ACEA

Recycling - a prime example of industry progress

Responsible manufacturers take a holistic view when considering opportunities to recycle and recover material at the end of a product’s life. This forms part of a sustainable manufacturing strategy and the car sector has embraced this cradle-to-grave approach. The automotive industry has invested in the development and use of innovative, sustainable materials in vehicle manufacturing. It has cut down on harmful material content and the use of heavy metals: it has increased what can be recovered and recycled at the end of a vehicle’s life and reduced waste to landfill. In partnership with the recycling industry, car makers have also set up national networks in European member states and guided dismantlers in de-pollution and recycling procedures. These now provide consumers with a convenient and cost-free means to return their vehicles. However, the rules governing car recycling have proved complex and inflexible. The End-of-Life Vehicle Directive is a clear test case where better regulation principles, espoused by the High Level CARS 21 group, should be applied. Simplification and harmonisation with other legislation must be the goal.

Recycling is a priority for both the EU and automotive industry. As producers, car makers acknowledge their responsibility to deliver sustainable products from cradle-to-grave and are proud to report major progress towards this goal. Estimates suggest between 2 and 5% of total car CO2 emissions are generated during the recycling phase of a car’s life. Only a very limited amount of waste to landfill still comes from the automotive sector, although around 8 million vehicles reach the end of their lives each year. Through a combination of innovation in recycling and recovery technology, material management and information systems that are unique among manufacturing industries, the industry can demonstrate reusability and recovery rates requested by legislation, leading to reduced waste-to-landfill and improved car recyclability. Manufacturers have cut content for the four heavy metals - mercury, cadmium, chromium (VI), and lead. Chromium (VI) and cadmium have been eliminated entirely; remaining mercury amounts - which are due to be phased-out – are already negligible. Lead applications like solder, for which there is no technical alternative, amount to just a few grammes in each vehicle.

End-of-Life Vehicle rules

The End-of-Life Vehicle Directive and Directive on Reusability, Recyclability and Recoverability of motor vehicles set new requirements for vehicle recycling. Today, new vehicles must demonstrate reusability and/or recyclability of at least 85%, and reusability and/or recoverability of at least 95% by weight, if measured against the international standard ISO 22620. Auto makers support the principle of producer responsibility, but also their role in helping consumers recycle end-of-life vehicles. However, recycling remains an issue for which the contributions of all stakeholders should be considered. Product is the industry’s core competence; an integrated approach, working with the recycling industry, legislators, and customers, is the best way to ensure continued progress in vehicle recycling.

A case for simplification

Car manufacturers face a major challenge, balancing goals in recyclability with targets in other areas including CO2 reduction, improved safety and reliability, while making sure vehicles remain affordable for the customer. Based on past experience, car manufacturers stress that the End-of-Life Vehicle Directive is not a positive example of regulation. The auto industry believes it should be used as a test case for better regulation. The current rules are sector-specific, inflexible, partly contradictory, and overlap with other regulations. Regulatory targets that do not generate cost-effective environmental gains must be reviewed. Sector specific material restrictions are also unacceptable. Finally, the industry stresses that product-focused rules should be identical across the EU to maintain the integrity of the single market.

last updated 19/05/2009

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