BMW Recycling
Vehicle Recycling End of life in the European Union.
Kanari N, J Pineau L and S Shallari vehicles, essential to society, are constantly increasing in use, however, throughout their life cycle vehicles impact the environment in many ways energy and resource consumption, waste generation during the manufacture and use and disposal at the end of their useful life Approximately 75 percent of vehicles, mainly metals, are recyclable in the European Union the rest.
25 of the vehicle is considered as waste and generally goes to landfills Environmental legislation of the European Union requires the reduction of waste to a maximum of 5 percent in 2015.
Auto manufacturing has increased over the past 20 years to around 58 million units excluding commercial vehicles in 2000, see Figure 1 According to estimates by the Organization for Economic Co-operation and Development of OECD, the total number of vehicles in the OECD countries is expected to increase 32 1997-2020 automobile production is more or less equally divided between North and South America, Europe and Asia 1.
Figure 1 global car production from 1980 to 2000 1.
2 passenger car production in the European Union 2.
The change in the production of passenger cars in the EU European Union from 1995 to 2002 shown in Figure 2 Over 14 5 million cars a year are manufactured since 1998, 2 with total sales of auto production cars, light commercial vehicles, trucks and buses in 2002, nearly 17 million units mostly in automobile production is concentrated in Germany, France, Spain, Italy and Britain.
According to available data, 1,160 million cars were in use in the EU in 1995 and 2001, this number has exceeded 180 million units over 80 of these cars were concentrated in five countries mentioned previously as major producers increased automobile production and usage data indicate the importance of the automotive industry in society.
However, the industry faces a number of serious challenges related mainly to its impact on the environment of vehicles affect the environment throughout their life cycle The energy and resource consumption, waste, gas greenhouse emissions of hazardous substances and disposal at the end of their lives are the burdens created by auto production and use.
This article discusses the vehicle recycling at end of life in the EU ELV.
The recycling of ELV incorporates recycling itself, the recovery and reuse The driving force, ELV criteria and concept result of different factors that have changed over time, for example, the development of electric arc furnace in 1970s-1960s has dramatically increased the use of shells of vehicles as scrap input later, the production of high quality steel required the use of waste vehicle free of nonferrous metals, causing separation magnetic ferrous nonferrous metals further separation and aluminum recovery from ELV was more energy efficient than the production of aluminum from its ore.
Today, recycling of ELV is driven not only by economic and technological factors but also by social and environmental concerns in other words, the auto industry moves towards a sustainable waste management.
vehicle recycling options out of use are associated with the material used for the manufacture of vehicles, and the assembly of its components vehicle composition was shifted to light materials such as aluminum and polymer components As mentioned by Zoboli et al 3-1965, the total weight of a European car comprised about 82 ferrous and nonferrous metals and aluminum 2 2 plastics in the mid 1980s, the ferrous metal content and non-ferrous average 74 75 in 4 of 5 aluminum and plastics were estimated to 8 10 of the weight of a European car using aluminum plastic and lighter fuel economy and reduced emissions materials is believed that a weight reduction of 100 kg of a result of vehicle fuel economy approximately 100 km 0 7 However, the introduction of lighter materials to vehicles also compensates for aug lations of weight resulting from new features of comfort and safety.
The average composition of the car E U 4 in 1998 is illustrated in Figure 3 which clearly shows the increase in the aluminum content.
8 in the total weight of the car ferrous and nonferrous metals Zn, Cu, Mg, Pb and constitute approximately 67 5 of the vehicle This figure also illustrates the plastics used in the medium car.
9 3, their applications in the vehicle body and the major type of polyvinyl chloride used in plastic, polypropylene, polyurethane rubber, etc.
Taking into account that the average lifespan of a car used is between 12 and 15 years, the composition of the car shown in Figure 3 will be recycled in the next decade in the country today, the ELV EU recycling chain were manufactured in 1980 1990.
Figure 3 material used in the EU car production 1998 4.
Figure 4 The escape route to the end of life of the vehicle 5.
A general scheme 5 vehicle paths from automakers to the elimination of shredder residue is shown in Figure 4 last car owners ie users are the starting point of the ELV chain After de-registration vehicles, users can deliver their old cars to dealers and dealers or used car dealers, in turn, deliver the used cars for collection of demolition deregistration of used cars can be done by users, dealers, collectors, and or demolition, according to the rules of the county.
About 8,000,000 to 9,000,000 per year are estimated ELV recycling in the EU countries, but, as noted Zoboli et al 3 the actual number could be lower than the official figure This is because of significant export flows from ELV as second-hand cars from EU countries to non-E U countries in regions such as Eastern Europe, the former Soviet Union and Africa Northern rising profits from the sale of these used cars intact rather than spare parts and materials in the European Union can explain this phenomenon.
The collection and dismantling companies focus on removing valuable spare parts and other components such as motors, batteries, oils and fuels, and airbags While these companies are essential to reduce ELV waste, are small companies which are mostly interested in ELV parts that are suitable for reuse, recycling or selling the ELV dismantling is often done incorrectly, increase the quantity and ELV waste toxicity After the break, the remains of the ELV, supposedly prisons, are processed by shredding companies.
After the pontoons are shredded, the materials obtained are subjected to a series of mechanical and physical separations to recover ferrous and nonferrous metals from the residue of the grinding process, automotive shredder residue ASR, is about 20 25 weight ELV Its average composition is given in Figure 4.
The ELV recyclable rate of 75 to 80 is higher than that of simpler products such as glass containers, newspapers, and or aluminum beverage cans 6 It may be emphasized that a car contains about 15 000 pieces.
The ASR is the weak point of ELV not only in the EU but also in the automotive industry worldwide about 2 million tons of ASR are generated annually in the EU countries In fact, it represents less than 1 of the total waste generated in the European Union ASR while being toxic enough to be classified as hazardous waste in many countries, could be considered as an energy source because it contains more than 7 combustibles see Figure 4.
Table I ASR costs of landfilling in different countries.
Two options will be considered for the recovery of recycling ASR recycling and disposal of waste belongs mainly to industrial, where it is based on an economy of technology and its proven Although many alternatives were studied physical separation, incineration, pyrolysis and composite materials, it seems that the ASR landfill is the most suitable option.
As shown in Table I 3 the cost of disposing of ASR in a landfill is different in selected countries The cost of disposal in Germany is at least twice as high as in the UK The high cost of setting landfill was one of the driving forces in the hijacking of the ASR waste disposal towards more eco-efficient treatments Shredder companies in Germany are responsible for reducing ASR and for environmental damage resulting from the dumping of this waste environmental policies of the German automotive industry are considered a model for the future automotive stakeholders to minimize the environmental impacts of the life cycle of vehicles tightened regulations Germany ELV waste can be explained, among other factors, by the important role of the automobile industry in the country's economy.
considerable national policies and voluntary agreements of the major automakers have been developed regarding the environmental impact of vehicles on their lives at the end of 1999, ten members of the EU countries Austria, Belgium, France, Germany, Italy, Netherlands, Portugal, Spain, Sweden and the UK had specific regulations and voluntary agreements on industrial ELV These countries represent nearly 96 ELV estimated the European Union 3.
The Directive of the European Parliament and the Council of 18 September 2000 7 organized former national policies and voluntary agreements He was to harmonize the existing rules and to push EU governments and the auto industry to fully comply Directive and translate its key requirements into national law the essential part of this Directive ELV is given in Article 7 7 next the ultimate aim of this Directive is to only 5 of the ELV ASR residues in landfills It indicates .
Member States shall take the necessary measures to encourage the reuse of components which are suitable for reuse, the recovery of components which can not be reused and giving preference to recycling when environmentally viable, without prejudice to the security requirements of vehicles and environmental requirements such as air emissions and noise control.
Member States shall take the necessary measures to ensure that the following targets are attained by economic operators.
Not later than 1 January 2006 for all vehicles of life, re-use and recovery shall be increased to a minimum of 85 by an average weight per vehicle per year at the same time limit the reuse and recycling worn to a minimum of 80 average weight per vehicle and year; for vehicles produced before 1 January 1980, Member States may lay down lower targets, but not lower than 75 for reuse and recovery and not lower than 70 for reuse and recycling of Member States making use of this paragraph in inform the Commission and the other Member States of the reasons.
Not later than 1 January 2015 for all vehicles of life, reuse and recovery shall be increased to a minimum of 95 by an average weight per vehicle per year, within the same period, reuse and recycling are increased to a minimum of 85 by an average weight per vehicle per year.
Waste prevention, reuse, recycling and recovery of ELV components to reduce the disposal of waste ASR are the objectives of the European directive 5 is a schematic representation of the participants in the ELV chain, according to the European directive main actor is the producer, a car manufacturer or professional importer of a vehicle in a member State of the European Union producer connects the supplier upstream and downstream in the collector of the ELV chain, demolition and déchiqueter- der other hand, cooperation between the collector, wrecker and shredder are needed to successfully meet the objectives of the Directive.
The vehicle must at least achieve the following low power consumption, easy disassembly, proper recycling and less toxic metals as shown in Figure 5 To achieve these objectives, the producer must know the technical and economic facilities, the recyclability rate and efficiency of the downstream second ELV chain, the producer will provide dismantling information for each type of new vehicle put on the appropriate vehicle design market for dismantling, recycling and reuse and free of hazardous substances Pb, Hg, Cd and Cr VI substantially improve the cooperation of the producer-supplier chain.
Figure 5 major steps for the recycling of vehicles according to the directive E U.
The Directive required the ELV collector and demolisher be certified licensed, and therefore, the number of licensed wreckers in the European Union has increased significantly, exceeding 1,000 companies licensed by countries in the five largest producers of vehicles in the EU the European demolisher s role is the withdrawal from sale of reusable parts such as engines, transmissions, gearboxes, and body parts According to the ELV Directive, the removal of pollutants the vehicle becomes an important task the wrecker activity This implies the liquid flow and the elimination of harmful components to the environment such as the battery in addition, demolition are certified to destroy the waste resulting from removal of pollutants namely Figure 5 these depollution tasks by the wrecker facilitate subsequent hulk shredding and reduce ASR generated by grinding operators.
shredding steps include removing small parts for recycling, shredding carcass, and separation of ferrous and non-ferrous The separated materials will probably go to automakers for use in the production of the same components from which they are issued energy can be recovered from the fuel ELV parts using them instead of fossil fuels in industrial activities, such as cement factories the remainder of the vehicles, ELV waste will go to landfill under control This will be strict waste material for which there is no justification for recovery.
In an increasingly global economy, the objectives of European directives become a sensitive issue for vehicle production worldwide regulatory approach auto recycling in Japan is compared to the European directive in Table II 8 Clearly that most of the selected items such as calendar, the obligations of the car manufacturer, the costs are similar in both cases, the automaker has an essential role in waste prevention infrastructure system, the collection and treatment of ELV.
Table II Act Automobile Recycling in Japan and ELV Directive E U.
EndofLife recycling vehicles in the European Union, the vehicle, recycling european union.