Elv WMR

Waste Management Research
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END-OF-LIFE VEHICLE MANAGEMENT IN AN INDIAN CITY
Journal:
Manuscript Type:
Date Submitted by the Author:
n/a
Santhanam, Satakopan; Centre for Environmental Studies,College of

Engineering Guindy, Anna University, Department of Civil Engineering
Joseph, Kurian; Centre for Environmental Studies, College of Engineering
Guindy, Anna University, Department of Civil Engineering
Re
Keywords:
Original article: 35,000 characters
er
Complete List of Authors:
WMR-13-0042.R1
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Manuscript ID:
Waste Management & Research
End-of-life vehicles management, ELV management, Vehicle recycling, ELV,

ELV recycling
Abstract:
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Tamil Nadu (TN) state in India, with 11.2 million registered two wheelers
(2Ws) and 1.18 million registered cars in 2011, has the second highest
vehicle population in India and stands first in the 2Ws population. With 15
years as average vehicle on-road life in Indian conditions, approximately
440,000 end-of-life 2Ws and 35,000 end-of-life cars are generated
annually in the state, which must be properly managed. This paper
analyzes the vehicle-related Indian legal framework to identify existing
setup for end-of-life vehicle (ELV) classification/management. In addition,
it explores the prevailing ELV management practices in the Metropolitan
city of Chennai, the capital of TN state. Also, material recovery potential
and energy savings have been estimated, based on the projected annual
ELV generation rate in TN and vehicle recyclability rate. Based on inputs
from key stakeholders and review of international ELV management
policies and practices, an ELV management plan has been suggested.
http://mc.manuscriptcentral.com/wmr
Page 1 of 24
Respected Reviewers,
First, we would like to express our sincere thanks to every one of you for carefully reviewing our
paper and sending us valuable comments, which will help to improve the paper to a great degree. As
this study is the first of its kind carried out in Chennai City, we have tried our best to make the
changes suggested by you. We have highlighted the replies for the reviewer comments below in red
color for your reference.
Reviewer Questions:
This article should really undergo a major revision. There are many unclear statements and wrong
conclusions. I will name only some of them:
Fo
Page 5, 3.2 Customer perception: When was this survey done ? How was the respondents picked out
? Were they still "owners" or were their two-wheeler/car an ELV ?
rP
This survey was carried out as a part of the study itself. The survey was based on set of questions
asked to the vehicle owner. The respondents are vehicle owners owning either a new vehicle or an
older one. In the past they had sold their previous vehicles to mechanics. But they had no idea on
the subsequent state of those vehicles.
ee
I assume that "Rs" i Indian money - this should be transformed to dollars or euro too.
rR
The US equivalent was incorporated as mentioned by the reviewers assuming an average exchange
rate of 1 USD = Rs. 60.
ev
The references in the text should be written - as an example: (Wang et al.,2011)
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References are cited as mentioned by the reviewers at the appropriate places.
Page 8, 3.3.1 Management of..........: I believe this i s a description of the status i Tamil Nadu State,
but why then refer to a Chinese study (13) ? Page 9, line 25: Why refer to a Chinese investigation
(11) when describing Tamil Nadu State?
The ELV management in India had many common issues as in China. For example, absence of
necessary infrastructure, absence of tools, ELV waste management aspects etc. In China, the ELV
recycling policy had recently been implemented. Hence, China was considered in this study. The
ELV management is carried out informally throughout India, as highlighted by Mr. Mohan Ram
(please see references in article). And Chennai is one of the biggest cities in India where ELVs are
processed in a large scale as highlighted by Mr. Mohan Ram. Also the ELV recycling policy is only in
the evolving stages. Hence we referred to Chinese investigation though our work was carried out in
Tamil Nadu state.
In line 46 the author refer to Figure 3b and says that you can see spillage "like lead and mercury" this is not correct: You can see spillage, but not what it is ! Lead i found i batteries, and mercury is
not common in ELVs!
Discussion with the Automobile Demo Recycling Plant at Oragadam revealed that Mercury switches
were used in vehicles (in ABS etc.). Also dismantlers mentioned that mercury was used in lighting
applications in vehicles. But, no separate management of mercury is presently carried out. We have
changed the figure caption accordingly as oil spillage.
In table 1 the no. of ELVs is said to be around 350000/year. OK lets say 300000 pc. - then
something is wrong in table 4, where the total quantity of tonnes is said to be app. 40000 tonnes ???
The table 4 is the material recovery/energy savings potential estimated for the year 2012. The
calculation has been explained as follows: For 2 Wheelers, the ferrous composition varies from 6477% and similarly aluminium composition varies from 7-15%. For cars average ferrous and
aluminium compositions were 68% and 6% respectively. The average weights of moped, scooter,
motorcycle and car were taken as 66, 96, 115 and 900 kg respectively. Also from the discussions with
dismantlers and from recyclability study we found the following: For 2 wheelers 50% of the total
ferrous parts are reusable and the remaining fractions sold for recycling. In addition, about 40-55%
of aluminium components are reusable while the remaining fractions are sold for recycling. For cars
only 40% of total ferrous parts are reusable and the remaining 60% (mainly car hulk) are recycled. As
far as aluminium is concerned, 45% of total aluminium parts are reusable while the remaining
fractions are sold for recycling. These details along with the ELV generation rate are used to calculate
the material/energy savings.
rR
ee
rP
Fo
An example:
ev
In 2012, the numbers of ELVs are 84851 (motorcycles), 52701 (scooters), 214722 (mopeds) and
23313 (cars), respectively.
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Hence the total % of ferrous fractions that can be recyclable =
(0.5*0.64*115*84851) + (0.5*0.7*96*52701) + (0.5*0.77*66*214722) + (0.6*0.68*900*23313) =

18909 t
The table title has been changed accordingly to indicate its only for 2012. The conclusion section has
been added with the average values for material recovery and energy savings potential.
This is a few comments, but there are many other vagueness .
Reviewer(s)' Comments to Author:
Reviewer: 1
Comments to the Author
Comment:
1. Add more facts in ELV recycling in the context of all over the country of India.
Page 2 of 24
Page 3 of 24
As indicated by Mr. Mohan Ram (kindly see reference section in article), the ELV recycling in other
parts are carried out in informal way along the roadsides. Chennai is one of the important cities
where ELV recycling is carried out informally in a large scale. The established the Auto Demo
Recycling facility at Oragadam near Chennai is the only authorized facility carrying out ELV recycling
for evolving a recycling plan for Indian conditions.
2. In Tab 4., it should be incorporated the following generic datum as: (1) the benchmark energy
consumption and CO2 emissions from primary and secondary production of metals in INDIA (not
UK), (2) the determined annual ELV generation rate for Tamil Nadu State in India, (3) the recyclability
of ELV, as well as the results of energy savings and CO2 reduction potential you have derived.
At this point of time, we are unable to find specific reports for Indian scenario on energy savings and
CO2 reduction during primary and secondary material production. However, the processes involved
in primary metal production from ore were the same in India too. Hence, this data was used as
baseline for calculation.
Fo
3. Does the content of ELV management plan (in fig 4) and stakeholders responsibility (in Tab 5)
consult with government administration or with SIAM? If not, my suggestion is to contact and
discuss with them, because to charge ELV recycling fee is not an easy issue. Then, necessary update
is required.
ee
rP
After discussions with the concerned people at the Auto Recycling Facility at Oragadam and also
with members from SIAM, we developed the ELV management plan. However as ELV recycling policy
is still in development stages clear cut data on recycling fee to be charged is presently not available.
Reviewer: 3
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Reviewer: 2
(There are no comments.)
ev
rR
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The paper deals with an extremely relevant topic for waste management, the recycling of end of life
vehicles in quickly developing countries like India. The figures presented in the first chapters show
that the amount of ELV will dramatically increase in the next years and the description of the current
situation infrastructures shows a significant lack of suitable collection, dismantling and recycling
infrastructures, from a technical point of view but also with regard to the legal framework and
economic incentives.
The paper seems to be based on an interesting case study with extensive empirical results for the
city of Tamil Nadu. Nevertheless it needs to be significantly improved, especially with regard to the
scientific standard. Partly the paper is rather descriptive and lacks a specific research question. In
these descriptive parts (e.g. page 10, line 1-24) the origin of these data has to be clarified in much
more detail. Surveys are mentioned and it is absolutely not clear who has conducted them and why.
In contrary the second part is quite normative and proposes an ELV management plan. It should be
elaborated in much more detail how this plan has been developed, if it is just a scientific proposal or
how these stakeholders have been involved.
During the field study conducted, we observed that the electronic parts were broken down into
pieces. Also the same were reported by Junjun Wang and Ming Chen in China (kindly see reference
16). Surveys were conducted based on questionnaires by the authors themselves. ELV management
developed based on inputs from SPCB, Demo Automobile recycling facility inputs, discussion with
manufacturers and review of international ELV regulations from literature. We have accordingly
modified the article with the explanations.
In order to be published in a scientific journal the transparency and replicability of the results have
to be improved significantly. Also the English should be checked by a native speaker.
Fo
We have tried our best and rewritten the article incorporating the necessary changes suggested by
the reviewers.
Specific comments
rP
p. 2, line 36: the optimization problem should be specified
ee
As this was an initial study on this issue and also first of its kind carried out, we do not have sufficient
data to carry out the optimization study. As a continuation, optimization problem can be taken for
further research as suggested by the reviewer.
rR
p. 3, chapter 2: as mentioned the methodology should be elaborated in much more details: what
was the role of the author?
- what kind of "discussions" have been analyzed?
ev
We performed the field study, customer survey and recyclability study. As a part of the study,
discussions were carried out with ELV dismantlers, vehicle owners, regulating authorities and
manufacturers. The outcomes of the discussions were discussed in each sections and they were
analyzed to bring out an ELV management plan.
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- what kind of "management plan" was developed? is it in any way binding? Etc.
Our ELV management plan is only a suggestion based on our observations as a part of this study. We
have incorporated all the necessary points at the initial stages to carry out proper ELV management.
However, further research is required on these points, which can be carried out in the future.
However, to make it binding an ELV recycling policy is necessary.
p. 5, line 20: the aspect of mandatory technical inspections does not really seem to be picked up in
the later chapters on the ELV management plan
We have changed accordingly based on Reviewer comments. In addition, this was one of our major
conclusions. This is made a part of the ELV management plan also.
Page 4 of 24
Page 5 of 24
p. 5, line 32: Especially the character of the survey as foundation for the following conclusions
should be specified: Who did conduct it? Who has been asked? Are the results in any way
representative? Why do only consumers have been interviewed?
We developed a set of questionnaires and conducted the survey. The vehicle owners were
mentioned as consumers. Yes, the results were used to develop the ELV management plan
suggested by us. In addition, we also had discussions with the regulatory authority, manufacturers
also. They shared the views of the customers in many aspects. However recycling cost must be paid
by first owner since its their decision to purchase a vehicle.
p. 6: How have the results of the international comparison have been used for the development of
the ELV management plan? Why are these results necessary for this paper?
Fo
This gave an insight to link on-road vehicle legislations with ELV management policy. Also, details like
auditing dismantling facilities, setting up of recycling targets, management of hazardous wastes
were all gained from the review of these literatures. This was very helpful in developing the ELV
management plan.
rP
p. 7, line 15-17: what does that mean? what about the other 65%?
ee
Others were of the view that vehicle life is less than 6 years.
p. 10, line 8-24: What are the sources for all these figures?
rR
The literatures pertaining to ELV management in China indicated a similar scenario. Also, all the
numerical data were collected by us by conducting the field study to know the prevailing ELV
management practices.
ev
p. 10, line 44: What is the status of these recommendations? How do they differ from the ELV
management plan in chapter 4?
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The recommendations have been provided by the Regulatory authority namely the SPCB based on
their observations of ELV management. These recommendations have been incorporated into the
ELV management plan.
p. 11, chapter 3.4: The calculation of benefits does not really seem to match with the ecologic
challenges described before. It is very focused on a resource perspective, but it does not refer to
problems caused by pollutants (especially the fluids from ELVs)
The recommended methods for waste management obtained from the discussions with SPCB and
then incorporated in the ELV management plan. At present based on the available data, we were
able to focus on material recovery potential alone, as a part of this initial study. As mentioned by the
author, we will focus on the environmental problems due to pollutants as a part of future research.
p. 13, line 24: The assumptions for these calculations need to be specified! Do you assume 100%
collection and 100% recycling rates? Facing the relevance of energy scarcities in India it should also
be discussed where these savings occur: Really in Tamil Nadu (line 26)? Or somewhere else in the
production phase?
Yes we have assumed 100% collection and 100% recycling rates because in India, ELV management is
labor-intensive and no specialized tools and equipments were used. This figure is only a possibility if
everything is happening as per the ELV management plan. Presently its not happening in reality.
p. 13, chapter 3.5: As mentioned above, please specify if this plan is something you wish to be
implemented? Or that stakeholders committed themselves to develop?
We developed this plan, keeping in mind the Indian conditions and the suggestions from the
stakeholders. This plan is only an initial suggestion by us in the absence of any proper system in
place to manage ELVs properly.
Fo
p. 15: Although the paper highlights the specific challenge of two wheelers, the plan does not seem
to differentiate between them and cars?
We have also incorporated the changes on management of wastes from cars. Since TN state stands
first in the 2 wheeler population, emphasis was laid on to address them.
rP
p. 17, chapter 4: Only the first sentence is really a conclusion, the rest is more like reasonable
wishes What is the questions that has been answered by this paper? Especially the management
plan and its potentials, barriers etc should be mentioned.
rR
ee
We have changed the conclusion section as per the recommendations.
Reviewer: 4
The paper is somewhat lightweight for an academic paper. It has a very brief introduction (approx.
160 words), no review of any literature, a very vague and brief methodology section, results that are
incomplete and poorly presented and a very brief conclusion. Below are comments on each section
in turn and recommendations for improvement.
iew
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Firstly, the title is inaccurate as the focus of the paper is ELV management in an Indian state, Tamil
Nadu, rather than a city as suggested. The introduction is brief and superficial, particularly since
there is no review of literature or general scene setting. In the introduction the authors state that
they assume the average on-road life of vehicles in Tamil Nadu State is 15 years, but there is no
evidence to back up this assumption. The reader only reads (on page 4) about the Indian AMP (2002)
recommendation that vehicles over the age of 15yrs should be retired (which would make the
average age of vehicles on the roads much less than 15yrs), however, there was no evidence that
this has been enacted and enforced. Figure 1 then, is based on a questionable assumption and
further, the wording could be made clearer that Fig 1 shows possible projected numbers of ELVs.
There is no specific vehicle on-road life as per the Indian legal framework. As long as it passes the
fitness test, it can run on the roads. Discussions with Brake Inspector at RTO revealed that average
vehicle age is 15 years and Green tax concept brought to retire old vehicles > 15 years, based on
Page 6 of 24
Page 7 of 24
which we generated ELV rate. We have changed the figure caption as mentioned.
The method section is far too brief and vague. There is no description (or basis given) as to how
comparisons were made with policy instruments and practices in Japan, Denmark, Sweden, Germany
and the Netherlands. In addition, two surveys were undertaken, one of the auto manufacturers and
the other of customers, however, neither survey instrument is provided or detailed in the paper.
There is no outline of how the surveys were conducted, the number of each group surveyed, how
many valid responses were collected, response rate etc. Without this information the results are
very incomplete and not particularly informative. This will be relatively easy to rectify as the authors
will have all this information.
We developed a set of questionnaires and conducted the survey. The vehicle owners were
mentioned as consumers. We were able to collect responses from 200 2-wheeler owners and 73 car
owners. The results were used to develop the ELV management plan suggested by us. In addition,
we also had discussions with the regulatory authority, manufacturers also. The total number of
collected responses were directly used in the article. Interactions with manufacturers are through
mail discussions through which we got the necessary information. We also visited the Demo Auto
Recycling Facility to discuss and understand more on the issues.
ee
rP
Fo
Following on from this, the results are almost meaningless when the reader does not know how
many manufacturers and vehicle owners were surveyed. Section 3.2 begins The response from 200
two wheeler owners and 73 car owners Are these figures your total number of consumer
respondents or are these the ones saying that higher maintenance cost was the main reason for
vehicle disposal?
ev
rR
Yes. They are the total respondants. Out of the total respondents, this much percentage indicated
higher maintenance cost was the main reason for disposal.
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Also the reader doesnt know what alternative reasons for vehicle disposal were put forward to the
respondents. The same is the case for About 35% of surveyed customers indicated the total onroad life of vehicles between 8-10 years is this 35% of respondents (not those surveyed) and what
other alternatives were they given, and what were the responses to these? Another example: the
reader does not know the alternatives put forward as disposal channels for ELVs, we are only told
that 52% preferred take-back by dealers/service centres. Nearly all results are similarly vague, so
that the reader feels like they are being provided with only part of the story.
The major reasons for ELV classification were taken from literatures (kindly see the reference
Staudinger et al.). Some of the other options are poor vehicle performance, poor parts reliability,
etc. Also, the disposal channels options from literatures of ELV manegement systems in different
countries being reviewed like disposal to dealers, common collection centers, government
authorized recycler were used in the Questionnaire for which the responses were recorded.
I suggest that tables of the complete results from your surveys need to be provided, which you can
then discuss. Section 3.1 is similarly vague when making comparisons with other countries, no clear
outline is given as to how this was undertaken, or were you using the comparisons made by other
authors? There is no explanation as to what the authors mean by ELV norms or proper
management of ELVs. In 3.3.1 and 3.3.2 you are stating observations about practices in Tamil Nadu
whilst providing references to China and then Japan. This is confusing, you would be better to make
statements like As in China *13+, in Tamil Nadu State I would also suggest that the costs given (eg.
in 3.3.2) are not necessary, however, if they remain, there needs to be a year given for these costs
and the costs given some relevance for the international reader (say costs in relation to the cost of a
new vehicle).
The ELV mgmt in China has many common scenarios with Indian ELV management. So they were
considered. Proper management of ELV was used in the context of ELV management according to
the stringent ELV recycling policy. We have changed the article as per the recommendations of the
reviewer.
Fo
For Table 3, is the regulatory authority the State Pollution Control Board? If so this needs to be
stated. Only half a sentence is devoted to Figure 4. The reader needs to know how it was derived (if
it is original work or adapted from elsewhere) and also how to read it, as it seems to be a loop,
starting and ending at the RTO in the top left corner.
rP
We have explained the ELV management plan completely. The figure starts from the last vehicle
owner who is the starting point of the ELV management chain.
rR
ee
The conclusion is also very brief and does not really say anything of significance.
Conclusion has been modified incorporating significant findings from the study.
ev
A review of English grammar and tenses is required, also sometimes words like a or the are
missing. Regarding the references, is there a reason why the references are not numbered
numerically throughout the paper? Also I was unable to find reference to references [1] and [4] in
the manuscript. Ref [19] Cassells, S. should be 2004 not 2005.
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We have rewritten the article as mentioned by the reviewer. Also the references are cited as per the
style conventions to be followed for this journal. The year for the above reference has been
changed as mentioned.
Page 8 of 24
Page 9 of 24
END-OF-LIFE VEHICLE MANAGEMENT IN AN INDIAN CITY

*,
SATAKOPAN SANTHANAM
*
and DR. KURIAN JOSEPH
Centre for Environmental Studies, Anna University, Chennai, India
sgopi.mit@gmail.com
Abstract: Tamil Nadu (TN) state in India, with 11.2 million registered two wheelers (2Ws) and 1.18 million
registered cars in 2011, has the second highest vehicle population in India and stands first in the 2Ws
population. With 15 years as average vehicle on-road life in Indian conditions, approximately 440,000
end-of-life 2Ws and 35,000 end-of-life cars are generated annually in the state, which must be properly
r
Fo
managed. This paper analyzes the vehicle-related Indian legal framework to identify existing setup for
end-of-life vehicle (ELV) classification/management. In addition, it explores the prevailing ELV
management practices in the Metropolitan city of Chennai, the capital of TN state. Also, material recovery
potential and energy savings have been estimated, based on the projected annual ELV generation rate in
Pe
TN and vehicle recyclability rate. Based on inputs from key stakeholders and review of international ELV
management policies and practices, an ELV management plan has been suggested.
er
Keywords: End-of-life vehicles management; ELV recycling; ELV management; end-of-life; vehicles.
1. INTRODUCTION
Re
Tamil Nadu (TN) state in India, with 11.2 million registered two wheelers (2Ws) and 1.18 million registered
cars in 2011, has the second highest vehicle population in India, next to Maharashtra, and stands first in
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the 2Ws population [DEAR 2009]. Chennai city, the states Capital, having a huge registered vehicle
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population of about 2.58 million 2Ws and 0.57 million cars in 2011 [STA 2011], has been chosen for the
study. According to Staudinger et al. (2001), a vehicle becomes an end-of-life vehicle (ELV) when the
vehicle owner discards it due to loss of structural/mechanical integrity, poor reliability of parts/components
or degraded vehicle performance. The accurate ELV generation rate in the State is not known as the
ELV, though scrapped, are still accounted in the state vehicle register. However, with the existing
scenario of having 15 years as the average on-road vehicle life in Indian conditions, the annual ELV
generation rate in TN has been calculated and depicted in Fig. 1. Once the vehicle owner decides to
scrap the vehicle, it poses a challenging resource optimization problem from an economic as well as
environmental perspective [Staudinger et al. 2000, DEH 2002]. As stated by Mohan Ram (2007), the
existing ELV management systems, dependent on unorganized roadside operators, would not be able to
cope up with the increasing ELV scrap volumes. They require upgraded technology, processes and setup
of modern facilities with greater capacity to deal with expected increase in volume of ELVs, which
increases material recovery potential and conservation of depleting natural resources [Mohan Ram 2007].
r
Fo
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Figure 1. Projected annual ELV generation rate in TN.
er
This work initially reviews the vehicle-related Indian legal framework for ELV classification
criterion. Next, the customer perception on ELV management, obtained by means of conducting surveys
Re
with vehicle owners, has been discussed. We conducted the field study to understand the prevailing ELV
management practices in the Chennai city. We estimate and present the material recovery potential and
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energy savings from ELV management. Finally, an ELV management plan has been suggested for the
city. Necessary policy instruments/practices from international ELV management scenarios, obtained
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from the review of literature, have been incorporated into the above ELV management plan.
2. ELV RELATED LEGAL FRAMEWORK AND POLICIES
We reviewed the vehicle-related Indian legal framework, namely, the Motor Vehicles Act (MVA) 1988, the
Central Motor Vehicle Rules (CMVR) 1989, the TN Motor Vehicle Rules (TNMVR) 1989 and the Indian
Automotive Mission Plan (AMP) 2002, to obtain the existing ELV classification/management criteria and
summarize in Table 1. Presently the vehicle owners do not deregister their vehicles before scrapping.
This lack of formal ELV deregistration requirements contributes to inefficiencies in collection and
treatment of the ELVs [DEH 2002]. Also, the legislation doesn't mandate a proper disposal channel for
Page 10 of 24
Page 11 of 24
ELV which are mostly sold to an informal dismantler, for scrapping, in return for an incentive. There is a
definite need for enforcement of continuous vehicle licensing system that makes owners liable to pay the
tax until a certificate of disposal (CoD) is presented to remove the vehicle from the motor vehicle register
[Cassells 2004]. To bridge the gaps (Table 1), the Indian AMP had recommended measures to modernize
the vehicle fleet by retirement of vehicles more than 15 years of age, make the periodic fitness
certification compulsory for all vehicles and develop a centralized registration system that will help in the
enforcement of ELV recycling policy in the future.
Table 1. Indian legal framework pertaining to ELV.
Legislation
Criteria
ELV
classification
criteria and
vehicle age
Existing Practices
Comments
Cancel registration of vehicles beyond

reasonable repair or incapable to use or not
satisfying legal requirements
No strict enforcement/
lesser fines for
defaulters
Central Government to fix age of vehicle as

per legal requirements
No enforced age limit for

vehicles in practice
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MVA
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MVA, CMVR
and TNMVR
Validity of
vehicle
registration
and its renewal
Initial vehicle registration valid for 15 years

and registration renewal extended for a
period of another five years
Green Tax collected

during renewal of
registration to phase out
old vehicles > 15 years
of age
MVA, CMVR
and TNMVR
Technical
Inspection of
vehicles
Road-worthiness test annually conducted

for commercial vehicles and conducted only
during renewal of registration (after 15
years) for 2Ws and cars.
Can be used as ELV

classification criteria
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Necessary policy instruments, from literatures, have been reviewed from the ELV management
policies in countries like the Netherlands, Sweden, Denmark, Germany (Cassells 2004, Forslind 2003,
Smink 2007) and Japan (Kanari et al. 2007, DBJ 2003, JED 2006), compared with the Indian scenario
and summarized in Table 2. As can be seen from Table 2, the legislations governing the on-road vehicle
usage in these countries are integrated with the ELV recycling policy. Hence, the vehicle owners are left
only with two choices either to undergo periodic technical inspection of their vehicles, pay the periodic
vehicle tax, and renew their vehicle registration or to dispose the ELV to authorized dismantlers,
in
return
for
an
incentive,
and
relieve
from
the
tax
liability.
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Table 2. Policy instruments for ELV management across different countries.

Policy Instrument
Netherlands
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Germany
Sweden
ELV Recycling Policy
Yes
Authorization of ELV
Dismantling Facilities
Mandatory
Monitoring of ELV
Dismantling Facilities
Auto Recycling
Nederland
ELV Take-back
responsibility
Producer
Recycling/Recovery
Targets for ELV
Recycling 86% by
2000 and 95% by
2015
Recovery 85%
by 2002 and
95% by 2015
Recovery 85%
by 2002 and
95% by 2015
Deregistration of ELV
before scrapping
CoD issued after

deregistration
Fluids and hazardous

components removal
from ELV
Denmark
Japan
India
Yes
Yes
Yes
Yes
No
Mandatory
Mandatory
Mandatory
Mandatory
Not Required
Independent
auditors
Admin body of
local County
Municipal
Authorities
Japan Automobile
Recycling Promotion
Center
Unorganized
facilities
Producer
Producer
Producer
No responsibility
Recycling 80% by
2003 and
Recycling 85% by
2015
Recovery 85% by
2002 and 95% by
2015
No formal targets.
Informal recycling
rate up to 85%
CoD issued
after
deregistration
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Producer and last

vehicle owner
CoD issued after

deregistration
CoD issued after

deregistration
Permanent
Deregistration done
before scrapping
Not performed
before scrapping
of ELV
Mandatory
pretreatment
before dismantling
Mandatory
pretreatment
before
dismantling
Mandatory
pretreatment
before
dismantling
Mandatory
pretreatment
before dismantling
Mandatory
pretreatment before
dismantling
Fluids and
hazardous
components not
managed
separately
Payment of recycling
fees/Product disposal
charge
First vehicle owner
Vehicle makers
or importers
Vehicle
manufacturer or
importer
Manufacturer or
importer
First vehicle owner
Vehicle Dismantler
Incentives to the last

owner of vehicle
No incentives to
the last owner
Paid for ELV

with positive
value
Paid from the

Car scrapping
fund
Paid from the

Recycling-fund
Paid from the

vehicle tax
Paid for ELV with

positive value
rP
ee
ev
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Page 13 of 24
3. CUSTOMER PERCEPTION ON ELV CLASSIFICATION AND MANAGEMENT

We have conducted surveys (questionnaire-based) with 200 2W owners and 73 car owners to know their
perception on ELV classification and management. About 35% of respondents indicated the average
vehicle on-road life between 8 to 10 years, while the rest indicated vehicle life < 6 years. The owners
decision to scrap the vehicle is influenced by the financial decision involving purchase, maintenance and
repair cost [Forslind 2008]. The responses from them show that a higher maintenance cost was the main
reason for vehicle disposal. For example, the cost of engine overhaul is nearly 10% of the cost of a new
vehicle (667 USD for a car). Decrease in mileage is cited as another major reason for their disposal.
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The owners choice to return the ELV to an authorized dismantler or to dispose it illegally is also
affected by the costs of transporting the ELV to an authorized dismantler and the net value of ELV when
returned [Forslind 2008]. About 89% 2W owners and 81% car owners prefer incentives in return for ELV
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disposal. Presently the ELV are mostly sold to an informal dismantler for scrapping in return for an
incentives varying from Rs.1000-7000 (17-117 USD) for 2W and Rs.60000 (1000 USD) for cars. About
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52% of the respondents had indicated ELV take-back by the dealers/service centers as the most
preferred disposal channel for ELV, due to their notion that it will be appropriate for the manufacturers
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themselves to take-back the vehicles and recycle. By providing higher incentives for ELV, more number
of ELVs can be made to return to an authorized dismantler, however, if the dismantler values the ELV
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negatively the owner has to pay to dispose the vehicle [Forslind 2008].
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The customer perception on important factors (ANL 2001) influencing proper ELV recycling is
shown in Fig. 2. Environmental friendly design is considered the most significant factor as the vehicle
design phase itself addresses the concern for environment. The technology and infrastructure factor
received significant responses from the survey. As stated by Staudinger et al. (2001), the environmental
aspects of ELV management are strongly dependent on the infrastructure in place to process the ELV,
and also on ELV material composition. Nearly 50% of respondents indicated the need for creating
awareness on the benefits of proper ELV recycling and an ELV recycling policy. Also about 47% of them
preferred annual technical inspection for certifying the road-worthiness of the vehicles that, in turn, will
help to classify ELV. About 37% of them preferred the manufacturer to bear the recycling costs.
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Figure 2. Customer perception on factors influencing vehicle recycling.
4. PREVAILING ELV MANAGEMENT PRACTICES IN CHENNAI CITY
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We conducted the field study at different parts of Chennai City to understand the prevailing ELV
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management practices. There are many unorganized bulk ELV dismantling shops at different locations on
the outskirts of the Chennai city. In addition to that, the vehicle mechanics themselves act as ELV
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dismantlers who dismantle the ELV, recover useful parts/scraps and act as agents supplying ELV to bulk
dismantlers. The automobile mechanics classify the vehicle as an ELV, in the present market conditions,
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due to major faults like engine seizure, chassis/vehicle damage due to major accident or due to higher
demand for spare parts availability. Hence, the vehicles for which the cost of repairing and reuse exceeds
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their present market value and the ones damaged in major accidents forms the total ELV lot.
Potential ELV environmental impacts fall into two main categories, namely, pollution due to poor
environmental practices at ELV dismantling facilities and resource loss from the ELV not being recycled
to the possible extent [DEH 2002]. Currently there is an absence of dedicated infrastructures for ELV
storage, dismantling and removed parts storage. As in China [Chen and Zhang 2009], the ELV
dismantling operations here are carried out in open environment along the roadsides and no sufficient
specialized tools and equipments are available for waste liquid collection, ELV dismantling, material
sorting and shredding. In addition, the dismantlers focus only on removing valuable spare
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Page 15 of 24
parts/components and are mostly interested in ELV parts that are suitable for reuse, recycling, or sale
[Kanari et al. 2007].
4.1. Management of fluids and parts from ELV
Fluids from ELV are removed initially, followed by the removal of battery and tires. The used oils and fuel
from end-of-life 2Ws and cars are collected and sold to bulk oil collectors on a fortnight basis. The
reusable parts from end-of-life 2Ws and cars, removed by dismantling, are piled up and stored along the
roadsides as shown in Fig. 3(a). The dry batteries, removed from ELV, are sold for recycling lead and
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plastic to the scrap battery dealers. The vehicle tires, piled up along the roadsides, are either retreaded
or recycled. Tires beyond reasonable damage are discarded along with the common waste or burnt. The
rest of the vehicle parts are broken down into smaller pieces and the metallic scraps sold to scrap
material dealers. The parts like glass, rubber linings and upholstery are discarded along roadsides or with
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common wastes, due to the absence of market for collection and recycling.
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(a) Storage of ELV Parts.
(b) Oil spillages from ELV parts.
Fig. 3. Present scenario of ELV Management in Chennai city.

During car dismantling, spillages of, fluids namely, used petrol/diesel, antifreeze, radiator water,
used oils and wiper fluid onto the ground are very common. The dismantling operators are unaware of the
environmental protection aspects and the scientific and reasonable disposal techniques of waste streams,
like used oil, fuel, antifreeze, refrigerants, mercury switches and lead parts, from ELV [Chen 2005]. For
example, the crankcase oil and radiator water are drained to the ground (see Fig. 3(b)), whereas the
electrolyte in the battery is poured into the drains. The electronic control units (ECUs) from ELVs,
containing heavy metals like lead, are either discarded carelessly or smashed into pieces along with the
ELV for material recycling [Wang & Chen 2011]. As in China [Chen 2005], lack of professional
equipments and management specifications, small production scales, low dismantling efficiency, low
recycling rates and environmental pollution are very common in the present ELV management scenario.
4.2. Economic aspects of ELV management
The cost and benefits associated with the ELV management mainly depends on ELV value, ELV
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processing costs, recovered scrap metal value, automobile shredder residues (ASR) disposal costs and
local conditions [Staudinger et al. 2001]. Incentives (see Sec. 3) are provided to the ELV owners
depending upon the model, make and weight of the ELV returned.
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The tendency to own the vehicles for longer periods of time has increased the demand for low-
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cost repairs, primarily for older vehicles, and hence, to minimize repair costs, customers are buying more
used or rebuilt parts taken from ELVs [JED 2006]. The second-hand spare parts from ELV are sold nearly
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at 25% to 50% of the price of a new spare and preferred by many people, though there is no guarantee
for the part life. For example, a new diesel pump of a car costs about Rs.6000 (100 USD) whereas the
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second hand pump is sold at Rs.1500 (25 USD). Similarly for a 2W, a new fuel tank costs about Rs.5000
(83 USD) whereas the second hand tank is sold at a price of Rs.1500 (25 USD).
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Used oils/fuel from ELV are sold to industries at a price of Rs.10-20 per litre. Dry batteries from
ELVs fetches around Rs.25-30 per kg. Similarly, the market rates of metals recovered from ELV are steel
(Rs.18/kg), aluminum scrap (Rs.80/kg), copper scrap (Rs.300/kg) and brass scrap (Rs.200/kg),
respectively. The plastic scraps from vehicles are sold at a price of Rs.6-10/kg. A single tire fetches Rs.510 whereas the tire tubes are sold at Rs.25/kg. Also, the labor cost paid to the worker at the recycling
shops is lesser (6-9 USD). As mentioned by Forslind (2003), since the net utility of ELV dismantling is
positive, i.e., the gain from collecting, dismantling, recycling and reusing is greater than the total cost of
ELV processing, the efforts to collect ELVs continue in the present scenario.
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4.3. Regulatory authority perspective on ELV management

Discussion with the regulatory authority, namely, the State pollution control board (SPCB) strongly
advocated the need to regulate ELV dismantling operations. According to them, unorganized
management of ELV along roadsides is the significant reason causing environmental pollution, which
must be regulated. As stated by Chen (2006), proper environmental permits are necessary for the ELV
dismantling facilities to carry out the collection, reuse, storage, transportation and processing of the
hazardous waste streams from ELV. The suggestions from SPCB to manage the different waste streams
from ELV are summarized Table 3. SPCB also had provided suggestions like implementation of ELV
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policy based on extended producer responsibility (EPR), upgrading the infrastructure and making the ELV
dismantling industry organized, conducting periodic audit of ELV dismantling facilities and promoting
awareness on vehicle recycling to the dismantlers and the public.
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Table 3. Management of fluids and parts from ELV.

Waste Streams
Prevailing management practices
Recommended method(s)
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Airbags
Managed by less qualified

technicians. No awareness on its
explosive nature
Asbestos waste
Discarded with common wastes
Safe disposal to landfill
Antifreeze/Wiper fluid
Drained to the ground
Separate storage required. Destroy by

incineration
Batteries
Acids drained to ground/piled up

storage
Filters
Discarded with common wastes
Lead/Mercury/Cadmium
bearing wastes
Managed along with other metal

scraps and not managed
separately.
Proper segregation necessary from

other ELV parts for recycling
Refrigerant
Released into atmosphere
Proper recovery and storage of gas
Tires
Piled up storage/burnt/retreaded/
recycled/discarded
Do not pile up. Leave on rim until

proper management. Recycle/safe
disposal to landfill
Used oils/fuel
Lubrication/Wash parts/sold to
industries/drained to ground
Separate storage for waste/used oil.

Do not drain to ground. Recycle or
incinerate
Recycle/dispose properly
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Acids not to be drained to ground. Do

not pile up batteries. Recycle
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Recycle/destroy by incineration
5. RECYCLABILITY OF ELV AND BENEFITS OF ELV RECYCLING

There is a greater scope for creating a self-sustaining ELV recycling system, where the value of the
recycled materials exceeds the costs of producing them from virgin materials [Dalmijn & De Jong 2007].
The average weights of the moped, scooter and bike considered for recyclability/recoverability study, as
per their vehicle specifications, are 69, 89 and 115 kg, respectively. The above 2Ws were dismantled at
the service centers. Using the average material compositions obtained from the manufacturers, we
estimated the weights of the parts removed during pretreatment, dismantling and material recovery steps.
The calculated recyclability rates for the scooter, bike and the moped, using the ISO 22628:2002
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standard recyclability/recoverability rates determination equations [ISO 2002], were found to be 93%,
83% and 85%, respectively. Similarly, their recoverability rates were found to be 95%, 83% and 85%,
respectively. Since ELV dismantling is presently labor-intensive, 100% metal separation for reuse and
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recycling is assumed for the calculation. The recyclability and recoverability rates of cars in India are 87%
and 96%, as obtained from the car manufacturers.
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5.1. Energy savings and CO2 reduction potential of ELV recycling
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Data on energy requirement and the associated CO2 emissions during primary and secondary metal
production provided by Grimes et al. (2008), were used to calculate the energy savings and the overall
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reduction in the CO2 emissions by recycling metals from ELV. The average weights of the moped,
scooter, bike and car are estimated to be 66, 96, 115 and 900 kg, respectively, from their available
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vehicle specifications. About 50% of ferrous parts and 45-55% of aluminum parts from ELVs are
determined to be reusable, from the recyclability study. The remaining ferrous and nonferrous fractions, of
approximately 50%, were recycled. The estimated material recovery and energy savings for the year
2012, for the projected ELV generation rate for TN state (Fig. 1), are presented in Table 4. Assuming
100% collection and recycling of metals, the annual energy savings of 478 TJ in TN is equal to the energy
derived from combustion of 15 million litres of petrol. WBCSD (2008) calculated the energy content of the
tires to be 32 GJ per tonne of tires. With the average weight per tire from moped, scooter, bike and car
estimated to be 1, 1.5, 1.5 and 10 kg respectively, it is possible to recover about 56800 GJ of energy from
end-of-life tires in TN, in the year 2012 alone.
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Table 4. Energy savings and CO2 reduction potential of ELV recycling in 2012.
Metal
Total Quantity (tonnes)
Total Energy Savings

(TJ)
Total CO2 Reduction

(kt-CO2)
Reuse
16,056.38
224.79
26.814
Recycle
18,909.89
43.49
18.342
Reuse
2109.84
99.16
8.08
Recycle
2363.65
105.42
8.37
Lead
Recycle
374.88
3.7
0.6
Copper
Recycle
146.87
1.56
0.12
39,961.51
478.12
62.33
Ferrous
Aluminum
Total Energy savings and CO2

emission reduction
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6. ELV MANAGEMENT PLAN
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The estimated annual generation of end-of-life 2Ws (~440,000), which occupies roughly 6-12% of the
total weight of a car, in TN is very high compared to the end-of-life cars (~35,000). Hence it is necessary
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for an ELV policy specifically addressing the recycling of end-of-life 2Ws and also the management of
hazardous materials, like used fuel/oil, airbags, antifreeze, asbestos, parts bearing lead and mercury,
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refrigerant and wiper fluid, from about 31,500 t of waste from end-of-life cars generated annually in TN.
As stated by Chen (2006), the ELV recycling policy must aim at resource conservation, product related
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strategy. Figure 4 shows the ELV management plan developed for the existing scenario with each
stakeholder having a definite role to play (as summarized in the Table 5).
Once a vehicle classified as an ELV after inspection at the Regional Transport Office (RTO), the
last vehicle owner must dispose the vehicle at the authorized dismantling facilities. The last vehicle owner
must produce the CoD, issued by authorized dismantlers, at the RTO to relieve from tax liabilities. The
recycling fee, which is collected from the first vehicle owner and deposited into an ELV recycling fund, will
be used by the ELV dismantler to bear the costs associated with recycling as well as for the disposal cost
for non-reusable/recyclable materials. The dismantler carries out the pretreatment of ELV and classifies
the parts for reuse, recycling and disposal. It is recommended to have impermeable surfaces to carry out
ELV dismantling operations and for storage of dismantled spare parts. The dismantler must remove the
battery, tires with lead balancing weights, drain the engine oil and other used oils, coolant, brake fluid,
washing fluid, the refrigerant from A/c, fuel, catalytic convertors, filters and mercury switches and store
them separately. There must be appropriate containers for storing batteries, closed tanks for segregated
storage of used/waste fluids drained from ELV and sufficient storage area for tires. The reusable parts are
usually sold as second hand parts either directly or after minor remanufacturing.
The dismantlers must prepare and maintain a detailed recovery manifest to summarize all
components removed from ELV. Also they must maintain a delivery manifest comprising of the details of
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management of hazardous waste streams from each vehicle and split of parts details sent for reuse,
recycling and disposal. The hazardous waste streams from the ELV shall be sent for either recycling,
processing or disposal at the Treatment, Storage, Disposal Facility (TSDF) identified by SPCB, after
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paying a disposal fee. The dismantlers must generate monthly report based on the manifests and send it
to the STA and SPCB for review. The STA and SPCB must regulate overall ELV recycling operations in
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TN as per ELV recycling policy. Authorization can be provided to ELV dismantlers for a period of five
years and they will be subjected to annual auditing by the SPCB. RTO must notify the vehicle owners
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about the authorized dismantlers in their area for ELV disposal.

6.1. Voluntary initiatives by the vehicle manufacturers
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The Central government along with Society of Indian Automobile Manufacturers (SIAM)
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Page 20 of 24
has taken
measures to develop ELV dismantling techniques, stringent vehicle deregistration rules and to implement
an ELV recycling policy for India. To realize this purpose, a demo ELV recycling facility has been setup on
the outskirts of Chennai City, at Oragadam, to carry out extensive research on ELV management. Vehicle
manufacturers have adopted green procurement/manufacturing strategies, taken initiatives to reduce the
usage of hazardous materials like asbestos, cadmium, hexavalent chromium and mercury in the vehicle
design and started to develop easy to recycle vehicles. Manufacturers must set the recycling targets and
assist the dismantlers with detailed dismantling information for their vehicles and their environmental
impacts. Also, there is a need to create markets for recycling of materials like glass that are presently
discarded from ELV and develop a supplier network for integration of recycled materials into recycling.
Page 21 of 24
ELV statistics to STA
Regional Transport Office
Tires
Summary of CoD issued

Inspect
Vehicle
Deregister
ELV
Disposal
Last Vehicle
Owner
Battery Recyclers
Vehicle beyond
reasonable repair
Used oil/Fuel/Fluids
ELV
Vehicle damaged
in accident
Fo
rP
Remit Recycling
Fees
ELV Recycling Fund
First Vehicle Owner
Easy to
recycle/dismantle
vehicles with less
toxic materials
State Transport
Authority
(STA)/State
Pollution
Control Board
(SPCB)
Airbags
Authorized
Vehicle
Dismantling
Facilities
Provide Incentives & Certificate of

Disposal (CoD)
Charge ELV
Recycling
Fees
Tire & Tube Recyclers/Fuel

for cement Plants
Batteries
ee
Recovery &
Delivery
Manifests
Audit &
Certify
Used/Waste oil
recyclers
Other non-recyclable
Waste streams
Treatment
Storage
Disposal
Facility (TSDF)
Antifreeze/Wiper fluid
Filters
Refrigerant
rR
Remit recycling Fees

Catalytic Convertor
ev
Parts containing lead,

mercury and cadmium
iew
Sell for Direct Re-use

Remanufacture & Sell
End-of-life vehicle Parts
Vehicles
dismantling & ELV
waste mgmt. info
Vehicle
Manufacturer
Pre-treatment
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Material Recovery from

End-of-life vehicle
Ferrous
Non Ferrous
Plastics
Non-metals
Scrap Material Dealers
Suppliers
Figure 4. End-of-life Vehicles Management Plan for an Indian City.
Authorized
Material
Processors
Table 5. Stakeholders responsibility for ELV Management.

Stakeholder
Responsibilities
Central
Government
Enact and enforce ELV recycling policy with focus on continual improvement of
environmental performance of ELV recycling operations
Administer ELV dismantling operations and monitor achieved recycling targets as per
ELV recycling policy
SPCB/State
Transport
Authority (STA)
Manage the ELV Recycling Fund to pay for ELV recycling operations
Carry out annual audit and certify the ELV dismantling facilities
Pay recycling fees into ELV recycling fund during initial vehicle registration
First Owner
r
Fo
Dispose vehicle at authorized dismantling facilities, get incentives and CoD
Last Vehicle
Owner
Provide CoD at RTO to deregister and relieve from vehicle tax liability
Periodic technical inspection of vehicles, vehicle deregistration from State Vehicle
Register and to maintain ELV generation statistics
Pe
STA/RTO
Authorized by SPCB based on availability of proper infrastructure and equipments for

ELV dismantling operations
er
Inspect ELV received, and provide CoD and incentives to last owner
Vehicle
dismantling
operators/
Material
processors
Maintain proper records of recovery and delivery manifests for each dismantled
vehicle
Re
Proper removal, segregation and storage of waste streams from ELV as per
manufacturer guidelines and waste disposal at TSDF
vi
Periodic reporting of ELV recycling operations to STA and SPCB
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Provide product details and detailed dismantling techniques to dismantlers

Restrict usage of hazardous materials in vehicle design and improve vehicle design
for ease of dismantling and recycling
Vehicle
manufacturer/
Suppliers
Create market for recycling materials that are discarded from ELV
Create network for integration of recycled materials into manufacturing
ARAI / NATRiP
Certify the vehicle design only upon the compliance with the requirements of ELV
management policy and accompanied by detailed ELV management plan
a- Automotive Research Association of India

b- National Automotive Testing and R&D Infrastructure Project
Page 22 of 24
Page 23 of 24
7. CONCLUSION
Though the Indian legal framework classifies ELV as vehicles beyond reasonable repair or vehicles
damaged in accident, rules are not strictly enforced. With no strict enforcement of rules for ELV
classification, the ELV generation rate is unknown in India, as the vehicle owners do not cancel their
vehicle registration before scrapping. Hence, the significance of ELV management is not recognized. In
addition, there is no ELV recycling policy in India to regulate ELV dismantling and recycling operations.
Informal dismantlers along the roadsides mostly dismantle the ELVs. There is no proper infrastructure
and equipments available for recycling ELVs at the present ELV generation rate. There is a need for ELV
r
Fo
recycling policy specifically addressing the 2Ws, since they form 93% of the total annual ELV generation
in TN. ELV recycling policy must set the recycling targets, make authorization of dismantlers compulsory
and mandate deregistration and ELV pretreatment before dismantling. In addition, it must enforce
Pe
storage, handling, processing and disposal of waste streams from ELV as per the recommended waste
management methods. With proper ELV management system in place, on an average there is a potential
er
to recycle about 30000 t of ferrous metals, 4000 t of aluminum and 700 t of lead from the annual ELV
generation in TN. Also, reuse/recycling of metals from ELV has potential to save about 800 TJ of energy
Re
and reduce 100 kt-CO2 emissions every year in TN.

REFERENCES
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3. Staudinger J, Keoleian GA & Flynn MS (2001) Management of End-of-Life Vehicles in the US.
Center for Sustainable Systems Report, Report No. CSS01-01, University of Michigan, Ann
Arbor, MI (2011): http://css.snre.umich.edu/css_doc/CSS01-01.pdf (accessed July 2, 2011).
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the Indian context. In Proceedings of INAE Seminar on Recycling for Automotive and Electronics
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Vehicles: An Information Paper. Commonwealth Government of Australia publications (2012):
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Dissertation, Massey University, Palmerston North, New Zealand.
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scrapping scheme. Journal of Cleaner Production 13: 619-629.
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JOM 55: 15-19.
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Recycling. Development Bank of Japan Research Report no.41. Economic and Industrial
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Economic Report ( 2011): http://www.jetro.go.jp/en/reports/market/pdf/2006_21_as.pdf (accessed
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Waste Management Research

END-OF-LIFE VEHICLE MANAGEMENT IN AN INDIAN CITY

Santhanam, Satakopan; Centre for Environmental Studies,College of

Original article: 35,000 characters

Complete List of Authors:

Waste Management & Research

End-of-life vehicles management, ELV management, Vehicle recycling, ELV,

The references in the text should be written - as an example: (Wang et al.,2011)

Waste Management Research

References are cited as mentioned by the reviewers at the appropriate places.

Waste Management Research

Hence the total % of ferrous fractions that can be recyclable =

(0.5*0.64*115*84851) + (0.5*0.7*96*52701) + (0.5*0.77*66*214722) + (0.6*0.68*900*23313) =

Waste Management Research

Waste Management Research

p. 2, line 36: the optimization problem should be specified

Waste Management Research

Waste Management Research

We have changed the conclusion section as per the recommendations.

Waste Management Research

Waste Management Research

END-OF-LIFE VEHICLE MANAGEMENT IN AN INDIAN CITY

and DR. KURIAN JOSEPH

Centre for Environmental Studies, Anna University, Chennai, India

Waste Management Research

Waste Management Research

Figure 1. Projected annual ELV generation rate in TN.

Cancel registration of vehicles beyond

Central Government to fix age of vehicle as

No enforced age limit for

Initial vehicle registration valid for 15 years

Green Tax collected

Road-worthiness test annually conducted

Can be used as ELV

Waste Management Research

Waste Management Research

Table 2. Policy instruments for ELV management across different countries.

ELV Recycling Policy

CoD issued after

Fluids and hazardous

Producer and last

CoD issued after

CoD issued after

First vehicle owner

First vehicle owner

Incentives to the last

Paid for ELV

Paid from the

Paid from the

Paid from the

Paid for ELV with

3. CUSTOMER PERCEPTION ON ELV CLASSIFICATION AND MANAGEMENT

Waste Management Research

Waste Management Research

Figure 2. Customer perception on factors influencing vehicle recycling.

4. PREVAILING ELV MANAGEMENT PRACTICES IN CHENNAI CITY

Waste Management Research

(a) Storage of ELV Parts.

(b) Oil spillages from ELV parts.

Fig. 3. Present scenario of ELV Management in Chennai city.

Waste Management Research

4.3. Regulatory authority perspective on ELV management

Table 3. Management of fluids and parts from ELV.

(0.50.6411584851) + (0.50.79652701) + (0.50.7766214722) + (0.60.6890023313) =