particles generated using different methodologies. The Science of the total environment 408:652–9. doi: 10.1016/j.scitotenv.2009.10.016

Korean Energy Use Rationalization Act 12298: 2014

National Highway traffic Safety Administration 49 CFR Part 575 -- Consumer Information; New Car Assessment Program; Rollover Resistance

Panko J, Mcatee BL, Kreider M, et al. (2009) Physio-chemical analysis of airborne tire wear particles. Eurotox 2009 Conference

Panko J, Chu J, Kreider ML, Unice KM (2013). Measurement of airborne concentrations of tire and road wear particles in urban and rural areas of France, Japan, and the United States. Atmospheric Environment 72 (2013):192-199

US EPA TRACI (Tool for the Reduction and Assessment of Chemical and Other Environmental Impacts)

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8 Appendix I – Project documentation/reportProject documentation will include information, which can be made available to verifier in order to demonstrate that the relevant requirements of ISO 14025 have been met:

input and output environmental data of the unit processes that are used for the LCA calculations;

the documentation (measurements, calculations, estimates, sources, correspondence, traceable references to origin, etc.) that provides the basis from which the process data for the LCA is formulated;

documentation demonstrating that the verification and review requirements of ISO 14025 have been followed.

This includes documentation for:

the material specification to which the tire product conforms; energy consumption figures; emission data to air, water and soil; waste production; data that demonstrates the information is complete. If applicable standards or quality

regulations are available, reference should be made to them; referenced literature and databases from which data have been extracted; demonstrating that the tire products can meet the desired function(s) and deliver desired

performance; substantiating the chosen life cycle of the tire products; In cases where applicable, data used to carry out the sensitivity analyses substantiating the percentages or figures used for the calculations in the waste scenario; substantiating the percentages and figures (e.g., number of cycles) used for the calculations in

the allocation procedure; information showing how averages of different reporting locations have been calculated in

order to obtain generic data; substantiating any qualitative information in the additional environmental information; procedures used to carry out the data collection (questionnaires, instructions, informative

material, confidentiality agreements, etc.); the characterization factors, normalization factors and weighting factors used; the criteria and substantiation used to determine the system limits and the selection of input

and output flows; substantiating the other choices and assumptions; and the results, comments and recommendations from a critical review per ISO 14025.

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9 Appendix II – Additional Environmental Information

9.1 Vehicle-Specific Use Phase Impacts8

If tires are designed for a specific vehicle or vehicle categories (primarily in term of technology), use phase impacts may be reported based on category-specific parameters or OEM specific data or in this section in addition to the default average reported impacts.

When reporting results on the basis of a category specific vehicle technology type for use phase parameters, the following data shall be reported:

- Vehicle load- # Tires- Vehicle efficiency: use the table provided- Fuel required including electrical grid mix if relevant- Fuel parameters if required- Parameters for energy consumption due to acceleration resistance, with option to use

default values in Section 5.1.1

When reporting results on the basis of a category specific OEM vehicle for use phase parameters, the following data shall be reported:

- Vehicle load- # Tires- Vehicle efficiency, or use Table 25- Fuel required including electrical grid mix if relevant- Fuel parameters if required- Parameters for energy consumption due to acceleration resistance, with option to use

default values in Section 5.1.1- Payload portion (if commercial) or relevant load on tire in operation – based on

maximum load and provide adjustment for the payload utilization described in Section 5.1.2.

8 This section is not relevant for the Japanese market, which is presented in Section 5.2.

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Table 25. Vehicle efficiencies and market percentages by region

Region

Market Percentage

GasolineGaseous and fuel

cell

Plug-in and all-electric

Diesel Electric hybrid

Flex-fuel (E85, E25 for

Latin America)

North America 82.00% 0.43% 0.46% 1.52% 3.07% 12.52%

Latin America 54.00% 6.00% 6.00% 20.00% 1.00% 13.00%

Europe 43.40% 1.70% 0.40% 53.00% 1.40% 0.03%

China 98.00% 0.00% 0.50% 1.50% 0.00% 0.00%

Korea 74.80% 0.00% 0.20% 20.00% 5.00% 0.00%

ROW 70.44% 19.20% 5.11%

Vehicle Efficiency 21.50% 20.00% 85.00% 25.80% 32.50% 21.50%

9.2 Variation Across Vehicle Technologies and WeightsIt is understood in the development of this PCR that use phase impacts are related to the vehicle onto which a tire is mounted. The use phase reporting requires consideration of a representative vehicle. However, many tires may be mounted on different vehicle types. Therefore, this supplemental reporting section is designed to allow disclosure of some of the variability that exists for different vehicle types. This section is relevant for all regions except the Japanese market.

This should be exhibited as a graph on which the x-axis shows a range of relevant loads that includes the load required to be reported in Table 17 or Equation 4. The y-axis should show either the total energy consumption as per Equation 1 or Global Warming Potential impacts. Different vehicle technologies and/or energy sources may be represented by separate lines on the graph which are drawn using a minimum of three (3) points (including the upper end and lower end). A different vehicle technology must be characterized and reported as described in Section 9.1 including any additional relevant information such as the electric grid mix used if relevant. One line on the graph must include the average energy and vehicle technology for the region based on Section 5 of the PCR. The reported value used for the main reporting section of the PCR must be highlighted in some way on the graph, such as with a distinct point.

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9.3 Retreading ImpactsImpacts from retreading and regrooving may be reported as supplemental environmental information, only if primary data are available for commercial tires. The complete life cycle shall be presented (modules A1-C4) in addition to module B4.

If a manufacturer chooses to report retreading impacts, a different RSL will be used for these calculations and the following retreading data shall be reported. Regional differences will be taken into consideration.

RRC of retreaded tire (Rolling Resistance Coefficient) Number of retreads Number of regrooves Mass of materials in one retread Lifetime relative to original tire (mileage in km) With and without regrooving mileage and effect on RRC

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