International Review of Waste Management Policy - Department of ...

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� The creation of networks of dismantlers linked to individual car companies has
been a major organisational innovation given the previously existing limited
relationships between the car industry and post-consumer ELV treatments.
However, contractual arrangements between the main actors (carmakers,
dismantlers, shredders, and recyclers) differ from country to country.
� Innovative developments concerning design for dismantling (DFD) are taking
place in all car companies. DFD may consist of small changes in the partassembling
systems or it may imply changes and adaptations of components
and parts. The boundaries between DFD and design for recycling (DFR) are not
clear-cut.
� DFR requires definition and measure of “recyclability”. European carmakers
work on the development of “recyclability coefficients” for materials and
components and include lists of not admitted or undesired
substances/materials in the technical specifications imposed to component
suppliers. Thus, a “responsibility transfer” between industries takes place. DFR
is also increasingly linked to Life-Cycle Analysis (LCA). Most carmakers are
investing in recycling-oriented LCA at the research & development (R&D) level
and, in some cases, they are transferring results to practice. LCA is generally still
limited to specific materials or car components. DFR pushes most carmakers to
pursue a simplification of the material regime. “Easily” (i.e. economically)
recyclable materials are favoured and, as a consequence, the trend towards the
use of certain polymers and composite materials is weakening. There is a
propensity to reduce the number of polymers in favour of those having the best
recycling possibilities and a process of inter-polymer substitution is underway.
The legislation not only transposed into Irish law the EU Directive on End of Life
Vehicles (Directive 2000/53), it also made a significant amendment to the Waste
Management (Permit) Regulations 1998. This amendment enlarged the decisionmaking
criteria under which all types of waste permit application received since 8
June 2006 are considered 486 .
22.10 Social and Distributional Consequences
The Regulations are designed to allow competition to operate effectively and should
not lead to market distortions, particularly in relation to existing small businesses
operating in the scrap-vehicle dismantling sector.
Each producer is required to establish a national system for the collection and
treatment of negative value ELVs for which they are responsible. While the national
network, which a producer puts in place for the collection and treatment of ELVs,
must be a minimum of 43 ATFs nationally, there is no maximum limit; hence there will
be opportunities for the existing operators to compete for this business.
486 Duncan Laurence Environmental (February 2007) Waste Management End of Life Vehicles
Regulations 2006, Legislation Summary.
International Review of Waste Policy: Annexes