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Tire Recycling: World, US, NC

Sick and tired?

As a rule of thumb, industrialized countries generate approximately the equivalent of one passenger car tire (9 kg) of scrap tires per person per year (Reschner, 2012). The EPA estimates that every year 300 million tires are disposed of worldwide.

Scrap tires are awkward to handle and difficult to compact. Thus, often they are left to accumulate in uncontrolled stockpiles1. Waste tires that are illegally dumped or improperly stored can pose a serious threat to public health and safety2, as well as to the environment. Scrap tire piles can serve as nesting area for pests and as breeding grounds for disease-carrying mosquitoes. Also, and more commonly, waste tires can catch fire for a prolonged time and release toxic smoke.

Although tires are not prone to ignite spontaneously3, once a stockpile catches on fire (most likely as a result from lightning, arson, or improper manipulation with open fire), it can burn for weeks and sometimes months. Tire fires are noticeable for being difficult and costly to extinguish: tires have low thermal conductivity, and up to 75% of empty space; thus a pile or tires burns very hot (the interior of a pile burns at temperatures in excess of 315°C), is difficult to cool down (since it is hard to eliminate the air supply that feeds the fire) and it easily reignites. Tire fires exist in two forms: as fast-burning events with almost immediate loss of control, and as slow-burning processes which can continue for over a decade. Tires are made of rubber, fiber and steel. The rubber is a combination of natural rubber, petroleum products, chemicals and carbon black. A tire fire event releases oily materials that leach into the soil, and a dark, thick smoke that contains toxic chemicals such as carbon monoxide, sulfur dioxide, and other air pollutants.

To eliminate these environmental problems and health hazards posed by scrap tire dumps around the world, waste tires need to be recycled. But in the absence of adequate markets for waste tires, they have often been disposed in landfills. Since the 1980s, government agencies in most industrialized countries have put in place a legal framework to address tire disposal.4 More recently, they have also started to collaborate with the private industry sector in the development of markets for collected and recycled scrap tires.

1 Landfills are most efficient when waste can be tightly compacted to ensure the largest quantity is disposed in the smallest possible volume. Tires cannot be compacted to any great degree and so represent an inefficient use of landfill space. Furthermore, over time, disposed tires tend to make their way to the top of the fill, damaging the landfill cover. Thus, landfill operators generally are not willing to accept waste tires, leaving illegal dumping as the only other viable option for disposal.2 Tire emissions can pose significant health hazards to all exposed to the fire. Possible health effects include irritation of the skin, eyes, and mucous membranes, respiratory effects, central nervous system depression, and cancer (WasteWatch, 2003).3 A tire must be heated to at least 400°C for a period of several minutes prior to ignition. Yet, there are factors that increase the risk of combustion such as unfavorable ventilation, contamination of the tires, and exposure to wires.4 Regulations vary from country to country, but in the US, most states (48, including North Carolina) have enacted legislation that restricts or even bans the disposal of tires in landfills. Similarly in Europe, the EU Landfill Directive bans this form of disposal since 2006.

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History of tire recycling: Reinventing the wheel

Tires are not biodegradable; thus, for proper management, they need to be recycled and retreaded rather than discarded.

It is fair to say that rubber recycling, in one form or another, is as old as the rubber industry itself. In 1910, one pound of natural rubber cost nearly as much as one pound of silver; thus, there was a clear incentive to reuse this valuable commodity. By some estimates, the average recycled content of all rubber products was over 50% in this early time. In subsequent decades, cheap oil imports, the widespread use of synthetic rubber, and the development of steel-belted radial tires had all contributed to the steady decline in rubber recycling. By the 1960s, the recycling content in rubber products had dropped to around 20%. At the end of the 1970s, the automotive industry was booming and so was the generation of waste rubber from old tires. It was around this time, and in response to the growing awareness of the management problem with proliferating tire dumps, when the idea of establishing a plant for the recycling of scrap tires was born. In the 1980s, the idea was further developed and in 1985 governments in industrialized economies began regulating tire disposal and management; however, it was not until 1990, when the first plant for recycling scrap tires was open in Viborg, Denmark.

The RMA estimates that in 1990, about a billion scrap tires were in stockpiles in the US. As of 1995, the established tire industry used only around 2% recycled material. Fortunately, technical developments in the past decade (like new environmentally friendly devulcanizing methods) make it very likely that the use of recycled tire material will increase significantly. In the 2000s, on the basis of the knowledge and experience gained from operating the Danish plant, new plants were open in Germany, and later in the US. In 2013, the largest tire recycling plant in the US was open in Houston, TX with a capacity of 100,000 tons per year.

Whether there was a sole catastrophic event triggering the worldwide adoption of scrap tires regulations is hard to say. In the 1980s and 1990s there were a series of fires that caught up in scrap-tire landfills causing significant environmental and social costs (See table below). It appears that the social movements spurred from these alarming events in tandem with the technological progress which made rubber recycling feasible and commercially profitable explain the rapid adoption of scrap-tire management regulations within industrialized economies after 1985 (see EPA’s “State Scrap Tire Reference Guide” for dates and details on regulations).5

5 Tires are recycled at a commercial reprocessing plant. There, the scrap tires will be treated with chemicals to break them down into a material that can be reused. There are two general methods for producing reprocessed rubbers: (1) chemical or steam digestion, and (2) grinding by ambient grinding, cryogenic grinding, or solution grinding in water. Some plants use a process called devulcanization (there are various types of devulcanization), which breaks down and removes the sulfur that originally was added to the rubber to make it harden. The result is a material called “reclaim rubber”, which is cheaper than virgin rubber, although it sometimes lacks the tensile strength. The reclaim rubber is then put through a mechanical grinder. Sometimes it’s first frozen by exposing it to liquid nitrogen, which makes the reclaim rubber brittle so it can be more easily ground into a fine powder. According to CalRecovery Inc, the estimated cost of producing dvulcanized materials from waste tires is $0.7 to $1.2 per pound. The consulting group considers this range of production to be significantly greater tan that of virgin

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Overall, by aligning public concern, business potential and technological innovation, state and national environmental agencies have generally played an important role in tackling the environmental and health problems imposed by uncontrolled or abandoned tire landfills.

Timeline of large scrap tire-stockpile fires

Year and Place Magnitude Description

Winchester, VA (1983) 7 million tires burned for 9 months.

The location was cleaned up as a Superfund project from 1983 to 2002.

Everett, WA (1984) 4 million tires burned for months.

Heyope, Wales (1989) 10 million tires burned for at least 15 years (!)

Hagersville, Ontario (1990) 12-14 million tires burned for 17 days

4000 people were evacuated

Inwood, WV (1991) 5 million tires caught on fire

Catskill, NY (1993) 1 million tires

Philadelphia, PA (1996) An arson at an illegal tire yard underneath a section of I-95.

The incident caused $6 million in damage and completely closed a section of the highway for weeks and partial closures for sick months.

Salt River, AZ (1997) Almost considered a superfund site

Sycamore, OH (1999) 25 million tires were ignited by arsonists.

The fire caused significant environmental damage. The EPA has performed a massive cleanup effort on the site.

Tracy, CA (1998-2000) 7 million tires at an unlicensed facility burned for 26 months.

Westly, CA (1999) 8 million tires caught on fire after lightning struck the facility. It burned for 30 days.

Pyrolytic oil flowed into a nearby stream which also ignited.

Jahra, Kuwait (2012) 5 million tires sparked on fire.

Iowa Citi, IA (2012) At least 7.5 acres of landfill

rubbers.

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were burned for almost a month.

Nassau, Bahamas (2013) A poorly managed dump had had multiple fires previous to the large tire fire.

Markets for scrap tires: A global perspective

The transformation of a waste product into beneficial uses is an environmentally sound option. The vibrant international trade in scrap tires indicates that this alternative is also economically feasible.6

In general, there are three key markets for scrap tires worldwide: a market for energy, or tire-derived fuel (TDF); a market for ground rubber (such as rubberized asphalt); and a market for civil engineering applications in general. In the US, other smaller markets and legal landfilling account for approximately 4% of the annually-generated scrap tires. According to the EPA, there are at least 110 products that are currently made of material derived from used tiers. Some examples of environmentally and economically sound products made of recycled scrap tires include running tracks and other sports surfaces, sound barriers, antistatic shoe soles, asphalt rubber, thermal insulation, drainage layer, backfill, bridge abutment fill, animal mattresses, etc. The table below contains information about some commercial applications of recycled tires.

Commercial Applications of Recycled Tires

Application Format Description

Artificial Reefs Whole Whole tires are often used to create artificial reefs, erosion barriers, seawalls, and off-coast breakwaters. Artificial reefs have proven to be an inexpensive means of protecting sea life by providing shelter while improving water circulation. Cement-filled tires are used as the base.

Coastal Defense Whole Whole tires are used with great success in coastal protection and rehabilitation projects, particularly in areas that experience extensive erosion from tidal action. Tires can be stalked and filled with aggregate and/or cement, or piled on concrete pillars in order to keep them in place. The tires absorb the constant energy from the rumbling wave movement, thus reducing the impact upon the fragile

6 According to Reschner (2012), at least 10% of scrap tires generated in industrialized countries are sold as used tires to Eastern Europe, Africa and Latin America. The downside of sending scrap tires from industrialized countries to less-developed regions is that the receiving countries do not usually have the legal framework or the infrastructure to provide for the environmentally safe disposal of scrap tires; thus, large uncontrolled dumps are likely to accumulate there.

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shoreline.

Landfill Engineering Whole Whole tires are used to fulfill a variety of function in the construction of sanitary landfills. Some of the principal uses of whole tires are to create a solid base for the structure, to prepare new cells, or to stabilize the surrounding sloping walls. Tires are also used to construct temporary roads for moving heavy construction and maintenance vehicles to inaccessible temporary work sites.

Construction Bales Whole About 125 whole tires are hydraulically compressed and secured with bands of high carbon galvanized stainless steel or revetment cord to form bales. Bales are used above and below ground for civil engineering and conservation applications including construction of breakwaters, dams, river- and stream- banks, road sub-bases, etc. They are often used as an alternative to conventional materials in unstable conditions.

Erosion Control Whole Tire bales are often used as construction units to rehabilitate coastlines that have been eroded by constant wave motion. Bales are used to create simple engineering structures along tidal or fluvial shorelines. When used in public areas, the structures are often covered with other materials such as concrete or planted with local vegetation.

Landfill Applications Shred/Chips The materials are used instead of crushed stone or gravel to prepare the drainage collection layer in the base structure of new landfills as well as for the gas drainage system to protect and redirect gases within the landfill.

Horse Riding Tracks and Arenas

Shred/Chips The material is selected because it is cost-effective and provides a supportive, resilient surface for the horses’ hooves. It also reduces the number and severity of strain injuries when the animals are trotting at speed or landing from a jump.

Thermal Insulation Shred/Chips Shred is lightweight, relatively compressible, exerts low lateral pressure, low thermal conductivity and is free draining compared to other materials. Shred provides a good insulation preventing difficulties from repeated frost-thaw cycles,

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particularly in areas with climatic extremes.

Lightweight Fill Shred/Chips Shred and chips are used in numerous civil engineering applications as primary alternatives to more traditional materials such as expanded clay. They are used to lighten embankment loads and bridge abutments as well as to prevent uneven settlements in roads and street structures. The smaller particle size of chips adds to the bearing capacity but also to the weight of the overall construction.

Roadway Filter Drains Shred/Chips Bitumen bound shred and chips are replacing stone and/or gravel as a topping for roadside filter drains. The application is particularly successful in areas with a high risk of vehicle over runs such as secondary roads with heavy truck traffic. The materials are cost-effective to install and can considerably reduce highway maintenance costs and vehicle damage due to “flying” stones.

Sports Surfaces Granulate/Powder The new generation of all-weather sport surfaces have the added benefit of reducing the severity of injuries sustained in play due to their impact absorption and resiliency. They are easily installed and less expensive to maintain.

Noise Barriers Granulate/Powder Noise abatement has become a critical issue in some European countries. The materials can be used in a range of easily assembled designs.

Rubberized Bitumen Granulate/Powder These materials reduce vibration, dust, and noise (they can reduce the noise produced from heavy vehicles by up to 20% and vibrations by more than 15%). They also lead to increased wear. On highways, the materials reduce splash and spray and offer better drainage.

Paving Blocks Granulate/Powder Pavement blocks are manufactured from recycled tire granulates. They are easy to install, skid proof, water, mold, and mildew resistant. They are also easy to maintain. They are used in patios, pool areas and paths for residential or commercial properties.

Roofing and Insulation Materials

Granulate/Powder The resulting products are weather, mold, and mildew resistant and do not suffer the ill-effects form ultra-violet rays from the

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sun. They have the added advantage of offering a high level of thermal insulation.

Train and Tram Rails Granulate/Powder Test results indicate that noise can be reduced up to 40%. While vibration can be limited up to 30%, making their use a good investment particularly in heavily populated city centers and along high speed train routes.

Artificial Turf Granulate/Powder Artificial turf has increasingly replaced natural grass for different sports fields.

Road Furniture and Signposting

Granulate/Powder Road furniture such as speed bumps, speed stripping and bollards are a new development in the use of rubber granulate in civil engineering projects.

Insulation Granulate/Powder The structure offers both thermal and acoustical insulation.

Rail Crossings Granulate/Powder The modules allow safe pedestrian crossings over active tracks. They reduce vibration and noise from passing trains, and provide a safer walking surface.

Footwear Granulate/Powder Shoes can be produced with integrated partial or wrapped soles that are sewn, glued, or heat boned to the body of the show.

Running Tracks Granulate/Powder The tracks reduce severity of injuries due to their impact absorption capacity and resiliency. The surface is easy to install and inexpensive to maintain. The average lifespan is 30 years.

Animal Mattresses Granulate/Powder Cattle mattresses provide a high level of comfort while easy to maintain.

Children’s Play Areas Granulate/Powder Both outside and indoor children’s play areas are constructed from tiles produced from recycled tire materials. Tiles are skid-proof, resilient, easily maintained and provide an all-weather play surface. When used indoors they offer a secondary benefit of sound insulation.

Source: ETRA, 2013

The following figures give an overview of the current routes of disposal for scrap tires in Europe and the US. The statistical data on scrap tire generation and disposal were published by the US Rubber Manufacturers’ Association (RMA) and the European Tyre Recycling Association (ETRA). The categories in the chart correspond to landfill disposal, export/reuse of tires, retread (re-manufacturing of old tires preserving much of the material), energy production (TDF), and recycling of scrap tires.

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1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 20120

102030405060708090

100

Valorization Routes for Scrap Tires in the EU Source: European Tyre Recycling Association,

2013

Landfill Reuse/export Retreding Energy Recycling

These data illustrate the extensive increase in collection and recycling during the past 20 years. In 1992, prior to the emergence of current collection and monitoring systems, over 65% of all reported collected tires in the 12 EU States were sent to landfills and only 5% were recycled. In contrast, by 2012, less than 10% of collected tire were directly sent to landfills.

Below, some country-specific scrap-tire statistics for Europe are presented.

Scrap Tire Statistics for Europe in 2006

Scrap Tire Generation in Thousand tons/year

Trade of Used Tires Recovery Disposal

Sale Export Retreaded MaterialEnergy Landfill*

Austria 55 - - 4 16 35 -

Belgium and Lux 82 - 2 3 28 35 14

Bulgaria 10 - - - - - 10

Croatia 15 - - - - - 15

Cyprus 5 - - - - - 5

Czech Republic 80 - - 12 - - 68

Denmark 45 1 - 5 38 1 -

Estonia 11 - - 2 2 - 7

Finland 45 - - 10 35 - -

France 398 20 20 55 157 106 40

Germany 585 15 38 60 124 310 38

Greece 48 1 - 2 5 8 32

Hungary 46 - - 5 18 16 7

Ireland 40 1 1 1 3 - 34

Italy 380 30 50 50 83 148 19

Latvia 9 - - 2 - - 7

Lithuania 9 - - 2 - - 7

Malta 1 - - - - - 1

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Netherlands (car tires only) 47 - 13 - 13 21 -

Norway 47 - 1 7 23 16 -

Poland 146 1 1 21 10 56 57

Portugal 92 1 15 16 26 34 -

Romania 50 - - 5 10 10 25

Slovakia 20 - - - 5 2 13

Slovenia 23 - - 4 - - 19

Spain 305 10 20 37 42 52 144

Sweden 90 1 7 16 32 34 -

Switzerland 54 1 13 7 - 25 8

U.K. 475 32 34 55 212 72 70

Total 3,213 114 215 381 882 981 640

* Includes unknown means of disposal

Source: European Tyre and Rubber Manufacturers Association, 2006. Summary by Kurt Reschner Consultant, Berlin, Germany.

The data above indicates that the largest producers of scrap-tires in Europe are Germany, the U.K., France, Italy, and Spain. Although some retreading is being done, the majority of the disposed tires are being used for fuel and as material for general applications. By some estimates, a significant share of scrap tires produced in Europe are sold as used tires to less developed economies in Eastern Europe, Africa and Latin America. Although the amount of tires disposed in landfills is still considerable (610 thousand tons in 2006), the EU has taken substantial legal action impacting tire recycling in recent years, which will probably improve the panorama for tire recycling worldwide.

Scrap Tires in the US

According to the US Rubber Manufactures Association (RMA), as of 2013, end-use markets exist for about 95.9% of scrap tires generated in the US by weight (up from 11% in 1990).

The following figure illustrates the efficacy of the recently developed markets for scrap tires in handling this form of solid waste.

1990*

1992*

1994*

1996*

1998*

2001*

2003*

2005 2007 2009 2011 20130

100000020000003000000400000050000006000000

0%20%40%60%80%100%

U.S. Scrap Tire Trends 1990-2013Source: Rubber Manufacturers Association,

2014

Total Generated Total to Market Percent Utilized

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* For these years, only information about the number of tires (instead of their weight) is available. To convert it into a measure of volume, we used the relation of 1 passenger-tire weighting 20 lbs and 100 passenger-tires being equivalent to 1 ton.

As shown above, the share of scrap tires being handled by a market has steadily increased in the period between 2001 and 2013 and saw a sharp pick up in this activity between 1990 and 1994 (a time period of intense legal activity at the state-level in the US). However, there is still considerable room for improving the recycling of scrap tires in the US. It should be noted that the positive end-use market results in 2013 were primarily the result of high rates of TDF use and lower scrap tire generation (see graph below). In the long term, the need to expand all economically viable and environmentally sound markets for scrap tires is still imperative for meeting global environmental objectives (RMA, 2014). The following figure makes the evident the margin for expanding existing scrap tire markets.

2005 2007 2009 2011 20130

1000000

2000000

3000000

4000000

5000000

U.S. Scrap Tire Trends 2005-2013Source: Rubber Manufacturers As-

sociation, 2014OtherExportedReclamation ProjectsCivil EngineeringGround RubberTire-Derived Fuel

As shown above, the majority of disposed tires are burned for energy while the share of tires used for ground rubber or civil engineering applications has not necessarily increased over the recent past. Fortunately, technical developments in the past decade (like new environmentally friendly devulcanizing methods) make it very likely that the use of recycled tire material will increase significantly.

The RMA reports that in 2013, 53% of the total generated tons in the US were burned for energy.7 That year, 25% of total generated tons of scrap tire were processed in the market for ground rubber. Ground rubber is used to manufacture a number of products, ranging from asphalt rubber, to track material, to synthetic sports field underlay, to animal bedding, etc.8 Finally, about 4.3% of scrap tire tones generated in 2013 were used in civil engineering applications. These applications are diverse. They can replace other material such as polysterene insulation blocks, drainage aggregate, or other types of fill. The information provided above is summarized in the following chart:

7 The average tire contains five gallons of oil and the EPA considers tires produce 25% more energy than coal with ash residues that may contain lower heavy metals content than some coals and that result in lower NOx emissions when compared to many US coals. Scrap tires are mostly used as cleaner and more economical alternatives to coal as fuel in cement kilns, pulp and paper mills, and industrial and utility boilers.8 The largest use is for asphalt rubber, utilizing approximately 12 million tires annually. The largest users of asphalt rubber are the states of California and Arizona.

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53%

24%

4%8%

6%

4%

U.S. Scrap Tire Disposition 2013 (percent of total tons generated)

Source: Rubber Manufacturers Associ-ation, 2014

Tire-Derived Fuel

Ground Rubber

Civil Engineering

Land-Disposed

Exported

Other

Below some graphs summarize the trends in the recent history of U.S. scrap tires.

19901992

19941996

19982000

20012003

20052007

20092010

20112013

0

200000000

400000000

600000000

800000000

1000000000

U.S. Stockpiled Scrap Tires 1990-2013Source: Rubber Manufacturers Asso-

ciation, 2014

This first graph makes evident the payoff to the efforts of national and state agencies in cleaning up tire landfills and safely handling tire disposal. In 1990 as many as 1 billion scrap tires were being stored in landfills in the US. By 2013, 92% of those tires had been cleaned up.

Overview of Current State Programs

In what follows some facts about state programs regarding management of scrap tires are presented. As of 2013, of the 50 states,

37 collect a state fee while 4 prohibit collection of other fees. 44 states have storage and disposal regulation; 36 states require haulers to have

permits (including NC); 14 states require financial assurance for haulers; and 32 states require financial assurance for processors.

12 states allow whole tires in landfills (not including NC); 38 states allow cut, shredded tires in landfills; and 21 states allow monofills.

26 states have a stockpile cleanup program but only 23 states have an active stockpile cleanup program.

The following image depicts where, by state, are the stockpiled of scrap tires in the US. Dark green areas correspond to states with zero tons of scrap tires stored in landfills. Light green represents less than 1 million tons; yellow represents between 1 million and 5 million tons; orange corresponds to the range between 5 and 10 million tons; red pertains to states with 10

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to 20 million tons; brown means that state (Colorado) stores more than 20 million tons of scrap tires. States shaded represent states for which there is no estimate.

Source: Rubber Manufacturers Association, 2014

Scrap tires in North Carolina

“Scrap tires present complex disposal problems and create unique threats to the environment and public health. Piles of scrap tires are a known hazard for fires that are difficult to extinguish and that put carcinogens into the air and groundwater. Further, the presence of illegal tire dumps around the state has resulted in the introduction and potential establishment of the Asian Tiger Mosquito (Aedes albopictus). This mosquito, which carries a disease dangerous to humans and animals, was identified at NC State University in 29 of 38 sites sampled in 1993.”

The North Carolina Solid Waste Management Annual Report, 1994

In North Carolina, tires constitute an important category of materials recovered by local governments, averaging 8.8% of the material recovered by local governments in the state between 2008 and 2013. Other important categories of recovered materials are organics and fiber, respectively averaging 47.3% and 24.4% in the same time period. While the recycling rate for scrap tires has continued to increase, the division actively seeks new opportunities for sustainable scrap tire recycling.

Since 1989, the Division of Waste Management of North Carolina administers a comprehensive program to manage scrap tires. This program provides a framework to collect, store, and recycle scrap tires. In 1990, North Carolina passed a law banning the disposal of whole scrap tires in landfills; also, counties were prohibited from charging disposal fees for scrap tires that were generated in North Carolina.

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In 1993, the NC General Assembly created the Scrap Tire Disposal Account, a fund used to fund the disposal of scrap tires at no cost to citizens and business. The Scrap Tire Disposal Account provides for grants to counties to pay for collection and recycling of tire (counties are reimbursed the costs of current tire programs that exceed revenues already available from the state).9 The account also makes funds available annually for nuisance tire site clean ups.10 To fund this statute, the General Assembly imposed an advance disposal tax is charged on all new tires sold (the tax is 1% on new large tires and 2% on new small tires). 11

To assure compliance, all people involved in the disposal of scrap tires must complete and sign a Scrap Tire Certification Form. Each load of more than five tires must be accompanied by a completed scrap tire certification form. The Solid Waste Section of the Division of Waste Management administers the Scrap Tire Management Program and manages the Scrap Tire Disposal Account. Historically, the account of grant funds requested by counties has surpassed availability. 12

There are over 100 collection sites in North Carolina and around 70 companies that recycle scrap tires in the state. The complete list of collection sites is available in the website of NC Waste management Division; the site also provides information for all the registered Scrap Tire Haulers in the State. Complementary, the US Scrap Tire Recycling Directory provides access to state data of all the companies that reuse old tires.

Below is a graphic showing volume (in tons) of generated and recycled tires and the percentage of total tonnage they represent in the state of North Carolina.

9 Counties’ reported spending is available from NC Solid Waste Management reports.10 The cleanup program consists of state contracts covering each of the eight largest sites and state funding for county arrangements to clean up smaller sites. The state contracts require nuisance tires to be recycled into reusable products like crumb rubber, civil engineering materials and tire-derived fuel. State-funded county efforts for cleanup use minimum security prison inmate labor under agreements with the division of solid Waste Management, each affected county and the NC Department of Correction. 11 The tire tax allocation is as follows: 70% of revenues are distributed to the counties on a per capita basis to pay for the proper management of discarded tires; 17% of revenues are credited to the Scrap Tire Disposal Account for local governments’ grants and nuisance tire site cleanup; 8% of revenues are credited to the Solid Waste Management Trust Fund; 2.5% to the Bernard Allen Memorial Emergency Drinking Water Fund; and 2.5% to the Inactive Hazardous Sites Cleanup Fund. (These percentages have changed marginally since the establishment of the statute.)12 Factors such as geography, presence of specialty dealers, and presence of special industries cause some counties to have unique difficulties in tire disposal, making the availability of grants from this fund critical (North Carolina Solid Waste Management Annual Reports).

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19901992

19941996

19982000

20022004

20062008

20102012

050000

100000150000200000250000

0%20%40%60%80%100%

N.C. Scrap Tire Trends 1990-2013Source: NC Solid Waste Management Annual

Reports

Total Generated* Total to Market Percent Utilized

* Includes tons received from out of state

As shown above, the percentage of recycled tires saw a sharp increase during the first years of the state’s cleanup and recycling program, and has steadily increased since 2004.

The following graph in turn, breaks down the recycled volume of scrap tires by categories of usage. The data was obtained from archived annual reports of the Solid Waste Management Annual reports. There is reason to believe some data is missing in regards to tires recycled into reusable products like crumb rubber and civil engineering materials.

2001-2002*

2002-2003*

2003-2004*

2004-2005*

2005-2006*

2006-2007*

2007-2008*

2008-2009*

2009-2010*

2010-2011*

2011-2012

2012-2013

2013-20140

50000100000150000200000250000

N.C. Scrap Tire Trends 2001-2013Source: N.C. Solid Waste Management Annual

ReportsOtherCivil EngineeringRe-used/ re-cappedCrumb RubberTire-Derived FuelLandfill

*Landfill disposal calculated using total generated and total to market tonnage.

The graph above illustrates the importance of tire-derived fuel as a recycling opportunity, particularly in the decade of the 2000’s. Although in recent years more markets are being explored (at least based on the available data), it is clear the state can still explore into other environmentally sound markets for scrap tires.

References

NC Department of Environment and Natural Resources, Scrap Tire Program: http://portal.ncdenr.org/web/wm/sw/scraptires

US Scrap Tire Recycling Directory for North Carolina: http://www.scraptire.net/america/index-northcarolina.html

“Scrap Tires - Basic Information”. US Environmental Protection Agency: http://www.epa.gov/osw/conserve/materials/tires/index.htm

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“EPA Scrap Tire Handbook on Recycling Management (2010)”: http://www.epa.gov/epawaste/conserve/materials/tires/publications.htm

“EPA’s State Scrap Tire Reference Guide”: http://www.epa.gov/epawaste/conserve/materials/tires/publications.htm

State Scrap Tire Programs – A Quick Reference Guide: 1999 Update”: http://www.epa.gov/epawaste/conserve/materials/tires/publications.htm

“US Scrap Tire Markets 2013”. Rubber Manufacturers Association Publications: http://www.rma.org/publications/

“Introduction to Tyre Recycling: 2013”. European Tyre and Rubber Manufacturers Association. http://www.etrma.org/library-2/studies-reports-2

“Scrap Tire Recycling: A summary of Prevalent Disposal and Recycling Methods (2012)”. Kurt Reschner. Consultant Engineer, Berlin, Germany: http://www.doc4net.com/doc/3651947198449

“Recycling, Production and Use of Reprocessed Rubber.” Klingensmith, Bill. Rubber World. March, 1991. http://www.thefreelibrary.com/Recycling,+production+and+use+of+reprocessed+rubbers-a010527025

“Evaluation of Waste Tire Devulcanization Technologies”. Cal Recovery Inc. December, 2004.