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ELT usesEnd-of-life tire uses: Numerous possibilities,existing and under developmentWhy use end-of-life tires and for what purposes?ELTs can be a low-cost source of fuel when located nearFigure 4: Current uses for ELTsa major fuel consumer, such as a power plant or cementAlternative fuel (mainly for cementkilns, paper/pulp mills, thermalpower stations, industrial boilers, etc.)factory. They can also be readily processed for a diverserange of construction projects. Substituting ELTs in place ofnew raw materials reduces associated environmental andeconomic costs, such as: Exploration and mining for fossil fuels and other virgin rawEnergyrecoverymaterials, and the associated land-use impact Transportation requirements (as tires are usually plentifulSubstitute for coal in steel plants(for example, electric arc furnacesare an emerging use)everywhere) Most or all processing requirements for many applications(as tires can often be used whole or shredded).Construction material1) Energy recoveryTire derived fuel (TDF), one of the leading options for ELTs,Materialrecoveryis mainly used in cement kilns, but also in thermal powerstations, pulp and paper mills, steel mills and industrialCrumb or ground rubber applications(including molded products whencombined with thermoplastics)boilers. In Europe, the cement sector is the main use of TDF.Kilns are increasingly being equipped to use ELTs assupplementary fuel and still be in compliance with the 2008atmospheric emission standards. Tires have a high energycontent and are an equal or better source of energy thanmany other solid fuels. This, alongside rising energy costsand increased environmental awareness in recent years,has led to an increase in use of TDF. The infrastructureexists, and with sufficient support and recognition of TDFas a viable alternative, the development of the industry hasFactors affecting the use of ELTs include:n The ELT recovery and management structure in placen Standards and restrictions on ELT use and disposaln Infrastructure available to allow reusen Reliability of supplyn Transport needs and costsignificant potential. TDF is currently the biggest use for ELTsin the US and Japan, and energy recovery is about equal tomaterial recovery in Western Europe and the US.Sources: European Tyre & Rubber Manufacturers’ Association, Rubber ManufacturersAssociation and Japan Automobile Tyre Manufacturers Association Inc.Table 2: ELT usage as tire derived fuel (TDF)Total ELTs(excludingexport andretread)EuropeJapanUS6TDF usageFacilities with TDF utilization250 million41% (2006)Cement kilns80 million70% (2006)Cement kilns, paper mills, tire factories292 million53% (2005)Cement kilns, paper/pulp mills, boilers

ELT usesTotal ELTs(excludingexport andretread)EuropeJapanUSTDF usageFacilities with TDF utilization250 million41% (2006)Cement kilns80 million70% (2006)Cement kilns, paper mills, tire factories292 million53% (2005)Cement kilns, paper/pulp mills, boilersTires sent for co-processing in a cement plant where both fuel value and materials are recoveredTable 3: Tire company furnaces fueled by TDF in JapanCompanyFactorySources: Japan Automobile Tyre Manufacturers Association Inc. (JATMA)Incinerator typePurposeBridgestone Corp.Tochigi plantAmagi plantFluidized-bed incineratorGrate incineratorPower generationHeat source for boilerYokohama Rubber Co., Ltd.Mie plantGrate incineratorHeat source for boilerSumitomo Rubber Industries, Ltd.Nagoya plantShirakawa plantMiyazaki plantGrate incineratorPyrolysis incineratorGrate incineratorCogenerationHeat source for boilerHeat source for boilerToyo Tire & Rubber Co., Ltd.Sendai plantKuwana plantGrate incineratorGrate incineratorCogenerationHeat source for boiler7

ELT usesThe advantages of TDFnLower costTires have a high energy content and TDF is an equal orThe cost of TDF is significantly lower than that ofbetter source of energy than other fuels:fossil fuels such as natural gas, coal and petroleumcoke, especially when exploration, development andTable 4: Energy content and CO2 emissions from fuelsSource: Greenhouse Gas Protocol Initiative, WBCSD CSI CO2 Emissions InventoryProtocol, Version 2.0FuelEnergy(Gigajoule/tonne)transport costs of virgin materials are taken intoaccount.Provided that quality and supply can be maintained,Emissionsusers can incorporate TDF into long-term planningkgCO2 /tonnekgCO 2 /Gigajoulesuch that significant economic advantages can beobtained. Tires are frequently a low-cost fuel sourceTires32.02,27085for cement factories. Weight and volume limitCoal27.02,43090transport distance and availability.Pet coke32.43,240100Diesel oil46.03,22070Natural gas39.01,98951Wood10.21,122110‘‘TDF can be used successfully as a 10-20% supplementaryfuel in properly designed fuel combustors with goodcombustion control and add-on particulate controls, suchas electrostatic precipitators, or fabric filters. Furthermore,a dedicated tire-to-energy facility specifically designedto burn TDF as its only fuel has been demonstrated toachieve emission rates much lower than most solid fuelcombustors.”Cement kilns are able to use either whole or shreddedtires. For other uses of TDF, such as in pulp and papermills, the steel belts often need to be removed to allowthe ash waste to be resold. However, even then, therecycled steel is a valuable by-product.TDF can be a good use for stockpiles of contaminatedtires covered in dirt and water. These tires cannotgenerally be used for ground rubber and so TDF orconstruction projects are better options.EPA Research Paper, Air Emissions from Scrap Tire Combustion, 1997nReduced emissionsTDF emissions, when tires are burned in a controlledenvironment, are no greater than those produced byother fuels. The carbon content per unit of energy isless than coal and petroleum coke, offering potentialreductions in greenhouse gas emissions. In somesituations, using TDF instead of virgin fossil fuelsreduces nitrogen oxide, sulfur oxide and carbon dioxideemissions. Natural rubber content in tires (25% or more)is regarded as carbon neutral, as rubber plantationssequester carbon from the atmosphere during their lifetime. Any ash created generally contains fewer heavymetals than ash from coal combustion. In cement kilnsthe rubber provides energy and the iron and sulfur areincorporated into the cement. (Iron is normally addedto the cement-making process; sulfur is absorbed andconverted to sulfates.)8Caption: Scrap tire incineration power generationsystem at Bridgestone Tochigi plant in Japan.

ELT uses2) Material recoverynnGround rubberIt is likely that ground rubber use will expand withCivil engineering usesfurther research and development. For example, methodsWhole or shredded tires are successfully used in a varietyof blending recycled rubber with polymers to createof civil engineering projects such as embankments,molded goods are improving, as are techniques tobackfill for walls, road insulation, field drains, erosionimprove rubber use in asphalt in varied climates.control/rainwater runoff barriers, wetlands and marshAsphalt pavements made with ELTs are in common useestablishment, crash barriers and jetty bumpers. Tiresin the developed world and beneficial properties includeare excellent materials for such uses because they arelonger life spans and reduced noise. In the US, groundlightweight, permeable, good insulators, shockrubber is blended with asphalt to favorably modify theabsorbent, noise absorbent and durable.properties of the asphalt. This market has expanded inthe US and Europe, and is anticipated to grow in theAnti-scree wall in the Hautes Alpes, FranceSource: Aliapur, DRArtificial turf on playing field, FranceSource: MichelinELTs can also be converted into ground or crumb rubberfuture. For example, several Canadian provinces arethat can then be used for rubber-modified asphaltconducting research that could lead to further(resulting in reduced traffic noise), running tracks, sportsexpansion of this market.fields, ground cover under playgrounds, molded rubberproducts, and mulch in landscape applications. GroundThe Japan Asphalt Rubber Research Group has ledrubber is produced either by ambient grinding orresearch and development into rubber-modified asphalt.cryogenic (freeze) grinding, the latter producing finerTrial pavements have been laid showing ELTs to be anparticles by using liquid nitrogen to cool the tires beforeeffective recycling technology and an environmentallyprocessing.friendly, cost-effective pavement material. Growth in thisindustry is projected.In most uses, tires present a low pollution risk. Whencompared with other alternative materials, using ELTscan help minimize a project’s environmental impact. Insome cases leaching may possibly occur; however this isnot reported as a widespread problem.9

ELT uses3) Other innovative and emerginguses for end-of-life tiresOther innovative uses for ELTs are emerging as morenDevulcanizationresearch and development is carried out in this area. TheDevulcanization (the process of breaking down andfollowing technologies are in development or already usedrecycling rubber) methods include thermal, mechanical,in special circumstances.ultrasound and bacterial, and it can be used to makenmolded rubber products from ELTs. AlthoughElectric arc furnacesdevulcanization is usually cost prohibitive, someSteelworks equipped with electric arc furnaces provideapplications have been developed and researchan almost closed loop recycling possibility for ELTs.is continuing.The method involves applying a quantity of scrap metalinto an electric arc furnace, followed by a quantity of tiresnPyrolysis(shredded or whole), to convert carbon monoxidePyrolysis is the thermal decomposition of organicgas to carbon dioxide in the furnace. In the US, aboutmaterial in the absence of air, and is a potential way1.3 million ELTs are used in this way per year, and aof generating materials from tires. Limited pyrolysismarket also exists in Japan. More recently this applicationfacilities currently exist and large-scale development ishas been validated for industrial use in Belgium, Francenot currently economically viable.and Luxembourg, and it has the potential for growth inEurope.ELTs being shredded for reuse10

ManagingELTsManagement systems for collectingand recovering end-of-life tiresEnd-of-life tire management approaches vary. Threeprovinces. Nigeria and Turkey have also begun stewardshipmain frameworks, or combinations, are usually used.systems and Russia is currently considering proposals.1) Tire industry responsibility2) Government/community responsibilityTire manufacturers (often in collaboration with distributorsSpecific taxes are levied on tire sales, or taxpayer-fundedand retailers) take responsibility under stewardship systemssystems operate using general tax revenue. Governmentsfor the recovery and recycling or disposal of ELTs, andhave often taken a direct role in cleanup programs. In thefinance these according to the number of units sold withinUS, many states have active programs to clean up existingthat country. Such systems are typically administered by astockpiles and eliminate the creation of new ones.not-for-profit body. Most often a separate fee is charged atGovernment-administered bodies responsible for ELTs havethe time of original sale, which increases public awarenessbeen established in the half of the Canadian provinces notof the program and funds the activities.covered by stewardship systems. Industry and otherstakeholders are frequently involved.In some regions tire manufacturers have promoted ELTs asa resource and consequently have proactively pursuedCroatia, Denmark, Latvia and the Slovak Republic also haveproducer-responsibility systems. Most countries in Europetax-funded systems.now have these systems, accounting for over 50% ofEuropean ELT volume. ELT management companies3) Free market approachorganize collection and recovery, participate in research andELT enterprises operate independently. Where suitabledevelopment activities for new recovery routes, liaise withinfrastructure exists, these companies can arrange recyclinglocal authorities, comply with reporting obligations andand recovery of ELTs with commercial benefits. Austria,promote the introduction of product standards. In addition,Germany, Ireland, New Zealand, Switzerland, the Unitedthe European Tyre and Rubber Manufacturers AssociationKingdom and the US operate on free market principles. Such(ETRMA) has established “The Used Tyres Group“ tocountries usually have laws regarding the transportation, use,promote the principle of ELTs as a resource and to proposedisposal and storage of ELTs. Tire manufacturers and othersregulations and directives for their proper management.involved in the industry voluntarily participate in systems.In Japan, based on “The Fundamental Law for Establishing aIn the US, tire manufacturers work together through theSound Material-Cycle Society“, the Japan Automobile TyreRubber Manufacturers’ Association (RMA) to promoteManufacturers Association Inc. (JATMA) promotes the 3Rs –responsible management of ELTs and to develop markets forReduce, Reuse and Recycle – with its committees toELTs.coordinate ELT collection and recovery, and to encouragefurther research and development. JATMA has alsoIn addition, technical assistance is provided to prospectiveimplemented a program for the removal of illegal legacyusers of ELTs to assist in getting necessary governmentstockpile sites.approvals and to help new users get started.In Korea manufacturers and importers pay a deposit feethat is refunded if they collect the ELTs. Brazil requiresimporters to demonstrate the disposal of 20% more tiresper annum than they import. Stewardship systems (oftenwith government environment agency involvement) alsoexist in South Africa and about half of the Canadian11

ManagingELTsLandfill and waste pilesThe problems with landfilling and waste piles of ELTs areMost, but not all, developed countries now view landfillsthree-fold:(waste piles and dumps) as the least desirable option for ELTs.Tires are banned from landfills in the European Union. Elevenstates in the US place a total ban; a further 31 states haverestrictions requiring shredding or monofilling. ThreeCanadian provinces ban landfilling. Many other jurisdictionshave set non-binding goals to reduce or eliminate landfilling,especially of whole tires.1. Valuable resources are unused and therefore wastedwhen in stockpiles.2. Tires may catch fire and such fires are notoriously difficultand costly to extinguish. In California, US 20 millionwas spent on the recently completed cleanup of the 1999Westley tire fire when seven million tires burned. In 1990,In some situations, if municipal landfills are taxpayer-funded,14 million tires burned in one of the biggest fires everand recycling taxes do not exist, then landfill fees can be lessrecorded, in Hagersville, Ontario.than recyclers’ collection fees, for example in some parts ofAustralia. This provides a further incentive to recycle ratherthan landfill ELTs.Legacy stockpiles of ELTs present different issues to annually3. In certain climates, stockpiles are ideal breeding groundsfor mosquitoes. This can pose significant health risks asfatal diseases such as West Nile fever, dengue fever andmalaria have been linked to such breeding grounds.generated ELTs, and therefore require different managementpractices. While owners sometimes consider an ELTFire and infestation risks can largely be overcome (at extrastockpile to be an asset, they are also liabilities, due to thecost) if tires are shredded and/or buried. However, by doingpotential for fire and infestation (for example from disease-this, potentially valuable usable resources still becomecarrying mosquitoes). Stockpiled tires tend to remain in placeunnecessary waste. Additionally, buried whole tires can oftenuntil a government-initiated abatement program orrise to the surface or “float” and reduce the future usabilityenforcement efforts can be implemented.of a site.Another major issue in managing ELT stockpiles is developingstockpiles. This is called stockpile mapping and has beenEnd-of-life tire managementin developing regionsundertaken in the US for example using satellite imagery.While high recycling/recovery rates are achieved in majoran accurate assessment of the actual number of ELTs indeveloped economies, the same is not true for manynnIn the US, since 1994, ELT management programs in manydeveloping economies where land-use and disposalstates have focused on stockpile prevention and abatement.regulations are weak and infrastructure for collection isAn estimated 188 million tires were in stock piles across themissing. In addition to domestic stocks, many areas alsoUS in 2005, compared with 275 million tires in 2004 andreceive imported ELTs that add further to already problematic700-800 million tires in 1994.stockpiles of ELTs from local sources. South Africa is currentlyIn Japan, a national support program for stockpile sitefaced with an estimated 800 million tires in piles in therestoration was established as part of strengthened illegalWestern Cape region. In Mexico the number of tires isdumping measures in the 1998 revision of the Wastethought to be around 1-2 billion.Management Law: 7.4 million tires were in stockpiles innFebruary 2007, compared with 8.6 million tires inMost industry organizations in developed countries have ELTFebruary 2006.programs. Transferring expertise and know-how from theseSome Nordic countries, where producer responsibilitybodies to the developing world is key to encouraging bettersystems have been operating for over 10 years, haveELT management. Brazil has been particularly strong inrecovery rates of 100% and stockpiles have beenassessing and working with ELT issues, and recent data showseliminated. Other European countries are implementinga 40% recovery rate there.programs to

What is an end-of-life tire? A tire is considered at the end of its life when it can no longer be used on vehicles (after having been retreaded or regrooved). All tires including passenger car, truck, airplane, two-wheel and off-road tires result in ELTs. However, the bulk of ELTs result from car and truck tires.