The insurance industry is considering permitting the reuse of certified undeployed airbags taken from recycled vehicles. The Automobile Recyclers Association said this would increase revenues for the recycling industry and simultaneously reduce repair costs for consumers, ensure that body shops have access to a key product and reduce insurance company costs by not having to purchase new OEM parts.
“We want to take quality parts off of total loss vehicles, verify them and re-introduce them into the market so that they do not go into landfills,” said Jim Watson, vice president of ABC Auto Parts. “For years we have been deploying airbags out in the field before shredding and crushing cars. Airbags are parts that can be safely reused to repair collision-damaged vehicles.”
Peter Byrne, director of Airbags Resources, said that as part of the ARA’s Airbag Protocol, there is a counter on the www.airbagresources.com website that records the number of hits enquiring about recycled airbags. The Protocol is a voluntary standard concerning training, inspection protocols and record keeping.
“More than 2,218,000 inquiries have been logged since August 2007,” he said. “The reuse of OEM non-deployed airbags is already a mainstream solution to cost-effective repair. Look at our branded ARAPro airbag parts – our best alternative to new OEM parts as they allow customers to lower parts costs dramatically, while maintaining quality. The market has recognized the benefits of using OEM recycled airbags in repairs as recyclers receive an electronic inquiry for an airbag once every 20 seconds.”
Linda Pitman, secretary treasurer of Amarillo, Texas-based Dulaney Auto Parts, said that the Airbag Protocol (AB) is a safeguard to the public that recycled airbags are safe to use.
“If the public agrees to use them and the insurance companies will agree, than the re-use can become an important revenue stream for automobile recyclers,” she said. “It’s difficult sometimes to get the insurance company or person fixing the vehicle to want to notify that person that a recycled part will be used. It’s an education process all the way.”
“I’ve never heard of an instance where a consumer has rejected one of our products if they are aware that this is an alternative that you can be pretty confident about,” said Byrne, whose firm worked closely with the ARA’s Airbag Committee in developing the protocol. “Unlike other aftermarket parts where you have to inspect these parts to make sure they conform to a given standard, undeployed OEM airbags manufactured by the OEM Tier 1 suppliers already meet all federal and car company standards.
“Our job is to make sure that in the process of recycling,” he added, “that they are not harmed, damaged or impacted in any way. The protocol establishes a set of standards and procedures to make sure that the extraction of the airbag from the vehicle is done in a consistent and proper manner, that the recycler handles the airbag in a safe and appropriate manner, that the airbag is inspected in a consistent manner and that it is stored and readied for shipment in a consistent manner.”
The key element is that all these steps are documented. Furthermore, every day the ARAPro database downloads the latest NHTSA Recall file via the VIN number to determine which airbags cannot be reused.
Special equipment is not required to remove airbags, which are attached by bolts to the steering column on the driver’s side and the crossbar beam on the passenger’s side.
Last July, Watson addressed the issue of using recycled airbags at the Collision Industry Conference in Scottsdale, Arizona.
“The Council of Motor Transportation Administrator’s study determined that it is economical and a safe alternative when proper care was taken to remove, store, catalogue, ship and install the airbag,” said Watson. “The General Accounting Office study said that recycled airbags can be a potentially safe use and an economical alternative to a new airbag as long as it is undamaged, properly handled and installed.”
In 2003, the Insurance Institute for Highway Traffic Safety identified three issues regarding recycled airbags. They are:
•They have to match the application.
•They cannot have suffered any water damage or have been submerged.
•Their use will not promote auto theft.
Watson stressed that the Airbag Protocol covers all three issues.
“We track every airbag and we have a record,” he said. “We verify who is removing it – we have proper training, regulations for storing and handling them appropriately, we are trained in hazmat shipping for all our drivers, we are using appropriate boxes for distribution, and we verify that these bags have not been submerged or part of a flooded vehicle.
“For the auto theft issue,” he added, “we believe that if there is more widespread use of the bags, then it would diminish because we would be putting quality airbags back into commerce, which would reduce the need for thefts. In the conclusion of their paper, while they stated that there are potential problems with salvaged airbags, it is a justifiable use for repair. It didn’t justify the non-use.”
“In all of the admonitions, especially from the OEM side,” said Byrne, “there has never been a study published or data from the OEMs to say why a recycled OEM airbag could not perform properly as it was designed. The publications from the insurance industry have been more middle-of-the-road because they acknowledge there are issues, but tacitly admit there is no evidence to discourage their use.”
He added that recycled airbags are matched to specific vehicle models, multiple copies of the inspection certificates are stored and that should a failure of an airbag occur, the item can be traced to the supplier.
“They always deploy as intended,” said Byrne. “Even the GM Bulletin has basically said that one of the issues that they are trying to get across is that ‘original is forever.’ We are confident our ARAPro airbags will perform as intended because they are designed to meet the OEM standards for quality, reliability, durability and safety.”
Technicians involved in airbag removal are required to take compulsory training and must score 100 percent to be certified.
“Other than the Insurance Company of British Columbia (ICBC) of Canada, we have small companies that are using them, whether they are in estimates or not,” he said. “I do sense the majors’ appreciation for the ARA’s efforts and Airbag Resources to create standards.”
Pitman agreed, stressing that education will win them over in the end. Watson recognizes that there are many competing interests regarding airbags and that education efforts will have to include body repair shops and consumers.
by Irwin Rapoport, American Recycler http://www.americanrecycler.com/0109/old.shtml
Thursday, January 29, 2009
Saturday, December 20, 2008
BERR expresses “real concern” over ELV disposal
BERR (UK Department for Business Enterprise & Regulatory Reform) has expressed "real concern" over the proper disposal of scrap vehicles following the sharp fall in metal prices and claimed that the producer responsibility system is now being seriously called into action for the first time.
Under the End of Life Vehicle Regulations, producers are responsible for helping to fund the recycling of scrap vehicles, and must join one of two network providers - Autogreen and Cartakeback - who provide a network of authorised treatment facilities (ATFs) offering free take-back of ELVs.
End-of-life vehicles can be returned free of charge to any authorised treatment facility within the producer-funded networks
While vehicle manufacturers have had an easy ride in recent years, with the high value of metals making take-back a profitable option for both ATFs and the last owners of vehicles, the sharp decline in metals prices is likely to see them playing a larger part in subsidising the service.
In a statement, BERR said the drop in metals prices meant "the proper disposal of scrap vehicles is once again becoming a real concern - particularly in remote rural areas of the UK."
And, economics and business minister Ian Pearson said: "We know the scrap metal market is experiencing difficulties at the moment and it's precisely for these sorts of circumstances that the ELV Regulations were designed."
"It doesn't matter what the value of a scrap car currently is - under the requirements of the Regulations, automotive manufacturers have established networks of convenient facilities where vehicles can be returned at no cost to the last owner. They will ensure the car or van is properly treated and at least 85 per cent of it is recycled and put to new uses," he added.
While the producer responsibility system for ELVs has been in place since January 2007, Mr Pearson described the current situation as the first time that the free take-back option had been "seriously called into action".
"It's now more important than ever that people are aware of this service so we can minimise the potentially damaging impact of fluctuating metal prices on local authorities, who have a duty to collect abandoned vehicles," he added.
His comments come after vehicle dismantlers expressed concern that the drop in metals prices could trigger a "dramatic" increase in the number of abandoned vehicles.
Under the ELV Regulations 'free take-back' guarantee, ATFs within the networks must provide a free collection service for last owners of vehicles who live more than 30 miles from their nearest facility.
ATFs are also expected to issue a Certificate of Destruction confirming that a vehicle has been destroyed and informing the DVLA that the last owner's licensing responsibility had ended.
http://www.letsrecycle.com/do/ecco.py/view_item?listid=37&listcatid=217&listitemid=10817
Under the End of Life Vehicle Regulations, producers are responsible for helping to fund the recycling of scrap vehicles, and must join one of two network providers - Autogreen and Cartakeback - who provide a network of authorised treatment facilities (ATFs) offering free take-back of ELVs.
End-of-life vehicles can be returned free of charge to any authorised treatment facility within the producer-funded networks
While vehicle manufacturers have had an easy ride in recent years, with the high value of metals making take-back a profitable option for both ATFs and the last owners of vehicles, the sharp decline in metals prices is likely to see them playing a larger part in subsidising the service.
In a statement, BERR said the drop in metals prices meant "the proper disposal of scrap vehicles is once again becoming a real concern - particularly in remote rural areas of the UK."
And, economics and business minister Ian Pearson said: "We know the scrap metal market is experiencing difficulties at the moment and it's precisely for these sorts of circumstances that the ELV Regulations were designed."
"It doesn't matter what the value of a scrap car currently is - under the requirements of the Regulations, automotive manufacturers have established networks of convenient facilities where vehicles can be returned at no cost to the last owner. They will ensure the car or van is properly treated and at least 85 per cent of it is recycled and put to new uses," he added.
While the producer responsibility system for ELVs has been in place since January 2007, Mr Pearson described the current situation as the first time that the free take-back option had been "seriously called into action".
"It's now more important than ever that people are aware of this service so we can minimise the potentially damaging impact of fluctuating metal prices on local authorities, who have a duty to collect abandoned vehicles," he added.
His comments come after vehicle dismantlers expressed concern that the drop in metals prices could trigger a "dramatic" increase in the number of abandoned vehicles.
Under the ELV Regulations 'free take-back' guarantee, ATFs within the networks must provide a free collection service for last owners of vehicles who live more than 30 miles from their nearest facility.
ATFs are also expected to issue a Certificate of Destruction confirming that a vehicle has been destroyed and informing the DVLA that the last owner's licensing responsibility had ended.
http://www.letsrecycle.com/do/ecco.py/view_item?listid=37&listcatid=217&listitemid=10817
Warning of “dramatic” increase in abandoned cars
Vehicle dismantlers have warned that the major falls in metal prices in recent weeks could trigger a 'dramatic' increase in the number of cars left abandoned in the streets, writes Nick Mann.
More vehicles are already being abandoned on the streets following recent falls in metal prices. And, the price falls have prompted concerns that some companies contracted to councils to collect ELVs on bahalf of councils will not be able to honour their agreements.
But, there was good news for some car dismantlers, as Autogreen - one of two networks of treatment facilities allowing vehicle manufacturers to meet their recycling obligations under the ELV Directive - revealed it would forgo the charges it levies on its member facilities for producing Certificates of Destruction and logging them on its system, to help them through the difficult predicament.
In a statement released to letsrecycle.com, Autogreen said: "In light of the current economic climate and to further support its members in achievement of the regulatory 85% recycling target for ELV's, Autogreen has took the decision to assist its members, by offering a zero cost route to data reporting and assisted compliance, for all vehicles handled by those facilities associated with Autogreen."
This means that, from November 1, there will be no charge for facilities when they issue a Certificate of Destruction (CoD) and enter it onto the network's on-line reporting system.
And, the organisation confirmed that this change would apply to the issuing of CoDs for all vehicles and not just those manufactured by one of its contracted brands.
Abandoned
Speaking to letsrecycle.com today about the issue of an increase in abandoned vehicles, Richard Reynolds, the national contract manager for London-based car recycling firm Redcorn said: "It could go back to the bad old days when you see vehicles abandoned on the streets"
He revealed that his company, which holds contracts to collect abandoned and nuisance vehicles for 12 local authorities, was "already getting calls from councils about cars being left in car-parks," and claimed that "just after Christmas you're going to see it beginning to pile up".
In the past, he explained that the high cost of metals would have meant that those abandoned vehicles would instead have been taken to unlicensed car dismantlers and scrap metal dealers.
Mr Reynolds' sentiments were echoed by Duncan Wemyss, the secretary of the Motor Vehicle Dismantlers' Association.
He said that, while the End of Life Vehicles (ELV) Directive meant there was free take-back for all cars recycled through registered treatment facilities, "one can fairly assume we could start seeing an increase in the number of abandoned vehicles".
Value
The problem will come, and its probably there now, if the value we're able to get for the total metals from a vehicle comes down beyond the recovery cost of the work we do
Duncan Wemyss, MVDA
Mr Reynolds explained that the value of the ferrous metals contained within a car had fallen dramatically, from £120 earlier in the year to just £20 now, and added that "we anticipate that by Christmas it'll be zero per tonne".
He claimed that the fall in value could have a "catastrophic" effect on smaller dismantlers' operations, and in particular could jeopardise the contracts some dismantlers had signed with councils to collect and dispose of abandoned vehicles where, due to the high value of metals, they had agreed to pay the council to take them.
"If people have tendered to offer councils a certain amount of money for cars it could backfire," he said. "In particular if they're a one-man band and make all their money by taking cars to be dismantled.
"Some are going to have to go hand and glove back to councils and hand back the contracts."
Mr Reynolds added that, while some contractors would start to charge for collection and disposal of abandoned vehicles, "we're always in a position to be able to take vehicles off councils for zilch," but added that "we can't offer them money for them right now".
Critical
Mr Wemyss claimed that the critical point for vehicle recyclers would come when the value of non-ferrous metals and parts within cars also fell.
"The problem will come, and its probably there now, if the value we're able to get for the total metals from a vehicle comes down beyond the recovery cost of the work we do, that's where the fun starts," he said.
"Everybody looks at the ferrous price but we do regain value on catalytic converters and non-ferrous metals," he explained, adding that "its difficult to tell if that level's been breached," he added.
Spare parts
However, Mr Wemyss also explained that economic slowdown's effect on people's willingness to buy new cars could provide a plus point for car dismantlers in terms of spare parts sales.
"There's always the hope that people keep their cars longer and, in that sense, come to our sector for parts rather than buying them new," he said.
Mr Reynolds reported that Redcorn's "progressive" spare parts division was also providing a boost to the company's fortunes.
And, he added that the firm's other operations, such as its work for the DVLA with un-taxed vehicles, was compensating for the downturn in the value of metals from abandoned vehicles.
"If you're working for a council, the money you get back from doing work on fines balances out the cost of collecting abandoned vehicles," he said.
http://www.letsrecycle.com/do/ecco.py/view_item?listid=37&listcatid=352&listitemid=10584
More vehicles are already being abandoned on the streets following recent falls in metal prices. And, the price falls have prompted concerns that some companies contracted to councils to collect ELVs on bahalf of councils will not be able to honour their agreements.
But, there was good news for some car dismantlers, as Autogreen - one of two networks of treatment facilities allowing vehicle manufacturers to meet their recycling obligations under the ELV Directive - revealed it would forgo the charges it levies on its member facilities for producing Certificates of Destruction and logging them on its system, to help them through the difficult predicament.
In a statement released to letsrecycle.com, Autogreen said: "In light of the current economic climate and to further support its members in achievement of the regulatory 85% recycling target for ELV's, Autogreen has took the decision to assist its members, by offering a zero cost route to data reporting and assisted compliance, for all vehicles handled by those facilities associated with Autogreen."
This means that, from November 1, there will be no charge for facilities when they issue a Certificate of Destruction (CoD) and enter it onto the network's on-line reporting system.
And, the organisation confirmed that this change would apply to the issuing of CoDs for all vehicles and not just those manufactured by one of its contracted brands.
Abandoned
Speaking to letsrecycle.com today about the issue of an increase in abandoned vehicles, Richard Reynolds, the national contract manager for London-based car recycling firm Redcorn said: "It could go back to the bad old days when you see vehicles abandoned on the streets"
He revealed that his company, which holds contracts to collect abandoned and nuisance vehicles for 12 local authorities, was "already getting calls from councils about cars being left in car-parks," and claimed that "just after Christmas you're going to see it beginning to pile up".
In the past, he explained that the high cost of metals would have meant that those abandoned vehicles would instead have been taken to unlicensed car dismantlers and scrap metal dealers.
Mr Reynolds' sentiments were echoed by Duncan Wemyss, the secretary of the Motor Vehicle Dismantlers' Association.
He said that, while the End of Life Vehicles (ELV) Directive meant there was free take-back for all cars recycled through registered treatment facilities, "one can fairly assume we could start seeing an increase in the number of abandoned vehicles".
Value
The problem will come, and its probably there now, if the value we're able to get for the total metals from a vehicle comes down beyond the recovery cost of the work we do
Duncan Wemyss, MVDA
Mr Reynolds explained that the value of the ferrous metals contained within a car had fallen dramatically, from £120 earlier in the year to just £20 now, and added that "we anticipate that by Christmas it'll be zero per tonne".
He claimed that the fall in value could have a "catastrophic" effect on smaller dismantlers' operations, and in particular could jeopardise the contracts some dismantlers had signed with councils to collect and dispose of abandoned vehicles where, due to the high value of metals, they had agreed to pay the council to take them.
"If people have tendered to offer councils a certain amount of money for cars it could backfire," he said. "In particular if they're a one-man band and make all their money by taking cars to be dismantled.
"Some are going to have to go hand and glove back to councils and hand back the contracts."
Mr Reynolds added that, while some contractors would start to charge for collection and disposal of abandoned vehicles, "we're always in a position to be able to take vehicles off councils for zilch," but added that "we can't offer them money for them right now".
Critical
Mr Wemyss claimed that the critical point for vehicle recyclers would come when the value of non-ferrous metals and parts within cars also fell.
"The problem will come, and its probably there now, if the value we're able to get for the total metals from a vehicle comes down beyond the recovery cost of the work we do, that's where the fun starts," he said.
"Everybody looks at the ferrous price but we do regain value on catalytic converters and non-ferrous metals," he explained, adding that "its difficult to tell if that level's been breached," he added.
Spare parts
However, Mr Wemyss also explained that economic slowdown's effect on people's willingness to buy new cars could provide a plus point for car dismantlers in terms of spare parts sales.
"There's always the hope that people keep their cars longer and, in that sense, come to our sector for parts rather than buying them new," he said.
Mr Reynolds reported that Redcorn's "progressive" spare parts division was also providing a boost to the company's fortunes.
And, he added that the firm's other operations, such as its work for the DVLA with un-taxed vehicles, was compensating for the downturn in the value of metals from abandoned vehicles.
"If you're working for a council, the money you get back from doing work on fines balances out the cost of collecting abandoned vehicles," he said.
http://www.letsrecycle.com/do/ecco.py/view_item?listid=37&listcatid=352&listitemid=10584
Monday, December 15, 2008
Driving A Trend
When people think of innovative green companies, they may not immediately think of the automotive industry, but auto manufacturers have been designing with end-of-life in mind for decades.
“Cars have been recycled for a very long time,” notes Dan Adsit, manager of vehicle environmental engineering for Ford Motor Company in Dearborn, Mich. “We are very aware of what materials we use and how to bring them back at the end of a vehicle's life.”
Ford has strict requirements for recyclability in vehicle designs that starts at the drawing board and cascades across the development process. From using recycled materials in new vehicles and minimizing the use of restricted substances, to establishing processes and networks to dismantle, sort and repurpose up to 95 percent of any vehicle at the end of life, the auto industry has gotten end-of-life strategies down to a science.
And a big part of its success is industry members' willingness to collaborate with the competition.
“We believe that collaboration is the way to get things done,” says Claudia Duranceau senior research recycling engineer at Ford. “It allows us to be proactive, to work together to phase out materials, and to make sure we don't duplicate our efforts.”
Even in such a competitive market, all of the players in this industry agree that when it comes to end-of-life processes, there is more money to be made working together rather than apart. And the auto manufacturers benefit from being able to reclaim those materials for use in future vehicles.
“When we recycle cars, you can't tell where the material came from,” says Duranceau.
Ford works with the other major automotive players and regulators to help develop networks of dismantlers and to define processes for removing fluids, collecting and redistributing all of valuable materials, and shredding what remains for use as landfill covers to reduce dust and vermin.
Adsit notes that end-of-life dismantling services are privately-owned, not by auto manufacturers, but by independent entrepreneurs. Ford encourages these entrepreneurs and helps get them off the ground in order to build a stronger network and improve the efficiency of the material collection process.
“There is inherent value in any material, but you have to have enough quality in the same place to run an efficient recycling process,” Adsit points out. “In the automotive industry, we all have the same end-of-life issues with our products. When we all get together and pool our resources to deal with those materials, we get the biggest bang for our buck.”
“Cars have been recycled for a very long time,” notes Dan Adsit, manager of vehicle environmental engineering for Ford Motor Company in Dearborn, Mich. “We are very aware of what materials we use and how to bring them back at the end of a vehicle's life.”
Ford has strict requirements for recyclability in vehicle designs that starts at the drawing board and cascades across the development process. From using recycled materials in new vehicles and minimizing the use of restricted substances, to establishing processes and networks to dismantle, sort and repurpose up to 95 percent of any vehicle at the end of life, the auto industry has gotten end-of-life strategies down to a science.
And a big part of its success is industry members' willingness to collaborate with the competition.
“We believe that collaboration is the way to get things done,” says Claudia Duranceau senior research recycling engineer at Ford. “It allows us to be proactive, to work together to phase out materials, and to make sure we don't duplicate our efforts.”
Even in such a competitive market, all of the players in this industry agree that when it comes to end-of-life processes, there is more money to be made working together rather than apart. And the auto manufacturers benefit from being able to reclaim those materials for use in future vehicles.
“When we recycle cars, you can't tell where the material came from,” says Duranceau.
Ford works with the other major automotive players and regulators to help develop networks of dismantlers and to define processes for removing fluids, collecting and redistributing all of valuable materials, and shredding what remains for use as landfill covers to reduce dust and vermin.
Adsit notes that end-of-life dismantling services are privately-owned, not by auto manufacturers, but by independent entrepreneurs. Ford encourages these entrepreneurs and helps get them off the ground in order to build a stronger network and improve the efficiency of the material collection process.
“There is inherent value in any material, but you have to have enough quality in the same place to run an efficient recycling process,” Adsit points out. “In the automotive industry, we all have the same end-of-life issues with our products. When we all get together and pool our resources to deal with those materials, we get the biggest bang for our buck.”
Wednesday, December 03, 2008
China to establish auto recycling policy
In April 2008, Chinese Premier Wen Jiabao visited an automobile recycling facility in Nagoya, Japan, and was surprised when he saw the highly developed industry of automotive recycling which is far ahead of that in China. On July 24, he announced that China will undertake reform of its existing auto recycling industry to build a modern recycling economy in the automotive industry.
In August, the Chinese Commercial Department held a meeting to consider measures for the development of the automobile (end-of-life-vehicle) recycling industry. Participants in the meeting were the National Development and Reform Commissions, Environment Protection Department, Industry and Commerce Department, Tax Office, China National Resources Recycling Association, major carmakers, and waste collection companies. Under this background, the China Nonferrous Metal News interviewed Mr. Jian Min Liu, Chairman of the China National Resources Recycling Association. He analyzed the issues for the existing auto recycling industry as follows:
"One of the barriers for the development of the industry is a lack of management capability on the part of the authorities," he said.
“Under the planned economy in the past in China, ELV recycling has been supervised and managed by two sectors. One is the resources collecting companies and the other is the sales cooperation system under the auspices of the Commercial Department. In the past, resources collecting companies had the right to distribute used steel and nonferrous materials and thus the two sectors have been opposed to each other. That disunity of management was still seen even after the country entered the market-driven economy. At present, the Construction Bureau of the Commercial Department manages the collection of ELVs, while the Environment and Resources Bureau of the Development and Reform Commissions monitors the remanufacture of auto-parts. And the Environment Protection Bureau joins the administrative work for that matter. In addition, the Information and Industrial Department and General Utilization Bureau were newly appointed as the management arms of ELVs. Will the disunity of management help development?"
Moreover, the Construction Bureau of the Commercial Department, which manages the collection of ELVs, is also responsible for the management of the new and used vehicle market. Today, a huge number of vehicles are already used across the country and 4 million ELVs are generated every year. It is necessary to build a strong and unified management to cover such a wide market. In order to develop the automobile recycling industry, we need to resolve the lack of management capability."
--China Nonferrous Metal News October 18 issue
In August, the Chinese Commercial Department held a meeting to consider measures for the development of the automobile (end-of-life-vehicle) recycling industry. Participants in the meeting were the National Development and Reform Commissions, Environment Protection Department, Industry and Commerce Department, Tax Office, China National Resources Recycling Association, major carmakers, and waste collection companies. Under this background, the China Nonferrous Metal News interviewed Mr. Jian Min Liu, Chairman of the China National Resources Recycling Association. He analyzed the issues for the existing auto recycling industry as follows:
"One of the barriers for the development of the industry is a lack of management capability on the part of the authorities," he said.
“Under the planned economy in the past in China, ELV recycling has been supervised and managed by two sectors. One is the resources collecting companies and the other is the sales cooperation system under the auspices of the Commercial Department. In the past, resources collecting companies had the right to distribute used steel and nonferrous materials and thus the two sectors have been opposed to each other. That disunity of management was still seen even after the country entered the market-driven economy. At present, the Construction Bureau of the Commercial Department manages the collection of ELVs, while the Environment and Resources Bureau of the Development and Reform Commissions monitors the remanufacture of auto-parts. And the Environment Protection Bureau joins the administrative work for that matter. In addition, the Information and Industrial Department and General Utilization Bureau were newly appointed as the management arms of ELVs. Will the disunity of management help development?"
Moreover, the Construction Bureau of the Commercial Department, which manages the collection of ELVs, is also responsible for the management of the new and used vehicle market. Today, a huge number of vehicles are already used across the country and 4 million ELVs are generated every year. It is necessary to build a strong and unified management to cover such a wide market. In order to develop the automobile recycling industry, we need to resolve the lack of management capability."
--China Nonferrous Metal News October 18 issue
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