日本汽车ASR介绍

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biphenyls (PCBs), hexachlorobenzene (HCB), and poly-chlorinated naphthalenes (PCNs) from the thermal treat-ment of ASR is necessary for the appropriate management of these systems, because such POPs are well known by-products of thermal processes.3,4 However, there has been limited information on POPs arising from ASR. Moreover, to ensure that ELV Recycling Law measures reduce the formation and release of POPs, it is important to know about their formation, destruction, and removal at each stage of the thermal-treatment process. It is a matter of concern that ASR may have a greater capacity to produce by-product POPs than does refuse-derived fuel (RDF) from reuse and recovery target of 85% on a mass basis (recycling 80%) should have been achieved by 01/01/2006. Operators must meet a reuse and recovery target of 95% by January 2015. In order to increase the recovery and recyclability of vehicles, bans were also introduced on heavy metals such as lead, mercury, cadmium, and hexavalent chromium. Smink8 summarizes the ELV Directive as being based on the principle of extended producer responsibility (EPR) and the subsidiarity principle. Under an EPR scheme, man-ufacturers are nancially or physically responsible for their products after they have been discarded at the end of their useful life. EPR requires that manufacturers either take municipal solid waste, because ASR contains greater quan-tities of metals such as Cu and Fe, as well as plastics. Cu and Fe are well known to catalyze the chlorination of organic compounds.5,6

In the present study, we carried out experiments to investigate the unintentional formation, decomposition, and emission-control performance of POPs during ASR or RDF incineration, and we discuss the behavior of POPs at several stages of the thermal-treatment process. The direct melting system (DMS) is a shaft-type gasi cation and melting technology that has proved effective in many municipal solid waste applications. In this system, combus-tible wastes are gasi ed and burnt completely in a combus-tion chamber, after which a heat-recovery system effectively utilizes the energy. Incombustible wastes are completely melted in the coke-bed of the melting furnace at high tem-perature, allowing all slag and metal by-products to be effectively utilized as resources. This system can also be applied to ASR. In this article we also compare the Japanese framework for the recycling of ELVs with the European ELV Directive.

ELV recycling policy developments

The Law on Recycling of End-of-Life Vehicles (ELV Recy-cling Law) was enacted in 2002 in Japan7 (Table 1). This law requires manufacturers to retrieve CFCs, airbags, and ASR from ELVs and to properly recycle the remaining materials. Dismantling and shredding companies are obliged to properly recycle ELVs and hand over airbags and ASR to manufacturers. Car owners are required to incur the recycling costs when they buy a new car. For cars already bought when the law came into force, car owners must pay the costs at the time of the rst car inspection. This recycling law aims at smooth recycling of ELVs in the market. In other words, the duty of collecting CFCs, airbags, and ASR, which requires proper management, is imposed on manu-facturers and the costs are borne by consumers.

ELV Directive 2000/53/EC of the European Parliament came into force in 2000.10 It aims to prevent waste genera-tion from ELVs and to protect the environment through promoting the collection, reuse, and recycling of their com-ponents (Table 1). The Directive states the minimum reuse and recovery rates for ELVs as well as the technical require-ments for car design. For vehicles produced after 1980, a

back their products, with the aim of reusing, recycling, or remanufacturing, or delegate this responsibility to a third party. There are differences in national EPR programs. Subsidiarity means that the implementation of the require-ments of the Directive relies on the individual approaches of the Member States, taking into account the local condi-tions in each country. An example of a more voluntary approach is the marking requirements for components. Gerrard and Kandlikar11 discuss the impact of the ELV Directive on “green” innovation and vehicle recovery. They point out some obstacles to the widespread adoption of remanufacturing vehicles, of which post-shredder technol-ogy is the key point for the economic feasibility of recycling and energy recovery.

In Japan, the ELV Recycling Law was fully enforced in January 2005 to better cope with ASR, as well as airbags, CFCs, and other new components. In 2005, the rst full year following the enforcement of the ELV Recycling Law, approximately 2.7 million vehicles were dismantled and dis-posed of.1,2 This was, however, substantially short of the initially forecast 4 million vehicles. Changes in the structure of ELV distribution, such as increased exports of used cars, are believed to be the main reason for the shortfall. Used-car exports are rising each year as a result of more compa-nies becoming involved in the industry and progress in developing overseas sales routes. In total, 371 000 used vehicles were exported from Japan in 2001, and this number had increased to 940 000 by 2005. There is a high demand for used cars from Japan, including older models with low mileage that represent good value in developing nations. Dismantled ELVs produce around 200 kg of ASR per vehicle, so 4 million ELVs represent 800 000 tons of ASR. The estimated 2.7 million vehicles shredded in 2005 would have generated some 500 000 tons of ASR. The increase in facilities raised ASR processing capacity to about 630 000 tons in 2005, exceeding the volume of ASR produced. The target recycling rate for ASR is 30% by scal year 2005, 50% by 2010 and 70% by 2015. In fact, the ASR recycling rate in 2005 was 48%–70%.1

Vehicle owners pay the fees required for ELV recycling. These are collected when new cars are purchased or when cars are taken in for mandatory periodic inspections. More-over, the enactment of the ELV Recycling Law coincided with changes in the system for canceling vehicle registra-tions. Three registration cancellation systems have been introduced: temporary cancellation (with the return of the vehicle inspection certi cate in the case of light cars),