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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                                   -1-
                    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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                                   -2-
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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                                    -3-
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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                                   -4-
     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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                              -5-
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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                              -6-
                                          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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                                    -7-
     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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                                      -9-

                                   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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                                      -10-
                                   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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                                  -11-
                        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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                                  -12-
          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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                                  -13-
     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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                                  -14-
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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                   -15-
   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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                             -16-
         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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                        -17-
     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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                       -20-
          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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                            -21-
     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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                       -29-
     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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                       -31-
     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.

-------
                                -32-
               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

-------
                  -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.

-------
                                  -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.

-------
                            -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,

-------
                  -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

-------
                   -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.

-------
                                              -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.

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            -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

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                  -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

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                 -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

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                      -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

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                           -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

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                      -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.

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                      -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.

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                                 -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.

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                                  -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.

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                 -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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-------
                      -90-
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

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                            -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.

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                                  -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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                                 -115-
                           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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