Where will the salvage market be in 10 years time? Don’t know is the honest answer, but allow me to predict that more cars will be removed from use, dismantled and broken; and make at least one recommendation that will benefit all motor salvage and auto recycling businesses.
Why will more vehicles be broken?
Well the continued efforts of manufacturers to reduce vehicle weight will continue, resulting in increased use of different and high strength metals that are more effective in protecting vehicle occupants, but more difficult to repair following an accident.
Manufacturers will continue to ignore the repairability of their vehicles and focus on how to make the vehicle easier to build.
As an example, laser welding is impossible to replicate in a repair situation, but is increasing in use on production lines. This increases the cost of repair and raises the potential that the vehicle will be written-off because repair is not possible.
The increase in the amount of electrical systems on vehicles seems to be gathering pace, so cars that are 5-7 years old in the future will be almost obsolete as new vehicles come on the market with ever better control systems, user interfaces and connectivity. Residual values will drop rapidly, when combined with increased repair cost and lack of demand for older vehicles will mean that more will end up as end of life vehicles.
This could lead to considerable change in the salvage market, less focus on vehicles being repaired will mean that more vehicles will need to be dismantled and recycled.
Meeting various recycling targets will become more difficult, especially as the amount of electrical components in vehicles increases, and more legislation will have to be considered as Authorised Treatment Facilities dispose of waste electrical equipment, .
This is where membership of a strong trade body or salvage association is so important, these organisations can advise and assist their members to prepare and change to meet the new challenges, they can also lobby at government level to ensure legislation is sensible and reasonable, that it does not disadvantage legitimate businesses operating within the law, and they can also work with local and national agencies to force non-compliant and illegal sites to clean up or close.
Support your salvage association, use events to network with other members, discuss the future and what this could mean to you, your business, your family and employees, and then work together to make your business viable for the future.
Salvage Wire
Helping Automotive recyclers become leaders in their industry
Showing posts with label ELV's. Show all posts
Showing posts with label ELV's. Show all posts
Tuesday, 5 July 2011
Monday, 20 June 2011
ELV Directive 85% target achievement
Target achievement is a legal compliance that currently exists outside of the Waste Management Licence or permit. So having a WML will not mean that an Authorised Treatment Facility (ATF) has achieved target
It is understood that the EC is currently considering prosecuting the UK for its failure to achieve targets in the period 2006-2010. This is likely to mean that the UK Government is embarrassed into doing something about it!
There are currently 20 prosecutions pending for companies that have failed to report on their targets. This is just the first batch. It is entirely possible that once the prosecutions have started, attention will switch to ATFs that have reported, but failed to achieve target.
Target compliance is tied to the number of CODs issued by an ATF, and the number of Category C vehicles being scrapped is also an issue of current debate, particularly in view of the fact that 75% of Category C vehicles do not undergo a Vehicle Identity Check (VIC).
It is understood that the EC is currently considering prosecuting the UK for its failure to achieve targets in the period 2006-2010. This is likely to mean that the UK Government is embarrassed into doing something about it!
There are currently 20 prosecutions pending for companies that have failed to report on their targets. This is just the first batch. It is entirely possible that once the prosecutions have started, attention will switch to ATFs that have reported, but failed to achieve target.
Target compliance is tied to the number of CODs issued by an ATF, and the number of Category C vehicles being scrapped is also an issue of current debate, particularly in view of the fact that 75% of Category C vehicles do not undergo a Vehicle Identity Check (VIC).
Premature End of Life Vehicles
By their definition Premature ELV’s are vehicles that have not survived the expected life span of 12-15 years that most vehicle manufacturers build into their vehicles.
The reasons for this can be many, however I suspect that most will be due to accident, fire, flood or other events that result in an insurance claim.
Insurance engineers completing vehicle inspections need to determine if the vehicle could be repaired economically; if repair is not viable, then vehicles need to be dealt with as salvage and the inspecting engineer must determine if the vehicle is safe to repair, or must it be removed from use?
One of the most important decisions that an engineer makes is deciding if the vehicle ‘could’ or ‘should’ be repaired; the Engineer needs to know the extent of damage, potential method of repair and availability of parts.
Knowledge of vehicle construction is very important here, especially as manufacturers try to save weight whilst developing stronger vehicle bodies, the greater use of high strength steel makes repair increasingly difficult and any motor salvage inspection needs to balance repair potential against passenger safety – in other words, can any professional engineer signing a vehicle write-off report confirm that the vehicle could be repaired to a standard that would maintain occupant safety in the event of another accident.
Developed over many years the Association of British Insurers (ABI) Code of Practice for Motor Salvage assists the decision making process when inspecting vehicles in the UK that are written-off.
The ABI code has four categories of salvage that are:
• Category A. Scrap vehicles, good only for the shredder and metal recycling
• Category B. Break only – bolt on parts can be re-used, but the vehicle structure is so badly damaged that this must be removed from use and destroyed.
• Category C. Repairable Salvage – repairs using normal methods of insurance repair (brand new parts, manufacturer labour) exceed the value of the vehicle, however cheaper labour, second hand parts, or ignoring ‘cosmetic’ damage means that the vehicle could be repaired in the salvage industry.
• Category D. Constructive Total Loss – where the repair cost of the vehicle when added to other costs, such as loss of use, or the value of the salvage, exceeds the value of the vehicle, then insurers can decide to treat the vehicle as a write-off and minimise their costs. As an example, a £10,000 vehicle with £8,000 worth of damage may return £3,000 salvage, so a settlement of £10,000 less £3,000 salvage return gives a final outlay of £7,000 against the claim. Less than the assessed repair cost of £8,000.
There are a number of factors that need to be reviewed when inspecting potential write-offs, including type of damage, repair required to maintain occupant protection, and availability of parts; a few examples are detailed below.
Flood Damage.
Factors to consider include type of water – fresh, salt or contaminated (sewage), height of water, and length of time in water.
Current trends towards increasingly complex electronics will mean that any salt water damage will render the vehicle unrepairable, and if a vehicle has been submerged to a significant depth – for example water high enough to contaminate air bags) then the vehicle should be removed from use.
Fire Damage.
Excessive heat removes the strength from High Strength Steel, so fire damage to structural areas of newer vehicles is serious, I would contend that, unless the damage is very localised, all fire damaged vehicles should not be repaired.
Parts Availability.
A vehicle severely structurally damaged where parts are not available should not be repaired, releasing one of these vehicles into the motor salvage market for repair could lead to a substandard repair being completed and the general public being put in danger as an unsafe vehicle is in use. Engineers need to know what parts are available from the vehicle manufacturers and any safeguards they put in place. For example, many manufacturers place controls on the supply of replacement bodyshells that could result in these not being available to the salvage industry, thus compromising a safe repair on motor salvage.
In summary, all motor engineers inspecting vehicles for insurance repair need to be fully aware of current vehicle design and construction, they need to know repair techniques for all types of vehicles, and also decide if a salvage vehicle can be safely repaired and placed back into use.
And we haven’t started on electric vehicles yet!
A copy of the ABI Code of Practice for Motor Salvage can be downloaded from http://www.abi.org.uk/Information/Codes_and_Guidance_Notes/General_Insurance_Codes_and_Guidance_Notes.aspx
The reasons for this can be many, however I suspect that most will be due to accident, fire, flood or other events that result in an insurance claim.
Insurance engineers completing vehicle inspections need to determine if the vehicle could be repaired economically; if repair is not viable, then vehicles need to be dealt with as salvage and the inspecting engineer must determine if the vehicle is safe to repair, or must it be removed from use?
One of the most important decisions that an engineer makes is deciding if the vehicle ‘could’ or ‘should’ be repaired; the Engineer needs to know the extent of damage, potential method of repair and availability of parts.
Knowledge of vehicle construction is very important here, especially as manufacturers try to save weight whilst developing stronger vehicle bodies, the greater use of high strength steel makes repair increasingly difficult and any motor salvage inspection needs to balance repair potential against passenger safety – in other words, can any professional engineer signing a vehicle write-off report confirm that the vehicle could be repaired to a standard that would maintain occupant safety in the event of another accident.
Developed over many years the Association of British Insurers (ABI) Code of Practice for Motor Salvage assists the decision making process when inspecting vehicles in the UK that are written-off.
The ABI code has four categories of salvage that are:
• Category A. Scrap vehicles, good only for the shredder and metal recycling
• Category B. Break only – bolt on parts can be re-used, but the vehicle structure is so badly damaged that this must be removed from use and destroyed.
• Category C. Repairable Salvage – repairs using normal methods of insurance repair (brand new parts, manufacturer labour) exceed the value of the vehicle, however cheaper labour, second hand parts, or ignoring ‘cosmetic’ damage means that the vehicle could be repaired in the salvage industry.
• Category D. Constructive Total Loss – where the repair cost of the vehicle when added to other costs, such as loss of use, or the value of the salvage, exceeds the value of the vehicle, then insurers can decide to treat the vehicle as a write-off and minimise their costs. As an example, a £10,000 vehicle with £8,000 worth of damage may return £3,000 salvage, so a settlement of £10,000 less £3,000 salvage return gives a final outlay of £7,000 against the claim. Less than the assessed repair cost of £8,000.
There are a number of factors that need to be reviewed when inspecting potential write-offs, including type of damage, repair required to maintain occupant protection, and availability of parts; a few examples are detailed below.
Flood Damage.
Factors to consider include type of water – fresh, salt or contaminated (sewage), height of water, and length of time in water.
Current trends towards increasingly complex electronics will mean that any salt water damage will render the vehicle unrepairable, and if a vehicle has been submerged to a significant depth – for example water high enough to contaminate air bags) then the vehicle should be removed from use.
Fire Damage.
Excessive heat removes the strength from High Strength Steel, so fire damage to structural areas of newer vehicles is serious, I would contend that, unless the damage is very localised, all fire damaged vehicles should not be repaired.
Parts Availability.
A vehicle severely structurally damaged where parts are not available should not be repaired, releasing one of these vehicles into the motor salvage market for repair could lead to a substandard repair being completed and the general public being put in danger as an unsafe vehicle is in use. Engineers need to know what parts are available from the vehicle manufacturers and any safeguards they put in place. For example, many manufacturers place controls on the supply of replacement bodyshells that could result in these not being available to the salvage industry, thus compromising a safe repair on motor salvage.
In summary, all motor engineers inspecting vehicles for insurance repair need to be fully aware of current vehicle design and construction, they need to know repair techniques for all types of vehicles, and also decide if a salvage vehicle can be safely repaired and placed back into use.
And we haven’t started on electric vehicles yet!
A copy of the ABI Code of Practice for Motor Salvage can be downloaded from http://www.abi.org.uk/Information/Codes_and_Guidance_Notes/General_Insurance_Codes_and_Guidance_Notes.aspx
Monday, 6 June 2011
Certificate of Technical Competency
You have been in the auto recycling business since you finished school, your children have been brought up in the business and their children are of an age where they want to finish school and come and join you, and the Environment Agency are now asking you to take a test to prove your competent to operate a recycling yard.
You are probably thinking what do they know about running a salvage yard that I don’t?
Well, the bad news is that Technical Competency is here to stay; the good news is that it is not too difficult once you know how the testing procedure works and have received a little bit of training.
There are three elements to the test, the generic module and then two activity specific modules that most End of Life Vehicle sites should be taking.
The Generic module looks at three areas:
• The Law – this includes Waste Carriers, Environmental Permitting, Hazardous Waste Controls and so on.
• Health and Safety – Equipment, Manual Handling, People on Site etc.
• Environmental Protection – for example - Drainage, Bunding, Liquid Containment, spillages, etc.
This part of the test is 20 questions with multi-choice answers.
The activity specific modules focus directly into such areas as End of Life Vehicles, Metal Recycling, Waste transfer Station and so-on, and these are 6 questions for each, again with multiple choice answers.
It is best to work with professionals in this area to determine the exact modules required and the training needed to pass the Technical Competency tests, both UK motor salvage federations are offering training to their members, so their web sites would be a good place to start, www.mvda.org.uk and www.bvsf.org.uk , you could also work with your local Environment Agency office to determine what is required, as the modules detailed above are only suitable for members of staff with considerable experience of running auto recycling operations, and newer staff may be required to complete more intensive training and development before being technically competent.
If you are based outside of England and Wales then there is currently no requirement for you to hold this qualification, so you can watch with interest as your colleagues work through these tests, however if you are based in England and Wales you cannot ignore the requirements, without a Certificate of Technical Competence the Environment Agency could revoke your Waste Management Licence or Environmental Permit with major consequences on your business.
You are probably thinking what do they know about running a salvage yard that I don’t?
Well, the bad news is that Technical Competency is here to stay; the good news is that it is not too difficult once you know how the testing procedure works and have received a little bit of training.
There are three elements to the test, the generic module and then two activity specific modules that most End of Life Vehicle sites should be taking.
The Generic module looks at three areas:
• The Law – this includes Waste Carriers, Environmental Permitting, Hazardous Waste Controls and so on.
• Health and Safety – Equipment, Manual Handling, People on Site etc.
• Environmental Protection – for example - Drainage, Bunding, Liquid Containment, spillages, etc.
This part of the test is 20 questions with multi-choice answers.
The activity specific modules focus directly into such areas as End of Life Vehicles, Metal Recycling, Waste transfer Station and so-on, and these are 6 questions for each, again with multiple choice answers.
It is best to work with professionals in this area to determine the exact modules required and the training needed to pass the Technical Competency tests, both UK motor salvage federations are offering training to their members, so their web sites would be a good place to start, www.mvda.org.uk and www.bvsf.org.uk , you could also work with your local Environment Agency office to determine what is required, as the modules detailed above are only suitable for members of staff with considerable experience of running auto recycling operations, and newer staff may be required to complete more intensive training and development before being technically competent.
If you are based outside of England and Wales then there is currently no requirement for you to hold this qualification, so you can watch with interest as your colleagues work through these tests, however if you are based in England and Wales you cannot ignore the requirements, without a Certificate of Technical Competence the Environment Agency could revoke your Waste Management Licence or Environmental Permit with major consequences on your business.
Thursday, 12 May 2011
End of Life Vehicles
Utter the words End of Life Vehicle (ELV), and many will immediately picture a scrap yard full of old cars leaking oil and water, been involved in a heavy impact, or are simply a gutted shell. But this is only part of the story.
The End of Life Vehicle Directive – 2000/53/EC (to give it’s full title) is a Europe-wide directive that was to be enforced in all member states by 21 April 2002. However, some countries failed to implement the legislation by the deadline and many took advantage of flexibility within the directive so that the ‘last owner’ of the vehicle would be responsible for disposal of an ELV until the end of 2006. From 1st January 2007 this responsibility passed to the vehicle manufacturers bringing all member states in line.
The directive includes various targets involving: environmental practices in the motor salvage industry, the prohibition of the use of various heavy metals in vehicles and the removal of various hazardous fluids and components in a safe manner. Additionally the directive seeks to promote and encourage the development of markets for recycled parts.
The target causing most discussion is that 95% of a car (by weight) must be reused, recycled or recovered by 2015.
These, and other regulations in the directive, close the loop, from design and build, through sale, service and use, to disposal and recycling. The vehicle manufacturer is now responsible for the whole life of the vehicle, not just design and sales.
So what has changed in vehicle design and build? Plenty. The directive dictates that the use of Lead, Mercury, Cadmium and Hexavalent Chromium is now prohibited except in certain applications (i.e. batteries) according to a list that will be regularly reviewed. This ensures that these materials do not become shredder residues and are not incinerated or disposed of in landfills.
The European Union recently reported that this section alone has reduced the use of hazardous substances in vehicle production by 90%.
Manufacturers have also had to provide the industry with all requisite dismantling information with particular emphasis on hazardous materials and have to use component and material coding standards established by the European Commission to identify each individual part for recycling purposes.
In the next 5-10 years designers will have to adapt to many issues including:
Greater environmental awareness resulting in lower vehicle weights and the use of alternative construction materials
New Legislation and industry standards, such as:
Pedestrian impact
Reduction of emissions in production and use of the vehicle
Further increased environmental awareness
Lower production costs
Shorter lead times from design to manufacture
Looking closer at the first issue, vehicle weight is a major contributor to emissions, but it’s not all environmental, lighter cars have enhanced dynamics – handling, braking etc. The quest is on for designers to find components that meet all their requirements: are lighter and stronger, relatively inexpensive, environmentally attractive to produce and also recyclable in 2015.
It’s a tough challenge. For example, polymeric glazing (plastic glass) will be in use by a volume manufacturer within the next five years. Yes, it will be lighter than glass, however the plastics recycling market is currently not as advanced as the market for glass, so this has the potential to negatively impact the drive towards the 95% target.
Many manufacturers are already designing plastic components to be built using recycled materials and in many areas this is being achieved. Moreover, developments in shredder technology are starting to separate more of the various vehicle parts, resulting in less shredder residue going to landfill or incineration. Ultimately though the success of these developments rests upon the creation of a suitable marketplace willing to purchase the materials produced.
Outsourced parts are also a concern, as the manufacturer is ultimately responsible for the recyclability of all the components in their vehicles. Therefore they must ensure that all parts are recyclable within the terms of the ELV directive, i.e. do not contain any banned materials, are coded correctly and are also fit for the purpose for which they were designed.
The use of recycled material brings additional issues, including the availability and consistency of the material. It also requires the education of designers who may have little or no experience of working with recycled materials.
Concern remains over a number of areas both within and outside the ELV directive. For example, work must be done to develop effective recycled marketplaces. This has already started in the form of ongoing research, supported by the European Commission and many member states to investigate and develop recycled marketplaces and recycling processes in order to reach the 95% target.
The Commission also reported on the ELV process, specifically completing an impact assessment on the targets contained within the directive. It has concluded that there is no need to change these targets, despite fears that the current target of 95% by 2015 is unattainable.
The report highlights that any reduction in the targets will end the development of technology to treat the waste and that confirmation of the 2015 target will assist in removing current blockages to innovation. The assessment goes on to support the ELV Directive because it has triggered technological development in ELV treatment and stresses that continued development of treatment technologies will bring substantial environmental benefits.
You can find more details at http://ec.europa.eu/environment/waste/elv_index.htm
As the worldwide vehicle market expands over the coming years environmental concerns are only going to increase, leading many areas of the world to follow the example set by the European Commission.
The work already completed in Europe has made this region a world leader in motor vehicle environmental and recycling activities, creating business opportunities by setting high, but in my opinion, achievable standards.
Saturday, 30 April 2011
ARN unveils shredder residue facility
In the presence of hundreds of dignitaries from the Netherlands and beyond, car recycling collective Auto Recycling Nederland (ARN) has opened its long-awaited shredder residue recycling plant in the town of Tiel. The fully-automatic plant combines the latest technologies to separate shredder residue from vehicles and other waste streams into a wide array of metal, plastic, fibre and mineral fractions.
ARN’s mechanical post-shredding technology (PST) plant is a key development in the push to meet the 95% recycling target for end-of-life vehicles which has been set by the European authorities for 2015. The PST facility will process material supplied by Dutch and foreign shredder operators.
The plant harnesses advanced Volkswagen/SiCon technology and is completed by a plastic separation module from Belgium’s Galloo Plastics. At full capacity, the plant is expected to process 100 000 tonnes of residues per annum; however, in the early stages, the figure will be nearer 30 000 tonnes. The facility is composed of 50 different types of machinery. ‘Some elements need to be fine-tuned,’ says ARN’s CEO Arie de Jong, ‘so I think it will take some months before it will run at full capacity.’ Some 5000 tonnes had already been put through the system prior to the opening ceremony.
The formal opening of the plant was performed by the Netherlands’ Environment Secretary Joop Atsma, alongside Mr De Jong and ARN Recycling Director Arie de Greef. During the event, Mr De Jong called for more economic solutions for marketing the mineral and fibre fractions - the most difficult elements to extract in the separation process. ‘We need a collaborative approach from society, economy and technology; only in this way can we head for a more circular consumption society,’ he argued.
Over the coming years, the plant is expected to reduce the costs payable by vehicle dismantlers and shredder operators for disposing of their residues. It will also take over some of the manual separation work from car dismantlers.
ARN’s mechanical post-shredding technology (PST) plant is a key development in the push to meet the 95% recycling target for end-of-life vehicles which has been set by the European authorities for 2015. The PST facility will process material supplied by Dutch and foreign shredder operators.
The plant harnesses advanced Volkswagen/SiCon technology and is completed by a plastic separation module from Belgium’s Galloo Plastics. At full capacity, the plant is expected to process 100 000 tonnes of residues per annum; however, in the early stages, the figure will be nearer 30 000 tonnes. The facility is composed of 50 different types of machinery. ‘Some elements need to be fine-tuned,’ says ARN’s CEO Arie de Jong, ‘so I think it will take some months before it will run at full capacity.’ Some 5000 tonnes had already been put through the system prior to the opening ceremony.
The formal opening of the plant was performed by the Netherlands’ Environment Secretary Joop Atsma, alongside Mr De Jong and ARN Recycling Director Arie de Greef. During the event, Mr De Jong called for more economic solutions for marketing the mineral and fibre fractions - the most difficult elements to extract in the separation process. ‘We need a collaborative approach from society, economy and technology; only in this way can we head for a more circular consumption society,’ he argued.
Over the coming years, the plant is expected to reduce the costs payable by vehicle dismantlers and shredder operators for disposing of their residues. It will also take over some of the manual separation work from car dismantlers.
Thursday, 28 April 2011
End of Life Vehicles
Ok, I know most of you understand ELV’s, but please allow me to expand on the EU regulations and show you that this is more than just a set of rules for vehicles in auto recycling yards.
The whole ELV process starts from vehicle design – ensuring components used in vehicle build can be recycled, adherence to a very specific list of materials that cannot be used in vehicles, ease of dismantling are all necessary. The EU believes that these regulations have resulted in a 90% reduction of hazardous substances in vehicle build since introduction.
Vehicle manufacturers also have a requirement to make dismantling information available to the auto recycling industry – including details of what components are made from, especially important when removing plastic components.
The European Union are also supporting development of recycling techniques and the recycled marketplace – to make sure that any components removed for recycling can be reused.
Once an ELV arrives at the auto recycling yard the vehicle must be stored on an impermeable surface, with sealed drainage until it has been de-polluted. This makes sure that any fluids leaking out are captured and cannot contaminate the surrounding area.
After de-pollution the vehicle can then go into the main yard.
De-pollution includes the following components and processes:
Air Conditioning – evacuation of the system, storage of the removed gas for safe recycling
Oils – removal of all oils from engine, gearbox, power steering and shock absorbers, includes removal of the engine oil filter. Fuel –removal of all fuels; Coolant –Removal; Screen Washer Fluid – removal; All fluids are then safely stored for future recycling.
All fluids need to be stored in sealed containers that are in a bunded area – an enclosed area that will stop fluid leaking out if storage tanks fail.
Tyres: Removed and stored for re-use or recycling, lead balance weights are removed from wheels and stored separately.
Airbags: Deployed.
Batteries: Removed and stored in sealed containers for recycling
Catalytic Converters: Removed and stored for future recycling.
Once the vehicle is considered to be ‘clean’ it can then go into the main yard for further processing as desired, this could be dismantling or straight to a shredder facility. Some recycling yards strip vehicles down further with cores going into separate bins, alloys separated from steel, etc.
Where does the future lie? – Well the EU has set the standard that the rest of the world must follow. There is still plenty to do, ELV legislation applies to cars and light commercials only, so the EU need to bring motorbikes and heavy commercials under the directive as soon as possible, and enforcement is a priority – according to latest reports 12 member states (out of 27) have not met the requirements of the ELV directive.
If this were my old school teacher it would get a B+, but could do better!
The whole ELV process starts from vehicle design – ensuring components used in vehicle build can be recycled, adherence to a very specific list of materials that cannot be used in vehicles, ease of dismantling are all necessary. The EU believes that these regulations have resulted in a 90% reduction of hazardous substances in vehicle build since introduction.
Vehicle manufacturers also have a requirement to make dismantling information available to the auto recycling industry – including details of what components are made from, especially important when removing plastic components.
The European Union are also supporting development of recycling techniques and the recycled marketplace – to make sure that any components removed for recycling can be reused.
Once an ELV arrives at the auto recycling yard the vehicle must be stored on an impermeable surface, with sealed drainage until it has been de-polluted. This makes sure that any fluids leaking out are captured and cannot contaminate the surrounding area.
After de-pollution the vehicle can then go into the main yard.
De-pollution includes the following components and processes:
Air Conditioning – evacuation of the system, storage of the removed gas for safe recycling
Oils – removal of all oils from engine, gearbox, power steering and shock absorbers, includes removal of the engine oil filter. Fuel –removal of all fuels; Coolant –Removal; Screen Washer Fluid – removal; All fluids are then safely stored for future recycling.
All fluids need to be stored in sealed containers that are in a bunded area – an enclosed area that will stop fluid leaking out if storage tanks fail.
Tyres: Removed and stored for re-use or recycling, lead balance weights are removed from wheels and stored separately.
Airbags: Deployed.
Batteries: Removed and stored in sealed containers for recycling
Catalytic Converters: Removed and stored for future recycling.
Once the vehicle is considered to be ‘clean’ it can then go into the main yard for further processing as desired, this could be dismantling or straight to a shredder facility. Some recycling yards strip vehicles down further with cores going into separate bins, alloys separated from steel, etc.
Where does the future lie? – Well the EU has set the standard that the rest of the world must follow. There is still plenty to do, ELV legislation applies to cars and light commercials only, so the EU need to bring motorbikes and heavy commercials under the directive as soon as possible, and enforcement is a priority – according to latest reports 12 member states (out of 27) have not met the requirements of the ELV directive.
If this were my old school teacher it would get a B+, but could do better!
How 'Green' is the Auto Recycling World?
Sustainable development in the Auto Recycling Industry
Auto recycling can be a very green operation, but it can also be very dirty and harmful to the environment, the challenge has to be how to effectively improve the image of the industry, divert more product away from landfill and into recycling, and ensure that auto recycling activities do not harm this fragile planet we live on.
An immense challenge, especially when we hear about the predicted increase in new vehicle sales for China and S East Asia over the coming 20 years.
As with all things, this must start at the vehicle design stage – vehicle manufacturers must be forced to design vehicles that can easily be recycled once they reach the end of their lives. This includes materials used in production, restrictions in the use of hazardous substances such as mercury, and ease of dismantling.
During the life of the vehicle, manufacturers have a need to show that servicing schedules are designed to minimise waste, and service agents must be able to recycle as much of the waste products as possible.
When the vehicle reaches the end of its’ life it must go to an approved treatment facility for de-pollution, dismantling and recycling. A site where all waste products can be removed cleanly, efficiently and sent for recycling. A site where the ground will not be contaminated, workers are kept safe and the public are not in any danger.
The European Union is getting there – they already have rules and regulations in place regarding all of the above, including development of markets for the recycled products that come out of ELV’s – their target of 95% of each vehicle being recycled from 2015 is tough, but achievable.
Problem is, the rules only apply to cars and light commercial vehicles, when will similar standards be applied to motorbikes and heavy commercials?
What about the rest of the world and what happens in 10-12 years time when the 12 million new cars sold in China this year reach the end of their lives?
It is time for the worldwide auto recycling industry to set minimum standards for vehicle de-pollution, dismantling and recycling for all motor vehicles. Standards that reflect the need to protect our world from pollution, increase the amount of product that is recycled, and minimise waste.
Talk to your local Politicians, Councillors, Members of Parliament, Senators etc, ask them what they are doing to protect the environment, when can we see updated rules and regulations, and more importantly the funding to enforce these rules and regulations and drive illegal operators out of business.
Auto recycling can be a very green operation, but it can also be very dirty and harmful to the environment, the challenge has to be how to effectively improve the image of the industry, divert more product away from landfill and into recycling, and ensure that auto recycling activities do not harm this fragile planet we live on.
An immense challenge, especially when we hear about the predicted increase in new vehicle sales for China and S East Asia over the coming 20 years.
As with all things, this must start at the vehicle design stage – vehicle manufacturers must be forced to design vehicles that can easily be recycled once they reach the end of their lives. This includes materials used in production, restrictions in the use of hazardous substances such as mercury, and ease of dismantling.
During the life of the vehicle, manufacturers have a need to show that servicing schedules are designed to minimise waste, and service agents must be able to recycle as much of the waste products as possible.
When the vehicle reaches the end of its’ life it must go to an approved treatment facility for de-pollution, dismantling and recycling. A site where all waste products can be removed cleanly, efficiently and sent for recycling. A site where the ground will not be contaminated, workers are kept safe and the public are not in any danger.
The European Union is getting there – they already have rules and regulations in place regarding all of the above, including development of markets for the recycled products that come out of ELV’s – their target of 95% of each vehicle being recycled from 2015 is tough, but achievable.
Problem is, the rules only apply to cars and light commercial vehicles, when will similar standards be applied to motorbikes and heavy commercials?
What about the rest of the world and what happens in 10-12 years time when the 12 million new cars sold in China this year reach the end of their lives?
It is time for the worldwide auto recycling industry to set minimum standards for vehicle de-pollution, dismantling and recycling for all motor vehicles. Standards that reflect the need to protect our world from pollution, increase the amount of product that is recycled, and minimise waste.
Talk to your local Politicians, Councillors, Members of Parliament, Senators etc, ask them what they are doing to protect the environment, when can we see updated rules and regulations, and more importantly the funding to enforce these rules and regulations and drive illegal operators out of business.
Thursday, 21 April 2011
Cost of the operation
Very interesting morning yesterday working with an excellent recycling yard in South Wales. We were looking at costs, cost of purchasing stock, cost of processing the vehicles and the value of the vehicle as pure scrap.
This organisation have got all the records to hand and we were able to see how much it cost them to purchase stock, how much it cost to process end of life vehicles, the value of the scrap elements - hulk, alloy wheels, cores, catalytic converters etc. We also looked at parts sales and revenue.
What we did find is that the average purchase price was close to half the cost of processing the vehicle, and they cleared in excess of £200,000 profit annually just from processing end of life vehicles.
it got me wondering, how many other operations have access to similar information from their records? Unfortunately I believe that only a very small number of auto recycling businesses will have this knowledge - those that do not have this data are at increased risk of financial problems - knowing your turnover, costs, revenue streams is so important in the current financial climate.
We are now heading into a couple of long weekends - ideal time for owners and managers to take a few days away from the de-pollution bay, and take some time out. So as you fire up the barbeque and open that bottle of wine - think about the business and how much more profit you could be making if you take time to analyse where costs can be saved, where more revenue could be obtained, and how you measure this.
Salvage Wire can help, see our website for more detail on how to contact us.
Happy Easter
This organisation have got all the records to hand and we were able to see how much it cost them to purchase stock, how much it cost to process end of life vehicles, the value of the scrap elements - hulk, alloy wheels, cores, catalytic converters etc. We also looked at parts sales and revenue.
What we did find is that the average purchase price was close to half the cost of processing the vehicle, and they cleared in excess of £200,000 profit annually just from processing end of life vehicles.
it got me wondering, how many other operations have access to similar information from their records? Unfortunately I believe that only a very small number of auto recycling businesses will have this knowledge - those that do not have this data are at increased risk of financial problems - knowing your turnover, costs, revenue streams is so important in the current financial climate.
We are now heading into a couple of long weekends - ideal time for owners and managers to take a few days away from the de-pollution bay, and take some time out. So as you fire up the barbeque and open that bottle of wine - think about the business and how much more profit you could be making if you take time to analyse where costs can be saved, where more revenue could be obtained, and how you measure this.
Salvage Wire can help, see our website for more detail on how to contact us.
Happy Easter
Friday, 15 April 2011
Certificate of Technical Competency
Auto recycling yard managers in England and Wales have less then 12 months to obtain their Certificate of Technical Competence. Failure to do this could result in businesses being closed down following revocation of waste management licences.
The original deadline of Feb 2011 was extended by 12 months so that all necessary staff could get through the qualification, and to date it is believed that only 10% of all Technically Competent Managers have taken the test, leaving almost 10,000 tests still to be taken in the remaining 10 months.
All End of Life Vehicle or Metal Recycling facilities must have the following ‘Operator Competence’ in place:
Free from environmental convictions
Financially viable
Have technical Competence in place
Operator Competence must remain in place for the life of the facility – this includes ongoing testing with the first deadline of Feb 2012 and ongoing re-testing every 2 years.
Additionally the Technically Competent Manager must be on site 20-25% of EVERY week, so if they go on holiday, they need to be replaced for the time they are away.
There are a number of avenues for obtaining initial competence, and the choice taken can be as follows:
You have already been deemed to be competent by the Environment Agency – you take the on-line general module and up to three specific modules relating to your chosen area of business.
Work through a training agency towards a number of NVQ’s
Take a VRQ – an intensive training course that is equivalent to 6 NVQ’s
Obtain the ESA ‘Corporate Competence’ qualification
One of the best sources of information is the WAMITAB (Waste Management Industry Training and Advisory Board) web site – www.wamitab.org.uk
The original deadline of Feb 2011 was extended by 12 months so that all necessary staff could get through the qualification, and to date it is believed that only 10% of all Technically Competent Managers have taken the test, leaving almost 10,000 tests still to be taken in the remaining 10 months.
All End of Life Vehicle or Metal Recycling facilities must have the following ‘Operator Competence’ in place:
Free from environmental convictions
Financially viable
Have technical Competence in place
Operator Competence must remain in place for the life of the facility – this includes ongoing testing with the first deadline of Feb 2012 and ongoing re-testing every 2 years.
Additionally the Technically Competent Manager must be on site 20-25% of EVERY week, so if they go on holiday, they need to be replaced for the time they are away.
There are a number of avenues for obtaining initial competence, and the choice taken can be as follows:
You have already been deemed to be competent by the Environment Agency – you take the on-line general module and up to three specific modules relating to your chosen area of business.
Work through a training agency towards a number of NVQ’s
Take a VRQ – an intensive training course that is equivalent to 6 NVQ’s
Obtain the ESA ‘Corporate Competence’ qualification
One of the best sources of information is the WAMITAB (Waste Management Industry Training and Advisory Board) web site – www.wamitab.org.uk
Sunday, 13 March 2011
Why regulated standards are needed for End of Life Vehicles
My friend and auto recycling colleague, Steve Fletcher, has produced an excellent piece on why End of Life Vehicles require regulation, you can read about this and much more at his blog - http://autorecyclers.blogspot.com/
Thursday, 20 January 2011
New ELV web site
Scrapcar.co.uk have just launched a new website, it is full of important and relevant information, and more importantly, it is very user friendly.
Well worth visiting for all involved in End of Life Vehicles - http://www.scrapcar.co.uk
Well worth visiting for all involved in End of Life Vehicles - http://www.scrapcar.co.uk
Monday, 17 January 2011
Stolen Depollution Equipment
Urgent message from Paul Dixon of Autodrain,
Would all AutoDrain Customers and partners please be aware that on the night of 12th of January 2011 our Leeds warehouse was broken into and a substantial amount of Equipment was taken.
The missing Equipment comprises of;
7 Wheelpopper Machines – 3phase electric painted yellow with AutoDrain laser cut in to the body
27 Stainless Steel Fuel Recovery Units – Mobile vessels in self colour stainless steel
6 QuickDrain compact modules – complete with pumps and reels, etc. painted yellow
Parts for;
Vehicle Lift and Load System – Oil Drainage arms – QuickDrain cabinets and Fuel Recovery Modules – A large quantity of Hydraulic rams and components for the above equipment and many other parts for products from the AutoDrain Range.
All of the Equipment is marked with the recognisable AutoDrain Brand and is unique to and only available through AutoDrain as we do not use resale agents. If you are offered any AutoDrain Equipment from sources other than ourselves please contact us as soon as possible.
www.autodrain.net
Would all AutoDrain Customers and partners please be aware that on the night of 12th of January 2011 our Leeds warehouse was broken into and a substantial amount of Equipment was taken.
The missing Equipment comprises of;
7 Wheelpopper Machines – 3phase electric painted yellow with AutoDrain laser cut in to the body
27 Stainless Steel Fuel Recovery Units – Mobile vessels in self colour stainless steel
6 QuickDrain compact modules – complete with pumps and reels, etc. painted yellow
Parts for;
Vehicle Lift and Load System – Oil Drainage arms – QuickDrain cabinets and Fuel Recovery Modules – A large quantity of Hydraulic rams and components for the above equipment and many other parts for products from the AutoDrain Range.
All of the Equipment is marked with the recognisable AutoDrain Brand and is unique to and only available through AutoDrain as we do not use resale agents. If you are offered any AutoDrain Equipment from sources other than ourselves please contact us as soon as possible.
www.autodrain.net
Thursday, 13 January 2011
Make a world of difference when you scrap your car
How to ensure your old car doesn’t become an environmental hazard.
You may have never had to scrap a vehicle before, so you haven’t had to think about the consequences of what happens to your vehicle. Where you take it can be the difference between responsible environmental practices or a total environmental disaster.
The truth is, not everybody handles end-of-life vehicles (ELV) and vehicles that have been in accidents the way they should.
The volume of salvage yards trying to extract the most value from an ELV by cutting environmental corners is a growing practice. The European Union set regulations in place 10 years ago to prevent vehicle dismantling and destruction from harming the environment whilst maximising the volume of each vehicle that is recycled. Currently 85% of the vehicle must be recycled; by 2015 salvage yards will have to recycle 95% of each vehicle.
Unfortunately, there are a number of salvage yards that do not abide by the EU regulations, and these yards are having a negative impact on the environment.
Licensed operators have spent a lot of money on premises and equipment to ensure that all the hazardous components of vehicle dismantling are handled correctly and in a way that does not harm the environment. These areas include tyres, batteries, oils, fuel, coolant, batteries, air conditioning gas etc. Any of these can pose a hazard to the environment, hence the need to treat each of them so carefully.
Once the vehicle has been fully de-polluted it is then recycled, either by going through shredding process, or by being dismantled and the parts removed and resold for use on other vehicles before the remainder of the vehicle is crushed and recycled fully.
There are a number of resources available to help you make the correct choice about who scraps your car, the Environment Agency web site has a full list of Authorised Treatment Facilities – those businesses that have put in the investment to achieve the standard required by the EU – see http://www.environment-agency.gov.uk/business/regulation/65470.aspx
Or you could use one of the many national services available including Give A Car http://www.giveacar.co.uk/ who will scrap your car and make a donation to the charity of your choice, and Car Take Back (www.cartakeback.com).
You can make a world of difference by the choices you make when you scrap your vehicle.
You may have never had to scrap a vehicle before, so you haven’t had to think about the consequences of what happens to your vehicle. Where you take it can be the difference between responsible environmental practices or a total environmental disaster.
The truth is, not everybody handles end-of-life vehicles (ELV) and vehicles that have been in accidents the way they should.
The volume of salvage yards trying to extract the most value from an ELV by cutting environmental corners is a growing practice. The European Union set regulations in place 10 years ago to prevent vehicle dismantling and destruction from harming the environment whilst maximising the volume of each vehicle that is recycled. Currently 85% of the vehicle must be recycled; by 2015 salvage yards will have to recycle 95% of each vehicle.
Unfortunately, there are a number of salvage yards that do not abide by the EU regulations, and these yards are having a negative impact on the environment.
Licensed operators have spent a lot of money on premises and equipment to ensure that all the hazardous components of vehicle dismantling are handled correctly and in a way that does not harm the environment. These areas include tyres, batteries, oils, fuel, coolant, batteries, air conditioning gas etc. Any of these can pose a hazard to the environment, hence the need to treat each of them so carefully.
Once the vehicle has been fully de-polluted it is then recycled, either by going through shredding process, or by being dismantled and the parts removed and resold for use on other vehicles before the remainder of the vehicle is crushed and recycled fully.
There are a number of resources available to help you make the correct choice about who scraps your car, the Environment Agency web site has a full list of Authorised Treatment Facilities – those businesses that have put in the investment to achieve the standard required by the EU – see http://www.environment-agency.gov.uk/business/regulation/65470.aspx
Or you could use one of the many national services available including Give A Car http://www.giveacar.co.uk/ who will scrap your car and make a donation to the charity of your choice, and Car Take Back (www.cartakeback.com).
You can make a world of difference by the choices you make when you scrap your vehicle.
Tuesday, 21 September 2010
The Dangers of Depollution Drip Trays
The Dangers of Depollution Drip Trays
It was initially thought that the provision of drip trays in vehicle depollution bays were a good idea, preventing the spread of spills and making the cleaning up process quicker and more efficient. These large metal trays at the base of a depollution bay collect drips of coolant, oil, brake fluid, diesel, and petrol during the depollution process.
The problem is, however, that petrol vapour also collects in the tray; because this vapour is heavier than air, it sinks to the lowest point and then can’t escape or disperse due to the metal sides (usually around 2” deep). Because petrol vapour is explosive, what at first seemed to be a good idea turns out to be a major hazard to workers using the depollution bay. In addition to this, many manufacturers do not fully understand the legislation surrounding the potential hazards of this explosive atmosphere and cocktail of flammable substances.
The European Directive 94/9/EC, ATEX, or as it’s known in the UK, DSEAR (Dangerous Substances & Explosive Atmosphere Regulations) provides guidelines and legislations regarding the safe handling and management of explosive gases. According to this legislation, the UK’s Health & Safety Executive have declared that the area above the drip tray is a permanent explosive atmosphere, due to the fact that petrol vapour is present along with flammable liquids. What’s more alarming is that it is deemed to be a ‘Zone 0’ – the highest graded risk.
One of the leading UK depollution bay manufacturers, AutoDrain, have spent many years researching and testing vehicle depollution equipment and ensure that all of their products are designed in accordance with this legislation. Putting safety as a paramount priority, they strongly recommend that drip trays are not used – their own equipment reflects this; workers using their bays are not at risk from standing on top of a drip tray and the potentially fatal atmosphere that they can create.
In addition to the aforementioned legislative reasons for discarding the use of dangerous drip trays, AutoDrain also state that they do not use drip trays due to potential tripping hazards and other health and safety legislation - which would require breathing apparatus to be used by depollution workers.
It was initially thought that the provision of drip trays in vehicle depollution bays were a good idea, preventing the spread of spills and making the cleaning up process quicker and more efficient. These large metal trays at the base of a depollution bay collect drips of coolant, oil, brake fluid, diesel, and petrol during the depollution process.
The problem is, however, that petrol vapour also collects in the tray; because this vapour is heavier than air, it sinks to the lowest point and then can’t escape or disperse due to the metal sides (usually around 2” deep). Because petrol vapour is explosive, what at first seemed to be a good idea turns out to be a major hazard to workers using the depollution bay. In addition to this, many manufacturers do not fully understand the legislation surrounding the potential hazards of this explosive atmosphere and cocktail of flammable substances.
The European Directive 94/9/EC, ATEX, or as it’s known in the UK, DSEAR (Dangerous Substances & Explosive Atmosphere Regulations) provides guidelines and legislations regarding the safe handling and management of explosive gases. According to this legislation, the UK’s Health & Safety Executive have declared that the area above the drip tray is a permanent explosive atmosphere, due to the fact that petrol vapour is present along with flammable liquids. What’s more alarming is that it is deemed to be a ‘Zone 0’ – the highest graded risk.
One of the leading UK depollution bay manufacturers, AutoDrain, have spent many years researching and testing vehicle depollution equipment and ensure that all of their products are designed in accordance with this legislation. Putting safety as a paramount priority, they strongly recommend that drip trays are not used – their own equipment reflects this; workers using their bays are not at risk from standing on top of a drip tray and the potentially fatal atmosphere that they can create.
In addition to the aforementioned legislative reasons for discarding the use of dangerous drip trays, AutoDrain also state that they do not use drip trays due to potential tripping hazards and other health and safety legislation - which would require breathing apparatus to be used by depollution workers.
Thursday, 16 September 2010
Conversation with DVLA
I rang the DVLA yesterday to get advice on how to scrap my car. I did this in the guise of an ordinary car owner.
Unfortunately the guy at the DVLA defaulted immediately to the classic DVLA line "Just fill out section 9 and send it to us"
I quoted what it said on the new V5c where it says You cannot use the V5c to tell us that you have scrapped your vehicle.
He advised me to fill out section 9 and the DVLA would remove me as owner of the vehicle and "put it to trade".
This appears to be a state of limbo where vehicles go, many of which may be scrapped.
I asked him about a COD .
He said "Well you could get one of those if you wish"
I asked" where from ?"
He went away for a while and came back to inform me that "there was a list on the Internet somewhere."
I asked if getting a COD would end my responsibilities as owner.
He said "not necessarily and the only way to to do this was to fill out section 9 and tell us that you are no longer the keeper.
I asked him why?, given that it said on the V5c that the DVLA were not allowing the use of the V5c to tell of a scrapped vehicle.
He infomed me "well not all scrapyards issue these certificates and in any case the certificate does not always immediately end your responsibility for the vehicle".
To hear this from someone who is there to inform the public as to the correct procedure for legally scrapping ones motor vehicle was to say the least disheartening.
To sum up.
The tick box is gone and this is a good thing, but the filling in of section 9 and the strange wording on the back of the new V5cs will maintain some of the Non CoD loopholes.
If all you have to do is put any name on section 9 of the V5c then the unlicensed will continue to find ways around the system and the UK will end up with millions of un recorded scrap vehicles which the DVLA have put "out to trade"
If my phone call is anything to go by we are far from home and dry with the DVLA.
They continue to send out confusing messages to vehicle owners. Granted it will take time for the full effect of the new V5c but perhaps we should be looking for further assurance form the DVLA that their staff at least understand the law re ELVs.
Unfortunately the guy at the DVLA defaulted immediately to the classic DVLA line "Just fill out section 9 and send it to us"
I quoted what it said on the new V5c where it says You cannot use the V5c to tell us that you have scrapped your vehicle.
He advised me to fill out section 9 and the DVLA would remove me as owner of the vehicle and "put it to trade".
This appears to be a state of limbo where vehicles go, many of which may be scrapped.
I asked him about a COD .
He said "Well you could get one of those if you wish"
I asked" where from ?"
He went away for a while and came back to inform me that "there was a list on the Internet somewhere."
I asked if getting a COD would end my responsibilities as owner.
He said "not necessarily and the only way to to do this was to fill out section 9 and tell us that you are no longer the keeper.
I asked him why?, given that it said on the V5c that the DVLA were not allowing the use of the V5c to tell of a scrapped vehicle.
He infomed me "well not all scrapyards issue these certificates and in any case the certificate does not always immediately end your responsibility for the vehicle".
To hear this from someone who is there to inform the public as to the correct procedure for legally scrapping ones motor vehicle was to say the least disheartening.
To sum up.
The tick box is gone and this is a good thing, but the filling in of section 9 and the strange wording on the back of the new V5cs will maintain some of the Non CoD loopholes.
If all you have to do is put any name on section 9 of the V5c then the unlicensed will continue to find ways around the system and the UK will end up with millions of un recorded scrap vehicles which the DVLA have put "out to trade"
If my phone call is anything to go by we are far from home and dry with the DVLA.
They continue to send out confusing messages to vehicle owners. Granted it will take time for the full effect of the new V5c but perhaps we should be looking for further assurance form the DVLA that their staff at least understand the law re ELVs.
Tuesday, 3 August 2010
New look V5 log book from DVLA
From the 15 August 2010 all V5C's that are issued by the Driver and Vehicle Licensing Agency (DVLA) will have a new look. The new V5C will make it clear that the registration certificate is not proof of ownership and will provide details of where you can get advice on buying a used vehicle.
The ‘scrap’ box has also been removed because all cars, light vans and three-wheeled motor vehicles- excluding motor tricycles, must be taken to an Authorised Treatment Facility, who should issue a Certificate of Destruction (CoD). Vehicles other than those already mentioned, should still be taken to an ATF to ensure they are destroyed to environmental standards. Anyone keeping the vehicle but breaking it up for parts, etc, should make a Statutory off Road Notification (SORN) to let DVLA know that the vehicle is being kept unlicensed and off the road.
Anyone with the existing blue version need not do anything as both types of document are still valid.
DVLA’s ‘Buyer Beware’ message advises that the V5C is only one of the things that buyers of used vehicles need to check. By making buyers aware of the risks, our aim is to help them to protect themselves and reduce the risk of getting caught out by criminals.
For more information on the V5c and our Buyer Beware consumer protection initiative, go to www.direct.gov.uk/buyerbeware for your information.
The ‘scrap’ box has also been removed because all cars, light vans and three-wheeled motor vehicles- excluding motor tricycles, must be taken to an Authorised Treatment Facility, who should issue a Certificate of Destruction (CoD). Vehicles other than those already mentioned, should still be taken to an ATF to ensure they are destroyed to environmental standards. Anyone keeping the vehicle but breaking it up for parts, etc, should make a Statutory off Road Notification (SORN) to let DVLA know that the vehicle is being kept unlicensed and off the road.
Anyone with the existing blue version need not do anything as both types of document are still valid.
DVLA’s ‘Buyer Beware’ message advises that the V5C is only one of the things that buyers of used vehicles need to check. By making buyers aware of the risks, our aim is to help them to protect themselves and reduce the risk of getting caught out by criminals.
For more information on the V5c and our Buyer Beware consumer protection initiative, go to www.direct.gov.uk/buyerbeware for your information.
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