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Narm Rubber Lifecycle Tyre Assessment
© Independent Inspections Revised July 2012 Page 1
Narm Rubber Products Australia
Tyre Life Cycle Assessment
Independent Inspections
ABN 91 239 548 041
T 1300 857 149
F 1300 857 150
M 0402 259 479
E admin@iigi.com.au
W www.iigi.com.au
Narm Rubber Lifecycle Tyre Assessment
© Independent Inspections Revised July 2012 Page 2
Table of contents
Narm Rubber Products Australia ................................................ 1
Tyre Life Cycle Assessment ...................................................... 1
Table of contents ....................................................................... 2
1.0 Background of Tyres ...................................................... 3
2.0 The Business Case ......................................................... 3
3.0 Product Stewardship Scheme Background ....................... 3
4.0 Product Stewardship Scheme Overview........................... 6
5.0 What are Tyres Made of ................................................. 9
6.0 How are Tyres Measured in Size ................................... 11
7.0 Rubber Products Sector Description .............................. 13
8.0 Future Trends ............................................................. 13
9.0 Crumbing of Tyre Rubber ............................................. 13
10.0 Imported Products with Polymer .................................. 13
11.0 Market Support .......................................................... 14
12.0 Import Reduction and Savings with Recycled Rubber .... 14
13.0 Recycling plant Return on Investment ........................... 17
14.0 Remote Location of OTR Tyres .................................... 18
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1.0 Background of Tyres
Tyres are essential for mobility, providing the moving surface of our many transport
vehicles and the only contact point with the ground. Simple in appearance, tyres are
sophisticated products. Tyre manufacture involves a complex blend of materials and
assembly processes to produce the thousands of different products used on equipment
ranging from bicycles to huge earthmovers. A typical tyre includes dozens of different
components, using more than one hundred primary raw materials that must be precisely
assembled and processed to achieve the right balance between many competing factors:
grip, energy efficiency, handling, comfort, noise and cost, to name a few.
2.0 The Business Case
Tyre industry leaders recognise that there are both opportunities and challenges
associated with tyre manufacturing processes, on the one hand, and sustainable
development, on the other. By taking a thoughtful look at these issues, tyre industry
leaders intend to (1) develop additional knowledge regarding sustainability challenges, and
(2) formulate an approach that will help align industry practices more closely with
sustainable growth. These leaders also hope to foster increased awareness and
discussion of these issues with key stakeholders (customers, neighbours, associates,
suppliers) in ways that are balanced, interactive and constructive.
3.0 Product Stewardship Scheme Background
In Australia in 2009-10, 48 million tyre Equivalent Passenger Units (EPU) reached end
of life, an increase of approximately 14 % from 2007-08.
The vast majority of Australia’s end-of-life tyres are currently disposed of through landfill,
exported, stockpiled, illegally dumped or have an unknown fate. Only a small proportion
of end-of-life tyres are recycled or used as a fuel for energy in Australia. The export of
end-of- life tyres in particular has risen dramatically in recent years, increasing by over
200% since
2006-07. Available evidence suggests that some exported tyres are primarily burned
for fuel in an environmentally unsustainable fashion.
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Each passenger car tyre contains approximately 1.5kg of steel, 0.5kg of textiles and 7 kg
of rubber. Disposal through landfill, dumping or export of whole baled tyres represents the
loss of a valuable resource. End-of-life tyres and tyre derived products can be put to
environmentally sound use in many ways including the manufacture of new rubber
products, as a constituent in asphalt roads and in surfaces such as sporting fields and
playgrounds. They are also valuable as a fuel source for industries such as producers of
energy and cement and as a substitute for diesel in explosives.
When end-of-life tyres are put to environmentally sound use they: reduce the demand
for virgin materials in the production of goods and energy; reduce pressure on landfill
space and improve the amenity of the land; and eliminate the risk of fire and breeding
grounds for mosquitoes and other vermin.
Despite the benefits, increased tyre recycling and resource recovery is constrained by:
-lack of viable markets for end-of-life tyres and tyre derived products;
-limited, and geographically concentrated, tyre recycling infrastructure;
-lack of standards for the use of end-of-life tyres and tyre derived products in
roads and other infrastructure projects;
-demand for whole baled tyres from international energy markets, and
-regulatory regimes governing the handling of end-of-life tyres that are
inconsistent between Australian jurisdictions.
In recognition of these potential benefits and constraints the Environment Protection
and Heritage Council agreed, in November 2009, to work with the tyre industry on the
establishment of a voluntary industry-led product stewardship scheme for end-of-life
tyres. The development of a product stewardship initiative was to assist in overcoming
impediments to markets for end-of-life tyres and tyre derived products and to gain more
value from the end-of-life tyres generated in Australia each year.
Industry and government worked together to develop a model scheme that was
considered by the COAG Standing Council on Environment Water in September 2011.
Environment ministers continued to support the work and encouraged further
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consultation with the broad range of stakeholders during the completion of the
guidelines. The scheme that is detailed in this document is an outcome of that work,
incorporating the input from stakeholders.
The scheme is designed to increase resource recovery and recycling and to minimise
the environmental, health and safety impacts of all end-of-life tyres generated in
Australia.
This will be achieved through the establishment of:
a series of commitments requiring tyre importers, retailers, collectors,
transporters, recyclers, governments, fleet operators and other consumers to
play their part in ensuring end-of-life tyres are disposed in a way that represents
environmentally sound use
- Compliance with the commitments made by individual organisations
through participation in the scheme will be enforced via a well resourced
regime of random and risk based audits; and failure to adhere to
commitments made through participation in the scheme may lead to
revocation of a Participant’s accreditation.
enterprise to enterprise agreements or contractual arrangements between individual businesses and organisations, which give effect to the industry wide commitments
a tyre stewardship fund used to support the activities of the scheme and
for investment in research and development for new technologies and
market development, and
an organisation called Tyre Stewardship Australia (TSA) responsible
for administering the scheme and for working to remove impediments
to the development of a sustainable domestic tyre recycling industry.
Tyre Stewardship Australia, a not-for-profit company limited by guarantee, is
responsible for administering the scheme. It is funded by tyre importers at a rate
proportional to the number of tyres they import into Australia.
The expectation is that the scheme will be put forward for accreditation under the
voluntary product stewardship provisions of the Product Stewardship Act 2011.
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The scheme is designed to deliver a range of benefits for individual Participants, the
tyre industry as a whole and for the community. These include:
- increased use of a resource stream currently being disposed of as waste
- reduction in the number of tyres not going to an environmentally sound use
- an enhanced Australian recycling industry and sustainable markets for end-of-
life tyres and tyre derived products
- increased capacity to handle end-of-life tyres in Australia
- creation of new markets for end-of-life tyres and tyre derived products
through research and development
- an improved business environment particularly for tyre collectors and
recyclers
- increased consumer awareness of the impacts of end-of-life tyre disposal, and
- enhanced credibility for the tyre industry through demonstrated leadership in
environmental management and adoption of corporate social responsibility
strategies.
4.0 Product Stewardship Scheme Overview
Objectives
The objectives of the scheme are to:
- increase resource recovery and recycling and minimise the environmental,
health and safety impacts of end-of-life tyres generated in Australia, and
- develop Australia’s tyre recycling industry and markets for tyre derived products.
Principles
The scheme:
- is industry-led and operated
- acknowledges the inherent value of all end-of-life tyres across Australia
- recognises that there is a cost (see shaded box, page 9) associated with
ensuring the environmentally sound use of end-of-life tyres
- is committed to market based solutions for environmentally sound end-of-life
tyre management
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- is committed to achieving the highest value end use possible for end-of-life tyres
- complements relevant policies and legislation and supports compliance with
relevant laws and practices, including those that apply to the environment
and occupational health and safety, and
- is appropriately resourced and empowered to deliver its objectives according
to agreed timeframes.
Scope
The scheme is national in scope and is relevant to all vulcanised rubber tyres entering
the Australian market for the first time. The scheme applies to tyres that are loose
replacements for use on, or already fitted to, motorised vehicles and non-motorised
trailers towed behind motorised vehicles. The scheme applies to, but is not limited to,
tyres for motorcycles, passenger cars, box trailers, caravans, light commercial vehicles,
trucks and truck trailers, buses, mining and earth moving vehicles, cranes, excavators,
graders, farm machinery, forklifts and aircraft.
Retreaded Tyres
The retreading of tyres is consistent with the objectives of the scheme. Retreading
extends the life of tyres and delays their entry into the waste stream.
Off the Road Tyres
Off the road tyres (OTRs), including those used in agriculture and mining,
constitute approximately 30% of the total annual consumption of tyres in Australia
each year and are included within the scope of the scheme. For OTRs, the key
element of the scheme is an investment in overcoming impediments to resource
recovery and recycling. The scheme acknowledges the geographic barriers to
recycling OTR tyres in Australia, the need for specialised recycling equipment and
the need to stimulate markets for tyre derived products. Investment in OTR tyre
recycling and resource recovery is likely with a current shortage of sites and
equipment to undertake these operations.
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Performance measures
The performance of the scheme in achieving its objectives is to be measured by
the following means:
a) the number of Participants in the scheme
b) the percentage of tyre importers and vehicle manufacturers and importers
that are Participants in the scheme, the aim being to achieve 100% of tyre
and vehicle importers in the scheme within 5 years of commencement
c) the resource recovery and recycling rates of end-of-life tyres that can
be attributed to the scheme
d) the national resource recovery and recycling rates of end-of-life tyres
e) reduction in the total number of end-of-life tyres that are not going to
an environmentally sound use.
f) the quantity of tyre derived products sold or otherwise provided for
environmentally sound use.
General commitments
All Participants in the scheme also commit to contribute to:
- the environmentally sound use of end-of-life tyres;
- elimination of the export of whole baled tyres from Australia;
- elimination of the illegal dumping of end-of-life tyres;
- elimination of disposal of end-of-life tyres to landfill (except where no viable
alternative is available, for example, in rural and remote areas where
recycling facilities are not available, or transportation costs are prohibitive).
Governance - Tyre Stewardship Australia (TSA)
A not-for-profit company called Tyre Stewardship Australia will be established to
administer the tyre stewardship scheme. The principal objectives to be included in
the constitution of the company are to:
– implement the product stewardship scheme for end-of-life tyres;
– administer the accreditation of Participants in the scheme;
– monitor, audit and report on the development of the scheme;
– undertake education, awareness and information activities to promote the
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11%
5%
18%
25%
13%
28%
The composition of an average vehicle tyre
Passenger car tires feature rayon or polyester cords radially disposed along the carcass ("radial tires"), while nylon cords are placed under the tread or near the
Natural rubber has unique elastuc properties and is an essential element of a tire. Truck tires have an even higher natural rubber content then passenger car
Synthetic rubber is added to natural to achieve the desired elasticity
Other chemicals have various functions, like oils, zinc oxide or anti-
Carbon black and silica are the basic tire fillers, providing the necessary "structure" to the
High-strength steel cords are applied under the tread of passenger car tires (passenger car tires) while other steel wires are located near the bead to assure adherence to the rim
5.0 What are Tyres Made of
A typical passenger tyre contains 30 types of synthetic rubber, eight types of natural
rubber, eight types of carbon black, steel cord, polyester, nylon, steel bead wire,
silica and 40 different kinds of chemicals, waxes, oils and pigments. They typically
contain 85% hydrocarbon, 10-15% iron (in the bead wire and steel belts) and a
variety of chemical components. Vulcanization (a technique for hardening rubber,
making it more durable), the introduction of radial tyres in the 1950s and other
advances, including compound revisions for greater durability and longer tread
life, meant that by 1995 an estimated 2% of recycled material was being used in
tyres. Today, the use of recycled rubber is gradually increasing as the properties of
recycled rubber have a positive impact on products and environment.
Tyre breakdown
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Manufacturing Process
The process temperature during mixing, extrusion and calendaring ranges between
approx 80 and 120 °C, while during vulcanization the temperature is higher ranging
from approximately 150 to 180 °C. In vulcanization, the material changes from a
viscous state to an elastic material by a cross-linking reaction between polymer,
sulphur, accelerators and the activators stearic acid and zinc oxide. There are hundreds
of different tyre formulations in existence and for the most part those formulations are
proprietary to the individual tyre companies.
OVERVIEW OF TYRE WEAR PARTICLES IN THE ENVIRONMENT
Tyre wear particles (TWP) are released from the tyre tread during use of the tyres. The
particles are formed as a result of the tread abrasion from the road surface. Tyre wear
itself is a complex physico-chemical process which is driven by the frictional energy
developed at the interface between the tread and the road pavement. The amount of
wear that occurs during a tyre's lifetime varies enormously depending on its type and
how it is used.
The factors affecting tyre wear include:
Tyre characteristics
Road surface Vehicle operation
Vehicle characteristics
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TWP consist of a complex mixture of rubber, asphalt, road dust, gravel, and other
materials. TWP are released directly to the environment on both the road surface and
suspended in the air. Subsequently the particles can be transported to the soil and
surface water via road way run-off and air deposition. During Phase I, data
availability/usability for the assessment of potential human and ecological health risk was
assessed including information on human and ecological exposure to tyre wear particulate
and the toxicity of tyre wear particles.
6.0 How are Tyres Measured in Size
Data on tyres will be expressed in equivalent passenger units (EPUs). EPUs are a
standardised measure for the quantity of tyres. Where data collected is provided by
weight, data will be converted into EPUs for reporting.
Tyres will be classified as being passenger, truck or off-the-road (OTR) tyres.
Passenger tyres include those used on passenger vehicles including motorcycles and
caravans, as well as trailers for domestic use. Truck tyres are those used on buses, light
and heavy commercial vehicles, prime movers, trailers and semi trailers, and fire fighting
vehicles. OTR tyres are those used on machinery or equipment used in areas such as
agricultural, mining and construction and demolition.
The number of tyres per vehicle type and the indicative EPUs per vehicle is shown
below.
The values and terminologies shown in below will be verified and refined during the
course of data collection for this study. This will include an evaluation of average weight
of tyres for different vehicle types during the survey of the tyre industry, in particular
truck tyres and passenger vehicle tyres (as noted above).
The calculation of EPUs per vehicle will be made on the assumption that all vehicles,
either assembled or unassembled, have a full complement of tyres fitted, including
spare tyres. The calculation of EPUs through the lifecycle of tyres will include both the
outer tyre and the inner tube for pneumatic tyres.
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Type Classification
Vehicle/tyre type EPU per tyre Industry
Passenger
Motor cycles 0.5
Passenger Vehicles 1
Campervans 1.5
Light Commercials 1.5
Truck
Light truck 2
Truck 5
Super Single 10
Off-the-road
Solid
Small 3
Medium 5
Large 7
Extra-Large 9
Tractor Small 15
Agriculture Large 25
Fork-lift
Small 2 Wholesale and retail
trade Medium 4
Large 6
Grader 15
Earth Mover
Small 20
Medium 50
Large 100
Mining Extra-large 200
Giant 400
Bobcat 2
Aircraft
Small 2
Medium 4
Large 10
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7.0 Rubber Products Sector Description
The rubber products sector makes vehicle tyres, rubber hoses, rubber mattresses and
Machine belts. Australia Consumes around 540,000 tonnes per year with around half
of this amount is tyres.
Trends over the last seven years have seen the increase of 33 percent per year in tyre
imports as well as an increase in earthmoving equipment. Record levels of tyres being
imported into Australia to the value of $480 Million dollars per quarter, is generating a
large environmental impact in the industry. Diversion of used tyres from landfill will
increase recycling of rubber products and extend tyre product life.
There are now about 100 Million tyres on the road with 6 Million tyres purchased each
year.
8.0 Future Trends
The CSIRO study forecasts the number of cars to expand by 40 percent by the year
2015, and from the latest figures this is quite a conservative estimate as the import of
tyres has increased by 252 percent in the last seven years.
9.0 Crumbing of Tyre Rubber
Crumbing of rubber products is not a new process, but is being more used with the
recycling process to retread tyres with a hot cap or depending on the quality the uses for
rubber matting or other product fit for purpose. It is estimated from recycling and crumbing
of tyres can save up to 211 Million dollars annually as well as extra benefits of other rubber
product import reduction.
10.0 Imported Products with Polymer
Some Rubber Tiles imported from overseas that have previously been used in
playgrounds have air voids and polymer products cannot be separated from the rubber.
It recommended that these products should not be allowed to be imported in their current
state.
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11.0 Market Support
Companies including QR National, Karreman Group, Yellow Cabs, Clarks Transport and
Downer mining have expressed interest in this area of rubber products with the
replacement of concrete railway sleepers for noise reduction and a 50 precent reduction
in tyre management.
12.0 Import Reduction and Savings with Recycled Rubber
The following is the forecast reduction of imports of both tyre and rubber products in
crumbing rubber tyres in Australia. Allowance of transport of rubber tyres from Japan to
Australia has also been calculated as well as the reduction of fully loaded container
ships required, with reference to savings in greenhouse gas emissions and the impact of
carbon tax liability. Calculations are bases on 200 tyres per container with a container
capacity of 10000 units travelling as 22.5 knots on a 7 day travel time.
The data below supports that the reduction in waste and imports provides numerous
benefits to the Australian economy and increases resource recovery of rubber.
Annual Figures Before After Saving
Current Tyre Imports (EPU) 58,000,000 29,000,000 29,000,000
Number of Boats (Japan) 59 30 29
GHG From Transport (t) 69,550 35,364 34,186
Carbon Tax @ $23 1,599,650 813,372 786,278
Current Rubber Imports (EPU) 45,000,000 9,000,000 36,000,000
Number of Boats (Japan) 23 5 18
GHG From Transport (t) 27,113 5,423 21,690
Carbon Tax @ $23 623,588 124,718 498,870
Total Annual Savings Imports 103,000,000 38,000,000 65,000,000
Number of Boats (Japan) 82 35 47
GHG From Transport (t) 96,663 40,787 55,876
Carbon Tax @ $23 2,223,238 938,090 $1,285,148
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The table below represents current tyres in use on the roads and circulation in Australia for 2009 to 2010.
By rejuvenating the truck and OTR Tyres will reduce the impact of industry and reduce greenhouse gas
emissions especially with the reducing lifecycle to the tyre in kilometres travelled. The end of life with tyres
with export of tyres to mainly Vietnam, and then recycled.
Location Passenger
Truck
OTR
Total
(EPU)
(EPU)
(EPU)
(EPU)
ACT 1,026,126 152,667 114,262 12,028 1,293,055
NSW 19,063,267 7,086,056 4,950,729 521,129 31,100,052
NT 551,864 406,578 339,795 35,768 1,298,237
QLD 14,031,327 6,528,477 4,644,372 488,881 25,204,176
SA 5,002,192 2,094,045 1,458,186 153,493 8,554,423
TAS 1,704,154 707,618 515,846 54,300 2,927,618
VIC 16,795,660 7,258,905 3,279,931 345,256 27,334,496
WA 7,691,668 4,319,984 4,459,170 469,386 16,470,822
Total 65,866,257 28,554,330 19,762,291 2,080,241 114,182,879
0%
63%
18%
10%
6% 3%
The Fate of Tyres in Australia
Energy Recovery Unknown Export Recycling Civil Engineering Licensed landfill
Recycling 47%
Energy recovery
52%
Reuse and retreading
1%
Export
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The Carbon impact graph below shows the Australian tyre footprint
The graph below shows the tyre footprint after the implementation
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13.0 Recycling plant Return on Investment
Currently there is a shortage of facilities to undertake this scheme, costing of $20,000,000
to build a site to undertake the program efficiently, the location is recommended in the
hunter valley with the amount of OTR tyres in the area for a better return on investment.
From previous calculations a return of investment has been projected at 3 months in the
current climate.
Current Figures Before After Saving
Current Carbon Impact (T) 21,458,855 -62,650,003 84,108,858
Carbon Tax @ $23 493,553,665 -1,440,950,069 1,934,503,734
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ISO
1
901
1:2
00
2(E
)
14.0 Remote Location of OTR Tyres
Currently mining companies do not know what to do with these tyres and are being used a
road barriers and not utilised to their capacity, and the mindset is they can get a tyre from
china within 4 days, but they don’t wear that well.
With mining companies and tyres in remote locations either a mobile unit or shared unit
will need to be installed at a convenient location to reduce transport costs.
k
Truck