U.S. DEPARTMENT OF THE INTERIOR
Federal Water Pollution Control Administration
VOLUME III
INDUSTRIAL WASTE PROFILE NO, 2
MOTOR VEHICLES AND PARTS
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Other publications in the Industri
FWPCA Publication No. I.W.P.- 1:
FWPCA Publication No. I.W.P.- 3:
FWPCA Publication No. I.W.P.- 4:
FWPCA Publication No. I.W.P.- 5:
FWPCA Publication No. I.W.P.- 6:
FWPCA Publication No. I.W.P.- 7:
FWPCA Publication No. I.W.P.- 8:
FWPCA Publication No. I.W.P.- 9:
FWPCA Publication No. I.W.P.-10:
al Waste Profile series
Blast Furnace and
Steel Mills
Paper Mi 11s
Textile Mill Products
Petroleum Refining
Canned and Frozen
Fruits and Vegetables
Leather Tanning and
Finishing
Meat Products
Dai ri es
Plastics Materials and
Resins
FWPCA Publication No. I.W.P.-2
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U.S. Environmental Protection Agency
Region 5, Library (PL-12J) 5:Bi!
77 West Jackson Boulevard, 12th Floor
Chicago, IL 60604-3590
THE COST OF
CLEAN WATER
Volume III
Industrial Waste Profiles
No. 2 - Motor Vehicles and Parts
U. S. Department of the Interior
Federal Water Pollution Control Administration
For sale by the Superintendent of Documents, U.S. Government Printing Office
Washington, B.C., 20402 - Price 70 cents
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PREFACE
The Industrial u'aste Profiles are part of the National Requirements and
Cost Estimate Study required by the Federal Water Pollution Control Act
as amended. The Act requires a comprehensive analysis of the require-
ment and costs of treating municipal and industrial wastes and other ef-
fluents to attain prescribed water quality standards.
The Industrial Haste Profiles were established to describe the source
and quantity of pollutants produced by each of the ten industries stud-
ied. The profiles were designed to provide industry and government
with information on the costs and alternatives involved in dealing ef-
fectively with the industrial water pollution problem. They include
descriptions of the costs and effectiveness of alternative methods of
reducing liquid wastes by changing processing methods, by intensifying
use of various treatment methods, and by increasing utilization of
wastes in by-products or water reuse in processing. They also describe
past and projected changes in processing and treatment methods.
The information provided by the profiles cannot possibly reflect the
cost or wasteload situation for a given plant. However, it is hoped
that the profiles, by providing a generalized framework for analyzing
individual plant situations, will stimulate industry's efforts to find
more efficient ways to reduce wastes than are generally practiced today.
. O^u-ljL
Commissioner
Federal Water Pollution Control Administration
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INDUSTRIAL WASTE PROFILE STUDY
MOTOR VEHICLES AND PARTS
Prepared for F.W.P.C.A.
FWPCA CONTRACT NUMBER. 14-12-99
NOVEMBER 24, 1967
FEDERAL WATER POLLUTION CONTROL ADMINISTRATION
NOVEMBER 1967
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SCOPE OF MATERIAL COVERED
This report has been prepared with the primary objective of develop-
ing a pollution profile for the Motor Vehicle and Motor Vehicle
Equipment Industry. Basically this has involved the development
of material flow patterns together with the expected quantity of
pollutants from each fundamental operation. Projected waste loads
and treatment trends have been provided. The replacement values
for the existing treatment facilities as well as the anticipated
costs for future treatment practices have been included in terms
of both capital and operating costs. Existing and projected waste
loads and treatment practices have been established for that part
of the Motor Vehicle Industry that can be characterized as stamping
plants, body and final assembly operations only. Although these
three operations involve less than 5% of the total Motor Vehicle
Industry plant operations (93 of 1,950), it involves almost 70% of
the total employees (445,000 of 649,401) and accounted for approx-
imately 23% (35 billion gallons per year of 148 billion gallons per
year) of the total Motor Vehicle parts and industry water intake in
1966.
There are in excess of 1700 automobile parts and accessory plants
in the United States which generate a variety of pollutants inde-
pendent of production and in some cases process technology. Con-
siderably more detailed information would be required for plants
in this category to develop a complete, similar profile study.
Generally pollutants associated with these plants are oil, heavy
metals, cyanide, suspended solids, alkalis, acids and solvents.
iii
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TABLE OF CONTENTS
Subject Page No.
Preface ii
Scope i1i
Table of Contents iv
Summary 1
STAMPING. BODY ASSEMBLY. FINAL ASSEMBLY
I. Processes and Wastes
A. Description of Processes & Pollutants 14
B. Significant Pollutants 16
C. Re-Use of Process Waters 21
D. Subprocess Mix 22
E. Discussion of Subprocesses 25
F. Subprocess Technology 26
II. Gross Waste Quantities Before Treatment or Other
Disposal 28
III. Waste Reduction Practices
A. Processing Practices 34
B. Treatment Practices 35
C. By-Product Utilization 44
D. Base Year Net Waste Quantities 45
E. Projected Net Waste Quantities 45
IV. Waste Reduction or Removal Cost Information 46
Exhibits 51
PARTS AND ACCESSORIES
I. Processes and Wastes
A. Description of Processes & Pollutants 67
B. Significant Pollutants 72
C. Re-Use of Process Waters 80
D. Subprocess Mix 80
E. Discussion of Subprocesses 80
F. Subprocess Technology 81
II. Gross Waste Quantities Before Treatment or Other
Disposal 83
III. Waste Reduction Practices
A. Processing Practices 84
B. Treatment Practices 84
C. By-Product Utilization 91
D. Base Year Net Waste Quantities 92
E. Projected Net Waste Quantities 92
IV. Waste Reduction or Removal Cost Information 93
Exhibits 94
Acknowledgement 115
References 116
iv
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INDUSTRIAL WASTE PROFILE STUDY
MOTOR VEHICLE AND PARTS INDUSTRY
SUMMARY OF REPORT
The automotive and related industries are concerned primarily with
the manufacture of cars, trucks and busec,, although most of the
automotive manufacturing companies are also engaged in other manu-
facturing endeavors which are unrelated to the production of vehi-
cles (cars, trucks and buses). These unrelated manufacturing op-
erations are not considered further within the scope of this re-
port.
Automobile production in the United States is centered in five
manufacturers, General Motors Corporation, Ford Motor Company,
Chrysler Corporation, American Motors Corporation and Kaiser Jeep
Corporation, accounting for more than 99% of the total automobile
production in the United States. Truck and bus production is dis-
tributed among a larger number of manufacturers, but representing
on the average of about 16% of the total number of vehicles pro-
duced in the United States.
The vehicle production operations can broadly be classified into
parts production, body assembly and final assembly. *
Each of the five automobile manufacturers have their own final as-
sembly and body assembly operations. The major manufacturers also
have a certain number of parts plants although a number of auto-
motive parts are manufactured by independent agencies.
The scope of this report is to fully evaluate the pollution abate-
ment needs of a portion of the automotive industry, namely, final
assembly operations, body assembly operations and preparation of
major body parts (stamping operations).
In addition generalized and order of magnitude information is de-
veloped for the parts and accessories portion of the motor vehicle
* The terms, final assembly and vehicle assembly, are used inter-
changeably.
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industry. Full evaluation was not possible due to the complexity of
this portion of the industry and the time commitment to complete the
study.
To simplify our presentation we will discuss separately (1) those
operations associated with preparation of major body parts (stamping),
body assembly and final assembly and (2) those operations associated
with parts and accessories manufacturing.
Stamping, Body Assembly and Final Assembly
For automobile production these operations of stamping, body assembly
and final assembly are all carried out in plants owned by the five
manufacturers noted above. For truck and bus production, there are
an additional number of manufacturers. The five automotive companies
noted above have a total of 225 operating plants (the actual total
will vary from time to time). Of this total, 25 can be considered
as producing major body parts (stamping) and 68 can be viewed as
assembly plants (either body assembly, final assembly, or a combined
operation). The remainder, 132 plants, are parts plants that are not
within the scope of the first part of this study. In addition to
this figure, there are a large number of automotive parts plants that
are not owned by the five major automotive companies. Therefore,
this report will concern itself first with the ;,Dilution abatement
needs of the 25 major body parts plants (stamping plants), the 68
automobile assembly plants plus the similar operations producing
trucks and buses.
The method of producing trucks and buses is similar to the method of
producing an automobile so the following discussion will in general
pertain to both.
In the stamping operation, for the production of major body parts,
the metal (normally strip or sheet steel) is first cut to size and
then is stamped into the desired shape using large hydraulic presses.
Portions of the stamped parts are normally welded together in the
stamping operation.
From the stamping operation the parts are sent to the body manu-
facturing facility. In conventional industry terminology the body
refers to the passenger enclosure from the fire wall back and the
term does not include the front end parts such as the front fenders
and hood. In the body assembly plant, the body is first constructed
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from the stamped metal parts (this part of the body plant is re-
ferred to as the body shop), and then is treated and painted (paint
shop). Following this operation, the exterior and interior trim is
added to the trim shop. The interior and exterior trim is produced
in parts plants.
From the body assembly operations, the completed body goes to the
assembly plant. First the chassis, wheels and power train (engine,
transmission assembly, etc.) are assembled from parts produced else-
where. Then this assembled chassis joins with the already assembled
body. Finally, the front end parts (fenders, hood, etc.) are added.
The hood, fenders, etc. are stamped in a conventional stamping plant
and are normally painted in the final assembly plant.
The stamping plants are separate from the body and final assembly
operations. For Ford and Chrysler the body and final assembly op-
erations are normally combined. For General Motors, body assembly
is generally handled by the Fisher Body Division while final as-
sembly is handled by one of the assembly divisions. In some cases
the body assembly and final assembly plants are located on the same
plant site in which case they can be considered as one facility.
In other cases the body assembly and final assembly operations are
carried out at separate locations.
Significant Wastes Produced
A. Stamping Plants
These operations produce no significant liquid processing
wastes per se. Only small amounts of water are used in
processing directly. Large amounts of oils (both lu-
bricating and hydraulic) are used, and in many cases some
of these invariably find their way into the sewer system.
Because there oils originate from a variety of points in
the plant and because their introduction into the sewer
system is of a miscellaneous nature, the concentration
in the plant effluent can vary widely. Ranges of ex-
tractable material of 50 mg/1 to several thousand mg/1
have been encountered. The flow of contaminated process
water will be, as noted above, quite small varying from
approximately 2000 gallons per day to 10,000 gallons per
day.
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Cooling water is used in large amounts for welding system
cooling water. Recirculation of cooling water is widely
practiced, so in most cases the cooling water discharge
will be restricted to cooling system blowdown. This can,
however, represent the major part of the plant water dis-
charged. For typical stamping plants the cooling system
blowdown can vary from 25 gallons per minute to 150 gal-
lons per minute. Powerhouse water (boiler blowdown,
boiler water pretreattnent system blowdown, etc.) can also
represent a source of contaminants.
B. Assembly Plants
The waste waters discharged from final assembly plants,
body assembly plants or combined operations are of the
same general type. These can be described as organic
waste waters containing suspended solids. These mate-
rials primarily originate from the painting and paint
sanding operations.
In addition heavy metals such as zinc and chromium which
originate in metal treating (bonderizing) operations
can be present. Powerhouse and cooling water can also
be present, but the amount relative to the overall plant
discharge will be considerably less than with stamping
plants.
Because the waste waters are primarily organic in nature
and contain suspended solids they are similar to sanitary
waste water, but normally the organic content (as mea-
sured by the biochemical oxygen demand and chemical
oxygen demand tests) and suspended solids will be higher
than are found in typical sanitary wastes.
The processes which produce liquid wastes are essentially
uniform throughout the industry. There are no antic-
ipated new processes which will materially add to the
pollution load. One new process, namely electrostatic
painting, may in the future effect a reduction in pol-
lution loading. In a typical painting operation, a
water curtain is used in the paint booth to entrap paint
oversptray which otherwise could present an environmental
pollution problem. This water is discharged (after a
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significant amount of reuse), and it represents a major
source of contaminants, primarily organic materials and
suspended solids. With electrostatic painting there is
less overspray, in fact sometimes the water curtain can
be eliminated entirely thus eliminating this source of
contaminants. It appears that this technique will not
be widely used in the foreseeable futrue as a replacement
for existing equipment, but it will probably be tried
where some new facilities are constructed. As such it
will probably not make a significant contribution in
major body painting in the next decade, but thereafter
it may become increasingly important.
In general, processes that produce liquid wastes are
uniform throughout this industry, and these have not
and probably will not materially change over the next
decade with the exception of electrostatic painting
noted above. Also, the processes will not vary be-
tween small and large plants, the differentiation in
plant size being bas^d upon speed of the production
line and hours of operation per day.
On this basis, the average amounts of waste produced
per 100 cars for body assembly and final assembly has
been developed and is summarized as follows for the
pertinent items.
Pounds/100 cars
Chemical Oxygen Demand (COD) 1,007.77
Biochemical Oxygen Demand (BOD) 322.33
Hexavalent Chromium (CrO^) 4.50
Trivalent Chromium (CK>4) 2.08
Zinc (Zn) 1.12
Suspended Solids 360.30
Gallons/IPO cars
Flow 201,958
The above figures can be expanded for a total 1963 auto-
mobile production of 7,637,728 units.
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Pounds x 106
Discharged
Chemical Oxygen Demand (COD) 68.60
Biochemical Oxygen Demand (BOD) 25.20
Hexavalent Chromium (CrO^) 0.35
Trivalent Chromium (Cr04) 0.16
Zinc (Zn) 0.09
Suspended Solids 29.00
Gallons Discharged
x 1Q9
Flow 15.80
These figures can further be expanded by a factor of 1.16
to correct for truck and bus production yielding:
Pounds x 106
Discharged
Chemical Oxygen Demand (COD) 79.53
Biochemical Oxygen Demand (BOD) 29.33
Hexavalent Chromium (CHty) 0.41
Trivalent Chromium (CHty) 0.19
Zinc (Zn) 0.10
Suspended Solids 34.60
Gallons Discharged
x 1Q9
Flow 18.38
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These figures are expanded for the years 1968 - 1972 and
1977 in the body of the report.
As noted previously the wastes produced from stamping op-
erations are not related to production. With regard to
flow for stamping plants, the 1963 values are in the range
of 45 million gallons per year.
Treatment Methods
Stamping Plants
Stamping plant treatment systems are of several types. If
the cooling water, powerhouse water etc. does not require
treatment and if the concentrated waste can be collected
separately, the treatment system will usually consist of
a batch system for removal of oil and possibly suspended
solids. Alternately, in this case, incineration has been
used for the concentrated oil containing waste water.
If, on the other hand, the cooling water and powerhouse
water requires treatment or if the concentrated waste water
cannot be separated from the general plant collection system,
an end of line facility for removal of suspended solids and
oil is dictated. The overall efficiency for the removal of
suspended solids is in the range of 85 - 95% and for oil is
in the range of 85 - 95%.
B. Assembly Plants
Typical waste facilities for assembly plants will incorpo-
rate chemical clarification followed by conventional
biological treatment such as the activated sludge process.
Provision for reducing hexavalent chromium is incorporated
while trivalent chromium and other heavy metals will be
removed in the clarification step. The removal of heavy
metals including chromium is essentially complete. Normal
efficiencies for removal of organic material as measured
by the chemical oxygen demand and biochemical oxygen de-
mand tests are in the range of 80 - 95% and for suspended
solids in the range of 85 - 95%.
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Several modifications of this general approach can be
used, and these are detailed in the body of the report.
Since the waste waters from assembly operations are
basically organic in nature, they can be sent to
municipal sewage treatment facilities. However, it is
usually necessary to first adjust the pH and remove
the heavy metals including chromium. Also the concen-
trations of chemical oxygen demand, biochemical oxgyen
demand and suspended solids are usually higher than in
conventional sanitary waste. As a result, pretreatment
to remove excess suspended solids (some organic material
is removed with suspended solids) is normally provided.
After such pretreatment, it is the general practice of
the industry to discharge to municipal systems where
possible rather than to provide secondary biological
treatment on the plant site.
Cost Summary
Costs have been developed for capital and operating
expenses for stamping plants and assembly plants.
Stamping plant costs will generally be independent of
plant size whereas assembly plant costs will be a
function of size. For assembly plants, the total
number of plants have been classified as small, medium
and large plants.
This information is summarized as follows:
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CAPITAL COSTS
1966 BASIS
Assembly Plants
Small Plants
Medium Plants
Large Plants
Cost Of Separate Waste
Water Collection System
For 30 Plants At $300,000
Per Plant
Less Credit For Secondary
Systems Not Required2
Less Credit For Plants
Already Installed
Total For Assembly Plants
Stamping Plants
Estimated Capital Costs
Case I
Case II
Case III
Case IV
Cost Of Separate Waste
Water Collection System
For 11 Plants At $300,000
Per Plant
Less Credit For Systems
Already Installed
Total For Stamping Plants
Total For Assembly &
Stamping Plant Operations
Expanded By 1.16 For Trucks
& Buses
Add 30%3
$
$
$1
$
$
$
$
Cost
500,000
835,000
,370,000
150,000
175,000
50,000
60,000
Number of
Plants
8
48
12
71
61
61
61
Total
$ 4,000,000
$40,080,000
$16,440,000
$ 9,000,000
$ 8,964,000
$14,500,000
$ 1,050,000
$ 1,050,000
$ 300,000
$ 360,000
Subtotals
$60,520,000
$69,520,000
$60,556,000
$46,056,000
$46,056,000
t ? ?fin nnn
$ 3,300,000
$ 600,000
$18,000,000
$ 6,060,000
$ 5,460,000
$ 5,460,000
$51,516,000
$59,759,000
$77,759,000
1 Assume 25% of plants in each category.
2 Assume 60% will not be required in each category.
Secondary Costs Small $105,000 X 4.8* =
Medium $200,000 X 28.8* -
Large $375,000 X 7.2* =
$ 504,000
$5,760,000
$2,700,000
$8,964,000 * No. of Plants
3 Control Building, Site Preparation, Engineering And Construction Supervision.
287-025 O - 68 - 2
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OPERATING COSTS
(300 Days Per Year)
1966 Basis
Assembly Plants
Small Plants
Medium Plants
Large Plants
Plus Estimated Cost Of
Sending Secondary Effluent
To Municipal Systems1
Less Savings In Secondary
Power Cost
Total For Assembly Plants
Costs
$/Year
$ 47,900
$ 80,000
$149,400
Number of
Plants
48
12
Total
$ 383,200
$3,873,600
$1,792,800
$5,472,000
$ 500,000
Subtotal
$ 6,049,600
$11,521,600
$11,021,600
$11,021,600
Stamping Plants
Estimated Operating Costs
Case I
Case II
Case III
Case IV
Total For Stamping Plants
Total For Assembly And
Stamping Plant Operations
Expanded By 1.16 For Trucks
And Buses
1 No. of Plants gpd
$ 14,700
$ 17,700
$ 7,050
$ 7,800
Small
Medium
Large
4.8
28.8
7.2
1 X 106
2 X 106
4 X 106
4.8 X 106
51.6 X 106
28.8 X 106
7
6
6
6
$
102,900
106,200
$ 42,300
$ 46,800
$ 298,200
$ 298,200
$11,319,800
$13,130,000
Total Flow to Municipal System 91.2 X 106 at $0.20/1000 gal = $18,240/day
= $ 5,472,000/year
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Parts and Accessories
There are approximately 1700 parts and accessories plants in the
United States. They produce a multiplicity of parts by a variety
of processes. Insufficient time was available to fully develop
information on this segment of the industry.
In reviewing the parts that comprise an automobile and the wastes
discharged as a result of these operations, we have arbitrarily
divided this industry into segments based on the characteristics
of the wastes produced. The division is as follows:
A. Primarily Oil Containing Waste
In machining operations oil is introduced into water
as a result of the cleaning operation. Also, the
emulsified oil systems must be periodically dumped
and cleaned. Small amounts of phosphate, metals,
caustic and solids may be produced in this operation.
The major contaminant from die casting operations is
oil in the cooling water. The other contaminant is
metal chips or solids from the buffing operation. In
the buffing operation wet air scrubbers are used to
remove suspended particles from the air, and this
water must be dumped periodically.
The major contaminants from the manufacture of wheels
are oils. Soluble oil is used as a lubricant and
cooling agent during the shaping operations. Thes*e
oils must be periodically dumped.
B. Primarily Non-Oil Containing Waste
The primary contaminant discharged from metal (sand)
casting operations is suspended solids. Organic
material from the binders and rosin may present bio-
chemical oxygen demand and color problems of varying
degrees of magnitude.
The primary contaminants from plating processes are
alkali, acid, cyanide and heavy metals, such as copper,
nickel and chromium.
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Major contaminants from radiator manufacturing pro-
cesses are acid and heavy metals such as copper and
zinc. Oil is discharged from the metal rolling
operation, if present, and solids and solvents are
discharged from the paint operation.
The main contaminants produced from battery manu-
facturing are sulfuric acid and lead. Acid is dis-
charged from the initial charging operation. The
lead is generated from the production of paste and
general operational procedures.
The contaminants produced from air conditioner unit
manufacturing processes are acid, heavy metals such
as aluminum and chromate and fluoride.
Wastes discharged from plastic parts manufacturing
operations come from the painting or plating operation.
These are solids, solvents, copper, acid, nickel and
chromium.
The primary contaminant from the manufacture of
rubber parts is solids. Some organic material may
be introduced into the waste during the curing
process.
Negligible contaminants are introduced into waste
water from windshield manufacturing operations.
Treatment methods for these wastes are substantially as follows:
Oil Containing Wastes
If the soluble oil can be collected separately, the treatment
facility may actually consist of two parallel facilities.
One facility would include batch holding tanks for emulsion
breaking followed by chemical clarification facilities. The
other facility would be a flow through system and would in-
clude pH adjustment followed by chemical clarification and
precipitation.
Alternate facilities could consist of a batch emulsion breaking
system with the effluent being blended with the general plant
effluent which is then treated for pH adjustment and clarified
by the addition of coagulants.
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Non-Oil Containing Wastes
Solids & BOD Wastes
Treatment facilities for these wastes would consist of a
lagoon where the solids would settle out. The lagoon would
be sized so that the BOD load would be reduced by natural
reaeration.
Plating Wastes
Suitable treatment facilities for plating wastes would in-
clude cyanide destruction, chromium reduction, pH adjust-
ment and removal of heavy metals as the hydroxides by
precipitation.
Other Non-Oil Wastes
This facility would be the type wherein one stream would
require pretreatment and the general plant waste would
require pH adjustment and clarification.
Operating and capital costs have been developed for representative
plants.
We estimate that the capital expenditure by the parts and accessories
segment of the industry could be approximately $185,000,000, allowing
no credit for existing facilities. The operating costs are in the
range of $10-15,000,000 per year.
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BODY AND VEHICLE ASSEMBLY
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I. PROCESSES AND WASTES
A. Description of Processes and Pollutants
Because of the nature of the automotive market, the
automobile assembly manufacturing processes used by
the various manufacturers are very similar.
This manufacturing process is generally classified into
two major categories, body manufacturing and automobile
assembly; refer to Exhibit I. These two operations may
be carried out at one or separate locations. The first
step in the manufacturing process is the stamping out of
the metal parts that go into the body assembly of the
automobile. This body assembly usually includes that
portion of the car that houses the passengers and rear
portions of the body. However, it may in some cases in-
clude the body portions anterior to the passenger area.
The second operation is the assembly of these stamped
parts into a complete structural body. Most of the in-
terior is added in this operation so that the unit may
be added later in the manufacturing process as a complete
assembly to the rest of the automobile buildup. While
this body assembly is taking place, the chassis is con-
currently assembled so that the completed body and chassis
will meet at a particular point in the manufacturing pro-
cess.
The following table generally describes the fundamental
assembly processes, beginning materials, product and pol-
lutants of each major operation:
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I. STAMPING (Refer to Exhibit II)
Raw or Begin-
ning Materials
1 . Strip or
Sheet Steel
2. Cut Steel
3. Shaped Metal
Parts
Fundamental
Processes
Metal Cutting
Pressing
Welding
Final
Product
Cut Steel
Shaped Metal
Parts
Reinforced &
Partially As-
sembled Parts
Pollutants
Oil, Metal
Scraps, (Fine
& Coarse)
Oil, Metal
Scraps
Cooling
Waters
2. BODY ASSEMBLY (Refer to Exhibit II)
Raw or Begin-
ning Materials
1 . Reinforced &
Partially As-
sembled Parts
2. Assembled Body
Parts
3. Painted Body
Fundamental
Processes
Body Assembly
Metal Treating
and
Painting
Trimming
Final
Product
Assembled Body
(unpainted)
Painted Body
Finished Body
Pollutants
Metals , Sand-
ing Grit,
(Minor Amounts)
Chemicals, Metals,
Primers , Solvents ,
Sanding Grit,
Paint, etc. , Paint
Stripping, Con-
taminants , i .e.-
Chemicals, Caustic
Metals, etc.
Cleaning Agents,
Misc. Solids,
Chemicals , etc.
(Minor Amounts)
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3. VEHICLE ASSEMBLY (Refer to Exhibit III)
Raw or Begin-
ning Materials
1 . Power and
Running
Parts
2. Power Train
& Finished
Body
3. Body & Power
Train & Front
End Parts
4. Assembled
Vehicle
Fundamental
Processes
Power and
Running
Assembly
Wiring and
Misc. As-
Mating &
Final As-
sembly
Final Touches
(Painting,
Waxing, Water
Test & Adjust-
ments
Final
Product
Assembled
Power Train
Assembled and
Wired Body &
Power Trai n
Assembled
Vehicle
Finished
Vehicle
Pollutants
Paint, Chemicals,
etc.
Metal Fines,
Misc. Con-
taminants
Misc. Con-
taminants ,
Solids, etc.
Paints, Metals,
Chemicals &
Misc. Con-
taminants
The process for truck and bus production is essentially
the same.
B. Significant Pollutants
The significant pollutants associated with the motor ve-
hicle manufacturing industry cover a wide variety and
will have to be identified and discussed for each of the
various above indicated processes.
1. Body Stamping
In the body stamping process, there are usually
three distinct operations performed. The first
operation is the cropping or cutting of the flat,
raw strip or sheet steel into the appropriate
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size for each particular part of the automobile
body. Washing of the metal to clean the surface
is occassionally included. There is generally no
acid cleaning involved, and the only contaminants
produced are oil or dirt from the metal surface
and the cleaning agents or other chemicals used
in the cleaning process. The second operation may
be classified as pressing. After the metal is cut,
the individual pieces are pressed or stamped into
the desired shape. Again, this is a fairly clean
operation, and the only significant contaminants
are very fine metal chips and oils (machine oil
and hydraulic oil) from the presses. The final
step in the stamping process is the welding of
structural frame supports or braces to the stamped
metal parts for the body and the piecing together
of some of the body components. Cooling water
used in the welding system may be a source of con-
taminants .
Overall, there are no other wastes of considerable
flow in the stamping process other than from the
manufacturing process previously discussed. How-
ever, there are other waste streams connected with
this operation that contribute incidental contami-
nants. These waste streams are:
1. Sanitary Wastes
2. Storm Water Runoff
3. Powerhouse Contaminants
(Boiler Slowdown, Softener
Regenerants, Flyash)
4. Cooling Tower Slowdown
2. Body Assembly
After the stamping process, the pieces are sent to
the body plant which is normally a separate facility
from the stamping plant. Here the automobile body
is made ready for mating with the rest of the car.
The body plant usually contains three main areas of
operation, the body shop, the paint shop, and the
trim shop. The overall body plant is an area that
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-18-
can produce significant amounts of pollutants due
to the painting and metal treating facilities.
The first operation at the body plant is the as-
sembly of the stamped body parts wherein the seams
of these parts are lead-filled or soldered. The
main pollutants produced in this operation are the
fine metals and sanding grit from the finishing of
the body. At this point, the doors and trunk lid
are added to the body. After completion of this
operation the body has taken its shape and has as-
sumed a particular identity for painting and in-
terior-exterior trimming.
A variety of contaminants may be produced by the
next operation (metal treating and painting). The
completed body shell is first "bonderized" to re-
tard the spread of rust in the body during con-
sumer use. This operation varies, dependent on
the automobile manufacturer, but the main pollu-
tants are from the bonderizing chemicals used and
the fine metal solids dissolved as a result of the
bonderizing operation. Also, a small amount of
oil might be produced in some cases.
After the body is dried, the car is primed, redried
and sanded. The major pollutants in this operation
are the primer, solvents and chemicals used in prim-
ing. Other pollutants might be the sand grit and
metals from the sanding operation. At this point,
the car receives its outer paint coat. Again, the
pollutants are quite similar to the primer operation,
in that chemicals and paint are the principal pol-
lutants. The outside of the basic body is essen-
tially completed at this point, and the next op-
eration, the trim shop, deals mostly with the in-
terior of the body exterior trim and overall body
tests. Most of the interior assembly (fabrics, glass,
metal trim, plastics, etc.) is made outside of the
body plant and the body plant only installs these
parts. The pollutants from this operation are mis-
cellaneous including chemicals and some fine metal
solids.
In the body plant, paint strippers may be used.
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-19-
These contribute contaminants such as dissolved
metals and perhaps phenol. In addition to these
pollutants, the incidental contaminants which
were described for the stamping plant might be
included also. The completed body will later
join the rest of the automobile near the end of
the assembly line.
3. Vehicle Assembly
This operation may be a separate facility or com-
bined with a body assembly operation.
A. Undercarriage and Power Train
While the body is being made, the rest of the
automobile is being assembled simultaneously.
The first part of this assembly is the mating
of the frame, axles and suspension. Before
this is done, the frame (chassis) is painted.
The main pollutants from the painting oper-
ation are paint, chemicals and solvents. Then
the motor and drive train are installed in
the chassis, and the wheels are added. The
pollutants from this phase of the operation
would consist of primarily miscellaneous con-
taminants (oils, grease and some fine metals).
The individual parts for the power train and
chassis assembly are not made at the assembly
plant.
B. Miscellaneous Operations and Washings
After completion of the undercarriage, the
body from the body plant is mated to the frame
or the chassis. The wiring and miscellaneous
installation of minor parts are made on the
almost finished automobile. The next major
step is the assembling of the fenders, hood,
grille and bumpers. The hood and front fenders
are normally painted and prepared in the final
assembly plant. Plating of parts such as bump-
ers is normally performed elsewhere. The
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contaminants from the hood and front fender
painting area are the same as those from the
large body plant except a smaller quantity
is produced. After this final assembly of
the front end, miscellaneous small assemblies
such as seat installation, wiring, final
paint checks, and testing of the whole car,
the automobile is ready for shipment to the
dealer. In these last final assembly oper-
ations and inspections, there are no major
pollutants produced except for miscellaneous
pollutants due to paint touch up and oil and
grease used in the adjustments, tests, and
car washing.
Truck Assembly
Simultaneously with automobile assembly in a
plant, a truck assembly line may also be in
operation. This line is similar to the auto-
mobile line except that truck body assembly
would probably be included in the vehicle as-
sembly plant operations. Consequently, the
pollutants of an assembly plant may include
those of a truck body plant which could con-
tribute a considerable amount to the plant
waste load depending on the size of the truck
line.
Included in the contaminants for the overall
assembly plant would be those of the inci-
dental type (sanitary wastes, storm water,
powerhouse and cooling water).
As noted in the preceding discussion of processes and
contaminants, thermal waste discharges do not appear to
be of significance, primarily because of the widespread
use of recirculated cooling water for welding processes,
etc.
Water borne wastes generally do not constitute a poten-
tial air pollution problem in this industry. In fact
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one of the major water uses is installed to minimize
environmental air pollution, namely recirculating
water in a paint spray booth.
When some of the contaminants are separated from the
plant waste stream, a sludge or slurry is produced.
In some cases these are incinerated for ultimate dis-
posal. Properly designed incineration facilities
should not result in an air pollution problem. Open
pit incineration of removed oils has been periodically
practiced at some installations resulting in an air
pollution problem, but this trend is definitely not
continuing.
C. In order to estimate the percentage and quantity of
process water re-used in 1964, the specific definition
of process water as it relates to the automobile in-
dustry must first be established, since dependent on
the particular case the utility waters (cooling water)
may or may not be included in the definition of pro-
cess waters.
For purposes of this report the process water will be
considered as the water specifically associated with
the product, that is, waters having immediate contact
with the product or by-products or their wastes.
The only significant quantity of process water in the
motor vehicle industry that is re-used is that water
used in the painting operation. This water is used
as a water barrier or curtain recirculated on one or
both sides of the painting booths for the primary
purpose of impinging on the excess paint aerosols or
particles and confining them to the recirculating water,
thus preventing discharge to the atmosphere.
The flow rate of the water barrier for a typical pro-
duction booth is approximately 5,000 gallons per minute.
Based on the average time of 5.35 minutes per car to
pass through a paint booth, a recirculated water curtain
of 27,000 gallons per car is used. Approximately
10,000,000 cars^ and trucks were produced in 1964 pro-
ducing a gross water curtain flow of 270 billion gallons
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-22-
per year (1964). It must be borne in mind that paint
booths have classically employed a water curtain and
this is often not considered as water re-use in the
normal sense.
In bonderizing lines, spray rinses are employed, and
these are recirculated systems with a continuous over-
flow and make-up. This represents a minor portion of
the total recirculated water employed in an assembly
plant. Recirculated water systems are associated with
the paint spray booths, bonderizing lines, leak test-
ing and some miscellaneous uses. These systems are
dumped periodically to waste. Losses occur in use due
to evaporation. It is estimated that approximately
33% of the intake water is used in recirculating
systems.
Auxiliary recirculating cooling water systems are being
used more and more in plants constructed in this indus-
try. It has been estimated that water usage for this
industry would be double present usage if recirculation
was not being used in the plants.
D. The following table indicates the estimated percentage
of plants employing the process.
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-23-
ESTIMATED PERCENTAGE OF PLANTS EMPLOYING PROCESS *
Process
STAMPING
BODY ASSEMBLY
VEHICLE ASSEMBLY
COMBINED VEHICLE &
BODY ASSEMBLY **
Subprocess
Chop Shear
Pressing
Welding
Body Bonderizing
Small Parts Bonderizing
Priming
Wet Sanding
Painting-Lacquer-Body
-Small Parts
" -Quarter Panel
Paint Strippers
Sheet Metal Bonderizing
Chassis-Black Coating
Priming
Wet Sanding
Painting-Lacquer
Paint Strippers
1967
27%
12%
10%
51%
* This relative plant mix will vary little from year to year.
** Includes combined General Motors body and assembly operations at
the same site.
As indicated previously, the subprocesses used to bring
about the fundamental processes are primarily universal
throughout the industry with the exception of different
brand name compounds which are used. These compounds
are fundamentally of the same chemical constituents,
however.
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-24-
The basic process of stamping involves the cutting of
the metal, pressing it into shape and initial support
welding. Any alternative techniques of widespread
use are unknown; therefore, the table simply expresses
the estimated percentage of plants employing the pro-
cess at the time of data collection.
The second fundamental process of body assembly has
been subclassified in the table into the major oper-
ations or subprocesses used. The body assembly pro-
cess usually involves a body bonderizing operation,
a small parts bonderizing operation, and the priming,
wet sanding and painting of the body. Essentially
this process, due to production demands, has been
condensed to the basic processes that are necessary
to produce the end result, a finished body. Primarily
General Motors Corporation employs a separate body
assembly plant* whereas the other companies combine
this operation with the final assembly operations.
In the table, the percentage of combined body and final
assembly plants includes those General Motors operations
which are located at the same plant site.
The final fundamental process of vehicle assembly which
yields the marketable product is also a universal tech-
nique in the automobile industry. In addition to body
assembly (if not previously assembled by a body plant),
this process includes further washing, painting and
sanding and final trimming which produce the completed
automobile.
The specific methodology used was to first classify all
of the plants into one of the three categories (stamp-
ing, body assembly and final assembly) and establish
the percentage of each. The second step was to deter-
mine automobile production through the yearsl and to
check this with information obtained for each of the
three large companies (General Motors, Ford and
Chrysler). Comparisons were made which indicated
The body assembly operation may be located adjacent
to the final assembly operation.
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-25-
th at for the body and vehicle assembly operations the
rate of production can vary in the same plant simply
by operating the production line or lines for more
hours per day. Consequently, there is no definite
or direct relationship between production and number
of plants.
In this industry, process technology as it relates to
liquid wastes has not materially changed since 1950,
and it is not expected to change materially in the
next decade. While specific chemicals used, paint
compositions, etc. may change the general character
of waste waters discharged should remain reasonably
constant.
The one new process which can reduce the amounts of
contaminants is electrostatic painting, which elimi-
nates in many cases the need for the water curtain.
Therefore, both the processes and subprocesses are
basically uniform throughout the industry and are
not expected to materially change over the next 10
years.
E. Plant subprocesses producing particularly difficult
waste problems are generally limited to body and final
assembly operations and are generally confined to:
1. Paint booth water curtain discharges.
2. Paint stripping.
3. Bonderizing operations.
Although the recirculating water curtain is utilized
to entrap most of the excess paint, a build-up becomes
evident in the recirculation tanks, and batch dumping
as bleed-off of the tanks becomes necessary. Also,
the stripping of paint from associated equipment be-
comes essential over various time periods. Drag out
(liquid which clings to the automobile part after
treatment) of the bonderizing solutions and the rinse
water from the bonderizing operations present problems
since they eventually terminate in the final plant
waste streams. High chemical oxygen demand (COD) and
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-26-
biochemical oxygen demand (BOD) loadings are usually
the immediate concern in the design of waste treatment
facilities, along with significant amounts of suspended
solids and heavy metals including chromium. Part of
the suspended solids are sand and grit from the body
sanding operations.
Oil and lubricants from the power train assembly are
evidenced, but again they are controlled by confinement
to specific areas and may be segregated from the other
waste streams for special disposal or treatment.
In the automobile manufacturing industry, the differen-
tiation between innovation, obsolescense and typical
process is not as easily identified in the processing
technology as it is in the design and engineering of
the product itself. The technology being basically a
simple one of shaping parts, assembling them, and coat-
ing them is a function of time; consequently, the
changes over the years have been directed toward in-
creasing the speed of flow of these operations. This
has for the most part been a function of increasing
the speed or number of production lines in a given
plant or increasing the number of plants manufacturing
a particular product to meet consumer demand.
The development of electrostatic painting of certain
parts of the motor vehicle (at this time it is not used
for the entire automobile) can reduce the quantities of
paint waste. This process is one that utilizes the prin-
ciple of directing the paint particle to the surface of
a part by an electrical field thus reducing or elimi-
nating the overspray. This process, if universally ap-
plied would provide considerable reduction of the amount
of pollutants in the waste streams.
Automobile assembly plants usually have a range of pos-
sible operation and usually produce at a rate dictated
by demand. However, an arbitrary classification might
be established by labeling those plants capable of pro-
ducing almost 2000 vehicles per day (2 - 60 car per
hour lines operating for 16 hours per day) as large
plants; those capable of producing up to 1000 vehicles
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-27-
per day (1-60 car per hour line operating for 16
hours per day) as a medium size plant and those cap-
able of producing 500 cars per day (1-50 car per
hour line operating for 8 hours) as a small plant.
Those plants having truck and bus assembly lines would
be classified differently since their rate of production
is lower.
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-28-
II. GROSS WASTE QUANTITIES BEFORE TREATMENT OR OTHER DISPOSAL
A. As indicated previously, the processing technologies of
the automotive industry are very similar. This close
similarity has prevailed for many years and is expected
to continue. The fact that these fundamental automobile
processing technologies have remained similar suggests
that either the technology has been refined as much as
possible under the circumstances, or that the proces-
sing technologies involving liquid wastes are implicitly
fundamental. Because of the foregoing, the question
arises as to whether the industry is far ahead or far
behind any potential new process technology. It is our
opinion that new process technology will not materially
affect liquid waste discharges over the next decade.
On this basis, the gross waste quantities will be de-
scribed under "typical" processes only and the units
of pollutants for assembly operations will be based on
pounds per 100 automobiles. The reason for the use of
these units is because the contaminants are a function
of the quantity of product, information pertaining to
yearly automobile production is readily available, and
this will provide for projections into the future.
It will be noted that the stamping plant operations dis-
charge much less and different types of waste (primarily
oil) than the body assembly and vehicle assembly plants.
For this reason they will be treated separately.
1. Body and Final Assembly Plants
Exhibits IV and V indicate the typical waste quan-
tities and waste water volumes associated with the
previously identified subprocessing operations.
Exhibit IV provides the quantities of contaminants
and flow volumes of the various batch process tank
dumps and rinses apportioned to each 100 automobile
bodies treated. Although these tanks are dumped
intermittently on a regular time schedule as in-
dicated, the overall contaminant load and process
flow reaching the final waste stream can be assessed
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on a per automobile basis. Since these quantities
result in very low values, this final assessment
is provided on a 100 bodies treated basis. One
can note that the body plant waste water when com-
pared to the assembly plant waste contains greater
concentrations of contaminants and flows. This
is principally due to the greater amount of treat-
ment, painting and finishing of the body surfaces.
Exhibit V provides the quantities of contaminants
and flow volumes from body and final assembly plants
of the final effluent prior to treatment. Since
these samples were collected during periods when
the batch process tanks were not being discarded,
these values represent the continuous conditions
in the absence of batch dumps. These values
(Exhibit V) must be included with the contaminant
and flow waste loads from the previously indicated
operations (Exhibit IV) in order to establish the
overall final untreated waste load.
Stamping Plants
Liquid wastes, other than cooling water, produced
from stamping plant operations will be relatively
independent of plant size. In fact, such liquid
wastes are of a miscellaneous nature, and the
amount will bear little if any relationship to
plant production. For an average size stamping
facility the amount of contaminated waste water
discharged will be in the range of 2000 to 10,000
gallons per day. Plant size and therefore pro-
duction rate will not appreciably affect this figure.
An average value would be 6,000 gallons per day.
In addition there can be cooling water and power-
house water. For this type of facility the cooling
water (recirculating cooling system blowdown) can
vary from 25 - 150 gpm and therefore can represent
the major flow discharged.
2. Body and Final Assembly Plants
Exhibit VI indicates the total waste quantities and
waste water volumes that can be expected from a
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-30-
motor vehicle body plant and a motor vehicle final
assembly plant again based on units of 100 car
bodies. As indicated previously, the motor ve-
hicle industry lacks substantial deviation from
the "typical" level of technology, therefore, the
values of the contaminant waste load and water
flow volumes can be considered to represent that
for the industry.
Stamping Plants
The volume of waste water is not related to pro-
duction technology for this operation.
3. Body and Final Assembly Plants
As noted by Exhibit VI, the total waste and waste
water quantities are already represent in units
of physical product (actually in units per 100 phys-
ical products). This was done in this fashion
principally because the total industry may or may
not combine body and final assembly operations into
one physical plant; however, each product must be
exposed to each operation, hence, the total con-
taminant load per 100 bodies will be independent
of whether the body and final assembly operations
are combined or carried out in separate facilities.
Stamping Plants
The volume of waste water is not related to quan-
tities of physical product in the category.
4. Body and Final Assembly Plants
Exhibits VII and VIII indicate the total waste quan-
tities and waste water volume produced by the in-
dustry in base year (1963), and the projected years
up to 1977. Exhibit VII provides the total waste
load for the body and final assembly plants sepa-
rately for the industry while Exhibit VIII provides
the total waste load quantities for the combined
operations (which represents the waste load on a
final product basis).
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Because of the differences of values of the final
product which are not necessarily a function of
the waste load contribution, the product value
added basis is not used. Instead, the total number
of vehicles produced by the industry in base year
(1963) was used. This figure was 9,100,436 pass-
enger cars, motor trucks and busses. This figure
when multiplied by the contaminant loads indicated
in Exhibits IV, V, and VI provides the total waste
load for the base year (1963). By the same method,
total waste load for the industry was obtained for
the subsequent years up to 1965.
As noted by Exhibit VIII, the approximate total
process waste water volume discharged was 18.3
billion gallons containing 40,000 tons of COD,
15,000 tons of BOD, 17,000 tons of suspended solids,
200 tons of hexavalent chromium, 250 tons of iron,
150 tons of aluminum and 50 tons of zinc.
Stamping Plants
The average amount of specific process waste water
discharged from a typical stamping plant is 6,000
gallons per day and there were 25 automobile stamp-
ing plants in 1963. This indicates a total flow
in the range of 150,000 gallons per day from this
type of facility. This figure excludes cooling
water which may or may not require treatment.
5. Body and Final Assembly Plants
As noted by Exhibits VII and VIII, the projected
gross waste and waste water load for the years up
to 1977 are given on the same basis; that is total
yearly production. These yearly production pro-
jections are based on the total yearly automobile
production rates projection using a 3.6% increase
per year2 prediction as a maximum and the straight
line extrapolation from the previous years' total
production! estimated at a rate of 2.5% as a min-
imum which provides a median annual increase of 3%
per year. On this basis the total wastes and waste
water volumes are predicted to increase approximately
185% by 1977.
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Stamping Plants
Product values added are not a valid criteria for
this type of facility since waste waters produced
are independent of production. Waste water in-
creases will be related only to the construction
of new facilities. Based upon projection of 3%
expansion per year, stamping plant production will
increase as follows:
1963 Base Year % Increase Over 1963
1968 17.0
1969 20.5
1970 24.1
1971 27.7
1972 31.5
1977 52.5
It is anticipated that approximately 75% of this
increase will be reflected in increased production
by existing facilities which will not appreciably
increase the amount of waste water discharged. The
remainder will represent new facilities which will
increase the amount of water discharged. The pro-
jection is:
% Increase in Projected Waste Water Volumes
New Facilities Million Gallons Per Day
Base Year 1963 0.150
1968 4.25 0.156
1969 5.12 0.158
1970 6.02 0.159
1971 6.92 0.160
1972 7.88 0.161
1977 13.12 0.169
6. Body and Assembly Plants
As noted, waste production of body and assembly olants
is directly proportional to the production rate. Any
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-33-
seasonal variations will primarily be due to in-
creased consumer demand, increased inventories in
anticipation of shutdowns and model changeover.
Increased consumer demand causing sporadic increased
production periods do not necessarily adhere to any
seasonal pattern or time schedule but is probably
the most frequent cause of excess waste loads as
with any industry.
The introduction of new models in the fall of each
year usually brings about an increased waste load
in late summer because of widespread dumping of the
batch process tanks to ready them for new process
solutions.
Stamping Plants
Other than model changeover (approximately one month
per year) production will vary in relation to sales
requirements. This should, however, have a minimal
effect on waste produced. During model changeover
the volume of strength of the waste waters may vary
somewhat.
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-34-
III. WASTE REDUCTION PRACTICES
A. Processing Practices
As has been described previously, the processes used
throughout the industry are quite similar. Moreover,
production technology, with one possible exception,
has not and probably will not materially affect the
amount or type of liquid discharges. It is fair to
say that this is true for stamping plants, body as-
sembly plants and final assembly plants.
The one exception noted above is electrostatic paint-
ing. This technique has only been applied to date on
a limited basis to small parts.
In electrostatic painting, the paint is mechanically
sprayed onto the part through an electrical field. Vir-
tually all of the paint is placed on the part being
painted, essentially eliminating the need for a water
curtain to entrap the paint overspray.
Since the discharges of paint booth water represents a
significant portion of the contaminant load from a typ-
ical body assembly or final assembly plant the advent
of electrostatic painting would materially reduce the
pollution load.
It appears, at present, that this process will not be
widely used for painting of major body parts prior to
1977, at least.
In a typical body plant or final assembly plant the
major contaminants from paint booth operations are or-
ganic material (as measured by COD) and suspended solids.
Typically the major body paint booths contribute 50 - 75%
of the chemical oxygen demand and 40 - 60% of the sus-
pended solids in the total waste load. Therefore, the
switch to electrostatic painting could be expected to
contribute a 50 - 75% reduction in COD and 40 - 60% re-
duction in suspended solids.
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-35-
For stamping plants, no changes in process technology
are expected which will reduce the waste volumes.
For stamping plants and assembly plants no changes in
process technology are anticipated which will increase
the amounts of liquid waste discharges.
In summary, production process changes are not expected
to materially affect waste waters produced or the costs
of waste treatment for this industry.
B. Treatment Practices
1. The treatment practices applied to stamping oper-
ations are quite different than those for body
and final assembly operations.
Stamping Plants
For stamping operations, the treatment approach
will generally depend upon three factors. The
first is whether the contaminated low volume
waste water can be conveniently separated from
other plant water such as cooling water. The
second factor is whether the discharged cooling
water requires treatment for removal of contami-
nants such as chromate which may be added to the
cooling water as a corrosion inhibitor. The third
factor is whether any soluble oil (emulsified oil)
from machining or hydraulic systems can get into
the sewer system. For further reference, the po-
tential problem items in this type of discharge
are oil (soluble and insoluble), items such as
chromate from cooling water, and sometimes sus-
pended solids from powerhouse operations. The
following cases represent solutions.
Case I
If soluble (emulsified) oil is not a problem and
if the total plant discharge requires treatment
either due to an inability to separate the con-
centrated waste or because the cooling water,
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-36-
powerhouse water, etc. requires treatment, a typ-
ical treatment sequence would be chemical reduction
of hexavalent chromium (from recirculating cooling
water) followed by a liquid solids separation pro-
cess such as chemical clarification-skimming or
a flotation process for removal of suspended solids,
precipitated trivalent chromium, and insoluble oil.
This treatment will normally be provided on a flow
through basis.
Case II
If the concentrated oil waste (insoluble only) can
be separated and if the other water (cooling water,
powerhouse water, etc.) does not require treat-
ment, the treatment system can consist of a liquid
solids separation process similar to that des-
cribed above which would usually be operated on a
batch basis. Since oil will be the principal con-
taminant, chromium reduction would not be provided
in this case. As an alternate, concentrated oil
waste can be incinerated, completely eliminating
the material from the waste discharge. Because
the actual amount of oil burned is small, the
contribution to air pollution from a well des-
igned and operated incinerator is not considered
to be significant.
Case III
If there is soluble oil to handle and if the aver-
age discharge requires treatment, the treatment
sequence will be basically the same as described
for Case I except that an additional step for
chemically breaking the oil emulsion (usually
chemical treatment with a combination of sulfuric
acid and a heavy metal ion such as aluminum or
iron) will be incorporated in the treatment sequence.
Case IV
If there is soluble oil combined with machine oil in
a small volume, the treatment system will essentially
be the same as described in Case II except that
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-37-
provision will be made for chemically breaking
the oil emulsion. As an alternate, incineration
can be used in this case. For further information
refer to Exhibit IX.
The following table will make the following as-
sumptions:
1. Essentially complete removal will be de-
fined as removing the particular contam-
inant to a level specified for drinking
water, as for example reducing hexavalent
chromium to 0.05 mg/1 or lower.
2. If there is no liquid discharge from the
process, as for example incineration,
the efficiency will be described as com-
plete. This means that it is complete
so far as liquid wastes discharges are
concerned.
3. At this point no consideration will be
given to handling sludge produced by the
waste treatment approaches.
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-38-
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-------
-39-
Body and Final Assembly Plants
Body and final assembly plants produce waste water
which basically can be described as an organic waste
water containing suspended solids. The organic ma-
terials originate mainly from paint overs pray which is
picked up by the water curtain in the paint booth.
This is present in the water when the paint booth water
is dumped or bled off slowly. Some of the organic ma-
terial is suspended (paint particles primarily) and
some is in solution (mainly paint solvents).
Some organic materials (primarily detergents) can orig-
inate from car washing and leak test operations. Ad-
ditional organic suspended solids (paint particles) can
originate from the wet sand deck as can inorganic sus-
pended solids (grinding and sanding materials). Addi-
tional contaminants of interest are phosphate, zinc
and chromium (hexavalent) from the bonderizing operation,
Assembly plant waste waters are for the most part
alkaline, and they can be excessively alkaline when
caustic paint strippers are discharged.
It should be noted that some paint strippers contain
phenol, although this is not usually considered as a
pollution problem in this industry since the trend is
toward non-phenol paint strippers, in fact, where phenol
has presented a waste water problem the switch to non-
phenol strippers has been universal. Additional sus-
pended solids can originate in the powerhouse.
The objectives of treatment of body and final assembly
plant wastes are:
1.
2.
3.
4.
5.
6.
Adjust the pH.
Remove inorganic suspended solids.
Remove organic suspended solids.
soluble organic material (usually measured
or BOD).
the hexavalent chromium to the trivalent
Remove
as COD
Reduce
form.
Remove
trivalent chromium.
287-025 O - b8 - 4
-------
-40-
Up to the present time virtually no plants have provided
for the removal of phosphate. However, for the future,
this will, at least in some cases, become a treatment
objective. This can be accomplished in a treatment
system designed for objectives 1 - 5 but at a signifi-
cantly increased operating cost.
The conventional treatment sequence is:
1. Flow and contaminant equalization and pH adjustment.
2. Chemical liquid solids separation such as clarifi-
cation or flotation for suspended solids and heavy
metals removal.
3. Conventional biological secondary treatment such as
the activated sludge or trickling filter process
including sludge settling.
4. Separate collection of chromium containing waste
waters for reduction of hexavalent chromium with re-
moval of trivalent chromium in Step 2 above.
The above will be designated as Alternate 1. There are
several alternates available. These are:
Alternate 2 - where it is decided not to collect the
chromium waste waters separately either
of the following can be used:
Alternate 2A - treat chromium waste at the point
of equipment discharge.
Alternate 2B - treat the entire waste water dis-
charge for chromium reduction.
Alternate 3 - substitute activated carbon adsorption
for biological secondary treatment. To
date this has not been practiced in this
industry.
Alternate 4 - provide gravity settling for heavy settle-
able solids ahead of the clarifier. This
reduces the suspended solids load to the
clarifier or flotation unit and reduces
the chemical operating cost. It does not
affect the overall treatment efficiency.
-------
-41-
For further information see Exhibit X.
In addition to the assumptions made previously for the
tables, the following will apply to the next table:
1. While excess alkalinity is an undesirable con-
taminant, no treatment efficiency will be given
for pH adjustment as any desired final pH can be
obtained by feeding acid or alkaline materials.
2. Alternate 4 above will not be included in the
following table as the overall treatment effi-
ciency in terms of percent removal will be the
same as, for example, chemical clarification by
itself.
3. Flow and contaminant equalization will not be in-
cluded in the table as it does not contribute to
removal except that it is essential for proper
functioning of the waste water treatment facility.
4. Phosphate removal will not be considered except
to note that it may, in some cases, have to be
removed. The efficiency of the process for
phosphate removal can be in the range of 95% if
a significantly increased operating cost for
chemical coagulants (alum and lime) is absorbed.
5. Organic content will be expressed as chemical
oxygen demand (COD) and biochemical oxygen de-
mand (BOD).
-------
-42-
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-------
-43-
2. The above treatment practices have been uniform
since 1950. Since new production technology is
not expected to introduce major changes in liquid
wastes, new technology is not basically required
to handle the effluent waste waters discharged
through 1977. However, more stringent stream
standards may, in some cases, necessitate the
use of so called tertiary treatment.
Carbon adsorption in place of conventional bio-
logical treatment is expected to be applied only
in limited cases through 1972. By 1977 it may be
applied in those cases where a higher quality ef-
fluent than is obtainable with conventional bio-
logical secondary treatment is needed. It is
felt that this will represent no more than 5%
of the plants by 1977.*
3. An estimate of the percent of industry waste water
discharged to municipal sewers is:
1963 50%
1967 55%
1972 60%
It is the general feeling of the motor vehicle in-
dustry that the desirable approach is to pretreat
the waste water on site and then discharge it where
possible to a municipal sewage system. Therefore,
as these wastes cannot be discharged untreated into
water ways, the percent ultimately discharged to
municipal systems can be expected to increase, pro-
bably to the point that municipal systems will be
utilized whenever possible and available.
For stamping plants the waste waters, after oil
and chromium removal if present, present no pro-
blems for a municipal system.
A significant number of plants will discharge to
municipal systems and tertiary treatment of the
municipal waste may be required in some cases.
-------
-44-
It must be borne in mind that assembly plant
wastes are basically organic waste water con-
taining suspended solids and basically are com-
patible with municipal type sewage facilities.
However, the high potential pH and presence of
heavy metals, particularly chromate, are generally
objectionable. Also, the organic content (COD
and BOD) is higher than typical municipal sewage
as are the suspended solids. Also, the suspended
solids (primarily paint particles) can interfere
in municipal sludge handling processes (anaerobic
digestion for example).
Normally pretreatment will be required for:
1. Heavy metals removal including chromate.
2. Removal of gross suspended solids.
Since a significant portion of the organic material
is suspended, removal of suspended solids will
effect a reduction in BOD and COD. Such a pre-
treatment system will consist essentially of the
first part of the treatment system discussed
previously for equalization, chromium reduction,
liquid solids separation, and heavy metal removal.
The clarifier or flotation system effluent then
is discharged to the municipal treatment system
rather than to an on-site secondary biological
treatment system.
By product utilization is not now a factor in pollution
abatement costs, and it is not expected to be a factor
over the next decade. A market is not available, nor
is there likely to be such a market developed for these
materials.
It should be noted that recovered oil is a by-product
from many industries. As noted previously, oil is
not, in any significant amount, discharged from body
assembly and final assembly plants. Oil is the major
contaminant from stamping plants, but the amount is
generally too small to effect anything but a nominal
dollar return from the recovery.
-------
-45-
Th ere fore, by-product recovery and utilization is not
considered to be a factor in this industry.
D. Base Year Net Waste Quantities
Exhibit XI indicates the total waste quantities in
base year (1963) minus those quantities that would be
removed by the normal efficiency of the various treat-
ment methods.
It has already been indicated that by-product utiliz-
ation is not a factor and is not expected to be for
some time due to lack of a market. It has also been
indicated that the only new process technology of any
potential importance is that of electrostatic painting.
It is not anticipated that this will be significantly
used for a least 10 years and at that time may only be
utilized in new plants.
Therefore, Exhibit XI reveals that the normal treatment
methods of chromium reduction, liquids-solids separa-
tion and the secondary biological treatment methods
(activated sludge, trickling filter, etc.) or carbon
adsorption will remove up to 95% of the COD and BOD,
up to 97% of the suspended solids and almost all of the
hexavalent chromium and heavy metals. This degree of
treatment will enable the industry to reduce its pol-
lution load to the streams to 2800 tons of COD, 1500
tons of BOD, 1700 tons of suspended solids and negligible
quantities of hexavalent chromium and heavy metals.
E. Projected Net Waste Quantities
Again Exhibit XI indicates the gross waste quantities
before treatment projected for each of the years 1968
through 1972 and 1977 minus the quantities reduced by
the normal treatment methods so indicated. These final
projected net waste quantities reaching the water
courses are also projected to increase on the basis of
approximately 3% per year. The principal contaminants
are COD, BOD and suspended solids totaling by 1977 4800
tons of COD, 2500 tons of BOD and 2800 tons of suspended
solids.
-------
-46-
IV. WASTE REDUCTION AND REMOVAL COST INFORMATION
A. Based upon data supplied by the industry, and inter-
preted by us, the replacement value of installed
equipment for body and final assembly plants in 1966
was $14,500,000. The comparible figure for stamping
plants was $600,000 for a total of $15,100,000.
The estimated operating costs of existing facilities
for assembly plants are in the range of $2,500,000 per
year and for stamping plants $40,000 a year.
B. Estimated capital and operating costs for assembly
plant operations for small, medium and large plants
are summarized in Exhibit XII. Estimated capital and
operating costs for stamping plants (note that treatment
plant costs for this category are generally independent
of plant size) are summarized in Exhibit XIII. In all
cases, we have assumed a 25 year useful life for waste
treatment equipment.
As noted previously, no significant decreases in pro-
cessing costs are anticipated due to modified technology
or by-product recovery over the next decade.
Existing techniques for treatment per se can be applied
equally well in an existing plant as compared to a new
plant. However, space limitations in existing plants
have, in some cases, entailed construction costs of
10 - 20% higher than comparable construction costs where
space is not a factor.
In many existing plants, process wastes are collected
in combined sewer systems either with sanitary waste or
storm water. In almost every case a separate process
water collection system is required. The installation
of such a collection system in an existing plant can
cost between $200,000 and $500,000 with an average of
$300,000 for plants of this size.
A separate process collection system can be installed
in a plant under construction at a significantly reduced
-------
-47-
cost as compared to an existing plant.
The following tables will give a final summary of the
cost information based upon 1966 figures. The first
table incorporates the capital cost data. Here, the
assembly plants were divided into the three categories
of small, medium and large based upon production. The
cost estimates per plant (Exhibit XII) were then ex-
panded based upon the number of plants in each category
giving a total capital cost for assembly plants. The
estimated cost of required collection systems (separate
process water systems) were then added.
As noted previously, it is anticipated that about 60%
of these plants will ultimately discharge to municipal
sewer systems after pretreatment. We, therefore, de-
ducted the estimated cost of biological secondary
treatment systems that will not be required if these
waste waters are sent to municipal systems after pre-
treatment. We then credited the cost estimate for
facilities already installed, giving a total projected
capital cost for assembly plants (treatment facility
only) of approximately $46,056.00.
For stamping plants, four different treatment approaches
were cost estimated (see Exhibit XIII). It is felt
that about 25% of the total stamping plants will fall
into each category. On this basis the total capital
costs were developed. To this figure were added the
estimated costs of required process water collection
systems, and then the value of already installed equip-
ment was deducted, giving a total required expenditure
for this cateogry of approximately $5,500,000 for a
total capital figure for automobile plants of approx-
imately $51,500,000. This figure was further expanded
to reflect the contribution from truck and bus pro-
duction yielding a total of approximately $60,000,000.
A thirty percent factor for buildings, site operation,
engineering etc. was added yielding a total of approx-
imately $77,700,000.
The second table reflects estimated operating costs for
assembly and stamping plants. Included in the assembly
-------
-48-
plant cost category are the estimated costs of dis-
charging part of these waste waters to municipal
systems. The figure is then credited for savings
in electric power for secondary treatment systems.
The expanded operating cost total for assembly and
stamping plants is approximately $13,000,000 per
year.
-------
-49-
CAPITAL COSTS
1966 BASIS
Assembly Plants
Small Plants
Medium Plants
Large Plants
Cost Of Separate Waste
Water Collection System
For 30 Plants At $300,000
Per Plant
Less Credit For Secondary
Systems Not Required2
Less Credit For Plants
Already Installed
Total For Assembly Plants
Stamping Plants
Estimated Capital Costs
Case I
Case II
Case III
Case IV
Cost Of Separate Waste
Water Collection System
For 11 Plants At $300,000
Per Plant
Less Credit For Systems
Already Installed
Total For Stamping Plants
Total For Assembly &
Stamping Plant Operations
Expanded By 1.16 For Trucks
& Buses
Add 30%3
$
$
$1
$
$
$
$
Cost
500,000
835,000
,370,000
150,000
175,000
50,000
60,000
Number of
Plants
8
48
12
71
61
61
61
Total
$ 4
$40
$16
$ 9
$ 8
$14
$ 1
$ 1
$
$
,000
,080
,440
,000
,964
,500
,050
,050
300
360
,000
,000
,000
,000
,000
,000
,000
,000
,000
,000
Subtotals
$60,520
$69,520
$60,556
$46,056
$46,056
-------
-50-
OPERATING COSTS
(300 Days Per Year)
1966 Basis
Assembly Plants
Small Plants
Medium Plants
Large Plants
Plus Estimated Cost Of
Sending Secondary Effluent
To Municipal Systems1
Less Savings In Secondary
Power Cost
Total For Assembly Plants
Costs
$/Year
$ 47,900
$ 80,000
$149,400
Number of
Plants
8
48
12
Total
$ 383,200
$3,873,600
$1,792,800
$5,472,000
$ 500,000
Subtotal
$ 6,049,600
$11,521,600
$11,021,600
$11,021 ,600
Stamping Plants
Estimated Operating Costs
Case I
Case II
Case III
Case IV
Total For Stamping Plants
Total For Assembly And
Stamping Plant Operations
$ 14,700
$ 17,700
$ 7,050
$ 7,800
7
6
6
6
$
$
$
$
102,900
106,200
42,300
46,800
$ 298,200
$ 298,200
$11,319,800
Expanded By 1.16 For Trucks
And Buses
No. of Plants gpd
Small
Medium
Large
4.8
28.8
7.2
1 X 106
2 X 106
4 X TO6
4.8 X 106
51.6 X 1Q6
28.8 X 106
$13,130,000
Total Flow to Municipal System 91.2 X 106 at $0.20/1000 gal = $18,240/day
= $ 5,472,000/year
-------
-51-
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SUMMARY OF BASE YEAR
AND
PROJECTED NET WASTE LOADS (1963),
1968-1972, AND 1977
FOR THE MOTOR VEHICLE INDUSTRY
BODY AND FINAL ASSEMBLY PLANTS
EXHIBIT XI
Period
1963
1968
1969
1970
1971
1972
1977
Gross Waste Percentage of Waste Reduced or Net Waste Quantity
Quantity Generated Removed by Process Changes, l-'aste Discharged
Treatment and By-Products
(Ibs x 10") Percent Removal (Ibs x 10
Conciliations OT ; "">
Case I | Case II I Case III Case IV : I, II 8 III I, II 8 :V
Chromium
Reduction
Flow (MGY) 18,377
COD 7,953 0
BOD 2,934 0
Suspended Solids 3,461 0
Iron 54 0
Aluminum 33 0
Zinc 10 0
CrOa (Hex) 102 100
Cr04 (Tri) 69 0
Flow (MGY) 24.496
COD 10,600 0
BOD 3,941 0
Suspended Solids 4,370 0
Iron 73 0
Aluminum 43 0
Zinc 14 0
CrO, (Hex) i36 100
CrtJ (Tn) pq 0
Flow (MGY) 25,232 '
COD 10,918 0
BOO 4,059 0
Suspended Solids 4,502 0
Iron 75 0
Aluminum 45 0
Zinc 14 0
CrO, (Hex) 140 100
Cr04 (Tn) 91 0
Flow (MGY) 25,988
COD 11,246 0
BOD 4,181 0
Suspended Solids 4,637 0
Iron 78 0
Aluminum 46 ! 0
Zinc 14 0
CrO, (Hex) 144 100
CrO, (Tri) 93 0
Flow (MGY) 26,768
COD 11,583 0
BOD 4,306 0
Suspended Solids 4,775 0
I ron 80 0
Aluminum 47 0
Zinc 15 0
CrO. (Hex) 148 100
Cr04 (Tri) -K 0
Flow (MGY) 27.572
COD 11,931 0
BOD 3,97? 0
Suspended Solids 4,919 0
I -on 82 0
Aluminum 49 0
Zirc 15 0
CrO, (Hex) 152 100
CrQ4 (Tri) 97 ' 0
Flow (MGY) 34.932
I COD 13,831 ' 0
BOD 5,141 0
Suspended Solids 5,624 0
Iron 95 0
Aluminum 57 0
Zinc 18 0
Cr04 (Hex) 176 100
CrO, (Tn) 116 0
Liquid Biolooical Activated Bioloaical | /^tiv^tpd
Solids Treatment ' Carbon Treatment r^r-h^
Separation Aeration, Trick. Fil Adsorption System ' System
55 38 40 557 39S
55 35 40 293 147
90 7 346 104
100 --- ' 0
100 0 0
100 0 0 '
100 --- 0
55 38 40 742 530
55 35 40 394 197
90 7 437 131
100 --- 0
100 0 0
100 0 0
0 ---
100 0
55 38 40 764 , 5^6
55 35 40 JQ6 ' P "'
90 --- 7 ' 450 1'5
100 --- 0
100 0 0 - '
100 0 o '
0
100 0 --- '
55 38 40 ' 787 562
55 35 40 418 209
90 --- 7 ' 464 i:3
100 0
100 0 0
100 0 0
0
100 --- 0 --- !
55 38 40 1 Fll '79
55 35 40 431 215
90 --- 7 ' 478 113
100 --- 0
100 0 0
100 0 10 --- :
100 --- 0
55 ' 38 40 «35 ' "="
55 ! 35 40 44 1
90 ' --- 7 492 ' I4F
100 --- 0
100 0 ,0
100 0 0
100 j 0
55 38 1 to %8 f°'
55 '' 35 40 '>!< "L
90 --- 7 ' 567 '-T
100 --- ' 0
100 0 0
100 0 0
100 "" °
-------
TYPICAL TECHNOLOGY
FLOW = 1 MGO
COD = 520 ppm
EXHIBIT x i i
CAPITAL EXPENDITURES
TREATMENT PkOCESS COSTS ($X103)
192 ppm
220 ppm
Iron =36 ppm
Al = 21 ppm
Preliminary
Primary Clarification
Second.Treatment
Sludge Treatment
Misc
(Process plumb., elec , etc
CHEMICALS
1 FeS04
2 Polymers, CoaquJant Aids, etc
LABOR
MAINTENANCE & REPAIRS
MATERIALS & SUPPLIES
POWER
Sludge Treatment
Misc
(Process plumb , elec , etc
LABOR
MAINTENANCE & PEFAIR^
MATERIALS & SUPPLIES
POWER
ALTERNATE 1
SEPARATE CHROMIUM REDUCTION
PLUS ACTIVATED SLUDGE
ALTERNATE 2
PRESED1MENTATION
AND ACTIVATED SLUDGE
(REFER TO DIAGRAM)
I'tillUV PlAtcT
(1000 cars/day) Flow = 2 0 MGD
ACTIVATED SLUDGE AND
CDMEINFD CIROMIUM
TOTAL CAPITAL COSTS
Preliminary
Primary Clarification
Second. Treatment
Sludge Treatment
Misc
P
TOTAL CAPITAL COSTS
Preliminary
Primary Clarification
Second. Treatment
Sludge Treatment
NTSC
(Process plumb , elec , etc
TOTAL CAPITAL COSTS
(SAME CONCENTRATIONS AS SMALL
Prel iminary
Primary Clarification
Second. Tt eatment
450 0
110 0
60 0
105 0
135 0
90 0
500 0
100 0
60 0
105 0
13o 0
80 0
)
480 0
PLANT)
120 0
90 0
200 0
TOTAL OPERATING COSTS
CHEMICALS
1 FeSC4
2 Polymers, Coagulant Aids, etc
3 S02
4 I imp
MAINTENANCE & PEPAIP^
MATERIALS S SUPPLIES
IOWEP
TOT/'L OPERATING COSTS
fl-EMICAIS
1 FeSO/i
2 nolvrer^ Coaaulant Aids, etr
LAI-OP
MAINTENANCE i. REPAIRS
MATERIALS S SUPPLIES
POWER
TOTAL OPERATING COSTS
CHEflCALS
2 Polymers Coaqulant Aids, etc
39 11 25 Y i I t. P ^
0 6b
C flT.
20 "0 ?5 / E '. - r
? 00
2 00
6 00
35 65 7r, v ' <
16 CO
1
REDUCTION
SLUDGE
^GRAM)
TOTAL CAPITAL COSTS
Preliminary
Primary Clarification
Second Treatment
Sludge Treatment
Misc
(Process plumb , elec
TOTAL CAPITAL COSTS
Prel imindry
Primary Clarification
765 0
160 0
90 D
200 0
250 0
135 0
, etc )
835 0
145 0
90 0
TOTA1 OPERATING CO'.TS
CI'EHICALS
1 . FeSO,
?- Polymers, Coanulant
3 SO
' Lime
LABOR
MAINTENANCE & RFPMfiS
MATERIALS S SUPPLIES
POUEP
TdTfL uPERATING COSTS
CH1MICALS
1 reS04
63 20 2'. - '. P '
2 00
Aids, etc 16 00
13 50
4 ?0 ?E v F n R S
?5 00 -
4 00
4 00
12 00
in 70 ?--, ' £ » " s
1 3"
Second-Treatment 200 0
Sludge Treatment 250 0
Vise 120 0
(Process plumb , elec. , etc )
Polymers, Coagulant Aids, etc
LAbOP
MAINTENANCE- & REPAIRS
MATLPIALS ft SUPPLIES
PC.'ER
-------
-66-
COSTS FOR STAMPING PLANT WASTE SYSTEMS
EXHIBIT XIII
CASE I - End of line treatment facility with no provision for handling
soluble oil.
CASE II - End of line treatment system with provision for handling
soluble oil.
CASE III - Concentrated waste treatment system with no provision for
handling soluble oil.
CASE IV - Concentrated waste treatment system with provision for handling
soluble oil.
ESTIMATED CAPITAL COSTS
EXCLUDING COLLECTION SYSTEM
CASE I $150,000
CASE II $175,000
CASE III $ 50,000
CASE IV $ 60,000
ESTIMATED OPERATING COST FOR
CHEMICALS, MAINTENANCE, OPERATING
MANPOWER, AND ELECTRICAL POWER
$/Year
CASE I $14,700
CASE II $17,700
CASE III $ 7,050
CASE IV $ 7,800
-------
PARTS AND ACCESSORIES
-------
-------
-67-
I. PROCESSES AND WASTES
A. Description of Processes and Pollutants
In view of the total number of parts included in a
completely assembled automobile, it is apparent that
these represent a tremendous number of individual
manufacturing operations.
However, in reviewing these parts and operations from
the viewpoint of the type of water-borne contaminants
produced, this multiplicity of operations and parts
can be divided into a set of simplified and therefore
very generalized operations. The major subdivision is
between those operations that primarily result in the
discharge of an oil contaminated water and those op-
erations that result in the discharge of a water whose
major contaminant is not oil.
The following table generally describes the fundamental
assembly processes, beginning materials, product and
pollutants of each major operation:
-------
-68-
I. MANUFACTURING PROCESSES PRODUCING PRIMARILY OIL-CONTAINING WASTES
Raw or Begin-
ning Materials
Machining1
1. Blank
2. Machined
Part
Die Casting2
1. Molten Metal
2. Cast Part
3. Cast Part
Wheel
Manufacture3
1 . Raw Steel
2. Pickled Steel
3. Completed
Components
4. Assembled
Wheel
5. Bonder! zed
Wheel
Fundamental
Processes
Machining
Cleaning &
Re-oil
Casting
Water Quench
Trimming &
Buffing
Pickling
Cutting, Shap-
ing & Welding
of Rim &
Spider Assembly
Assembly
Bonder! zing
Painting
Final
Product
Machined Part
Finished Part
Cast Part
Cast Part
Finished Part
Pickled Steel
Completed Com-
ponents
Assembled Wheel
Bonderized Wheel
Finished Wheel
Pollutants
Oil , Iron Chips,
Suspended Solids
Oil , Phosphate,
Caustic, Iron
Oil
Metal Chips
Oil, Metal Chips
Acid, Iron,
Suspended Solids
Oil , Suspended
Solids
Chromate, Phosphate
Alkali , Acid, Solids,
Detergent, Oil
Suspended Solids ,
Organic
1 Refer to Exhibit I
2 Refer to Exhibit II
3 Refer to Exhibit III
-------
-69-
II. MANUFACTURING PROCESSES PRODUCING WASTES PRIMARILY NOT CONTAINING OIL
Raw or Begin-
ning Materials
Metal (Sand)
Casting1
1-a Sand
1-b Metal
2. Molten Metal
Plating2
1. Metal Part
2. Cleaned Part
3. Copper
Plated Part
4. Nickel
Plated Part
Radiator
Manufacture3
1 . Raw Copper
& Brass
2. Core & Tank
Assemblies
3. Assembled
Radiator
4. Cleaned
Radiator
Fundamental
Processes
Washing & For-
mation of Cast
Foundry
Casting &
Washing
Cleaning
Copper Plate
Nickel Plate
Chromium
Plate
Rolling
General
Assembly
Radiator
Flush
Testing &
Painting
Final
Product
Cast
Molten Metal
Finished Part
Cleaned Part
Copper Plated
Part
Nickel Plated
Part
Finished Part
Core & Tank
Assemblies
Assembled
Radiator
Cleaned Radiator
Finished Radiator
Pollutants
Solids, Organic
Color
Suspended Solid
Solids, Iron, C<
Wetting Agents,
Alkali
Cyanide, Alkali
Copper
Acid, Nickel
Acid, Chromate
Metals, Oil
Chemicals, Meta
Misc.
Acid, Metals
Paint, Chemical
Solvents, Misc.
1 Refer to Exhibit IV
2 Refer to Exhibit V
3 Refer to Exhibit VI
287-025 O - 68 - 6
-------
-70-
Raw or Begin-
ning Materials
Battery
Manufacture4
1. Grid & Lead
Sulfate Paste
2. Plate & Other
Components
3. Assembled
Battery
Air Conditioner
Manufacture5
1. Raw Rolled
Metal
2. Components
3. Sub Assembled
Unit
4. Assembled
Unit
5. Cleaned Unit
Plastic Part
Manufacture6
1. Purchased
Material
2. Extruded Part
Fundamental
Processes
Bonding
Assembly
Formation &
Washing
Parts For-
mati on
Sub Assembly
Joining
Cleaning &
Bonderi zing
Pai nti ng
Extruding or
Cas ti ng
Trimming &
Painting
Final
Product
Completed Plate
Assembled Battery
Finished Battery
Components
Sub Assembled Unit
Assembled Unit
Cleaned Unit
Finished Air
Conditioner
Extruded Part
Finished Part
Pollutants
Lead
Sulfuric Acid
Metals, Misc.
Chemicals, Misc
Metals, Chloride
Acid, Chromium
Paint, Chemical;
Solvents
Paint
11 Refer to Exhibits VII-A & VII-B
5 Refer to Exhibit VIII
6 Refer to Exhibit IX
-------
-71-
Raw or Begin-
ning Materials
Rubber Parts
Manufacture7
1. Raw Materials
2. Raw Rubber
3. Rubber
4. Assembled
Part
Windshield
Manufacture8
1-a Plastic
1-b Plate Glass
2. Plastic &
Glass Pieces
3. Assembled
Windshield
Fundamental
Processes
Banbury Mixer
Cooling &
Mi 1 1 i ng
Tire Assembly,
Tuber or
Extruder
Fabrication &
Curing
Stretching,
Cutting,
Washing
Cutting &
Bending
Assembly
Washing
Final
Product
Raw Rubber
Finished Rubber
Assembled Part
Finished Part
Plastic Component
Glass Components
Assembled Wind-
shield
Finished Wind-
shield
Pollutants
Solids, Color,
Soap
Solids, Color,
Soap, Oil
Negligible
Negligible
Negligible
7 Refer to Exhibit X
8 Refer to Exhibit XI
-------
-72-
B. Significant Pollutants
The significant pollutants associated with the motor
vehicle parts manufacturing industry cover a wide
variety. However, we have divided this industry into
segments based on primary contaminant produced in
manufacturing various types of products. These are
as follows:
1. Parts Manufacturing Operations Producing Primarily
Oil Containing Wastes.
The operations included in this category are as
follows:
a. Machining Operations
The blank part, which may have been produced
elsewhere, is subjected to a machining oper-
ation. Soluble oils are liberally applied
to the blank during this phase to facilitate
the cutting operation. This finished piece
can then be cleaned and re-oiled to prevent
surface corrosion until it is ready for use.
Oil is introduced in water as a result of the
cleaning operation. Incidental spillage of
oil also will occur, and this may be discharged
into the sewer system during plant cleaning
operations. Also, the emulsified oil systems
must be periodically dumped and cleaned. Some
of the oil contamination is a function of
number of units produced. Other sources are
quite independent of the number of units pro-
duced. Small amounts of phosphate, metals,
caustic and solids may be produced in this
operation.
b. Die Casting Operations
In this process molten metal is transferred
to the casting machine where it is molded into
a desired shape. The molded product is dis-
charged from the casting machine into a water
-------
-73-
quench pit, from which it is removed by con-
veyors. Excess metal is trimmed from the
product after which it may be buffed. Ad-
ditional surface treatment such as plating
may be applied, but this depends on the pro-
duct.
The major contaminant that may be discharged
from this operation is oil in the cooling
water. Whether this constituent is present
in major proportion depends to a great extent
on how the machines are operated and main-
tained. The other contaminant is metal chips
or solids from the buffing operation. Metal
chips normally settle out in the quench pit,
from which they are manually removed, so they
normally do not contribute to the plant ef-
fluent. In the buffing operation, wet air
scrubbers are used to remove suspended parti-
cles from the air, and this water must be
dumped periodically. Contamination from
this process is generally independent of the
units produced.
c. Wheel Manufacturing
The first step in the manufacture of wheels
is the pickling of the raw steel. The steel
is cut and shaped into two assemblies, the
rim of the wheel and the spider assembly.
These two components are then combined in the
next operation. The assembled wheel is
bonderized to prevent rusting during consumer
use and is painted. The finished wheel is
ready for use at this point.
The major contaminants produced from these
manufacturing operations are oils. Soluble
oil is used as a lubricant and cooling agent
during the shaping operations. These oils
must be periodically dumped. Therefore, con-
taminants from these operations are generally
independent of the number of units produced.
Other contaminants produced from these
-------
-74-
operations are chromate, acid, alkali, solids
and detergents.
2. Processes Producing Primarily Non-Oil Contaminants
Those parts manufacturing processes which produce
primarily waste water other than oil are as follows:
a. Metal (Sand) Casting Operations
The sand is washed and is then mixed with
rosin, starch or other forming materials.
The sand mixture is placed in a form and
packed around a pattern of the object to
be cast. The pattern is removed and hot
metal from the foundry is poured into the
sand casting. This is then allowed to cool.
After cooling, the sand is removed and the
metal piece goes to a shakeout operation
where most of the sand is removed. The
finished piece may be cleaned using high
pressure water or air. The finished,
cleaned piece then goes to a machining or
assembling operation. The sand from the
shakeout operation may be hydraulically
washed, reclassified and returned to the
mold preparation area, or it may be dis-
charged to waste as a slurry.
The primary contaminant dishcarged from this
operation is suspended solids. Organic ma-
terial from the binders and rosin may pre-
sent biochemical oxygen demand and color
problems of varying degrees of magnitude.
b. Plating Operations
Many automobile parts (grilles, bumpers, in-
terior and exterior trims) are plated parts.
In a plating process, the unfinished metal
part first goes through a cleaning cycle which
prepares the metal for plating. The part is
then dipped successively in a copper plating
-------
-75-
solution, a nickel plating solution and
finally in a chromium plating solution.
After drying the finished plated part is
ready for use.
The primary contaminants from the process
are alkali, acids, cyanide and heavy metals,
such as copper, nickel and chromium. The
amount of waste produced is a function of
the number of pieces of the same type plated.
The specific contaminant load per piece is
due to dragout from the plating or processing
bathes, and this varies with the shape of
the piece.
c. Radiator Manufacturing
Copper and brass are received and rolled to
the proper thickness. The metal is formed
into cores and headers. These units are
assembled into the radiators. The completed
radiator is flushed with acid to clean out
residual metal and solder, after which it is
rinsed to remove the free acid. The units
are inspected and tested to insure that there
are no leaks. The cleaned unit is then
painted.
Major contaminants from this process are acid
and heavy metals such as copper and zinc. If
the plant rolls the metal to the desired
thickness, oil will be present as from any
metal rolling operation. The wastes from the
paint operation are solids and solvents, and
these are a function of the number of units
produced. This can vary, however, depending
on the shape of the finished product.
d. Battery Manufacturing
In the production of automobile batteries,
the first steps are the formation of the grid
and the production of the lead sulfate paste
which eventually will be bonded to the grid.
-------
-76-
Lead oxide, water and sulfuric acid are
combined to form the lead sulfate paste.
An alloy of mainly lead and antimony is
used for the grid. The grid is formed in
a casting operation. The next step in the
production process is the bonding of the
lead sulfate paste onto the grid. The com-
pleted grid is then dried. The plates or
grids are next assembled into positive and
negative groups. The positive and negative
plates are interleaved with separators, which
are usually rubber, to form the element. The
element is then placed in the container, the
cover is sealed on, the cells are joined with
the top connectors and the completed battery
assembly is sealed. The final step in this
operation is the formation (charging) of the
battery with sulfuric acid. The battery is
filled with sulfuric acid. The acid is
drained out, and the battery is washed. The
battery is again filled with sulfuric acid
and is ready for use.
About one half of the batteries manufactured
are "dry" batteries. The production process
for dry batteries is exactly the same as that
for wet batteries up to the charging operation.
The battery is filled with sulfuric acid. The
acid is drained out, and the battery is washed
and dried. At this point the battery is ready
for shipment to the consumer. When the bat-
tery is ready to be used, it is filled with
sulfuric acid.
The main contaminants produced from this op-
eration are sulfuric acid and lead. The
acid is from the expansion and overflow of
acid during the initial charging operation and
the necessity of washing the cases orior to
packaging. Some acid spills occur during
filling and emptying operations. The lead is
generated from the paste and general oper-
ational procedures. Therefore, the waste
load from a given plant is a function of the
-------
-77-
number of units produced but is not depen-
dent on a planned production step.
e. Air Conditioner Unit Manufacturing
The first step in the manufacture of auto-
mobile air conditioners is the formation of
the raw rolled metal into various component
parts. The parts are combined into sub-
assemblies which are then joined or welded
together into the complete unit. The unit
is rinsed, cleaned and bonderized to prevent
corrosion during use. The finished unit may
be painted before being packaged and shipped.
The contaminants produced in this operation
are acid, heavy metals, such as aluminum and
chromate, and fluoride. The amount of con-
taminants produced is a function of the
number of units produced in a given plant
using a specified process.
f. Plastic Parts Manufacturing
An increasing number of automobile parts such
as tail lights, exterior trim and instrument
panel components are being manufactured from
plastic. In a plant producing such parts
raw plastic material is purchased from a basic
plastic producer. The raw material is formed
into the part being produced by an extruding
or casting operation. After the part is
trimmed and painted, it is ready for use.
A small number of such plastic parts are
plated. In the plating process the part is
first dipped into an electrolysis copper so-
lution. After it is copper plated, it is
nickel plated and finally chromium plated.
The finished part is then ready for shipment.
Wastes discharged from these operations come
from the painting or plating operation. These
are solids, solvents, copper, acid, nickel
-------
-78-
and chromium. The amount of waste produced
per unit of production will vary with the
shape of the part and the degree or type
of finish applied.
g. Rubber Products Manufacturing
The raw materials (natural or synthetic
rubber, carbon black, sulfur and other chem-
icals) are blended in a Banbury mixer. The
blended rubber passes from the Banbury mixer
in either pellet or slab form. Soapstone
solution (a mixture of clay, soap and water)
is sprayed on both the pellets and slabs.
The pellets would go to another Banbury or
mill for further mixing while the slabs pass
to a cooling conveyer for cooling and cutting
into specific lengths. The slabs then pass
to a series of mills and strainers for further
refining. At this point, the refined rubber
can go to a number of different processes de-
pending on the final product.
The green tire is formed by fabricating the
tread and sidewall with the ply materials,
white wall and bead. The green tire is cured
and is pressure cooled. From this point, the
black wall tires go to storage. The white
wall tires pass to a grinding operation for
removal of the black layer from the white
wall; the white wall is sprayed for protection;
the tire is wrapped and then goes to storage.
For hose or inner tube production, the refined
rubber passes to a tuber. Both are produced
in basically the same manner--fabrication,
curing and storage. Also, refined rubber can
go to an extrusion process for the manufacture
of molding, wiper blades, fan belts and other
extruded products. This involves fabrication,
curing and storage steps.
The primary contaminant from this process is
solids. Some organic material may be introduced
-------
-79-
into the waste during the curing process.
The major pollutants do not appear to be
directly related to the number of units
produced.
h. Windshield Manufacturing
An automobile windshield is composed of
two pieces of plate glass and one piece of
plastic. In the manufacturing process, two
pieces of plate glass (which are not produced
at the windshield manufacturing plant) are
first cut to the proper size. After being
heated, the two pieces of glass are bent
simultaneously. In a separate operation
plastic (which also has been produced outside
of the windshield manufacturing plant) is
stretched, cut to the proper size and washed.
If it is to be a tinted windshield, the
plastic is tinted in this operation. After
the bent pieces of glass have cooled, the
plastic piece is manually inserted between
the two glass pieces. A vacuum is applied
and the glass pieces and the plastic piece
are fused together using heat. When the
unit has cooled, pressure is applied to make
the plastic completely transparent. The
finished windshield after a final wash is
then ready for shipment and use.
This is basically a dry operation. Little
or no contaminants are discharged from this
operation.
There are other waste streams connected with these parts
manufacturing operations that contribute incidental con-
taminants. These waste streams are:
1. Sanitary Wastes
2. Storm Water Runoff
3. Powerhouse Contaminants
(Boiler Slowdown, Softener Regenerants, Flyash)
4. Cooling Tower Slowdown
-------
-80-
C. In the accepted sense of the word, only a small per-
centage of the process water is reused in these var-
ious manufacturing operations. For example, a plant
may circulate the chromium containing rinse water
through a demineralizer for recovery of the chromium,
and the water is returned for re-use.
Some re-use systems have been installed on the basis
of collecting once-through cooling water and re-using
it as process water.
Recirculating cooling water systems are used in more
and more plants in this industry. It has been estimated
that water usage for this industry would be doubled if
cooling water recirculation was not being used in the
plants.
In this segment of industry, which involves some 1700
plants, there is not only the difference in manufacturing
methods used to produce a given part but basic differ-
ences in the number and variety of parts made at any
one facility. Meaningful compilation of this information
may be impossible. Significantly more data would be
required before it could even be attempted.
Plant subprocesses producing particularly difficult
waste problems are generally confined to:
1. Plating operations
2. Emulsified oil
3. Metal surface treatment and cleaning
4. Ultimate sludge disposal
Plating operations generally involve cyanide and
hexavalent chromium. This type of waste requires pre-
treatment for cyanide destruction or chromate reduction
before the wastes are intermixed with other plant dis-
charges for treatment to remove the heavy metals as
the hydroxides by precipitation. This involves separate
collection systems for transferring these wastes to a
treatment plant which is expensive and must be completely
effective. These reactions take time to complete, so
-------
-81-
rather large tankage and elaborate control systems
are often required. These wastes are treatable if
all factors are fully evaluated.
Emulsified oil solutions usually require pretreatment
to break the emulsion and separate the solution into
an oil layer and a water layer, which is then often
mixed with the general plant waste for additional
treatment. This pretreatment requires that these
wastes be collected separately for transfer to a
point of treatment. This process is most often a
batch treatment process, so significantly sized tank-
age may be required. Chemical treatment may vary
considerably even for individual plants; the control
of operation represents a problem. Some emulsions
are very difficult to break, possibly requiring usage
of specialized techniques or chemicals.
Metal surface treatment often involves considerable
quantities of acids and chromate. Considerable quan-
tities of heavy metals may be present in this water,
and large quantities of sludge may be generated when
the solutions are neutralized and the heavy metals
removed as the hydroxides by precipitation.
Ultimate disposal of the sludge produced in a variety
of these plants is a continuously recurring problem.
The treatment procedure used in this and other in-
dustries involves removal of contaminants from the
water by converting them into an insoluble form, which
is readily separated from the water by settling. How-
everx these accumulated solids must be disposed of in
some manner. Land fill operations have been utilized.
This is an expedient solution but may not be satis-
factory for the future. This represents one of the
really pressing problems facing this, and other,
industries.
Considering the range of products in this industrial
segment and the variety of manufacturing steps involved,
it is impossible at this time to classify plants on
the basis of innovation, obsolescence and typical
processes used.
-------
-82-
There are approximately I9601 plants classified within
the Motor Vehicle Industry. Stamping and assembly
plants account for 93 plants, so there are approximately
1850 motor vehicle parts and accessories plants. Based
on our knowledge of the industry it appears that there
are approximately 150 plants that can be classified as
medium or large plants. It appears that the majority
of the remaining plants, some 1700, should be classi-
fied as small plants.
-------
-83-
II. GROSS WASTE QUANTITIES BEFORE TREATMENT OR OTHER DISPOSAL
Due to the range of products produced by this industry and
the number of plants involved, it is impossible at this
time to determine the gross waste quantities produced by
the industry before treatment or other disposal. Signifi-
cantly more data is needed to provide this information.
-------
-84-
III. WASTE REDUCTION PRACTICES
A. Processing Practices
The processes utilized in this segment of the industry
are many and varied. It appears that in general
changes in production technology will not materially
alter the amount or type of water discharged.
B. Treatment Practices
1. The basis for our division of parts manufacturing
operations was based on the type of waste generated.
The treatment practice applied to each of the
waste water streams is:
Primarily Oil Containing Wastes
For treatment of these wastes we have considered
two cases:
Case I
If the soluble oil can be collected separately,
the general plant waste requires treatment, and
the amount of soluble oil to be treated is a
significant percentage of the amount of oil being
received at the treatment plant, then the treat-
ment facility may actually consist of two parallel
facilities. One facility would encompass batch
holding tanks for emulsion breaking followed by
chemical clarification facilities. In some cases
it may be desired to blend the water with the
general plant effluent for further treatment. Also,
it may be desirable to directly discharge the waste
to a stream or a municipal treatment plant. The
other facility would be a flow through system and
would include pH adjustment followed by chemical
clarification and precipitation. A flow diagram
of this system can be found in Exhibit XII.
-------
-85-
Case II
If the soluble oil can be collected separately,
the general plant waste requires treatment, and
the amount of soluble oil to be treated is a
small percentage of the total amount of oil
requiring removal, then the facilities would
consist of a batch emulsion breaking system
with the effluent being blended with the general
plant effluent which is then treated for pH ad-
justment and clarified by the addition of
coagulants. Exhibit XIII is a flow diagram
of this system.
In the following table no consideration will be
given to handling the sludge produced by the
waste treatment approaches.
287-025 O - 68 - 7
-------
-86-
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-------
-87-
Primarily Non-Oil Containing Hastes
Solids and BOD Hastes
This stream would represent a water having a high
suspended solids concentration and a relatively
low organic content as measured by the BOD.
These waters would be discharged into a lagoon
where the solids would settle out. Periodically
the solids would be removed by dredging for
ultimate disposal. The lagoon would be sized so
that the BOD load would be reduced by natural
reaeration. Refer to Exhibit XIV.
Plating Wastes
This facility consists of sections for cyanide
destruction, chromium reduction, pH adjustment
and removal of heavy metals as the hydroxides
by precipitation. The solids are dewatered and
hauled away for ultimate disposal. A diagram
of such a facility can be found in Exhibit XV.
Other Non-Oil Wastes
This facility would be the type wherein one stream
would require pretreatment and the general plant
waste would require pH adjustment and clarification.
The amount of water requiring pretreatment is a
small percentage of the total flow to be treated.
Refer to Exhibit XVI.
The following table makes these assumptions:
1. While excess alkalinity or acidity are un-
desirable contaminants, no treatment effi-
ciency will be given for pH adjustment as
any desired final pH can be obtained by
feeding acid or alkaline materials.
2. Flow and contaminant equalization will not
be included in the table as it does not con-
tribute to removal except that it is essen-
tial for proper functioning of the waste
-------
-88-
water treatment facility.
3. Phosphate removal will not be considered
except to note that it may, in some cases,
have to be removed. The efficiency of the
process for phosphate removal can be in the
range of 95% if a significantly increased
operating cost for chemical coagulants (alum
and lime) is absorbed.
4. No consideration will be given to handling
sludge produced by the waste treatment
approaches.
-------
-89-
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-------
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2. The above treatment practices have been uniform
since 1950. It is not expected that new technology
will be required to handle the effluent waste
waters discharged through 1977. There are a few
isolated cases where the desired heavy metals con-
tent may not be attainable with presently used
engineering practice. This picture is clouded
by indeciveness as to whether some of the very
low heavy metals concentrations are required for
the receiving streams.
When considering a stepwise approach to a given
waste water situation, the order in which treat-
ment steps may be considered is:
a. pH adjustment
b. Pretreatment of a waste such as cyanide
destruction, chromium reduction, oil
emulsion breaking
c. Removal of free oil
d. Clarification
Introduction of one of these steps may necessitate
addition of another at the same time. In other
cases, installation of one or several of these
practices may be all that is required for a given
situation.
3-a. An estimate of the percent of industry waste water
discharged to municipal sewers is 70%. It is the
general feeling of the motor vehicle part and
accessories industry that the desirable approach
is to pretreat the waste water on site and then
discharge it where possible to a municipal sewage
system. Therefore, it is expected that this per-
centage should increase in the years to come.
3-b. When considering discharge to a municipal system
the following constituents are generally con-
sidered:
1. pH adjustment. Free acid or high alkalinity
may cause operating problems in the collection
-------
-91-
system and the municipal treatment plant.
2. Excessive free oil. Municipal sewage treat-
ment plants are not prepared to handle too
large a quantity of free oil.
3. Emulsified oil. Generally these wastes re-
quire at least an emulsion breaking step and
separation of the resultant free oil before
being discharged to a municipal system.
4. Heavy metal removal. Excessive quantities of
heavy metals may cause operational problems
in a secondary biological unit or in anaerobic
sludge digestion. In some cases, removal of
heavy metals may be all that is required,
and the waste would in effect only be passing
through the treatment plant without any
actual purification occurring.
5. Excessive quantities of sludge. Some in-
dustrial plants discharge quantities of
sludge to a municipal system overloading the
municipal sludge handling facilities. This
is in some cases a technical problem. In
quite a few cases it appears that the munic-
ipal plant could handle the sludge more ec-
onomically than having it handled by each
industrial plant separately if the industrial
load and characteristics had been considered
more completely when the design of the munic-
ipal plant was finalized.
C. By-Product Utilization
This is not now a significant overall factor in pol-
lution abatement costs, and it is not expected to be
significant over the next decade.
It should be noted that plants are continuously re-
viewing their practices to determine whether a process
change can reduce the amount of contaminants being dis-
charged. A few cyanide and chromate recovery systems
-------
-92-
have been installed. There is no universal trend
toward recovery since it is not the most economical
approach for all plants.
Oil removal as part of treatment plant operation may
be considered as a by-product in that it is disposed
of by hauling. Ultimately this oil may be repurified,
or it may be utilized for oiling roads or as a fuel.
The amount from each plant is generally too small to
effect anything but a nominal dollar return from the
recovery.
D. Base Year Net Waste Quantities
Due to the complexity and size of the motor vehicle
parts and accessories industry it was not possible to
determine the base year net waste quantities from
this industry. Considerable additional data would
have to be collected.
E. Projected Net Waste Quantities
Since sufficient time was not available for collection
of complete data, the projected waste quantities from
the motor vehicle parts and accessories industry could
not be determined.
-------
-93-
IV. WASTE REDUCTION OR REMOVAL COST INFORMATION
A. Due to insufficient information, it is not possible
at this time to determine the replacement value of
existing treatment facilities and annual operating
costs and maintenance expenditures by the parts
and accessories segment of the Motor Vehicle industry.
B. Estimated capital costs and annual operating costs
for various types of waste treatment facilities are
indicated in Exhibit XVII.
Due to insufficient information it is not possible
to develop a true comprehensive estimate of the cost
involved in resolving the problem for the parts and
accessories plants. Nor is it possible to credit
those segments of the industry who have already in-
stalled treatment facilities.
We estimate that the total capital expenditure by the
parts and accessories section of the motor vehicle in-
dustry could be approximately $185,000,000. This does
not include credit for facilities already installed.
This number is based on the premise that there are
approximately 150 medium to large parts and accessories
plants who will spend on the average of $1,000,000
each to resolve their problem and, also, that there
are 1700 small to medium sized parts and accessories
plants who will spend, on the average, around $20,000
each to resolve their problem.
We estimate that the annual operating costs for these
facilities would be in the range of $10-15,000,000.
-------
-94-
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ACKNOWLEDGEMENT
We wish to express our appreciation to the automotive industry for
their assistance in providing information which served as the basis
for our evaluation and preparation of this report.
Specific information was gathered from General Motors Corporation,
Ford Motor Company and Chrysler Corporation.
Respectfully submitted,
WATER MANAGEMENT DIVISION
CALGON CORPORATION
E. G. Paulson
Manager
Process & Waste Water Engineering
-------
-116-
REFERENCES
1 Automobile Manufacturers Association, Automobile Facts &
Figures - 1966.
2 McGraw-Hill Department of Economics Report, The American
Economy Prospects For Growth Through 1980, September 1965.
U. S. Department of Commerce, Census of Manufacturers -
Water Use In Manufacturing, 1963.
U.S. GOVERNMENT PRINTING OFFICE , 1968 O - 287-025
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