Volkswagen readies its container network for PPWR
As the EU’s Packaging and Packaging Waste Regulation reshapes compliance and accountability, Volkswagen Group is aligning its container pool, digital systems and supplier network to meet PPWR requirements across Europe.
For Volkswagen Group Logistics, the EU’s Packaging and Packaging Waste Regulation (PPWR) is not a distant regulatory horizon but an operational mandate. Since 2024, under the leadership of Matthias Bartels, head of container network and inhouse logistics, the group has embedded PPWR analysis into its NoPlastics strategy forum and its cross-brand Packaging Legislation working group.
The task requires translating legal text into harmonised processes and measurable reductions in weight, waste and CO₂. A central PPWR project office now coordinates legal, brand and logistics functions to ensure uniform implementation across sites and suppliers. In effect, packaging has moved from a supporting function to a strategic lever within European supply chains.
Matthias Bartels, head of container network and inhouse logistics at VW Group Logistics explains to Automotive Logistics' sister title, Neue Verpackung, how the OEM has been preparing for the regulations.
When will VW Group Logistics be ready for the new Packaging and Packaging Waste Regulation?
Matthias Bartels, head of container network and inhouse logistics, Volkswagen Group Logistics: “Volkswagen has been intensively engaged with the regulation since 2024, particularly within the NoPlastics strategy forum and the Group-wide Packaging Legislation working group, both led by Group Logistics. Within these bodies, regulatory requirements are analysed and translated into operational measures. The objective is to align Group Logistics’ packaging systems fully and in good time with PPWR requirements.”
What internal structures and teams have been established to ensure compliance with the PPWR?
Bartels: “Within Volkswagen Group Logistics, a central working team has been established which, together with Group Legal and representatives from various brand logistics divisions, assesses the PPWR, ensures a uniform interpretation and defines specific implementation measures. In addition, a Group-wide PPWR project office serves as a central coordination platform, where all affected business areas align their approaches to ensure consistent, cross-site implementation – including in collaboration with suppliers.”
What have been the biggest challenges or changes within the packaging strategy?
Bartels: “Key milestones include the introduction of centralised container management and the development and implementation of new standard load carriers via the German Association of the Automotive Industry (VDA), particularly the transition from the C-KLT to the RL-KLT, a new standardised lightweight small load carrier. Volkswagen was also a pioneer in the development and introduction of the L-GLT as the first OEM. Other major changes included the shift from steel to plastic containers and the development of new, weight-optimised reusable and special containers, for example for hazardous goods, automated processes and standardised cell concepts.”
Are PPWR-compliant packaging solutions used only within the EU or standardised globally?
Bartels: “The Volkswagen Group Logistics load carrier pool – consisting of reusable universal and reusable special load carriers – circulates within a defined supply area covering large parts of continental Europe, including non-EU countries. As the supplied plants are located within the EU, all packaging used by Group Logistics is fundamentally designed to comply with the PPWR. Global standardisation is implemented where it is logistically and economically viable; however, EU regulatory requirements are primarily applied within the European supply region.”
Which packaging systems are currently in use?
Bartels: “Predominantly reusable universal and special load carriers with modular dimensions suitable for megatrailers are used. A central criterion is volume reducibility – for example through foldable or stackable designs – alongside consistent weight optimisation to reduce CO₂ emissions and freight costs. Around 90% of the load carrier pool consists of plastic, including small load carriers. A large proportion of plastic containers destined for scrapping are fed directly back into the production process, thereby contributing to CO₂ reduction. In addition, steel containers and textile inserts are used for sensitive or variably deployable components, particularly within the field of modular special containers.”
What role do technologies such as RFID or AI play in the processes?
Bartels: “Auto-ID technologies are becoming increasingly important. Solutions such as radio frequency identification (RFID), Bluetooth Low Energy (BLE) and optical systems will play a central role in the automated localisation of containers in future. The growing need for transparency across the entire supply chain – driven by competitive and cost pressures – makes such technologies a key lever for ecological and economic optimisation. Digitalisation and AI are also important levers for optimising transport routes for both full and empty containers. This impacts both the number of containers required and the total transport kilometres. Fewer containers, shorter distances or fewer journeys with optimally utilised transport units conserve resources and reduce energy consumption.”
What specific challenges arise from electromobility and battery components?
Bartels: “Electromobility requires new packaging solutions, particularly electrostatically dissipative containers to protect sensitive electronic components. Implementing such solutions within the pool involves increased investment requirements and additional management effort. Furthermore, requirements for cleanroom conditions for certain components are increasing. These must be defined in detail, implemented and permanently monitored in collaboration with all process partners.”
Are there any ‘game changers’ for automotive packaging or particular wishes for the packaging industry?
Bartels: “In the long term, we see change particularly in three areas. First, the development of sustainable packaging concepts that consistently combine recyclability, CO₂ reduction and resource efficiency. Second, lightweight design – especially in the context of alternative drive concepts and transport using electric trucks: less weight means lower energy consumption. Third, digitalisation through Auto-ID, digital twins and AI-supported container development. In the future, AI could help to automatically translate product requirements into optimal packaging concepts and technical drawings, significantly reducing development times.”
For Volkswagen, compliance is only the starting point, with the longer-term ambition lying in lightweight, recyclable and digitally managed packaging systems that reduce resource use while improving transparency and efficiency. From RFID-enabled tracking to AI-supported container design, the convergence of regulation and technology is reshaping how load carriers are conceived, circulated and recovered.
