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Adebote Mayowa, has recorded images of pollution in Nigeria that he says is caused by the burning of tyres
In Enviro News Nigeria, the editorial suggests that; “In Nigeria, air pollution is primarily caused by a combination of industrial activities, vehicular emissions, biomass burning (such as agricultural and domestic waste burning), and other factors like poorly regulated industries and inadequate waste disposal systems. The consequences of air pollution in Nigeria include health problems, environmental degradation, and economic losses.”
Environmental photographer, Adebote Mayowa has been recording images of the pollution and its alleged causes. In a project called “Black Oxygen”, he tells the story of the Orimerunmu Community in Berger, a densely populated town on the outskirts of Lagos, Nigeria.
Cars covered in black soot from tyre buring in Nigeria
The images show the activities of a tyre “recycling” company posing a threat to the well-being of people living around the community. Mayowa believes that photography can play a crucial role in reporting and raising awareness about this problem.
Nigeria, whilst being a long way behind the Asian markets, and having a law against the import of used tyres, remains a market for European waste tyres. Unfortunately, Nigeriacannot currently manage its own arisings in an environmentally sound manner.
Two points arise here, the first is obvious, First World nations should end any trade in used tyres with countries such as Nigeria until such times as they can manage their waste in an environmentally sound manner. Secondly, the fact that there is this problem creates a market opportunity for the technology to process these tyres properly, and create higher-value end products, and address the Nigerian waste tyre issue.
Eriez has announced the appointment of Daryl Leach as Chief Financial Officer (CFO) and Treasurer
According to Lukas Guenthardt, President and CEO, Leach brings a wealth of financial expertise and leadership experience to the Eriez corporate team.
Prior to joining Eriez, Leach played a pivotal role in driving financial excellence and strategic growth at Zeus Industrial Products in Lexington, South Carolina. His career has encompassed a variety of growth-oriented finance roles across diverse sectors, including consumer goods, medical devices, and industrial manufacturing, both in publicly traded and privately held companies.
Guenthardt says; “Leach’s arrival marks a significant milestone for Eriez, as we welcome an accomplished financial professional and visionary leader who is poised to positively shape our company’s future. I am confident that his guidance will help propel us toward our strategic objectives and elevate our organisation to new heights.”
Leach holds a Bachelor of Science degree in finance and economics from Charleston Southern University and a Master of Business Administration from the Ross School of Business at the University of Michigan. After nearly two decades residing in the southern U.S., Leach has relocated to Erie to assume his new position as Eriez CFO and Treasurer.
Guenthardt says that Leach’s initial goal will be to connect with teams to gain a deeper understanding ofEriez’global business, operations, and culture. He anticipates a natural alignment, stating; “Leach embodies our core values and shares an unwavering commitment to innovation, growth, and excellence.”
According to The EC, the long-anticipated ban on crumb rubber infill has arrived with the ban on intentionally added microplastics
There has long been a concern about the use of crumb rubber in sports fields, initially the concerns were about the PAH content. Research by the ECHA Risk Assessment Committeesuggested that lower limits were required, and the amount of PAH was reduced, but it was still many times higher than that allowed in children’s toys.
The ECHA-RACcontinued its investigations and in its report into microplastics, suggested that any polymer of 5mm or less should be considered a microplastic, this brought the majority of crumb rubber infill into the microplastics definition.
On 25th September The European Commission took steps to prevent some half a million tons of microplastics entering the environment every year.
The EC believes that microplastics are a concern because once in the environment, microplastics do not biodegrade and cannot be removed. They accumulate in animals, including fish and shellfish, and are consequently also consumed as food by humans.
Microplastics have been found in marine, freshwater and terrestrial ecosystems as well as in food and drinking water. Their continued release contributes to the permanent pollution of our ecosystems and food chains. Exposure to microplastics in laboratory studies has been linked to a range of negative (eco)toxic and physical effects on living organisms.
The EC go on to say: The new rules prohibit the sale of microplastics as such and of products to which microplastics have been intentionally added and that release those microplastics when used. Common examples include … infill material for artificial sports surfaces. Products used at industrial sites, or not releasing microplastics during use, are derogated from the sale ban, but their manufacturers will have to provide instructions on how to use and dispose of the product to prevent microplastic emissions and report the estimated microplastic emissions every year.
In respect of crumb rubber infill, the ban will apply after eight years to give pitch owners and managers the time to switch to alternatives and allow for most existing sports pitches to reach their end of life.
“I hope to be wrong, but I am afraid that this decision will have impacts, that have been underestimated, on the whole tyre recycling value chain.
Taking into account that the EPR systems are in force in the majority of EU countries and that the European Commission keep into consideration their position, my impression is that they were not against the ban and that they are probably relying upon alternative, equally sustainable, destinations.
“However, we are operating in a complex global market, which sometimes react in strange ways, different from the logic of a Legal Directive.
“So, I am wondering what will happen if the infill market decreases too fast and too much before the end of the transition period of eight years. Are these alternative destinations ready yet and strong enough to offer a sufficient outlet?”
Peter Taylor at the TRA and Poul Steen Rasmussen from Genan have been approached for their comments and we will update when we have their responses.
The T8 Exemption was created to allow small businesses to get a foothold in the market. It was never planned to be a platform for business to evade environmental permitting
The idea of an Exemption from Permitting is sound, if it allows small businesses to access material and markets and become established, either as a small craft business, or as a collector or processor looking to supply a third party with materials. It also allowed some larger operators to have separate storage and baling plants, for example, without that site needing full permitting. It should have been a positive element of the UK tyre recycling sector.
However, the T8 Exemption has been misused and abused to the point that it has undermined legitimate, permitted businesses – From permitted collectors to processors alike, the impact of the fly-by-night T8 operator has resulted in a near meltdown in UK tyre recycling, something that Tyre and Rubber Recycling has written about several times this year alone.
The problem
A T8 allows up to 60 tonnes of truck, or 40 tonnes of any other tyre type to be handled in any 7 day period to be stored or treated.
Source: Environment Agency
The T8 can be accessed by making a telephone call, reportedly an operator can make an application in 15 – 20 minutes. There is no fee charged for the T8 application, and that in turn means that due to the way finances in the EA work, there is no funding to monitor T8 Exemptions. In fact, whilst The EA can say how many T8 Exemptions exist, they cannot say how many of them are related to tyre recovery and recycling, as many Farmers also use T8 to cover the tyres they store for silage clamps.
With no inspection, the only time the Environment Agency becomes involved in aT8 Exempt location is if someone makes a complaint, or, if there is a fire incident. If it becomes evident that the T8 had been abused, the Environment Agency can and will take action.
However, there are many operators of T8 sites who are anecdotally shipping four or five containers a week, which means they are exceeding the parameters of the T8. In some cases, these operators can acquire large volumes of tyres that get stored in breach of the T8 conditions.
The basic problem for the UK recycling sector is that all these operators need is a tyre baler, which can be bought second-hand, and they can fill containers as fast as they can get tyres baled. These containers get bought by brokers and dealers – who may hold no licences themselves – and they are shipped out to India, Pakistan, Turkey, and other destinations without due consideration to the end use and whether it will comply with The Basel Convention, which has clear guidance on what is permitted recovery or recycling. The UK is a signatory to the Basel Convention. The fact that the UK allows this abuse of T8 with a lack of control of the final destination, means that the UK is lacking in its Duty of Care.
It also means that operators who make a minimal investment can ship tyres in a manner that undermines any Permitted operation. This drives even Permitted operators to join the race to the bottom shipping tyres out of the country in return for cash in the bank. As a result, the UK, according to the Tyre Recovery Association, has a spare capacity to shred 150,000 tonnes of tyres – and that is without any of the big pyrolysis operations taking a single tyre.
Why is this a problem?
The knock-on effect of the high volumes of Export – figures vary, but could be as high as 350,000 tonnes, which means that there is a shortage of feedstock for even tyre-derived fuel contracts. But it is more complex.
Given the costs of running shredding equipment in the middle of the energy crisis, operators are asking, “Why should I turn my machines on?” So, even if they CAN get the feedstock, the costs are undermined by the ease of exporting at low costs.
Need powderised rubber for an and market? Then the cost differential between exporting and producing powder becomes unsurmountable – there is very little advantage in processing – so almost every player joins the race to the bottom and exports.
So, the industry needs the T8 to go, and it needs better control of exports if it is to be able to survive. The Environment Agency also need the T8 to go, because they know that the T8 is the source of so many issues with tyres. The Scottish Environment Protection Agency found that every single case of waste tyre crime came back to a T8 site, which was why the Scottish Government acted so quickly in ending the T8.
So, what is happening now?
The Environment Agency does not make the law. It cannot change it. It does enforce it. It can make allowances, but it cannot go beyond what the law says. Until now, the strategy has been to encourage by gentle persuasion, for operators to play by the book and up their game. It has not worked. Change is required.
And that change is coming. Defra, which is the Government department responsible for waste, amongst a whole raft of other challenges, has finally come around to understand that there is a real problem with T8 Exemptions. Largely thanks to the work behind the scenes of the Tyre Recovery Association andPeter Taylor and the evidence presented by the Environment Agency. The outcome is that T8 Exemptions are going to be stopped.
Addressing the Tyre Recovery Association’s Briefing Day in September, Howard Leberman, the EA’s senior advisor leading on waste tyres, announced that after an extended gestation period going back to 2016, Defra has announced that the T8 would be no more.
Leberman told the TRA that the government had published the response to the consultation ofWaste Regulation Reform. Among the changes will be the prohibition of waste exemptions on permitted sites and the withdrawal of the T8 amongst other changes. The question is now, when will this happen?
Leberman was clear, whilst there was an expectation of the law being changed in the Spring of 2024, it depended upon parliamentary time being available. If it were delayed the legislation could run into the General Election purdah where very little gets done. However, Leberman assured the TRA that both government and opposition parties were in agreement that this would happen, though a change of government could see the legislation called in for review. However, he said, “T8 is going – So, up the game or get out.”
In the meantime, the EA will be consulting on a charging scheme late Autmn for waste exemptions. This will include the T8 whilst it still exists. Fees generated will allow the EA to recruit additional officers to proactively inspect exempted activities.
Many T8 operatorswould need to make significant improvements to gain a Permit, and some perhaps would be unable to obtain a Permit due to their location and required infrastructure changes.
The Environment Agency anticipate a spike in illegal activity as rogue operators take in as many tyres as they can and then walk away from tyre stocks, but the EA are focussed on this and will come down harder on those breaking the rules.
A standard rules permit is available for operators but any operator looking for something at variance from the norm or operating near to houses or other sensitive receptors will have to make a bespoke application.
Leberman emphasised that the Duty of Care remained, and everyone was expected to play their part in the supply chain to make sure tyres are handled correctly. Changes to the Carriers, Brokers and Dealers may mean that those that deal, or transport waste will need permits to do so. Government has yet to publish their consultation response document setting out what the actual changes will be. Digital waste tracking is also coming down the line allowing the EA to focus their resource on where waste is lost from the system. The TRA are actively involved in what this will look like. The detail is still to be confirmed, and the EA awaits the regulations on this from the government.
Leberman gave his own view that exports needed to be part of the balance but that he would like to see a higher value market by limiting exports to shred in the future. However, that would need a change in direction or a change in the Law.
At its Annual General Meeting held on 13th September 2023 the Tyre Recovery Association unanimously elected Bill Clarke of DME Tyres to be its new President for the next two years
Mark Hetherington
Bill Clarke will succeed Tim Stott of Murfitts Industries who is stepping down.
DME Tyres were early supporters of the TRAhaving joined very soon after its formation two decades ago. Commenting on his new role, Clarke expressed his warm appreciation to the membership for the confidence they had showed him.
At the meeting the TRAmembership re-elected Mark Hetherington, Commercial Director, Credential Environmental Ltd. as Vice-President and Treasurer.
Scandinavian Enviro Systems and Siemens has signed a MOU, memorandum of understanding, regarding a collaboration in support of the European expansion plan
The plan was announced by Enviro earlier this year together with Antin Infrastructure Partners. Through the collaboration, Enviro gets access to Siemens’ extensive experience in automation and digitalisation for efficient industrial production.
The MOU was signed in connection with Siemens’ now ongoing Siemens NordX Circle seminar, focusing on sustainability and digitalisation, where Enviro’s CEO Thomas Sörensson is one of the speakers. A number of international business leaders participate in the seminar, including Siemens’ sustainability manager Judith Wiese, who is the seminar’s keynote speaker.
Together with Antin Infrastructure Partners, and with the support of Michelin, Enviro has formed the world’s first large-scale tyre recycling company and with the plan to establish recycling facilities in Europe by 2030 with a total annual recycling capacity of 1 million tons of end-of-life tyres. Siemens is already today a supplier of both hardware and software to the tyre industry and, with its focus on sustainability and digitalisation, has a great interest in supporting Enviro during the upcoming phase of broad industrialisation.
“With the formation of the tyre recycling joint venture company, Enviro has acquired the right industrial structure and the right partner company to be able to seriously take part in the transformation of the tire industry towards increased sustainability. As a supplier and partner, Siemens wants to support the new tyre recycling company and thereby help accelerate the important journey towards increased sustainability,” says Maria Grahm, Business Unit Manager Process Automation at Siemens Digital Industries.
The core of the tyre recycling company’s upcoming industrial expansion is Enviro’s proprietary and module-based recycling technology that makes it possible to extract valuable raw materials from used tyres, including carbon black and oil. The volume of end-of-life tyres is growing steadily and amounts to 3.5 million tonnes per year in Europe alone.
“Digitalisation and automation will be central to the rollout of our technology and we are convinced that Siemens can add extensive valuable knowledge in the field,” says Thomas Sörensson, CEO of Enviro.
Egypt’s Dr. Yasmine Fouad, Minister of the Environment, signed a memorandum between the Arab Organisation for Industrialisation (AOI) and a group of German companies (INTEC Rubber Powder GmbH and RECOM Patent & License GmbH), to establish a tyre recycling company in Cairo
RECOM is the licensor and patent holder of INTEC technology for producing rubber granule powder, INTEC is the provider of the tyre recycling technology.
The Minister of Environment confirmed that, according to the signed memorandum of understanding, the tripartite alliance intends to cooperate to establish a joint company in Cairo, with RECOM owning 30 per cent of the shares of this new company, and the name of the new company will be AOI – INTEC Egypt, provided that the two parties agree on the legal form and capital share.
The memorandum of understanding clarified a number of basic understandings between the parties signing the memorandum regarding the installation and operation of the factory systems in the countries and regions of the Middle East and Africa. The German company will also provide full technical support and factory management to the new company.
Pyrum Innovations AG has started preliminary discussions with Thermo Lysi SA to develop a new plant for the recycling of end-of-life tyres (ELT) in Greece
Pyrum Innovations has agreed to perform all the necessary planning that will be used for building permits, as required by Greek Law, for the new plant, approximately 140 km north of Athens. The plant will have a capacity of 20,000 tons of ELT per year and will be able to cover almost half of the total quantity of ELT in Greece – the country currently produces about 45,000 tons of ELT per year, according to Pyrum.
The new plant will help to recycle these tyres sustainably and recover valuable resources. Under the terms of this investigation, Pyrum is willing to carry out the basic engineering and to prepare parts of the documentation required for the permits of the new plant. An existing tyre recycling unit with a shredder is already located at a nearby site of the planned plant.
This means that synergies can be used in the design and future implementation of the new plant. The land on which the new plant will be built provides sufficient space for future capacity expansion. The agreement with Thermo Lysi SA further strengthens the extensive and promising pipeline for the construction of pyrolysis plants based on the Pyrumtechnology in Europe.
The venture, is the first outside Germany, though there are several MoU in place. Pyrum has already started preparing the approval documents for another of its own plants in Homburg, Germany, where construction is scheduled to start at the end of this year. Again, based on ongoing financing discussions,Pyrumexpects that full financing will be in place by the time the permit applications are submitted.
Pascal Klein, CEO of Pyrum Innovations AG said; “We are looking forward to realising this groundbreaking project in Greece together with Thermo Lysi SA. Commissioning the design and all the work necessary to obtain the building permit underlines the trust and commitment that Thermo Lysi SA has placed in us. Together we will examine the requirements for building a state-of-the-art recycling plant to address the challenges of waste tyre disposal in Greece and make an important contribution to the circular economy.”
It would not be an overnight withdrawal as it was in Scotland, but after due process and a transition period, the T8 will be removed. It just awaits Parliamentary time to change the law.
Essentially, existing T8 holders will be able to complete their Exemption, but if they wish to continue operations, they will be required to apply for a Permit and meet the Permit conditions or close.
The new Permit will come with a charge. Lieberman says that this will enable the EA to engage more staff for monitoring and enforcement.
There is more, and there will be changes for carriers, brokers and dealers, who will all also need a licence.
Implementation is anticipated in 2024. However, if there is a delay and a change of Government at the next General Election, both Government and Opposition parties have agreed to enshrine these changes in law.
We will have a more detailed rundown of the changes soon.
Continental is meeting one of the holy grails for tyre recyclers to get tyre-derived materials back into tyres
There is anecdotal evidence of tyre manufacturers utilising tyre derived materials but the question of what and how much is used often goes unanswered.
Now, Continentalhas talked about its solid tyres using recovered carbon black.
At the company’s plant in Korbach, Hessen, recovered industrial carbon black (rCB) is being added to newly produced Super Elastic solid tyres, thus reducing the use of fossil materials and cutting CO2 emissions.
Continental’s SC20+ uses Pyrum rcb
Solid tyres such as Continental’s SC20+ already contain around 60 per cent renewable and recycled materials thanks to their high natural rubber content. By 2050 at the latest, Continental aims to use 100 per cent sustainable materials in its tyre products.
The recovered carbon black is supplied by Pyrum Innovations, one of Continental’s partner companies. Pyrum breaks down end-of-life tyres using a proprietary pyrolysis process. This allows valuable raw materials contained in end-of-life tyres to be extracted and recycled. Solid tyres have a high load capacity and are extremely stable, puncture-proof, maintenance-free and highly economical. They are mainly used in material handling by forklift trucks, airport vehicles, heavy transport vehicles, sideloaders, platform trucks and other industrial vehicles.
Industrial carbon black is an important resource used as a filler in tyre production and in the manufacture of other industrial rubber products. The targeted use of carbon black in rubber compounds increases the stability, strength and durability of tyres.
“In Pyrum, we have found a partner that has developed a particularly efficient pyrolysis process. Together, we want to further develop the process for the pyrolysis of end-of-life tires,” explains Matthias Haufe, Head of Material Development and Industrialisation at Continental Tires. In the future, the recovered carbon black will also be used in other Continentalcompounds. Jointly with Pyrum, the tyre manufacturer is currently working on further optimising and expanding the recycling of end-of-life tyres using pyrolysis.
The use of recovered carbon black from end-of-life tyres is an important step toward more circular business practices in Continental’s tyre production. The company is working tirelessly to advance innovative technologies and sustainable products and services throughout its entire value chain, from sourcing sustainable materials to recycling end-of-life tyres. By 2050 at the latest, Continental aims to achieve 100 per cent carbon-neutrality along its entire value chain.
