United States | •
Environmental Protection
Agency 1; •
Enforcbment And
Compliance Assurance
(2221 A)' .-
EPA310-R-95-009
September 1995
Profile Of The
Motor Vehicle Assembly
Industry
EPA I
EPA Office Of Compliance Sector Notebook Project
NOTEBOOKS
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UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
WASHINGTON, D.C. 20460
THE ADMINISTRATOR
Message from the Administrator
Over the past 25 years, our nation has made tremendous progress in protecting public health and
our environment while promoting economic prosperity. Businesses as large as iron and steel
plants and businesses as small as the dry cleaner on the corner have worked with EPA to find
ways to operate cleaner, cheaper, and smarter. As a result, we no longer have rivers catching on
fire. Our skies are clearer. American environmental technology and expertise are in demand
throughout the world.
The Clinton Administration recognizes that to continue this progress, we must move beyond the
pollutant-by-pollutant approaches of the past to comprehensive, facility-wide approaches for the
future. Industry by industry and community by community, we must build a new generation of
environmental protection.
Within the past two years, the Environmental Protection Agency undertook its Sector Notebook
Project to compile, for a number of key industries, information about environmental problems and
solutions, case studies and tips about complying with regulations. We called on industry leaders,
state regulators, and EPA staff with many years of experience in these industries and with their
unique environmental issues. Together with notebooks for 17 other industries, the notebook you
hold in your hand is the result.
These notebooks will help business managers to better understand their regulatory requirements,
learn more about how others in their industry have undertaken regulatory compliance and the
innovative methods some have found to prevent pollution in the first instance. These notebooks
will give useful information to state regulatory agencies moving toward industry-based programs.
Across EPA we will use this manual to better integrate our programs and improve our compliance
assistance efforts.
I encourage you to use this notebook to evaluate and improve the way that together we achieve
our important environmental protection goals. I am confident that these notebooks will help us to
move forward in ensuring that — in industry after industry, community after community —
environmental protection and economic prosperity go hand in hand.
Carol M. Brownor
Recycled/Recyclable • Printed with Vegetable Based Inks on Recycled Paper (20% Postconsumer)
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Motoi Vehicle Assembly Industry
Sector Notebook Project
EPA/310-R-95-009
EPA Office of Compliance Sector
Notebook Project
Profile of the: Motor Vehicle Assembly Industry
September 1995
Office of Compliance
Office of Enforcement and Compliance Assurance
U.S. Environmental Protection Agency
401 M St., SW (MC 2221-A)
Washington, DC 20460
For sale by the U.S. Government Printing Office
Superintendent of Documents, Mail Stop: SSOP, Washington, DC 20402-9328
ISBN 0-16-048276-3
SIC Code 37
September 1995
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Sector Notebook Project
Motor Vehicle Assembly Industry
This report is one in a series of volumes published by the U.S. Environmental
Protection Agency (EPA) to provide information of general interest regarding
environmental issues associated with specific industrial sectors. The documents
were developed under contract by Abt Associates (Cambridge, MA), and Booz-Allen
& Hamilton, Inc. (McLean, VA). This publication may be purchased from the
Superintendent of Documents, U.S. Government Printing Office. A listing of
available Sector Notebooks and document numbers is included at the end of this
document.
All telephone orders should be directed to:
Superintendent of Documents
U.S. Government Printing Office
Washington, DC 20402
(202) 512-1800
FAX (202) 512-2250
8:00 a.m. to 4:30 p.m., EST, M-F
Using the form provided at the end of this document, all mail orders should be
directed to:
U.S. Government Printing Office
P.O. Box 371954
Pittsburgh, PA 15250-7954
Complimentary volumes are available to certain groups or subscribers, such as
public and academic libraries, Federal, State, local, and foreign governments, and the
media. For further information, and for answers to questions pertaining to these
documents, please refer to the contact names and numbers provided within this
volume.
Electronic versions of all Sector Notebooks are available on the EPA Enviro$en$e
Bulletin Board and via Internet on the Enviro$en$e World Wide Web.
Downloading procedures are described in Appendix A of this document.
Cover photograph, courtesy of Saturn Motors, Spring Hill, Tennessee. Special
thanks to Jennifer Graham for providing photographs.
September 1995
SIC Code 37
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Sector Notebook Contacts
The Sector Notebooks were developed by the EPA's Office of Compliance. Particular questions regarding the
Sector Notebook Project in general can be directed to:
Seth Heminway, Coordinator, Sector Notebook Project
US EPA, Office of Compliance
401MSt, SW(2223-A)
Washington, DC 20460
(202) 564-7017 fax (202) 564-0050
E-mail: heminway.seth@epamail.epa.gov
Questions and comments regarding the individual documents can be directed to the appropriate specialists listed
below.
Document Number
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310-
EPA/310.
EPA/310.
EPA/310
EPA/310
EPA/310
EPA/310
EPA/310
EPA/310
EPA/310
EPA/310
EPA/310
EPA/310
-R-95-001.
-R-95-002.
-R-95-003.
-R-95-004.
-R-95-005.
-R-95-006.
-R-95-007.
-R-95-008.
-R-95-009.
-R-95-010.
-R-95-011.
-R-95-012.
-R-95-013.
-R-95-014.
-R-95-015.
-R-95-016.
-R-95-017.
-R-95-018.
-R-97-001.
-R-97-002.
-R-97-003.
-R-97-004.
-R-97-005.
-R-97-006.
-R-97-007.
-R-97-008.
-R-97-009.
-R-97-010.
Industry Contact
Dry Cleaning Industry
Electronics and Computer Industry
Wood Furniture and Fixtures Industry
Inorganic Chemical Industry
Iron and Steel Industry
Lumber and Wood Products Industry
Fabricated Metal Products Industry
Metal Mining Industry
Motor Vehicle Assembly Industry
Nonferrous Metals Industry
Non-Fuel, Non-Metal Mining Industry
Organic Chemical Industry
Petroleum Refining Industry
Printing Industry
Pulp and Paper Industry
Rubber and Plastic Industry
Stone, Clay, Glass, and Concrete Industry
Transportation Equipment Cleaning Ind.
Air Transportation Industry
Ground Transportation Industry
Water Transportation Industry
Metal Casting Industry
Pharmaceutical Industry
Plastic Resin and Man-made Fiber Ind.
Fossil Fuel Electric Power Generation Ind.
Shipbuilding and Repair Industry
Textile Industry
Sector Notebook Data Refresh, 1997
Phone (202)
Joyce Chandler
Steve Hoover
Bob Marshall
Walter DeRieux
Maria Malave
Seth Heminway
Scott Throwe
Jane Engert
Anthony Raia
Jane Engert
Robert Lischinsky
Walter DeRieux
Tom Ripp
Ginger Gotliffe
Seth Heminway
Maria Malave
Scott Throwe
Virginia Lathrop
Virginia Lathrop
Virginia Lathrop
Virginia Lathrop
Jane Engert
Emily Chow
Sally Sasnett
Rafael Sanchez
Anthony Raia
Belinda Breidenbach
Seth Heminway
564-7073
564-7007
564-7021
564-7067
564-7027
564-7017
564-7013
564-5021
564-6045
564-5021
564-2628
564-7067
564-7003
564-7072
564-7017
564-7027
564-7013
564-7057
564-7057
564-7057
564-7057
564-5021
564-7071
564-7074
564-7028
564-6045
564-7022
564-7017
This page updated during May 1998 reprinting
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Motor Vehicle Assembly Industry
Sector Notebook Project
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
TABLE OF CONTENTS
Page
I. INTRODUCTION TO THE SECTOR NOTEBOOK PROJECT I
LA. Summary of the Sector Notebook Project 1
LB. Additional Information 2
n. INTRODUCTION TO THE MOTOR VEHICLES AND MOTOR VEHICLE
EQUIPMENT INDUSTRY 4
H.A. Introduction, Background, and Scope of the Notebook 4
H.B. Characterization of Motor Vehicle and Motor Vehicle
Equipment Industry 4
n.B.l. Industry Size and Geographic Distribution 5
H.B.2. Product Characterization 8
E.B.3. Economic Trends 9
m. INDUSTRIAL PROCESS DESCRIPTION 14
m.A. Industrial Processes in the Motor Vehicle and
Motor Vehicle Equipment Industry 14
in.A.l. Motor Vehicle Equipment Manufacturing 14
DI.A.l.a. Foundry Operations 16
m.A.l.b. Metal Fabricating 21
m.A.l.c. Metal Finishing/Electroplating 23
ni.A.2. Motor Vehicle Assembly 24
ffl.A.3. Motor Vehicle Painting/Finishing 25
HLA.4. Emerging Industry Trends 31
m.AAa. Life Cycle Assessment 32
m.A.4.b. Recycling 32
IE.A.4.C. Other Initiatives 34
in.A.4.d. Manufacturer Initiatives 36
SIC Code 37
IV
September 1995
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Sector 'Notebook. Project
Motor Vehicle Assembly Industry
IV.
V.
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
TABLE OF CONTENTS (CONT'D)
Page
m.B.
Raw Material Inputs and Pollution Outputs 38
III.B.l. Foundry Operations 40
HI.B.2. Metal Fabricating 41
ni.B.3. Metal Finishing 42
III.B.4. Motor Vehicle Assembly 43
III.B.5. Motor Vehicle Painting/Finishing 43
HI. C. Post Production Motor Vehicle Dismantling/Shredding 44
HI. D. Management of Chemicals in Wastestream 44
CHEMICAL RELEASE AND TRANSFER PROFILE 47
IV.A. EPA Toxic Release Inventory for the Motor Vehicles
and Motor Vehicle Equipment Industry 50
IV.B. Summary of Selected Chemicals Released 56
IV.C. Other Data Sources 63
IV.D. Comparison of Toxic Release Inventory Between
Selected Industries 64
POLLUTION PREVENTION OPPORTUNITIES 68
V.A. Motor Vehicle Equipment Manufacturing 69
V.B. Motor Vehicle Assembly 72
V.C. Motor Vehicle Painting/Finishing 73
V.D. Motor Vehicle Dismantling/Shredding 75
V.E. Pollution Prevention Case Studies 75
September 1995
SIC Code 37
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Motor Vehicle Assembly Industry
Sector Notebook Project
VI.
VII.
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
TABLE OF CONTENTS (CONT'D)
Page
SUMMARY OF FEDERAL STATUTES AND REGULATIONS 79
VI.A. General Description of Major Statutes 79
i
VLB. Industry Specific Regulations 1 90
VLB.l. Clean Water Act (CWA) 91
VLB.2. Clean Air Act (CAA) 92
VI.B.3. Comprehensive Environmental Response,
Compensation, and Recovery Act (CERCLA) 94
VLB.4. Resource Conservation and Recovery
Act(RCRA) 94
VI.C. Pending and Proposed Regulatory Requirements 96
VT.C.l. Motor Vehicle Parts Manufacturing 96
VI.C.2. Motor Vehicle Painting/Finishing 98
VI.C.3. Motor Vehicle Dismantling/Shredding 99
COMPLIANCE AND ENFORCEMENT HISTORY 100
VILA. Motor Vehicles and Motor Vehicle Equipment
Compliance History 104
VII.B. Comparison of Enforcement Activity Between
Selected Industries 106
VH.C. Review of Major Legal Actions Ill
VE.C.1. Review of Major Cases Ill
VH.C.2. Supplemental Environmental Projects 112
VIII. COMPLIANCE ASSURANCE ACTIVITIES AND INITIATIVES 114
VIII.A. Sector-Related Environmental Programs and Activities 114
Vin.B. EPA Voluntary Programs 118
SIC Code 37
VI
September 1995
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Sector 'Notebook Project
Motor Vehicle Assembly Industry
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
TABLE OF CONTENTS (CONT'D)
Page
VIII.C. Trade Associations/Industry Sponsored Activity 122
VIII.C.l. Environmental Programs 122
VIILC.2. Summary of Trade Associations 124
IX. CONTACTS/ACKNOWLEDGMENTS/RESOURCE MATERIALS/
BIBLIOGRAPHY
.128
September 1995
VI1
SIC Code 37
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Motor Vehicle Assembly Industry
Sector Notebook Project
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
EXHIBITS INDEX
Page
Exhibit 1 Size Distribution of Motor Vehicle and Motor
Vehicle Equipment Manufacturing Establishments 6
Exhibit 2 Geographic Distribution of the Motor Vehicles and Motor
Vehicle Equipment Industry 7
Exhibit 3 Top 10 Motor Vehicle Manufacturers Ranked by
World Production - 1994 8
Exhibit 4 Distribution of Automotive Assembly Plants - 1992 13
Exhibits Automobile Composition and Disposition - 1994 15
Exhibit 6 Automotive Material Usage 1984 to 1994 Model Year 16
Exhibit 7 Identification of Major Automobile Parts by
Material and Process 18,19
Exhibit 8 General Foundry Flow Diagram 20
Exhibit 9 Car Painting Process 26
Exhibit 10 Plating of Paint Solids from Specialized Water Paint Formula 27
Exhibit 11 Chemical Components of Pigments Found in Paint 29
Exhibit 12 The Product Life Cycle System 33
Exhibit 13 Material Content Forecast for Passenger Cars 35
Exhibit 14 Use of Alternative Fuels Forecast 36
Exhibit 15 Materials Inputs/Pollution Outputs 39,40
Exhibit 16 Source Reduction and Recycling Activity for SIC 37 46
Exhibit 17 Top 10 TRI Releasing Auto and Auto Parts Facilities (SIC 37) 51
Exhibit 18 Top 10 TRI Releasing Transportation Equipment Facilities (SIC 37) ..51
Exhibit 19 TRI Reporting Auto and Auto Parts Facilities (SIC 37) by State 52
SIC Code 37
Vlll
September 1995
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Sector Notebook Proj<
ect
Motor Vehicle Assembly Industry
Exhibit 20
Exhibit 21
Exhibit 22
Exhibit 23
Exhibit 24
Exhibit 25
Exhibit 26
Exhibit 27
Exhibit 28
Exhibit 29
Exhibit 30
Exhibit 31
Exhibit 32
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
EXHIBITS INDEX (CONT'D)
Releases for Auto and Auto Parts (SIC 37) in TRI, by
Number of Facilities 52,53,54
Transfers for Auto and Auto Parts (SIC 37) in TRI, by
Number of Facilities , 54,55,55
Pollutant Releases (Short Tons/Year) 64
Summary of 1993 TRI Data: Releases and
Transfers by Industry 66
Toxic Release Inventory Data for Selected Industries 67
Hazardous Wastes Relevant to the Automotive Industry 95,96
Five Year Enforcement and Compliance Summary for
Motor Vehicle Assembly Industry 105
Five Year Enforcement and Compliance Summary for Selected
Industries 107
One Year Enforcement and Compliance Summary for Selected
Industries 108
Five Year Inspection and Enforcement Summary by
Statute for Selected Industries 109
One Year Inspection and Enforcement Summary by Statute for
Selected Industries 110
Supplemental Environmental Projects 113
Motor Vehicle Assembly Facilities Participating
in the 33/50 Program 119
September 1995
IX
SIC Code 37
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Motor Vehicle Assembly Industry
Sector Notebook Project
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
LIST OF ACRONYMS
AFS - AIRS Facility Subsystem (CAA database)
AIRS - Aerometric Information Retrieval System (CAA database)
BIFs - Boilers and Industrial Furnaces (RCRA)
BOD - Biochemical Oxygen Demand
CAA - Clean Air Act
CAAA - Clean Air Act Amendments of 1990
CERCLA- Comprehensive Environmental Response, Compensation and
Liability Act
CERCLIS - CERCLA Information System
CFCs - Chlorofluorocarbons
CO - Carbon Monoxide
COD - Chemical Oxygen Demand
CSI- Common Sense Initiative
CWA - Clean Water Act
D&B - Dun and Bradstreet Marketing Index
ELP- Environmental Leadership Program
EPA - United States Environmental Protection Agency
EPCRA - Emergency Planning and Community Right-to-Know Act
FIFRA - Federal Insecticide, Fungicide, and Rodenticide Act
FINDS - Facility Indexing System
HAPs - Hazardous Air Pollutants (CAA)
HSDB - Hazardous Substances Data Bank
IDEA - Integrated Data for Enforcement Analysis
LDR - Land Disposal Restrictions (RCRA)
LEPCs - Local Emergency Planning Committees
MACT - Maximum Achievable Control Technology (CAA)
MCLGs - Maximum Contaminant Level Goals
MCLs- Maximum Contaminant Levels
MEK - Methyl Ethyl Ketone
MSDSs - Material Safety Data Sheets
NAAQS - National Ambient Air Quality Standards (CAA)
NAFTA - North American Free Trade Agreement
NCDB - National Compliance Database (for TSCA, FIFRA, EPCRA)
NCP - National Oil and Hazardous Substances Pollution Contingency Plan
NEIC - National Enforcement Investigation Center
NESHAP - National Emission Standards for Hazardous Air Pollutants
NO2 " Nitrogen Dioxide
NOV - Notice of Violation
NOx - Nitrogen Oxide
NPDES - National Pollution Discharge Elimination System (CWA)
SIC Code 37
September 1995
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Sectoc Notebook. Project
Motor Vehicle Assembly Industry
NPL-
NRC-
NSPS-
OAR-
OECA-
OPA-
OPPTS-
OSHA-
OSW-
OSWER -
OW-
P2-
PCS-
POTW-
RCRA-
RCRIS-
SARA -
SDWA-
SEPs-
SERCs -
SIC-
SO2-
TOC-
TRI-
TRIS-
TCRIS-
TSCA-
TSS-
UIC-
UST-
VOCs-
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
LIST OF ACRONYMS (CONT'D)
National Priorities List
National Response Center
New Source Performance Standards (CAA)
Office of Air and Radiation
Office of Enforcement of Compliance Assurance
Oil Pollution Act
Office of Prevention, Pesticides, and Toxic Substances
Occupational Safety and Health Administration
Office of Solid Waste
Office of Solid Waste and Emergency Response
Office of Water
Pollution Prevention
Permit Compliance System (CWA Database)
Publicly Owned Treatments Works
Resource Conservation and Recovery Act
RCRA Information System
Superfund Amendments and Reauthorization Act
Safe Drinking Water Act
Supplementary Environmental Projects
State Emergency Response Commissions
Standard Industrial Classification
Sulfur Dioxide
Total Organic Carbon
Toxic Release Inventory
Toxic Release Inventory System
Toxic Chemical Release Inventory System
Toxic Substances Control Act
Total Suspended Solids
Underground Injection Control (SDWA)
Underground Storage Tanks (RCRA)
Volatile Organic Compounds
September 1995
XI
SIC Code 37
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Sector Notebook Piojeci
Motor Vehicle Assembly Industry
I.
MOTOR VEHICLE ASSEMBLY INDUSTRY
(SIC 37)
INTRODUCTION TO THE SECTOR NOTEBOOK PROJECT
LA.
Summary of the Sector Notebook Project
Environmental policies based upon comprehensive analysis of air,
water, and land pollution are an inevitable and logical supplement to
traditional single-media approaches to environmental protection.
Environmental regulatory agencies are beginning to embrace
comprehensive, multi-statute solutions to facility permitting,
enforcement and compliance assurance, education/outreach, research,
and regulatory development issues. The central concepts driving the
new policy direction are that pollutant releases to each environmental
medium (air, water, and land) affect each other, and that
environmental strategies must actively identify and address these
inter-relationships by designing policies for the "whole" facility. One
way to achieve a whole facility focus is to design environmental
policies for similar industrial facilities. By doing so, environmental
concerns that are common to the manufacturing of similar products
can be addressed in a comprehensive manner. Recognition of the need
to develop the industrial "sector-based" approach within the EPA
Office of Compliance led to the creation of this document.
The Sector Notebook Project was initiated by the Office of Compliance
within the Office of Enforcement and Compliance Assurance (OECA)
to provide its staff and managers with summary information for
eighteen specific industrial sectors. As other EPA offices, States, the
regulated community, environmental groups, and the public became
interested in this project, the scope of the original project was
expanded. The ability to design comprehensive, common sense
environmental protection measures for specific industries is
dependent on knowledge of several inter-related topics. For the
purposes of this project, the key elements chosen for inclusion are:
general industry information (economic and geographic); a description
of industrial processes; pollution outputs; pollution prevention
opportunities; Federal statutory and regulatory framework; compliance
history; and a description of partnerships that have been formed
between regulatory agencies, the regulated community, and the public.
For any given industry, each topic listed above could alone be the
subject of a lengthy volume. However, in order to produce a
manageable document, this project focuses on providing summary
information for each topic. This format provides the reader with a
September 1995
SIC Code 37
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Motor Vehicle Assembly Industry
Sector Notebook Project
I.B.
synopsis of each issue, and references where more in-depth
information is available. Text within each profile was researched from
a variety of sources, and was usually condensed from more detailed
sources pertaining to specific topics. This approach allows for a wide
coverage of activities that can be further explored based upon the
citations and references listed at the end of this profile. As a check on
the information included, each notebook went through an external
review process. The Office of Compliance appreciates the efforts of all
those that participated in this process and enabled us to develop more
complete, accurate, and up-to-date summaries. Many of those who
reviewed this notebook are listed as contacts in Section IX and may be
sources of additional information. The individuals and groups on this
list do not necessarily concur with all statements within this notebook.
Additional Information
Providing Comments
OECA's Office of Compliance plans to periodically review and update
the notebooks and will make these updates available both in hard copy
and electronically. If you have any comments on the existing
notebook, or if you would like to provide additional information,
please send a hard copy and computer disk to the EPA Office of
Compliance, Sector Notebook Project, 401 M St., SW (2223-A),
Washington, DC 20460. Comments can also be uploaded to the
Enviro$en$e Bulletin Board or the Enviro$en$e World Wide Web for
general access to all users of the system. Follow instructions in
Appendix A for accessing these data systems. Once you have logged in,
procedures for uploading text are available from the on-line
Enviro$en$e Help System.
Adapting Notebooks to Particular Needs
The scope of the existing notebooks reflect an approximation of the
relative national occurrence of facility types that occur within each
sector. In many instances, industries within specific geographic regions
or States may have unique characteristics that are not fully captured in
these profiles. For this reason, the Office of Compliance encourages
State and local environmental agencies and other groups to
supplement or re-package the information included in this notebook to
include more specific industrial and regulatory information that may
be available. Additionally, interested States may want to supplement
the "Summary of Applicable Federal Statutes and Regulations" section
with State and local requirements. Compliance or technical assistance
providers may also want to develop the "Pollution Prevention" section
in more detail. Please contact the appropriate specialist listed on the
SIC Code 37
September 1995
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Sector Notebook Project
Motor Vehicle Assembly Industry
opening page of this notebook if your office is interested in assisting us
in the further development of the information or policies addressed
within this volume.
If you are interested in assisting in the development of new notebooks
for sectors not covered in the original eighteen, please contact the
Office of Compliance at 202-564-2395.
September 1995
SIC Code 37
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Motor Vehicle Assembly Industry
Sector Notebook Project
n.
II.A.
INTRODUCTION TO THE MOTOR VEHICLES AND MOTOR VEHICLE
EQUIPMENT INDUSTRY
This section provides background information on the size, geographic
distribution, employment, production, sales, and economic condition
of the Motor Vehicle Equipment industry. The type of facilities
described within the document are also described in terms of their
Standard Industrial Classification (SIC) codes. Additionally, this
section contains a list of the largest companies in terms of sales.
Introduction, Background, and Scope of the Notebook
This industry notebook is designed to provide an overview of the
motor vehicles and motor vehicle equipment industry as listed under
the Standard Industrial Classification (SIC) code 37. Establishments
listed under this code are engaged primarily in the manufacture and
assembly of equipment for the transportation of passengers and cargo
by land, air, and water.
Due to the broad scope of the industries listed under SIC 37, this
notebook will focus on the three-digit SIC 371 which is limited to
motor vehicles and motor vehicle equipment (also known as the
automotive industry). The primary focus within SIC 371 are numbers
3711 - motor vehicles and passenger car bodies, 3713 - truck and bus
bodies, and 3714 - motor vehicle parts and accessories.
Industry groups not covered by this profile include: SIC 372 - Aircraft
and Parts; 373 - Ship and Boat Building and Repairing; 374 - Railroad
Equipment; 375 - Motorcycles, Bicycles, and Parts; 376 - Guided Missiles
and Space Vehicles and Parts; and 379 - Miscellaneous Transportation
Equipment. The following automotive products are also not covered
in this profile: diesel engines, tires, automobile stampings, vehicular
lighting equipment, carburetors, pistons, ignition systems, and cabs for
off-highway construction trucks.
II.B.
Characterization of Motor Vehicle and Motor Vehicle Equipment
Industry
The U.S. motor vehicle and motor vehicle equipment industry is a
diverse and technically dynamic industry which plays a vital role in
the U.S. economy. The massive size of the automotive industry and
the diverse nature of parts required to produce a car requires the
support of many other major U.S. industries such as the plastics and
rubber industry and the electronic components industry.
SIC Code 37
September 1995
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Sector Notebook Project
Motor Vehicle Assembly Industry
Facilities involved with the manufacturing of automobiles are located
across the U.S. and are organized based on the types of products
produced. Businesses involved in the manufacturing of these products
range from the large "Big Three" automakers, General Motors
Corporation (GM), Ford Motor Company., and Chrysler Corporation, to
smaller, independent automotive parts suppliers such as Dana
Corporation, Allied Signal, and Borg Warner. Other facilities involved
in the manufacture of automobiles include Toyota, Honda, Nissan,
Subaru, Isuzu, Auto Alliance, BMW, and Mitsubishi.
II.B.l. Industry Size and Geographic Distribution
The motor vehicle and motor vehicle equipment industry is a key
component in the U.S. economy, accounting for a substantial
percentage of direct and indirect employment as well as overall
industrial output. The vast size and scope of the industry is best
understood by examining the quantity and distribution of automotive
facilities located around the U.S and the number of individuals
employed by these facilities.
The U.S. Industrial Outlook 1994 states that an estimated 6.7 million
persons were employed directly and in allied automotive industries in
1991. According to the Department of Commerce's U.S. Global Trade
Outlook, 1995-2000, in 1992 the total direct employment for SIC 3711,
industries manufacturing just motor vehicles and passenger car bodies
alone, was 314,000. This figure is down from a peak high in 1985 of
408,000. The U.S. Bureau of Labor Statistics estimates that an additional
six percent employment loss will occur by 2005 in the motor vehicles
manufacturing industry. This loss in jobs will most likely result from
a decrease in the number of individuals needed to manufacture a car.
Most individuals employed by the motor vehicle and motor vehicle
equipment industry work at facilities employing between 20 and 49
individuals (See Exhibit 1). These facilities, as well as the larger and
smaller operations, are located throughout the United States. The vast
majority of production is concentrated in the Great Lakes Region.
According to 1991 data in the AAMA Motor Vehicle Facts and Figures
'94, the Great Lakes Region contains over 1,700 motor vehicle and
equipment manufacturers. This figure represents 39 percent of the
4,467 facilities in the United States. California, Missouri, and Texas also
post a large number of automotive industries. The number of
establishments manufacturing motor vehicles and motor vehicle
equipment increased for all size facilities from 1982 to 1987. The value
of shipments also increased during the same five year period.
September 1995
SIC Code 37
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Motor Vehicle Assembly Industry
Sector Notebook Project
Exhibit 1
Size Distribution of Motor Vehicle and Motor Vehicle Equipment
Manufacturing Establishments
Number of
Employees
1-4
5-9
10-19
20-49
50-99
100-249
250-499
2:500
Totals
1982
Number of
Establishments
851
502
562
579
320
295
148
218
3,475
Value of Shipments
(millions of dollars)
127.5
246.5
567.5
1,306.9
1,897.5
4,062.0
4,739.9
96,580.0
128,057.4
1987
Number of
Establishments
918
549
647
650
382
362
202
226
3,936
Value of Shipments
(millions of dollars)
197.7
407.3
895.9
2,132.4
2,919.8
6,761.1
9,475.3
177,151.5
199,941.0
Source: Census of Manufacturers: IVaz. lyg/. bureau of tne census, u.s. uepanmem oj
States in the Great Lakes Region are home to the majority of
automotive assembly plants. As International companies have moved
facilities to the U.S., additional States, including Tennessee, California,
and Kentucky have become the site of automotive plants. The
geographic distribution of manufacturing plants will further increase
with the completion of a BMW plant in Spartansburg, SC in 1995 and
start of production at the Mercedes Benz plant in January 1997 in
Tuscaloosa, AL. Exhibit 2 shows the geographic distribution of
industries listed under SIC 37 producing motor vehicles and motor
vehicle equipment.
SIC Code 37
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Sector Notebook Project
Motor Vehicle Assembly Industry-
Geographic Distribution of the Motor Vehicles
and Motor Vehicle Equipment Industry
Source: AAMA Motor Vehicle Facts & Figures 94, compiled from 1991 U.S. Department of Commerce,
Bureau of the Census data.
Motor Vehicle Equipment
In 1992, the largest number of automotive parts producers, including
approximately 450 relatively small aftermarket part manufacturers,
were located in California, while approximately 315 original equipment
parts manufacturers were located in Michigan. Indiana and Ohio were
the sites of 228 and 205 equipment parts manufacturers respectively. In
order to minimize transportation costs and maximize responsiveness
to automakers, producers of original equipment parts are located in
close proximity to auto assembly facilities; most are located in
Michigan, Indiana, Illinois, and Ohio. Conversely, aftermarket
suppliers have little incentive to locate near automotive plants and are
thus located across the country. A concentration of aftermarket
suppliers are located in California, Texas, and Florida.
The U.S. automotive industry is the largest manufacturing industry in
North America, accounting for approximately four percent of the gross
national product (GNP). The U.S. automotive industry contains the
number one and two manufacturers of automobiles in the world, GM
and Ford (see Exhibit 3). According to 1993 data from the American
Automobile Manufacturers Association (AAMA), the U.S. was the
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third largest producer of cars in the world, behind Europe and Asia
respectively, dominating 30.3 percent of the market.
Exhibits
Top 10 Motor Vehicle Manufacturers
Ranked by World Production-1994
Manufacturer
General Motors
Ford
Toyota
Volkswagen
Nissan
PSA
Renault
Chrysler
Fiat
Honda
Country
United States
United States
Japan
Germany
Japan
France
France
United States
Italy
Japan
Passenger
Cars
4,989,938
3,685,415
3,649,640
3,119,997
2,222,985
2,252,121
1,929,858
727,928
1,557,556
1,629,666
Commercial
Vehicles
875,890
2,058,877
838,251
165,699
675,200
185,605
334,473
1,254,748
242,844
132,531
Total
6,865,828
5,744,294
4,487,891
3,285,696
2,898,185
2,437,726
2,264,331
1,982,676
1,800,400
1,762,19
Source: AAMA Motor vehicle tacts & Hvures
II.B.2. Product Characterization
The motor vehicles and motor vehicle equipment industry produces a
wide range of diverse products from ambulances and automobiles to
the cylinder heads, ball joints, and horns that go in these vehicles. The
Bureau of the Census' SIC code categorizes the automotive industry
based on the type of products manufactured. The following is a list of
the four-digit SIC codes found under Industry Group Number 371:
SIC 3711 - Motor Vehicle and Passenger Car Bodies
SIC 3713 - Truck and Bus Bodies
SIC 3714 - Motor Vehicle Parts and Accessories
SIC 3715 - Truck Trailers - (not covered in this profile)
SIC 3716 - Motor Homes - (not covered in this profile)
The motor vehicle and motor vehicle equipment industry is organized
into four primary areas based on the types of product produced. These
areas are: (1) passenger cars and light trucks; (2) medium and heavy
duty trucks; (3) truck trailers; (4) and automotive parts and accessories.
The automotive parts industry is further broken down into two sectors,
original equipment suppliers and aftermarket suppliers. Original
equipment suppliers provide parts directly to automakers while
aftermarket suppliers provide parts exclusively to the replacement
parts market. The original equipment market accounts for
approximately 80 percent of all motor vehicle parts and accessories
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Motor Vehicle Assembly Industry
consumed in the U.S., with the remaining 20 percent accounted for by
the aftermarket.
II.B.3. Economic Trends
Economic Health
Motor Vehicles
According to the Department of Commerce's U.S. Global Trade
Outlook, 1995-2000, worldwide sales volume of cars, trucks, and buses
have grown 1.2 percent annually during the past ten years. Slow
growth in the industry can be attributed to the saturation of the market
in developed nations. In order to adjust to the long-term changes in
demand, the motor vehicle industry is currently undergoing a global
reorganization. Within the next ten years, as companies consolidate
and restructure, perhaps as few as ten mega-manufacturing alliances
will dominate developed markets.
The Big Three suffered global net losses in 1992 of $30 billion, due in
large part to competition from foreign manufacturers. These
competitive pressures have stimulated the development of a number
of cooperative manufacturing and marketing ventures. Examples of
such ventures include GM's "Geo," a compact sedan manufactured in a
50-50 joint venture between GM and Toyota, and a sport-utility vehicle
produced in a 50-50 joint venture between GM and Suzuki. Another
example is the Ford and Auto Alliance Michigan plant, which
manufactures the Ford Probe and the Mazda MX-6 in a 50-50 venture
between Ford and Mazda.
Production of passenger cars and light trucks increased 13 percent in
1993. Total sales also increased nine percent from 1992. These
increases are likely the result of improvements in vehicle design and
added features, product quality, and manufacturing technology. One
factor dampening sales in the U.S. market is the fact that the general
population is keeping their cars longer. Data collected by the AAMA
shows that the mean average age of the passenger cars in the U.S.
automobile fleet in 1993 was 8.3 years - the highest since 1948. Another
factor expected to effect sales is that fewer individuals will be reaching
driving age in the next several years. This negative impact could
potentially be offset by the baby boom's entry into their peak earning
years, a time when they can afford more expensive cars.
Future growth in the passenger car and light truck sector of the
automotive industry is expected to be no more than one to two percent
in the coming years. In response to an essentially saturated U.S.
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market for new passenger cars and light trucks, competition among
foreign and U.S. manufacturers is growing. As a result of this
competition, many companies have gone out of business, while others
have become more competitive and increased their market share, often
by investing in new or renovated facilities. In 1993, motor vehicle and
equipment manufacturers spent approximately $12 billion on new
plant facilities and equipment (AAMA, 1995), and AAMA estimates
that motor vehicle and equipment manufactures spent an additional
estimated $15.7 billion in 1994. Another benefit of the increased
competition has been a reduction of operating expenses as
manufacturers have made strides in improving technology and
increasing productivity while reducing overhead.
In 1992, 28 percent of all vehicle miles traveled in the U.S. can be
attributed to commercial truck use (AAMA Facts and Figures, 1994). In
fact, the U.S. truck market tends to be a magnification of the U.S.
economy's business cycle (outside of normal replacement cycles). U.S.
sales of medium-and heavy-duty trucks (14,050 gross vehicle weight
rating (GVWR) and greater), grew 16 percent between 1993 and 1994,
an increase of approximately 50,000 units. Sales for the industry
through the first five months of 1995 were 167,000 units, a 22 percent
increase over the same period in 1994. New safety regulations outlined
by the National Highway Traffic Safety Administration (NHTSA) will
impact the truck and trailer industry. Safety performance standards for
new anti-lock brake systems are expected to be complete by October
1995. Regulations for automatically adjustable brakes went into effect
in October 1993 for hydraulic brakes and for air brakes in October 1994.
Regulations proposed by NHTSA for under-ride guards are in the early
stages of the regulatory development process. Once in place, these new
regulations should reduce the number of fatalities that are attributed to
rear-end collisions involving straight body trucks and truck trailers.
Motor Vehicle Equipment
According to the Department of Commerce's U.S. Global Trade
Outlook, 1995-2000, the U.S. automotive parts industry is emerging
from a massive restructuring that has enabled it to greatly strengthen
its competitive position in relation to Japan, its major rival. Since
1987, productivity has increased about three percent annually and
quality has improved greatly. The global automotive parts market will
total about $460 billion in 1995 and an estimated $519 billion in 2000.
In 1992, the U.S. International Trade Commission estimated that there
were approximately 5,000 U.S. parts and accessories manufacturers.
These manufacturers are estimated to produce 22 percent, or $65
billion, of world production of certain motor vehicle parts. The U.S. is
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the third largest producer of automotive parts, behind Japan at 35
percent and the European Union at 23 percent of worldwide
production. A reduction in passenger car production and an increase
in the use of foreign-produced parts has resulted in a decline in
shipments of U.S. parts, from $68 billion in 1988 to $65 billion in 1992.
The drop in production has resulted in a decline of sales and
employment. In 1988, 453,000 were employed in the motor vehicle
equipment industry. Employment dropped to a low of 407,000 in 1991
before increasing to 437,000 in 1992.
The industry is currently undergoing a significant restructuring.
Factors influencing this restructuring include: increased competition
from Japan, new and innovative organizational systems, and the
passage of the North American Free Trade Agreement (NAFTA). U.S.
automakers and parts producers are trying to produce higher-quality
motor vehicles and parts in a more cost effective manner. To
accomplish this goal, lean and/or agile production techniques are being
implemented. These techniques, which ultimately use less of
everything in the production process, also limit the number of direct
suppliers of components.
Original equipment suppliers have been subject to changes in supplier
relations with the Big Three automakers over the past few years.
Between 1988 and 1991, taking advantage of new manufacturing
technologies, the Big Three gradually reduced the number of suppliers
needed. Chrysler, for example, ordered parts from more than 3,000
suppliers in the 1970s, but by 1993 reduced the number of suppliers to
between 600 and 800 per model line. As a result of this change in
supplier relationships, original equipment manufacturers have altered
their role in the industry by providing automakers with services such
as financing for research and development, inventory, logistics, and
tooling.
Economic uncertainties caused consumers to defer scheduled
maintenance and servicing of their cars between 1988 and 1992. This
resulted in a leveling off of aftermarket parts sales during the same
years. Industry sources claim that better designed and engineered
original equipment parts, such as longer lasting shock absorbers, also
contributed to the flat market. New diagnostic technologies which
identify possible faulty parts and reduce the need for preventative
maintenance also played a role. The market is predicted to see a turn-
around based on the Clean Air Act Amendments of 1990 and stricter
emissions standards, which is anticipated to result in more used car
repairs and an increase in replacement parts.
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Future Economic Outlook
Estimates of third-quarter earnings for 1994 show that earnings of U.S.
automakers will likely triple from the previous year. This boom in
business comes despite plant closures that are traditional during the
third quarter due to employee vacations and production changeovers
for new fall models. AAMA estimates that the Big Three earned $2.3
billion during the period, compared to $773 million during third-
quarter 1993. AAMA indicates that sales and earnings may be dropping
in 1995.
According to AAMA, growth has continued through the first quarter of
1995, compared to the same period in 1994, with a combined earnings
for the Big Three of about $4.3 billion. Financial strength over the last
few quarters has been due, in part, to plants operating at high capacity,
and to new models being sold without discounts. The weak dollar and
strong Japanese yen also have played a role. Predictions for continued
growth of that magnitude through the remainder of 1995, however, are
less certain.
In the past 25 years, a growing number of foreign automobile
manufacturers have started doing business in the U.S., and they now
play an important role in the U.S. economy. Since the mid-1980s,
seven large foreign automobile manufacturing plants have been
constructed, representing an investment of over $11 billion (See
Exhibit 4). According to AIAM, factories which produce automobile
brands such as Honda, Isuzu, Mazda, Mitsubishi, Nissan, Subaru, and
Toyota, provide approximately 36,000 manufacturing jobs in the U.S.;
with over 216,000 jobs in the automotive supply industries. These
plants have proven to be extremely efficient, with output increasing 90
percent since 1988. In 1992 alone, 1,787,500 passenger cars were
produced in new U.S. factories by international companies, a figure
second only to GM's output. One out of every four passenger cars
produced in the U.S. today is the product of a foreign manufacturer.
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Exhibit 4
Distribution of Automotive Assembly Plants - 1992
State
Michigan
Ohio
Kentucky
Illinois
Tennessee
Indiana
California
Number of Big Three Plants
16
2
2
2
1
1
Number of Foreign-Owned
Plants
I
2
1
1
1
1
U.S. Foreign Joint Ventures
1
bource: Ward s Automotive Reports, Automotive News Market Data Book.
The recent passage of the NAFTA should prove beneficial to the auto
industry as goods and services will be able to flow more freely between
the U.S. and Mexico and Canada. Although Mexico has been a strong
market for U.S. automotive and heavy-duty aftermarket components
in the past, exports to Mexico have been limited by quotas and other
trade restrictions. The passage of NAFTA and the elimination of past
barriers to truck imports should also prove beneficial to medium- and
heavy-duty trucks manufacturers, and Mexico could prove to be one of
the fastest growing truck markets of this decade.
Another recent development that should facilitate further trade
between the U.S. and Mexico was the creation of the Pan American
Automotive Components Exposition (PAACE). PAACE, which had its
first meeting in July 1994, is sponsored by 12 North American
associations. The purpose of the exposition is to bring an international
show to the Mexican marketplace as well as establish PAACE as the
dominant show for automotive and heavy duty equipment in the
future. Plans are currently underway for PAACE 1995.
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ffl.
INDUSTRIAL PROCESS DESCRIPTION
This section describes the major industrial processes within the Motor
Vehicles and Motor Vehicle Equipment industry, including the
materials and equipment used, and the processes employed. The
section is designed for those interested in gaining a general
understanding of the industry, and for those interested in the inter-
relationship between the industrial process and the topics described in
subsequent sections of this profile ~ pollutant outputs, pollution
prevention opportunities, and Federal regulations. This section does
not attempt to replicate published engineering information that is
available for this industry. Refer to Section IX for a list of reference
documents that are available.
This section specifically contains a description of commonly used
production processes, associated raw materials, the byproducts
produced or released, and the materials either recycled or transferred
off-site. This discussion, coupled with schematic drawings of the
identified processes, provide a concise description of where wastes may
be produced in the process. This section also describes the potential fate
(air, water, land) of these waste products.
IIIA.
Industrial Processes in the Motor Vehicle and Motor Vehicle
Equipment Industry
There is no single production process for Industry Group Number 371.
Instead, numerous processes are employed to manufacture motor
vehicles and motor vehicle equipment. This section will focus on the
significant production processes including those used in the foundry,
metal shop, assembly line, and paint shop.
Motor Vehicle Equipment Manufacturing
Motor vehicle parts and accessories include both finished and semi-
finished components. Approximately 8,000 to 10,000 different parts are
ultimately assembled into approximately 100 major motor vehicle
components, including suspension systems, transmissions, and
radiators. These parts are eventually transported to an automotive
manufacturing plant for assembly.
According to a 1993 publication by the University of Michigan
Transportation Research Institute entitled "Material Selection Process
in the Automotive Industry," material selection plays a vital role in
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the production process. Materials are ultimately selected based on
factors such as performance (strength vs. durability, surface finish,
corrosion resistance), cost, component manufacturing, consumer
preference, and competitive responses.
In the past, automobiles have been composed primarily of iron and
steel. Steel has remained a major automotive component because of
its structural integrity and ability to maintain dimensional geometry
throughout the manufacturing process (See Exhibit 5).
In response to increasing demands for more fuel efficient cars, the past
ten years have seen changes in the composition of materials used in
automobiles (See Exhibit 6). Iron and steel use has steadily decreased,
while plastics and aluminum has steadily increased. Aluminum and
plastics are valuable car components not only for their lighter weight,
but also because of their inherent corrosion resistance. Although the
use of plastics in the automotive industry is increasing, expansion in
this area is finite because of limitations in current plastics materials.
Exhibit 5
Automobile Composition and Disposition, 1994
Non.-Metals
.1%
Non-Ferrous
Metals
8.7%
Ferrous Metals
70.2%
\
H Non.-Metals
I Non-Ferrous Metals S3 Ferrous Metals
Source: Automotive Industries, I992^jrom AAMA Motor Vehicle facts and Figures '94.
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Exhibit 6
Automotive Material Usage 1984 to 1994 Model Year
(in pounds)"
Material
Conventional Steel
High Strength Steel
Stainless Steel
Other Steels
Iron
Aluminum
Rubber
Plastics/Composites
Glass
Copper and Brass
Zinc Die Castings
Powder Metal Parts
Fluids and Lubricants
Other Materials
TOTAL
1994
1,388.5
263.0
45.0
42.5
408.0
182.0
134.0
245.5
89.0
42.0
16.0
27.0
189.5
99.0
3,171.0
1992
1,379.0
247.0
41.5
42.0
429.5
173.5
133.0
243.0
88.0
45.0
16.0
25.0
177.0
96.0
3,135.5
1990
1,246.5
233.0
31.5
53.0
398.0
158.5
128.0
222.0
82.5
46.0
19.0
23.0
167.0
88.0
2,896.0
1988
1,337.0
227.5
31.0
46.5
426.5
150.0
130.0
219.5
86.0
49.5
19.5
21.5
176.5
89.0
3,010.0
1986
1,446.0
221.0
30.0
47.0
446.5
141.5
131.5
216.0
86.5
43.0
17.0
20.0
182.5
89.5
3,118.0
1984
1,487.5
214.0
29.0
45.0
454.5
137.0
133.5
206.5
87.0
44.0
17.0
18.5
180.0
88.0
3,141.5
Source: "Material Usage, Vehicles Retired From Use and Vehicle Recycling" - from
AAMA Motor Vehicle Facts & Figures '94.
* Represents consumption per passenger car unit built in the U.S., rounded to the nearest tenth
pound.
of a
The manufacturing processes used to produce the thousands of discrete
parts and accessories vary depending on the end product and materials
used. Different process are employed for the production of metal
components versus the production of plastic components. Most
processes, however, typically include casting, forging, molding,
extrusion, stamping, and welding. Exhibit 7 lists major automotive
parts and the primary materials and production processes used to
manufacture them.
ffl.A.l.a. Foundry Operations
Foundries, whether they are integrated with automotive assembly
facilities or independent shops, cast metal products which play a key
role in the production of motor vehicles and motor vehicle
equipment. As discussed previously, even though aluminum and
other metals are used increasingly in the production of automobiles
and their parts, iron and steel are still the major metal components of
an automobile. Because of this, the following discussion will focus on
iron foundries and the typical production processes.
The main steps in producing cast iron motor vehicle products are as
follows (see Exhibit 8):
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• Pattern design and production
• Sand formulation
• Mold and core production
• Metal heating and alloying
• Metal molding
• Mold shakeout
• Product finishing and heat treating
• Inspection.
The process begins with the mixing of moist silica sand with clay (3 to
20 percent) and water (two to five percent) to produce the "green sand,"
which forms the basis of the mold. Other additives, including organics
such as seacoal or oat hulls, may be added to the green sand to help
prevent casting defects. The core is then created using molded sand
and often includes binders, such as resins, phenol, and/or
formaldehyde. The core is the internal section of a casting used to
produce the open areas needed inside such items as an engine or a
drive train. After the core has been molded, it is baked to ensure its
shape, and then combined with the rest of the casting mold in
preparation for casting. At the same time the core is being created, iron
is being melted. The iron charge, whether it be scrap or new iron, is
combined with coal (as a fuel) and other additives such a calcium
carbide and magnesium, and fed into a furnace, which removes sulfur,
(usually an electric arc, an electric induction, or a cupola furnace).
Calcium carbide may be added for certain kinds of iron casting, and
magnesium is added to produce a more ductile iron. Once the iron
reaches the appropriate temperature, it is poured into the prepared
mold. The mold then proceeds through the cooling tunnel and is
placed on a grid to undergo a process called "shakeout. " During
shakeout the grid vibrates, shaking loose the mold and core sand from
the casting. The mold and core are then separated from the product
which is ready for finishing.
The finishing process is made up of many different steps depending
upon the final product. The surface may be smoothed using an oxygen
torch to remove any metal snags or chips, it may be blast-cleaned to
remove any remaining sand, or it may be pickled using acids to achieve
the correct surface. If necessary, the item may be welded to ensure the
tightness of any seams or seals. After finishing, the item undergoes a
final heat treatment to ensure it has the proper metallurgical
properties. The item is then ready for inspection. Inspection may take
place in any number of ways be it visually, by x- or gamma ray,
ultrasonic, or magnetic particle. Once an item passes inspection, it is
ready to be shipped to the assembly area.
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Exhibit 7
Identification of Major Automobile Parts by Material and Process
Automotive Part
Primary Materials
Primary Process
ENGINE
Block
Cylinder Head
Intake Manifold
Connecting Rods
Pistons
Camshaft
Valves
Exhaust Systems
Iron
Aluminum
Iron
Aluminum
Plastic
Aluminum
Powder Metal
Steel
Aluminum
Iron
Steel
Powder Metal
Steel
Magnesium
Stainless Steel
Aluminum
Iron
Casting
Casting
Machining
Casting
Molding
Machining
Molding
Forging
Machining
Forging
Machining
Molding
Forging
Machining
Stamping
Machining
Extruding
Stamping
TRANSAXLE
Transmission Case
Gear Sets
Torque Converter
CV Joint Assemblies
Aluminum
Magnesium
Steel
Magnesium
Steel
Steel
Rubber
Casting
Machining
Blanking
Machining
Stamping
Casting
Casting
Forging
Extruding
Stamping
BODY STRUCTURE
Body Panels
Bumper Assemblies
Steel
Plastic
Aluminum
Steel
Plastic
Aluminum
Stamping
Molding
Stamping
Molding
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Motor Vehicle Assembly Industry
Exhibit 7 (cont'd)
Identification of Major Automobile Parts by Material and Process
Automotive Part
Primary Materials
Primary Process
CHASSIS/SUSPENSION
Steering Gear /Column
Rear Axle Assembly
Front Suspension
Wheels
Brakes
Steel
Magnesium
Aluminum
Steel
Plastic
Steel
Aluminum
Steel
Aluminum
Steel
Friction Materials
Casting
Stamping
Forging
Machining
Stamping
Molding
Stamping
Forging
Stamping
Forging
Stamping
Forging
SEATS/TRIM
Seats
Instrument Panel
Headliner / Carpeting
Exterior Trim
Steel
Fabric
Foam
Steel
Fabric
Foam
Synthetic Fiber
Plastic
Aluminum
Zinc Die Casting
Molding
Stamping
Molding
Stamping
Molding
Molding
Casting
Stamping
HVAC SYSTEM
A/C Compressor
Radiator/Heater Core
Engine Fan
Aluminum.
Steel
Plastic
Copper
Aluminum
Plastic
Plastic
Steel
Casting
Molding
Stamping
Extruding
Molding
Stamping
Molding
Source: University of Michigan Transportation Research Institute,
"Material Selection in the Automotive Industry," 1993.
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Exhibit 8
General Foundry Flow Diagram
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of the primer to the metal. The body is then rinsed with chromic acid,
further enhancing the anti-corrosion properties of the zinc phosphate
coating. The anti-corrosion operations conclude with another' series of
rinsing steps.
Priming operations further prepare the body for finishing by applying
various layers of coatings designed to protect the metal surface from
corrosion and assure good adhesion of subsequent coatings. Prior to
the application of these primer coats, however, plastic parts to be
painted and finished with the body are installed.
As illustrated in Exhibit 10, a primer coating is applied to the body
using an electrodeposition method, creating a strong bond between the
coating and the body to provide a more durable coating. In
electrodeposition, a negatively-charged auto body is immersed in a
positively-charged 60,000 to 80,000 gallon bath of primer for
approximately three minutes. The coating particles, insoluble in the
liquid and positively-charged, migrate toward the body and are, in
effect, "plated" onto the body surface.
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Exhibit 9
Car Painting Process
Zinc
Phosphate
Bath
Cleaning
Operation
Primer Electro
Deposition
Install
Plastic Parts
Chromic
Acid Dip
Primer -
Surfacer Water
Wash Booth
Anti-Chip
Booth
Main Color
Booth
Wet Sand
Deck
Clear Coat
Booth
Repairs and
Two-Tone
Finishing
Final Repairs
Source: American Automobile Manufacturers Association.
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Exhibit 10
Plating of Paint Solids from Specialized Water Paint Formula
PLATING OF PAINT SOLIDS
FROM SPECIALIZED WATER PAINT FORMULA
CONNECTED TO
D.C.-
CATHODIC ELECTRODEPOSITION
CONVEYOR
ED PAINT GOES
TO VEHICLE / CATHODE
& PLATES METAI
POWER SUPPLY
IMPARTS ELECTRIC
CHARGE TO PAINT
Source: American Automobile Manufacturers Association.
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Although the primer bath is mostly water-based with only small
amounts of organic solvent (less than five to ten percent), fugitive
emissions consisting of volatile organic compounds (VOCs) can occur.
However, the amount of these emissions is quite small. In addition to
solvents and pigments, the electrodeposition bath contains lead,
although the amount of lead used has been decreasing over the years.
Prior to baking, excess primer is removed through several rinsing
stages. The rinsing operations use various systems to recover excess
electrodeposited primer. Once the body is thoroughly rinsed, it is baked
for approximately 20 minutes at 350 to 380 degrees Fahrenheit. VOC
emissions resulting from the baking stage are incinerated at
approximately 90 percent of automotive and automotive parts
facilities.
Next, the body is further water-proofed by sealing spot-welded joints of
the body. Water-proofing is accomplished through the application of a
paste or putty-like substance. This sealant usually consists of polyvinyl
chloride and small amounts of solvents. The body is again baked to
ensure that the sealant adheres thoroughly to the spot-welded areas.
After water-proofing, the automobile body proceeds to the anti-chip
booth. Here, a substance usually consisting of a urethane or an epoxy
ester resin, in conjunction with solvents, is applied locally to certain
areas along the base of the body, such as the rocker panel or the front of
the car. This anti-chip substance protects the lower portions of the
automobile body from small objects, such as rocks, which can fly up
and damage automotive finishes.
The primer-surfacer coating, unlike the initial electrodeposition
primer coating, is applied by spray application in a water-wash spray
booth. The primer-surfacer consists primarily of pigments, polyester or
epoxy ester resins, and solvents. Due to the composition of this
coating, the primer-surfacer creates a durable finish which can be
sanded. The pigments used in this finish provide additional color
layers in case the primary color coating is damaged. The water-wash
spray booth is generally 100 to 150 feet long and applies the primer-
surfacer in a constant air stream through which the automobile body
moves. A continuous stream of air, usually from ceiling to floor, is
used to transport airborne particulates and solvents from primer-
surfacer overspray. The air passes through a water curtain which
captures a portion of the airborne solvents for reuse or treatment at a
waste water facility. Efforts have been made at certain facilities to
recycle this air to reduce VOC emissions.
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After the primer-surfacer coating is baked, the body is then sanded, if
necessary, to remove any dirt or coating flaws. This is accomplished
using a dry sanding technique. The primary environmental concern at
this stage of the finishing process is the generation of p articulate
matter.
The next step of the finishing process is the application of the primary
color coating. This is accomplished in a manner similar to the
application of primer-surfacer. One difference between these two steps
is the amount of pigments and solvents used in the application
process. VOC emissions from primary color coating operations can be
double that released from primer-surfacer operations. In addition to
the pigments and solvents, aluminum or mica flakes can be added to
the primary color coating to create a finish with unique reflective
qualities. Instead of baking, the primary color coat is allowed to "flash
off," in other words, the solvent evaporates without the application of
heat.
Pigments, used to formulate both primers and paints, are an integral
part of the paint formulation, which also contains other substances.
The pigmented resin forms a coating on the body surface as the solvent
dries. The chemical composition of a pigment varies according to its
color, as illustrated in Exhibit 11.
Exhibit 11
Chemical Components of Pigments Found in Paint
Pigment Color || Chemical Components
White
Red
Orange
Brown
Yellow
Green
Blue
Purple
Black
Metallic
Titanium dioxide, white lead, zinc oxide
Iron oxides, calcium sulfate, cadmium
selenide
Lead chromate-molybdate
Iron oxides
Iron oxides, lead chromate, calcium
sulfide
Chromium oxide, copper,
phosphotungstic acid, phosphomolybdic
acid
Ferric ferrocyanide, copper
Manganese phosphate
Black iron oxide
Aluminum, bronze, copper, lead, nickel,
stainless steel, silver, powdered zinc
Source: McGraw Hill Encyclopedia of Science ana Technology. 1987.
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After the primary color coating is allowed to air-dry briefly, the final
coating, a clear coat, is applied. The clear coat adds luster and durability
to the automotive finish. This coating generally consists of a modified
acrylic or a urethane and is baked for approximately 30 minutes.
Following the baking of the clear coat, the body is inspected for
imperfections in the finish. Operators finesse minor flaws through
light sanding and polishing and without any repainting.
Once the clear coat is baked, a coating known as deadener is applied to
certain areas of the automobile underbody. Deadener, generally a
solvent-based resin of tar-like consistency, is applied to areas such as
the inside of wheel wells to reduce noise. In addition, anti-corrosion
wax is applied to other areas, such as the inside of doors, to further seal
the automobile body and prevent moisture damage. This wax contains
aluminum flake pigment and is applied using a spray wand.
After painting and finishing, two types of trim are installed - hard and
soft. Hard trim, such as instrument panels, steering columns, weather
stripping, and body glass, is installed first. The car body is then passed
through a water test where, by using phosphorous and a black light,
leaks are identified. Soft trim, including seats, door pads, roof panel
insulation, carpeting, and upholstery, is then installed. The only VOC
emissions resulting from this stage of the process originate from the
use of adhesives to attach items, such as seat covers and carpeting.
Next, the automobile body is fitted with the following: gas tank,
catalytic converter, muffler, tail pipe, and bumpers. Concurrently, the
engine goes through a process known as "dressing," which consists of
installing the transmission, coolant hoses, the alternator, and other
components. The engine and tires are then attached to the body,
completing the assembly process.
The finished vehicle is then rigorously inspected to ensure that no
damage has occurred as a result of the final assembly stages. If there is
major damage, the entire body part is replaced. However, if the
damage is minor, such as a scratch, paint is taken to the end of the line
and applied using a hand-operated spray gun. Because the automobile
cannot be baked at temperatures as high as in earlier stages of the
finishing process, the paint is catalyzed prior to application to allow for
faster drying at lower temperatures. Approximately two percent of all
automobiles manufactured require this touch-up work. Because the
paint used in this step is applied using a hand-operated spray gun,
fugitive air emissions are likely to be generated (depending on system
design).
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Generally, spray and immersion finishing methods are to a certain
extent interchangeable, and the application method for various
coatings varies from facility to facility. The same variance applies to
the number and order of rinsing steps for cleaning, phosphating, and
electrodeposition primer operations. Spray rinsing the body prior to
immersion rinsing decreases the amount of residues deposited in the
bath and allows for greater solvent recovery.
In addition to the above-mentioned uses of solvents as ingredients of
coatings, solvents are often used in facility and equipment cleanup
operations. Efforts have been made at several facilities to reduce the
amount of solvent used for this purpose, thereby reducing fugitive
VOC emissions, and to reuse these solvents when preparing batches of
coatings used in certain stages of the finishing process.
The expanded use of alternative coating methods, such as electrostatic
powder spray, is being researched. Powder coatings are being used
instead of solvent-based coatings for some initial coating steps, such as
the anti-chip and the primer-surfacer process.
III.A.4. Emerging Industry Trends
Motor vehicles manufactured today are produced more efficiently,
brought to market more quickly, and designed to be more
environmentally sensitive than the models of the 1980s. As a result,
these vehicles are proving to have less of a negative impact on the
environment. Automobile manufacturers are striving to meet new air
emission standards, and are developing motor vehicles and motor
vehicle equipment that meet the demands of the growing market
niche for "green" automobiles. Much of the information for this
section was adapted from the 1994 publication entitled "Automotive
Demand, Markets, and Material Selection Processes" by David J.
Andrea and Brett C. Smith of the University of Michigan.
In order for motor vehicle and motor vehicle equipment
manufacturers to remain competitive, it is becoming more important
to strike a balance between environmental issues and industrial
demands. Approaches such as life cycle assessment (LCA), design for
recycling (DFR™), and design for disassembly (DFD) encourage the
development of products that are more environmentally acceptable.
These approaches are in various stages of implementation in the
automotive industry. Evidence of their influence can be seen in some
of the initiatives currently underway in the automotive industry, some
of which are addressed later in this profile.
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m.A.4.a. Life Cycle Assessment
LCA is an environmental approach that focuses on the environmental
costs associated with each stage of the product life cycle (See Exhibit 12).
LCA requires the evaluation of environmental effect at every stage of
the cycle. The evaluation focuses on such factors the waste streams
generated during material acquisition and manufacturing, as well as
energy consumption during processing and distribution. Attempts to
implement this structured approach have begun, although full LCAs
for automobiles have not yet been achieved due to product complexity.
According to General Motors' 1994 Environmental Report, LCA is an
important part of the company's commitment to product stewardship.
To implement this commitment, GM environmental personnel work
closely with vehicle design teams to integrate environmental
principles into the earliest possible stages of the product program
management process. As part of this process, various statements of
work, which specify the health, safety, and facility environmental
criteria that must be met before a product can be released to the next
development phase, are used to provide a framework for an
environmental and health evaluation of GM products. Ford and other
automakers are also working to develop LCA technology. LCA
promises to be a useful tool and its future applications in the
automotive industry should improve overall industry environmental
performance.
ni.A.4.b. Recycling
An important part of LCA is the "retirement" of a given product. Once
a product reaches the retirement stage, it becomes eligible for recycling,
another environmental trend.
Autos have been recycled for many years in the U.S., and today
approximately 94 percent (or approximately 9 million) of all
automobiles scrapped in the U.S. are collected and recycled. This effort
results in approximately 11 million tons of recycled steel and 800,000
tons of recycled nonferrous metals, and saves an estimated 85 million
barrels of oil that would be used to manufacture new parts. The U.S.
boasts one of the most effective and prosperous vehicle recycling
industries in the world. At least 75 percent of the material collected
from scrap vehicles (steel, aluminum, copper) is recycled for raw
material use. According to the Automotive Recyclers Association
(ARA), the automotive remanufacturing and recycling industry is
responsible for approximately five billion dollars in annual sales.
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Exhibit 12
The Product Life Cycle System
The Earth
and Bioshpere
Raw Material
Acquisition
Treatment or
Disposal
Retirement
Bulk
Processing
Material
Engineering
and
Processing
Use and Component and
Service Auto Manufacturing
and Assemblying
Source: Automotive Demand. Markets, and Material Selection Process. Society of Automotive F.nvinpurs - Ter niral
Paper Series, International Congress & Exposition, Detroit, Michigan, 1994.
Three operations are primarily responsible for vehicle recycling -
automobile scrapp age/disassembly, automobile shredders, and
materials recycling. There are an estimated 12,000 automobile
scrappage/disassernbly operations in the United States. Vehicles taken
to these businesses are subject to two major dismantling steps: (1)
drainage and removal of hazardous and recyclable fluids (oil, auto
coolants, CFCs), and (2) removal of parts from the vehicle, which, if
undamaged, are then cleaned, tested, inventoried, and sold, and if
damaged, are recycled with similar materials. The remaining hulk is
then flattened and taken to a shredder.
There are an estimated 200 shredding operations in North America.
These operations use large machines to shred the hulk into fist-sized
pieces which are then separated by material types: ferrous, nonferrous,
and automotive shredder residue (ASR) or "shredder fluff."
Shredder output is first sorted by magnetic separation to "capture" the
ferrous materials, which are then transported to a mill. Nonferrous
metals are then hand-sorted from a conveyor belt and sold for use in
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new products. The remaining material (approximately 25 percent) is
sent to landfills. This material is composed primarily of plastics,
rubber, glass, dirt, fibers from carpet, seat foam, and undrained fluids.
This waste currently constitutes about 1.5 percent of total municipal
landfill waste. The amount of waste generated by shredding will be
greatly reduced when vehicles are designed using concepts such as DFR
and DFD.
HLA.4.C. Other Initiatives
Three important trends impacting vehicle development are: the
increased use of lighter weight materials such as aluminum, plastic,
and the various composites; the use of alternative fuels; and increased
use of electric components.
The Federal Corporate Average Fuel Economy (CAFE) Requirements,
which mandate average motor-vehicle fuel economy standards for
passenger automobiles and light trucks, will push the increased usage
of lighter-weight materials by encouraging lower vehicle weight and
increased fuel efficiency. Industry experts predict that the use of lighter
weight materials will increase 38 percent between 1992 and 2000. A
study conducted by the University of Michigan Transportation
Research Institute, Office for the Study of Automotive Transportation
(OSAT), entitled Delphi VII, states that industry experts expect to see a
three percent drop in average weight of a North American produced
automobile by 1998 and an eight percent drop by 2003. Light-truck
weight is expected to see similar reductions with a five percent decrease
by 1998 and a seven percent decrease by 2003.
In order to produce lighter-weight vehicles, new lightweight materials
are needed. The use of materials such as aluminum, magnesium, and
plastic could potentially increase 15 to 20 percent by 2003. The use of
heavier material such as steel and cast iron, which account for the
majority of car weight, is expected to fall 9 to 15 percent within the
same time frame (See Exhibit 13). Currently, Ford is the largest user of
aluminum per vehicle in North America. In 1991, the use of
aluminum in Ford vehicles was 15 percent above the industry average.
Likewise, Ford researchers and engineers embarked on the "Synthesis
1020" program, which is part of a $25 million effort to determine the
feasibility of a high-volume aluminum intensive vehicle (AIV).
Under that initiative, Ford built 40 AIV's which now are being fleet-
tested. Chrysler is also exploring the use of aluminum in cars and may
begin building an aluminum intensive car in 1996, employing 600 to
700 pounds of aluminum per car. The reduction in weight for a
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midsize vehicle would cut gasoline consumption by one gallon for
each 100 miles driven.
Exhibit 13
Material Content Forecast for Passenger Cars
Material
Content
Steel
Cast Iron
Aluminum
Plastics
Copper
(including electrical)
Zinc
Magnesium
Glass
Ceramics
Powdered Metals
Rubber
-Tires (inc. spare)
-All other rubber .
Estimated
Current Weight
27.5 mpg*
1709
430
174
243
45
37
7
88
2
25
94
39
Median Responses**
1988 | 1998
-1%
-5%
+10%
5%
0
0
5%
0
2%
4%
0
0
-5%
-10%
+15%
10%
0
-4%
8%
0
3%
4%
0
0
2003
-9%
-15%
+ 20%
15%
0
-4%
15%
0
5%
10%
0
0
Source: Ward s Automotive Yearbook. 1992 and various OSAT estimates.
* Miles Per Gallon
** Percent change in material content
In order to satisfy the requirements of the CAA by lowering the
emission of hydrocarbons, carbon monoxide, and oxides of nitrogen,
the use of alternative fuel sources is being explored. Various
alternatives are being explored with different levels of success (See
Exhibit 14). Oxygenated fuels, fuels that are blended with either
alcohol or ethers, are slowly becoming more common in the United
States. Oxygenated fuels are beneficial because they reduce emissions of
carbon monoxide without requiring vehicle adjustments. This is
particularly true in older cars (pre-1981) which do not have systems
which maintain a constant air-fuel mixture. At least two States with
severe carbon monoxide problems, Colorado and Arizona, have
implemented mandatory oxygenated fuel programs in order to meet
ambient air quality standards. Currently, the State of California plans
to mandate the sale of electric cars beginning in 1998. Research and
development on electric car technology by the U.S. car companies
predates the California mandate by several years. The main problem
with manufacturing as well as driving electric cars is the battery; a long-
lasting battery has not yet been developed.
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Exhibit 14
Use of Alternative Fuels Forecast
Alternative Fuels
Alcohol or Alcohol/gasoline
(>10% alcohol; includes flex fuel or
variable fuel)
Diesel
Electric
Electric/ gasoline hybrid
Natural gas
Propane
Estimate
1992
0.5%
1.2%
0.0%
0.0%
0.0%
0.0%
Passenger Cars Median Response
1998 2003
1.0% 5.0%
1.0% 2.0%
0.2% 2.0%
0.0% 1.0%
0.5% 2.0%
0.1% 0.5%
Source: UMTRI Research Review, Delphi VII - Forecast and Analysis of the North American Automotive
Industry, Information taken from various OS AT estimates.
Electronic components such as anti-lock brakes, electric windows, sun-
and moon-roofs have become more prominent in vehicles. This being
so, producers of specific motor-vehicle parts and accessories will be
replaced or transformed from manufacturers of mechanically
engineered products to producers of electronic goods. By the year 2000,
the proportionate value of electronic components used in the
automotive industry is expected to increase by more than 200 percent
from 1987 levels. A study by Volkswagen estimates that by the year
2000, approximately 25 percent of a vehicle's manufacturing cost will be
attributed to electronics.
III.A.4.d. Manufacturer Initiatives
In response to new standards and other environmental concerns, the
Big Three have committed substantial resources to researching and
developing new technology. One Big Three joint research initiative,
under the umbrella of the U.S. Council for Automotive Research
(USCAR), is Low Emission Paint Consortium (LEPC), which aims to
develop new technologies for low emitting paint processes. In July
1995, the LEPC dedicated a new facility at Wixom, Michigan, to test
powder paint and other technologies. In addition to other research
initiatives relating to production, USCAR sponsors several that relate
to releases from the car. One example is the Low Emissions
Technologies Research and Development Partnership. This
partnership was formed to explore ways to reduce automotive
emissions by improving the performance of catalytic converters and
other exhaust related components, and by refining the internal
combustion process. The partnership is also researching the feasibility
of alternative fuel sources such as ethanol/methanol gasoline
mixtures, liquid natural gas (LNG), and liquid petroleum gas.
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To respond to perceived future demands for electric cars, The Big
Three, together with the U.S. Department of Energy (DOE), formed the
U.S. Advanced Battery Consortium. The goal of this consortium is to
develop new battery storage technology.
Another Big Three initiative is aimed at developing new materials for
vehicles. The U.S. Automotive Materials Partnership will explore the
use of materials such as polymer composites, aluminum, plastics, iron,
steel, ceramics, and advanced metals. The use of these products in
automotive manufacturing is expected to lead to lighter/cleaner, and
safer vehicles. Automakers are also exploring the feasibility of
developing aluminum vehicles. The Aluminum Association reports
that a mid-size sedan using 1,000 pounds of aluminum would be 25
percent lighter and 20 percent more fuel efficient than a car composed
entirely of steel. The aluminum content of cars has increased over the
years from an average of 78 pounds in 1970 to 191 pounds today.
An additional Big Three initiative - the Vehicle Recycling Partnership
(VRP) - is exploring techniques to increase automotive recycling.
Although 94 percent of all vehicles are taken to recycling facilities, only
75 percent of a vehicle's actual weight is claimed for recycling purposes.
One area of particular interest in automotive recycling is plastics. A
recent industry study claims that as much as one billion pounds of
automotive plastics end up in landfills. New technologies such as
"polymer renewal" recycling are being developed to recycle
thermoplastic polyester, nylon, and acetal into first-quality polymers.
Ford was the first North American automaker to recycle plastic parts
from previously built vehicles. Ford and GM also are making new
parts from recycled plastic bumpers. According to AAMA, the
automakers are helping to stimulate the market for used materials by
incorporating recycled materials into the car. For example, Ford is
making: protective seat covers from recycled plastic; splash shields
from battery casings; grille opening reinforcements and luggage racks
from recycled soda pop bottles; grilles from computer housings and
telephones, head lamp housings from plastic water cooler bottles, and
on a test basis, brake pedal pads from tires.
Heightened competition has led the Big Three to initiate several jointly
funded research products, including the Partnership for a New
Generation of Vehicles (PNGV). PNGV is designed to generate
technologies that will lead to more environmentally friendly cars.
PNGV is joining Federal agencies, under the leadership of the
Commerce Department's Technology Administration, to initiate the
New Technology Initiative, The goal of this initiative, introduced by
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President Clinton in 1993, is to develop a new generation of vehicles
with three times greater fuel efficiency.
IH.B.
Raw Material Inputs and Pollution Outputs
The many different production processes employed to manufacture a
motor vehicle require a vast amount of material input and generate
large amounts of waste. The outputs resulting from the various stages
of production range from air emissions from foundry operations to
spent solvents from surface painting and finishing.
Exhibit 15 highlights the production processes, the material inputs, and
the various wastes resulting from these operations. Process waste
pollutants are treated or neutralized before discharge.
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Exhibit 15
Material Inputs/Pollution Outputs
Process Material Input Air Emissions
Process Wastes
(Waste Water &
Liquids
Other Wastes
Metal Shaping
Metal Cutting and/or
Forming
Heat Treating
Cutting oils,
degreasing and
cleaning solvents,
acids, and metails
Acid /alkaline
solutions (e.g.,
hydrochloric and
sulfuric acid),
cyanide salts, and
oils
Solvent wastes
(e.g., 1,1,1-
trichloroethane,
acetone, xylene,
toluene, etc.)
Acid /alkaline
wastes (e.g.,
hydrochloric,
sulfuric and nitric
acids) and waste
oils
Acid / alkaline
wastes, cyanide
wastes, and waste
oils
Metal wastes
(e.g., copper,
chromium and
nickel) and
solvent wastes
(e.g., 1,1,1-
trichloroethane,
acetone, xylene,
toluene, etc.)
Metal wastes
(e.g., copper,
chromium, and
nickel)
Surface Preparation
Solvent Cleaning
Pickling
Acid /alkaline
cleaners and solvents
Acid /alkaline
solutions
Solvent wastes
(e.g., acetone,
xylene, toluene,
etc.)
Acid /alkaline
wastes
Acid /alkaline
wastes
Ignitable wastes,
solvent wastes,
(e.g., 1,1,1-
trichloroethane,
acetone, xylene,
toluene, etc.) and
still bottoms
Metal wastes
Surface Finishing
Electroplating
Acid /alkaline
solutions, metal
bearing and cyanide
bearing solutions
Acid / alkaline
wastes, cyanide
wastes, plating
wastes, and
wastewaters
Metal wastes,
reactive wastes,
and solvent
wastes
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Exhibit 15
Material Inputs/Pollution Outputs (cont'd)
II II
Process 11 Material Input Air Emissions
11 II ,,. _
Process Wastes
(Waste Water &
Liquids
Other Wastes
Surface Finishing (contd)
Surface Finishing
Facility Cleanup
Solvents
Solvents
Solvent wastes
(e.g., 1,1,1-
trichloroethane,
acetone, xylene,
toluene, etc.)
Solvent wastes
(e.g., 1,1,1-
trichloroethane,
acetone, xylene,
toluene, etc.)
Metal paint
wastes, solvent
wastes, ignitable
paint wastes, and
still bottoms
Solvent wastes
and still bottoms
The discussion of pollution outputs from, automotive manufacturing
follows the same format as the discussion of the manufacturing
process: foundry operations; metal fabricating; metal finishing;
assembly; painting/coating; and dismantling/shredding.
ni.B.l. Foundry Operations
Iron foundries create a number of wastes which may pose
environmental concerns. Gas and particulate emissions are a concern
throughout the casting process. Dust created during sand preparation,
molding, and shakeout is of concern due to the carcinogenic potential
of the crystalline silica in the sand. Gases containing lead and
cadmium and other particulate matter and sulfur dioxide are also
created during foundry operation, especially during the melting of the
iron.
The wastewaters generated during foundry operations may also be of
an environmental concern. Wastewaters are generated primarily
during slag quenching operations (water is sprayed on the slag to both
cool it as well as pelletize it) and by the wet scrubbers employed as air
pollution control devices connected to furnaces and sand and shakeout
operations. Due to the presence of cadmium and lead in iron, these
metals may both be present in wastewaters.
Foundry operations also create many waste materials that meet the
definition of a RCRA hazardous waste. Of primary concern is the
calcium carbide desulfurization slag created during the melting of the
iron. This slag readily reacts with water to create acetylene gas, a trait
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which causes it to be classified as a D003 reactive hazardous waste.
Other materials such as wastewater sludges and baghouse dust may
also fail the toxicity characteristic for lead and cadmium and would
then be classified as D008 and D006 respectively. Foundries may also
use solvents for cleaning, which when spent, may be characterized as
characteristic (ignitable or toxic) or listed hazardous waste depending
upon the formulations used.
III.B.2. Metal Fabricating
Each of the metal shaping processes can result in wastes containing
constituents of concern (depending on the metal being used). In
general, there are two categories of waste generated in metal shaping
operations: scrap metal and metalworking fluids/oils.
Scrap metal may consist of metal removed from the original piece (e.g.,
steel or aluminum). Quite often, scrap is reintroduced into the process
as a feedstock.
In general, metalworking fluids can be petroleum-based, oil-water
emulsions, or synthetic emulsions that are applied to either the tool or
the metal being tooled to facilitate the shaping operation.
Metalworking fluid is used to:
• Keep tool and workpiece temperature down and aid lubrication,
• Provide a good finish
• Wash away chips and metal debris
• Inhibit corrosion or surface oxidation.
Metalworking fluids typically become contaminated and spent with
extended use and reuse. When disposed, these oils may contain
constituents of concern, including metals (cadmium, chromium, and
lead), and therefore must be tested to see if they are considered a RCRA
hazardous waste. Many fluids may contain chemical additives such as
chlorine, sulfur and phosphorus compounds, phenols, cresols, and
alkalines. In the past, such oils have commonly been mixed with used
cleaning fluids and solvents (including chlorinated solvents). Air
emissions may result through volatilization during storage, fugitive
losses during use, and direct ventilation of fumes.
Surface preparation operations generate wastes contaminated with
solvents and/or metals depending on the type of cleaning operation.
Concentrated solvent-bearing wastes and releases may arise from
degreasing operations. Degreasing operations may result in solvent-
bearing wastewaters, air emissions, and materials in solid form.
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Solvents may be rinsed into wash waters and/or spilled into floor
drains. Although contamination of the wastewater is possible,
procedures are in place to prevent such pollution in the first place. Air
emissions may result through volatilization during storage, fugitive
losses during use, and direct ventilation of fumes. Any solid wastes
(e.g., wastewater treatment sludges, still bottoms, cleaning tank
residues, machining fluid residues, etc.) generated by the operation
may be contaminated with solvents, some of which may meet RCRA
hazardous waste listings F001 and F005.
Chemical treatment operations can result in wastes that contain metals
of concern. Alkaline, acid, mechanical, and abrasive cleaning methods
can generate waste streams such as spent cleaning media, wastewaters,
and rinse waters. Such wastes consist primarily of the metal complexes
or particles, the cleaning compound, contaminants from the metal
surface, and water. In many cases, chemical treatment operations are
used in conjunction with organic solvent cleaning systems. As such,
many of these wastes may be cross-contaminated with solvents.
The nature of the waste will depend upon the specific cleaning
application and manufacturing operation. Wastes from surface
preparation operations may contribute to commingled waste streams
such as wastewaters discharged to centralized treatment. Further, such
operations can result in direct releases such as fugitive emissions and
easily segregated wastes such as cleaning tank residues.
ni.B.3. Metal Finishing
Surface finishing and related washing operations account for a large
volume of wastes associated with automotive metal finishing. Metal
plating and related waste account for the largest volumes of metal (e.g.,
cadmium, chromium, copper, lead, mercury, and nickel) and cyanide-
bearing wastes.
Electroplating operations can result in solid and liquid wastestreams
that contain constituents of concern. Liquid wastes result from
workpiece rinses and process cleanup waters. Most surface finishing
(and many surface preparation) operations result in liquid
wastestreams. Centralized wastewater treatment systems are common,
and can result in solid-phase wastewater treatment sludges. In
addition to these wastes, spent process solutions and quench bathes are
discarded periodically when the concentrations of contaminants inhibit
proper function of the solution or bath. When discarded, process
bathes usually consist of solid- and liquid-phase wastes that may
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contain high concentrations of the constituents of concern, especially
cyanide (both free and complex).
Related operations, including all non-painting processes, can
contribute wastes including scrap metals, cleaning wastewaters, and
other solid materials. The nature of these wastes will depend on the
specific process, the nature of the workpiece, and the composition of
materials used in the process.
HI.B.4. Motor Vehicle Assembly
Due to advances in technology, well designed operating procedures,
and the implementation of strategies to limit waste from assembly,
little hazardous waste is generated during the actual assembly of an
automobile (with the exception of painting/finishing which is
discussed in the following section).
The majority of wastes generated during assembly are solid wastes
resulting from parts packaging. Parts packaging can be grouped into
two categories - returnable and expendable. Returnable packaging
(containers) is shipped back to the original suppliers once empty. It
includes such items as: metal racks, metal skids, returnable bins, totes,
and rigid plastic racks and dunnage. Expendable packaging is used once
and recycled, for the most part. Examples include styrofoam. peanuts,
wood skids, plastic, corrugated boxes, metal barding, and shrink-wrap.
Advances in packaging design, changes in purchasing, and the
elimination of unneeded materials have greatly reduced the amount of
expendable waste generated.
Additional wastes generated from assembly operations may be
attributed to general plant operations, cleaning and maintenance, as
well as the disposal of faulty equipment and parts.
III. B.5. Motor Vehicle Painting/Finishing
Many of the wastes generated during automotive production are the
result of painting and finishing operations. These operations result in
air emissions as well as the generation of solid and liquid wastes.
Air emissions, primarily VOCs, result from the painting and finishing
application processes (paint storage, mixing, applications, and drying)
as well as cleaning operations. These emissions are composed mainly
of organic solvents which are used as carriers for the paint. Solvents
are also used during cleanup processes to clean spray equipment
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between color changes, and to clean portions of the spray booth. The
solvent utilized during cleaning is generally referred as "purge
solvent" and is often composed of a mixture of dimethyl-benzene,
2-Pranone, 4-methyl-2-pentanone, butyl ester acetic acid, light aromatic
solvent naphtha, ethyl benzene, hydrotreated heavy naphtha,
2-butanone, toluene, and 1-butanol.
Various solid and liquid wastes may be generated throughout painting
operations and are usually the result of the following operations:
• Paint application - paint overspray caught by emissions control
devices (e.g., paint booth collection systems, ventilation filters,
etc.);
• Paint drying - ventilated emissions as paint carriers evaporate;
• Cleanup operations - cleaning of equipment and paint booth
area; and
• Disposal - discarding of leftover and unused paint as well as
containers used to hold paints, paint materials, and overspray.
Solid and liquid wastes may also contain metals from paint pigments
and organic solvents.
III. C Post Production Motor Vehicle Dismantling/Shredding
Dismantling operations involve both automotive fluids and solids.
The fluids, such as engine oil, antifreeze, and air conditioning
refrigerant, are recovered to the extent possible, reprocessed for reuse or
sent to energy recovery facilities. Many solid parts, such as the radiator
and catalytic converter, contain valuable metal materials which are
removed for recycling or reuse. In addition, the dismantler will
remove and recycle the battery, fuel tank, and tires to reduce shredder
processing concerns. The shredder processes the remaining
automotive hulk, along with other metallic goods (such as household
appliances), into ferrous materials, non-ferrous materials, and shredder
residue. The residue is a heterogeneous mix that may include plastics,
glass, textiles, metal fines, and dirt. This material is predominantly
landfilled.
ffl. D. Management of Chemicals in Wastestream
The Pollution Prevention Act of 1990 (EPA) requires facilities to report
information about the management of TRI chemicals in waste and
efforts made to eliminate or reduce those quantities. These data have
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been collected annually in Section 8 of the TRI reporting Form R
beginning with the 1991 reporting year. The data summarized below
cover the years 1992-1995 and is meant to provide a basic
understanding of the quantities of waste handled by the industry, the
methods typically used to manage this waste, and recent trends in these
methods. TRI waste management data can be used to assess trends in
source reduction within individual industries and facilities, and for
specific TRI chemicals. This information could then be used as a tool
in identifying opportunities for pollution prevention compliance
assistance activities.
While the quantities reported for 1992 and 1993 are estimates of
quantities already managed, the quantities reported for 1994 and 1995
are projections only. The EPA requires these projections to encourage
facilities to consider future waste generation and source reduction of
those quantities as well as movement up the waste management
hierarchy. Future-year estimates are not commitments that facilities
reporting under TRI are required to meet.
Exhibit 16 shows that the motor vehicle, bodies, parts and accessories
industry managed about 333 million pounds of production-related
waste (total quantity of TRI chemicals in the waste from routine
production operations) in 1993 (column B). Column C reveals that of
this production-related waste, 66% was either transferred off-site or
released to the environment. Column C is calculated by dividing the
total TRI transfers and releases by the total quantity of production-
related waste. In other words, about 33% of the industry's TRI wastes
were managed on-site through recycling, energy recovery, or treatment
as shown in columns D, E and F, respectively. The majority of waste
that is released or transferred off-site can be divided into portions that
are recycled off-site, recovered for energy off-site, or treated off-site as
shown in columns G, H, and I, respectively. The remaining portion of
the production-related wastes (25.7%), shown in column J, is either
released to the environment through direct discharges to air, land,
water, and underground injection, or it is disposed off-site.
From the yearly data presented below it is apparent that the portion of
TRI wastes reported as recycled on-site has decreased and the portions
treated or managed through energy recovery on-site have increased
between 1992 and 1995 (projected).
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Exhibit 16
Source Reduction and Recycling Activity for SIC 37
A
Year
1992
1993
1994
1995
B
Production
Related
Waste
Volume
(106lbs.)
333
333
317
337
C
% Reported
As Released
and
Transferred
65%
66%
—
—
D | E
F
On-Site
%
Recycled
19.99%
18.42%
14.47%
15.60%
% Energy
Recovery
0.26%
0.23%
0.35%
0.28%
%
Treated
12.38%
14.75%
16.54%
15.81%
G 1 H
I
Off-Site
%
Recycled
36.54%
34.11%
34.96%
36.89%
% Energy
Recovery
3.99%
3.82%
3.97%
3.92%
%
Treated
2.27%
2.97%
3.36%
3.21%
J
Remaining
Releases
and
Disposal
25.84%
25.71%
26.36%
24.48%
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IV.
CHEMICAL RELEASE AND TRANSFER PROFILE
This section is designed to provide background information on the
pollutant releases that are reported by this industry. The best source of
comparative pollutant release information is the Toxic Release
Inventory System (TRI). Pursuant to the Emergency Planning and
Community Right-to-Know Act, TRI includes self-reported facility
release and transfer data for over 600 toxic chemicals. Facilities within
SIC Codes 20-39 (manufacturing industries) that have more than 10
employees, and that are above weight-based reporting thresholds are
required to report TRI on-site releases and off-site transfers. The
information presented within the sector notebooks is derived from the
most recently available (1993) TRI reporting year (which then included
316 chemicals), and focuses primarily on the on-site releases reported
by each sector. Because TRI requires consistent reporting regardless of
sector, it is an excellent tool for drawing comparisons across industries.
Although this sector notebook does not present historical information
regarding TRI chemical releases over time, please note that in general,
toxic chemical releases have been declining. In fact, according to the
1993 Toxic Release Inventory Data Book, reported releases dropped by
42.7% between 1988 and 1993. Although on-site releases have
decreased, the total amount of reported toxic waste has not declined
because the amount of toxic chemicals transferred off-site has
increased. Transfers have increased from 3.7 billion pounds in 1991 to
4.7 billion pounds in 1993. Better management practices have led to
increases in off-site transfers of toxic chemicals for recycling. More
detailed information can be obtained from EPA's annual Toxics
Release Inventory Public Data Release book (which is available
through the EPCRA Hotline at 1-800-535-0202), or directly from the
Toxic Release Inventory System database (for user support call 202-260-
1531).
Wherever possible, the sector notebooks present TRI data as the
primary indicator of chemical release within each industrial category.
TRI data provide the type, amount, and media receptor of each
chemical released or transferred. When other sources of pollutant
release data have been obtained, these data have been included to
augment the TRI information.
TRI Data Limitations
The reader should keep in mind the following limitations regarding
TRI data. Within some sectors, the majority of facilities are not subject
to TRI reporting because they are not considered manufacturing
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industries, or because they are below TRI reporting thresholds.
Examples are the mining, dry cleaning, printing, and transportation
equipment cleaning sectors. For these sectors, release information
from other sources has been included.
The reader should also be aware that TRI "pounds released" data
presented within the notebooks is not equivalent to a "risk" ranking
for each industry. Weighting each pound of release equally does not
factor in the relative toxicity of each chemical that is released. The
Agency is in the process of developing an approach to assign
toxicological weightings to each chemical released so that one can
differentiate between pollutants with significant differences in toxicity.
As a preliminary indicator of the environmental impact of the
industry's most commonly released chemicals, the notebook briefly
summarizes the toxicological properties of the top five chemicals (by
weight) reported by each industry.
Definitions Associated With Section IV Data Tables
General Definitions
SIC Code - the Standard Industrial Classification (SIC) is a statistical
classification standard used for all establishment-based Federal
economic statistics. The SIC codes facilitate comparisons between
facility and industry data.
TRI Facilities — are manufacturing facilities that have 10 or more full-
time employees and are above established chemical throughput
thresholds. Manufacturing facilities are defined as facilities in
Standard Industrial Classification primary codes 20-39. Facilities must
submit estimates for all chemicals that are on the EPA's defined list
and are above throughput thresholds.
Data Table Column Heading Definitions
The following definitions are based upon standard definitions
developed by EPA's Toxic Release Inventory Program. The categories
below represent the possible pollutant destinations that can be
reported.
RELEASES — are an on-site discharge of a toxic chemical to the
environment. This includes emissions to the air, discharges to bodies
of water, releases at the facility to land, as well as contained disposal
into underground injection wells.
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Releases to Air (Point and Fugitive Air Emissions) — Include all air
emissions from industry activity. Point emissions occur through
confined air streams as found in stacks, ducts, or pipes. Fugitive
emissions include losses from equipment leaks, or evaporative losses
from impoundments, spills, or leaks.
Releases to Water (Surface Water Discharges) - encompass any releases
going directly to streams, rivers, lakes, oceans, or other bodies of water.
Any estimates for stormwater runoff and non-point losses must also be
included.
Releases to Land -- includes disposal of waste to on-site landfills, waste
that is land treated or incorporated into soil, surface impoundments,
spills, leaks, or waste piles. These activities must occur within the
facility's boundaries for inclusion in this category.
Underground Injection — is a contained release of a fluid into a
subsurface well for the purpose of waste disposal.
TRANSFERS — is a transfer of toxic chemicals in wastes to a facility that
is geographically or physically separate from the facility reporting
under TRI. The quantities reported represent a movement of the
chemical away from the reporting facility. Except for off-site transfers
for disposal, these quantities do not necessarily represent entry of the
chemical into the environment.
Transfers to POTWs — are wastewaters transferred through pipes or
sewers to a publicly owned treatments works (POTW). Treatment and
chemical removal depend on the chemical's nature and treatment
methods used. Chemicals not treated or destroyed by the POTW are
generally released to surface waters or landfilled within the sludge.
Transfers to Recycling -- are sent off-site for the purposes of
regenerating or recovering still valuable materials. Once these
chemicals have been recycled, they may be returned to the originating
facility or sold commercially.
Transfers to Energy Recovery — are wastes combusted off-site in
industrial furnaces for energy recovery. Treatment of a chemical by
incineration is not considered to be energy recovery.
Transfers to Treatment — are wastes moved off-site for either
neutralization, incineration, biological destruction, or physical
separation. In some cases, the chemicals are not destroyed but prepared
for further waste management.
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Transfers to Disposal — are wastes taken to another facility for disposal
generally as a release to land or as an injection underground.
IV.A. EPA Toxic Release Inventory for the Motor Vehicles and Motor
Vehicle Equipment Industry
Exhibits 17-21 illustrate the TRI releases and transfers for the motor
vehicles and motor vehicle equipment industry (SIC 37). Exhibit 18
shows the top TRI releasing transportation equipment facilities. As
shown in Exhibit 19, the majority of TRI reporting facilities are located
in Michigan, Ohio, Indiana, Illinois, and Tennessee. As mentioned
earlier, these States, with the exception of Tennessee, have historically
been the focal point of automobile manufacturing.
For the industry as a whole, solvents such as toluene, xylene, methyl
ethyl ketone, and acetone, comprise the largest number of TRI releases.
The large of quantity of solvent release, both fugitive and point source
can be attributed to the solvent-intensive finishing processes employed
by the industry. In addition to being used to clean equipment and
metal parts, solvents are a component found in many of the coating
and finishes applied to automobile during the assembly and
painting/finishing operations.
The TRI database contains a detailed compilation of self-reported,
facility-specific chemical releases. The top reporting facilities for this
sector are listed below. Facilities that have reported only the SIC codes
covered under this notebook appear in Exhibit 17. Exhibit 18 contains
additional facilities that have reported the SIC code covered within this
report, and one or more SIC codes that are not within the scope of this
notebook. Therefore, Exhibit 18 includes facilities that conduct
multiple operations — some that are under the scope of this notebook,
and some that are not. Currently, the facility-level data do not allow
pollutant releases to be broken apart by industrial process.
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Exhibit 17
Top 10 TRI Releasing Auto and Auto Parts Facilities (SIC 37)
Rank
1
2
3
4
5
6
7
8
9
10
Total TRI
Releases in
Pounds
2,689,968
2,519,315
1,820,840
1,733,637
1,693,900
1,669,603
1,633,125
1,602,429
1,523,625
1,490,075
Facility Name
Ford Motor Co., Kansas City Assembly Plant
Nissan Motor Mfg. Corp., USA Corp.
Ford Motor Co., St. Louis Assembly Plant
Ford Motor Co., Michigan Truck Plant
CMC NATP Moraine Assembly Plant
Ford Electronics & Refrigeration Corp.
Cadillac Luxury Car Div., Detroit Hantranck
Assembly
Ford Motor Co., Louisville Assembly Plant
North American Truck Platform, Pontiac E
Assembly
Purolator Prods, Inc.
City
Claycomo
Smyrna
Hazelwood
Wayne
Moraine
Connersville
Detroit
Louisville
Pontiac
Fayetteville
State
MO
TN
MO
MI
OH
IN
MI
KY
MI
NC
Source: U.S. EPA, Toxics Release Inventory Database, 1993.
Exhibit 18
Top 10 TRI Releasing Transportation Equipment Facilities (SIC 37)
SIC Codes
3711, 3751
3711, 3713
3711
3711
3711
3714, 3231
3713
3714
3711
3711
Total TRI
Releases in.
Pounds
3,438,305
2,689,968
2,519,315
1,820,840
1,733,637
1,727,400
1,693,900
1,669,603
1,633,125
1,602,429
Facility Name
Honda of America Mfg., Inc.
Ford Motor Co., Kansas City
Assembly Plant
Nissan Motor Mfg. Corp.,
USA Corp.
Ford Motor Co., St. Louis
Assembly Plant
Ford Motor Co., Michigan
Truck Plant
Harman Automotive, Inc.,
CMC NATP Moraine
Assembly Plant
Ford Electronics &
Refrigeration Corp.
Cadillac Luxury Car Div.,
Detroit Hantranck Assembly
Ford Motor Co., Louisville
Assembly Plant
City
Marysville
Claycono
Smyrna
Hazelwood
Wayne
Bolivar
Moraine
Commersville
Detroit
Louisville
State
OH
ND
TN
MO
MI
TN
OH
IN
MI
KY
Source: U.S. EPA, Toxics Release Inventory Database, 1993.
Note: Being included on these lists does not mean that the release is associated with non-
compliance with environmental laws.
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Exhibit 19
TRI Reporting Auto and Auto Farts Facilities (SIC 37) by State
State
AL
AR
AZ
CA
CO
CT
DE
FL
GA
IA
IL
IN
KS
KY
LA
MA
MD
ME
MI
MN
MO
MS
Number of
Facilities
11
10
3
21
1
4
2
6
14
12
31
63
9
24
1
2
4
1
101
7
22
6
Source: U.S. EPA, Toxics Release
State
NC
ND
NE
NH
NJ
NV
NY
OH
OK
OR
PA
PR
RI
SC
SD
TN
TX
UT
VA
WA
WI
Number of
Facilities
28
1
5
1
5
1
15
76
5
3
20
1
1
12
1
33
12
5
12
6
11
nventory Database, 1993.
Exhibit 20
Releases for Auto and Auto Parts Facilities (SIC 37) in TRI, by Number of Facilities
(Releases reported in pounds/year)
Chemical Name
Toluene
SulfuricAcid
Xylene
(Mixed Isomers)
Copper
Methyl Ethyl Ketone
Acetone
Glycol Ethers
Chromium
Ethylene Glycol
Nickel
Zinc Compounds
Manganese
# Facilities
Reporting
Chemical
154
152
150
142
125
107
105
99
96
95
95
95
85
85
Fugitive Air
1165126
12783
1416695
3423
1111122
1149162
689599
16632
316128
33573
7746
31398
4680
4826
Point Air
5507143
46013
21584687
9331
3619253
3422729
6957693
9124
2297245
163221
2718
5906
4710
13413
Water
Discharges
13416
13000
23
1261
13400
0
7682
777
0
1052
495
3564
614
0
under-
ground
Inject-
ion
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Land
Disposal
3978
0
0
4056
0
0
250
10
0
415
2233
19528
0
0
Total
Releases
6689663
71796
23001405
18071
4743775
4571891
26543
2613373
198261
13192
60396
10004
18239
Releases
per
Facility
43439
472
153343
127
37950
72907
268
2087
139
636
118
215
Source: U.S. EPA, Toxics Release Inventory Database, 1993.
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Exhibit 20 (cont'd)
Releases for Auto and Auto Parts Facilities (SIC 37) in TRI, by Number of Facilities
(Releases reported in pounds/year)
Chemical Name
Hydrochloric Acid
N-Butyl Alcohol
Methyl Isobutyl Ketone
Barium Compounds
1,1,1 -Trichloroethane
Dichlorodifluoromethane
Ethylbenzene
Lead
Benzene
Methylenebis
(Phenylisocyanate)
Nickel Compounds
Nitric Acid
Manganese Compounds
1 ,2,4-Trimethylbenzene
Chromium Compounds
Lead Compounds
Styrene
Ammonia
Copper Compounds
Trichloroethylene
Dichloromethane
Asbestos (Friable)
Diethanolamine
Phenol
Di(2-Ethylhexyl) Phthalate
Formaldehyde
Tetrachloroethylene
Freon 113
Aluminum (Fume Or Dust)
Cyclohexane
Cobalt
Methyl Tert-Butyl Ether
Cumene
Chlorine
Zinc (Fume Or Dust)
Antimony Compounds
Butyl Benzyl Phthalate
Cyanide Compounds
Hydrogen Fluoride
Propylene
Sec-Butyl Alcohol
Toluene-2,4-Diisocyanate
Toluene-2,6-Diisocyanate
Bis(2-Ethylhexyl) Adipate
Naphthalene
Phosphorus
(Yellow Or White)
Trichlorofluoromethane
# Facilities
Reporting
Chemical
83
78
73
71
67
56
56
53
49
48
48
48
45
43
37
34
33
32
29
29
24
17
16
16
14
14
13
12
10
10
9
9
7
6
6
4
4
4
4
4
4
4
. 4
3
3
3
3
Fugitive Air
6480
247976
657257
16614
1688511
206893
195835
712
15678
7384
760
3857
1541
84346
877
1034
669058
6788
1255
935372
402279
71
505
25785
250
12515
69959
160695
6130
1110
512
6627
5841
13816
979
0
0
5
6
350
15305
1652
490
0
702
15
500
Point Air
911854
4852404
5664383
16858
1451218
5012
2332692
4107
10293
2816
2515
4147
2106
1206168
3295
1455
787529
139153
2487
1834267
410601
2144
4405
268220
41665
177775
293383
73286
800971
1321
269
4860
67234
278
182
0
10792
279
345
110
42250
5105
1502
90052
2926
0
250
Water
Discharges
0
0
0
602
0
0
0
559
0
0
510
0
1320
5
1046
752
0
30
284
0
0
0
0
0
0
0
0
0
0
0
250
0
0
0
43
0
0
3
0
0
764
0
0
0
0
0
0
Under-
ground
Inject-
ion
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Land
Disposal
0
0
0
1252720
0
0
0
0
0
0
190
0
1800
0
0
0
0
0
0
0
0
0
0
50906
0
15115
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total
Releases
918334
5100380
6321640
1286794
3139729
211905
2528527
5378
25971
10200
3975
8004
6767
1290519
5218
3241
1456587
145971
4026
2769639
812880
2215
4910
344911
41915
205405
363342
233981
807101
2431
1031
11487
73075
14094
1204
0
10792
287
351
460
58319
6757
1992
90052
3628
15
750
Average
Releases
per
Facility
11064
65389
86598
18124
46862
3784
45152
101
530
213
83
167
150
30012
141
95
44139
4562
139
95505
33870
130
307
21557
2994
14672
27949
19498
80710
243
115
1276
10439
2349
201
0
2698
72
88
115
14580
1689
498
30017
1209
5
250
Source: U.S. EPA, Toxics Release Inventory Database, 1993.
September 1995
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Exhibit 20 (cont'd)
Releases for Auto and Auto Parts Facilities (SIC 37) in TRI, by Number of Facilities
(Releases reported in pounds/year)
Chemical Name
2-Ethoxyethanol
4,4'-
Isopropylidenediphenol
Chlorobenzene
Cobalt Compounds
Toluenediisocyanate
(Mixed Isomers)
1 ,4-Dioxane
Aluminum Oxide
(Fibrous Form)
Antimony
Butyl Acrylate
Carbon Tetrachloride
Cumene Hydroperoxide
Dibutyl Phthalate
Dicthyl Phthalate
Ethylene Oxide
Isopropyl Alcohol
(Manufacturing)
M-Xylene
O-Xylene
Quinone
# Facilities
Reporting
Chemical
3
3
2
2
2
2
1
1
1
1
1
1
....
Fugitive Air
3920
0
12911
250
255
4000
0
0
880
275509
250
2
750
0
750
0
0
0
11,736,697
Point Air
24300
5
3230
250
5
250
0
0
9400
826526
5484
0
60000
0
0
8998
0
0
66,116,598
Water
Discharges
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
61,452
Under-
ground
Inject io
n
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Land
Disposal
0
0
0
0
0
0
0
0
0
0
0
0
250
0
0
0
0
0
1,351,451
Total
Releases
28220
5
16141
500
260
4250
0
0
10280
1102035
5734
2
61000
0
750
8998
0
0
79,266,198
Releases
per
Facility
9407
2
8071
250
130
2125
0
0
10280
1102035
5734
2
61000
0
750
8998
0
0
....
Source: U.S. EPA, Toxics Release Inventory Database, 1993.
Exhibit 21
Transfers for Auto and Auto Parts Facilities (SIC 37) in TRI, by Number of Facilities
(Transfers reported in pounds/year)
Chemical Name
Toluene
Sulfuric Acid
Xylene (Mixed Isomers)
Copper
Methyl Ethyl Ketone
Glycol Ethers
Chromium
Mcthanol
Ethylene Glycol
Nickel
# Facilities
Reporting
Chemical
154
152
150
142
125
107
105
99
96
95
95
95
POTW
Discharges
954
22
1801
2729
1899
17402
2652452
3915
6312
169438
4313
35127
Disposal
21709
710
192692
260467
15933
10415
45884
446383
31276
17890
133121
750093
Recycling
2540713
4800000
14495581
23058138
4839058
4237359
943328
7966830
334497
210618
3730134
2502350
Treatment
83965
1067714
183599
26472
92419
76693
228100
46368
41293
391126
6971
272103
Energy
Recovery
1739857
0
4256914
267
1153386
1534387
498232
36
285819
306410
5
24930
Total
Transfers
4387448
5868446
19130587
23348073
6102695
5876256
4367996
8463532
699197
1095482
3874544
3584603
Transfers
per
Facility_
28490
38608
164423
48822
54918
41600
85490
7283
11531
40785
37733
Source: U.S. EPA, Toxics Release Inventory Database, 1993.
SIC Code 37
54
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Motor Vehicle Assembly Industry
Exhibit 21 (cont'd)
Transfers for Auto and Auto Parts Facilities (SIC 37) in TRI, by Number of Facilities
(Transfers reported in pounds/year)
Chemical Name
Manganese
Phosphoric Acid
Hydrochloric Acid
N-Butyl Alcohol
Methyl Isobutyl Ketone
Barium Compounds
1,1,1 -Trichloroethane
Dichlorodifluoro-
methane
Ethylbenzene
Lead
Benzene
Methylenebis
(Phenylisocyanate)
Nickel Compounds
Nitric Acid
Manganese Compounds
1,2,4-
Trimethylbenzene
Chromium Compounds
Lead Compounds
Styrene
Ammonia
Copper Compounds
Trichloroethylene
Dichloromethane
Asbestos (Friable)
Diethanolamine
Phenol
Di(2-Ethylhexyl)
Phthalate
Formaldehyde
Tetrachloroethylene
Freon 113
Aluminum (Fume Or
Dust)
Cyclohexane
Cobalt
Methyl Tert-Butyl Ether
Cumene
Chlorine
Zinc (Fume Or Dust)
Antimony Compounds
Butyl Benzyl Phthalate
Cyanide Compounds
Hydrogen Fluoride
Propylene
if facilities
Reporting
Chemical
85
85
83
78
73
71
67
56
56
53
49
48
48
48
45
43
37
34
33
32
29
29
24
17
16
16
14
14
13
12
10
10
9
9
7
6
6
4
4
4
4
4
POTW
Discharges
4167
37205
13855
1885
28787
10860
867
0
796
857
500
5
18060
5
17892
26
4349
7068
0
19330
2913
565
9
0
103572
3366
0
937
1
0
0
0
5
0
0
21313
48
1
0
62
0
0
Disposal
232071
8433C
20710
43422
5675
3202950
7610
225
3491
62803
22
36295
162808
710
154918
40
409788
90442
364260
0
183868
5400
0
1871982
555
187182
8120
15353
2772
0
44377
3865
0
0
0
99338
3412
2894
0
0
0
Recycling
4698891
275
0
1017184
8971374
55850
1113333
45932
2153976
2586617
4215
105801
402186
0
2660652
323150
637987
824896
1574
0
18303568
372186
128604
0
105993
0
0
3602
166884
155501
731959
850
231524
0
2871
250
531602
2400
0
3400
0
0
Treatment
1689
75444
30375
318581
67282
288758
24921
132
5362
59112
578
15356
82076
26895
35886
6012
33227
52401
15750
210
37197
71991
80182
250
139
4132
2500
301
32861
14524
0
250
0
67
2
51858
513
1477
38
149
0
Energy
Recovery
2
0
0
372643
1124723
2646
65309
0
687526
284
5423
29161
8
0
250
182922
1651
675
41199
258
630
77401
261284
0
36200
7911
10925
3076
15000
25111
0
1550
0
5849
24829
250
0
0
0
0
0
Total
Transfers
4936820
197254
64940
1753715
10197841
3561064
1212040
46289
2851151
2709673
10738
186618
665138
27610
2869598
512150
1087002
975482
422783
19798
18528176
587543
470079
1872232
246459
202591
21545
23269
217518
195136
776336
2650
235394
5916
27702
21563
683096
6326
4371
3500
149
0
Average
Transfers
per
58080
2321
782
22484
139696
50156
18090
827
50913
51126
219
3888
13857
575
63769
11910
29378
28691
12812
619
638903
20260
19587
110131
15404
12662
1539
1662
16732
16261
77634
265
26155
657
3957
3594
113849
1582
1093
875
37
0
bource: U.i>. tFA, 1 oxics Release Inventory Database, 1993.
September 1995
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Sector Notebook Project
Exhibit 21 (cont'd)
Transfers for Auto and Auto Parts Facilities (SIC 37) in TRI, by Number of Facilities
(Transfers reported in pounds/year)
Chemical Name
Sec-Butyl Alcohol
Toluenc-2,4-
Diisocyanate
Tolucnc-2,6-
Bis(2-Ethylhexyl)
Adipatc
Naphthalene
Phosphorus
(Yellow Or White)
Trichlorofluoromethane
2-Ethoxvethanol
4,4'-Isopropylidenedi-
phcnol
Chlorobenzene
Cobalt Compounds
Toluenediisocyanate
(Mixed Isomers)
I.4-Dioxane
Aluminum Oxide
(Fibrous Form)
Antimony
Butyl Acrylate
Carbon Tetrachloride
Cumcne Hydroperoxide
Dibutyl Phthalate
Dicthvl Phthalate
Ethylenc Oxide
Isopropyl Alcohol
M-Xylene
O-Xvlene
Quinone
# Facilities
Reporting
Chemical
4
4
4
3
3
3
3
3
3
2
2
2
2
1
1
1
1
1
1
1
1
1
1
1
1
....
POTW
Discharges
0
0
0
0
0
0
0
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3,195,675
Disposal
5627
3900
980
1540
0
250
2702
0
20401
0
250
0
0
19002
5
0
0
0
0
0
1600
250
0
0
0
9,294,768
Recycling
0
32300
8100
0
0
80800
0
0
0
0
5570
0
8140
0
56600
11
0
0
0
0
0
0
0
0
116,195,214
Treatment
745
0
0
0
0
0
1587
0
0
0
5
0
0
0
5
3
0
0
0
2375
300
0
0
0
0
3,960,321
Energy
Recovery
7
0
0
0
653
0
0
7200
0
75
0
0
1225
0
0
602
0
516
173
0
0
0
2236
9575
0
12,807,201
Total
Transfers
6379
36200
9080
1540
653
81050
4289
7200
20401
5830
0
9365
19002
56610
616
0
516
173
2375
1900
250
2236
9575
0
145,513,429
Transfers
per
Facility
1595
9050
2270
513
218
27017
1430
2400
6800
38
2915
0
4683
19002
56610
616
0
516
173
2375
1900
250
2236
9575
0
-"••
Source: U.S. EPA, Toxics Release Inventory Database, 1993.
IV.B. Summary of Selected Chemicals Released
The following is a synopsis of current scientific toxicity and fate
information for the top chemicals (by weight) that facilities within this
sector self-reported as released to the environment based upon 1993
TRI data. Because this section is based upon self-reported release data,
it does not attempt to provide information on management practices
employed by the sector to reduce the release of these chemicals.
Information regarding pollutant release reductions over time may be
available from EPA's TRI and 33/50 programs, or directly from the
industrial trade associations that are listed in Section IX of this
document. Since these descriptions are cursory, please consult the
SIC Code 37
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Motor Vehicle Assembly Industry
Acetone
sources referenced below for a more detailed description of both the
chemicals described in this section, and the chemicals that appear on
the full list of TRI chemicals appearing in Section IV.A.
The brief descriptions provided below were taken from the 1993 Toxics
Release Inventory Public Data Release (EPA, 1994), and the Hazardous
Substances Data Bank (HSDB), accessed via TOXNET. The brief
descriptions provided below were taken from the 1993 Toxics Release
Inventory Public Data Release (EPA, 1994), the Hazardous Substances
Data Bank (HSDB), and the Integrated Risk Information System (IRIS),
both accessed via TOXNET1. The information contained below is based
upon exposure assumptions that have been conducted using standard
scientific procedures. The effects listed below must be taken in context
of these exposure assumptions that are more fully explained within the
full chemical profiles in HSDB.
The top TRI release for the motor vehicles and motor vehicle
equipment industry (SIC 37) as a whole are as follows: toluene, xylene,
methyl ethyl ketone, acetone, glycol ethers, 1,1,1,-trichloroethane,
styrene, trichloroethylene, dichloromethane, and methanol.
Summaries for several of these chemicals are provided below.
Toxicity. Acetone is irritating to the eyes, nose, and throat. Symptoms
of exposure to large quantities of acetone may include headache,
unsteadiness, confusion, lassitude, drowsiness, vomiting, and
respiratory depression.
Reactions of acetone (see environmental fate) in the lower atmosphere
contribute to the formation of ground-level ozone. Ozone (a major
component of urban smog) can affect the respiratory system, especially
in sensitive individuals such as asthmatics or allergy sufferers.
•*• TOXNET is a computer system run by the National Library of Medicine that includes a number of
toxicological databases managed by EPA, National Cancer Institute, and the National Institute for
Occupational Safety and Health. For more information on TOXNET, contact the TOXNET help line at
1-800-231-3766. Databases included in TOXNET are: CCRIS (Chemical Carcinogenesis Research
Information System), DART (Developmental and Reproductive Toxicity Database), DBIR (Directory of
Biotechnology Information Resources), EMICBACK (Environmental Mutagen Information Center
Backfile), GENE-TOX (Genetic Toxicology), HSDB (Hazardous Substances Data Bank), IRIS
(Integrated Risk Information System), RTECS (Registry of Toxic Effects of Chemical Substances), and
TRI (Toxic Chemical Release Inventory). HSDB contains chemical-specific information on
manufacturing and use, chemical and physical properties, safety and handling, toxicity and biomedical
effects, pharmacology, environmental fate and exposure potential, exposure standards and regulations,
monitoring and analysis methods, and additional references.
September 1995
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Carcinogenicity. There is currently no evidence to suggest that this
chemical is carcinogenic.
Environmental Fate. If released into water, acetone will be degraded by
microorganisms or will evaporate into the atmosphere. Degradation
by microorganisms will be the primary removal mechanism.
Acetone is highly volatile, and once it reaches the troposphere (lower
atmosphere), it will react with other gases, contributing to the
formation of ground-level ozone and other air pollutants. EPA is
reevaluating acetone's reactivity in the lower atmosphere to determine
whether this contribution is significant.
Physical Properties. Acetone is a volatile and flammable organic
chemical.
Note: Acetone was removed from the list of TRI chemicals on June 16,
1995 (60 FR 31643) and will not be reported for 1994 or subsequent years.
Glvcol Ethers
Due to data limitations, data on diethylene glycol (glycol ether) are used
to represent all glycol ethers.
Toxicity. Diethylene glycol is only a hazard to human health if
concentrated vapors are generated through heating or vigorous
agitation or if appreciable skin contact or ingestion occurs over an
extended period of time. Under normal occupational and ambient
exposures, diethylene glycol is low in oral toxicity, is not irritating to
the eyes or skin, is not readily absorbed through the skin, and has a low
vapor pressure so that toxic concentrations of the vapor can not occur
in the air at room temperatures.
At high levels of exposure, diethylene glycol causes central nervous
depression and liver and kidney damage. Symptoms of moderate
diethylene glycol poisoning include nausea, vomiting, headache,
diarrhea, abdominal pain, and damage to the pulmonary and
cardiovascular systems. Sulfanilamide in diethylene glycol was once
used therapeutically against bacterial infection; it was withdrawn from
the market after causing over 100 deaths from acute kidney failure.
Carcinogenicity. There is currently no evidence to suggest that this
chemical is carcinogenic.
Environmental Fate. Diethylene glycol is a water-soluble, volatile
organic chemical. It may enter the environment in liquid form via
SIC Code 37
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Motor Vehicle Assembly Industry
petrochemical plant effluents or as an unburned gas from combustion
sources. Diethylene glycol typically does not occur in sufficient
concentrations to pose a hazard to human health.
Methanol
Toxicity. Methanol is readily absorbed from the gastrointestinal tract
and the respiratory tract, and is toxic to humans in moderate to high
doses. In the body, methanol is converted into formaldehyde and
formic acid. Methanol is excreted as formic acid. Observed toxic effects
at high dose levels generally include central nervous system damage
and blindness. Long-term exposure to high levels of methanol via
inhalation cause liver and blood damage in animals.
Ecologically, methanol is expected to have low toxicity to aquatic
organisms. Concentrations lethal to half the organisms of a test
population are expected to exceed 1 mg methanol per liter water.
Methanol is not likely to persist in water or to bioaccumulate in aquatic
organisms.
Carcinogenicity. There is currently no evidence to suggest that this
chemical is carcinogenic.
Environmental Fate. Liquid methanol is likely to evaporate when left
exposed. Methanol reacts in air to produce formaldehyde which
contributes to the formation of air pollutants. In the atmosphere it can
react with other atmospheric chemicals or be washed out by rain.
Methanol is readily degraded by microorganisms in soils and surface
waters.
Physical Properties. Methanol is highly flammable.
Methylene Chloride (Dichloromethane)
Toxicity. Short-term exposure to dichloromethane (DCM) is associated
with central nervous system effects, including headache, giddiness,
stupor, irritability, and numbness and tingling in the limbs. More
severe neurological effects are reported from longer-term exposure,
apparently due to increased carbon monoxide in the blood from the
break down of DCM. Contact with DCM causes irritation of the eyes,
skin, and respiratory tract.
Occupational exposure to DCM has also been linked to increased
incidence of spontaneous abortions in women. Acute damage to the
eyes and upper respiratory tract, unconsciousness, and death were
reported in workers exposed to high concentrations of DCM. Phosgene
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(a degradation product of DCM) poisoning has been reported to occur
in several cases where DCM was used in the presence of an open fire.
Populations at special risk from exposure to DCM include obese people
(due to accumulation of DCM in fat), and people with impaired
cardiovascular systems.
Carcinogenicity. DCM is a probable human carcinogen via both oral
and inhalation exposure, based on inadequate human data and
sufficient evidence in animals.
Environmental Fate. When spilled on land, DCM is rapidly lost from
the soil surface through volatilization. The remainder leaches through
the subsoil into the groundwater.
Biodegradation is possible in natural waters but will probably be very-
slow compared with evaporation. Little is known about
bioconcentration in aquatic organisms or adsorption to sediments but
these are not likely to be significant processes. Hydrolysis is not an
important process under normal environmental conditions.
DCM released into the atmosphere degrades via contact with other
gases with a half-life of several months. A small fraction of the
chemical diffuses to the stratosphere where it rapidly degrades through
exposure to ultraviolet radiation and contact with chlorine ions. Being
a moderately soluble chemical, DCM is expected to partially return to
earth in rain.
Methvl Ethvl Ketone
Toxicity. Breathing moderate amounts of methyl ethyl ketone (MEK)
for short periods of time can cause adverse effects on the nervous
system ranging from headaches, dizziness, nausea, and numbness in
the fingers and toes to unconsciousness. Its vapors are irritating to the
skin, eyes, nose, and throat and can damage the eyes. Repeated
exposure to moderate to high amounts may cause liver and kidney
effects.
Carcinogenicitv. No agreement exists over the carcinogenicity of MEK.
One source believes MEK is a possible carcinogen in humans based on
limited animal evidence. Other sources believe that there is
insufficient evidence to make any statements about possible
carcinogenicity.
Environmental Fate. Most of the MEK released to the environment
will end up in the atmosphere. MEK can contribute to the formation
SIC Code 37
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Motor Vehicle Assembly Industry
Toluene
of air pollutants in the lower atmosphere. It can be degraded by
microorganisms living in water and soil.
Physical Properties. Methyl ethyl ketone is a flammable liquid.
Toxicity. Inhalation or ingestion of toluene can cause headaches,
confusion, weakness, and memory loss. Toluene may also affect the
way the kidneys and liver function.
Reactions of toluene (see environmental fate) in the atmosphere
contribute to the formation of ozone in the lower atmosphere. Ozone
can affect the respiratory system, especially in sensitive individuals
such as asthma or allergy sufferers.
Some studies have shown that unborn animals were harmed when
high levels of toluene were inhaled by their mothers, although the
same effects were not seen when the mothers were fed large quantities
of toluene. Note that these results may reflect similar difficulties in
humans.
Carcinogenicity. There is currently no evidence to suggest that this
chemical is carcinogenic.
Environmental Fate. The majority of releases of toluene to land and
water will evaporate. Toluene may also be degraded by
microorganisms. Once volatized, toluene in the lower atmosphere
will react with other atmospheric components contributing to the
formation of ground-level ozone and other air pollutants.
Physical Properties. Toluene is a volatile organic chemical.
1,1,1-Trichloroethane
Toxicity. Repeated contact of 1,1,1-trichloroethane (TCE) with skin may
cause serious skin cracking and infection. Vapors cause a slight
smarting of the eyes or respiratory system if present in high
concentrations.
Exposure to high concentrations of TCE causes reversible mild liver
and kidney dysfunction, central nervous system depression, gait
disturbances, stupor, coma, respiratory depression, and even death.
Exposure to lower concentrations of TCE leads to light-headedness,
throat irritation, headache, disequilibrium, impaired coordination,
drowsiness, convulsions and mild changes in perception.
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Carcinogenicity. There is currently no evidence to suggest that this
chemical is carcinogenic.
Environmental Fate. Releases of TCE to surface water or land will
almost entirely volatilize. Releases to air may be transported long
distances and may partially return to earth in rain. In the lower
atmosphere, TCE degrades very slowly by photooxidation and slowly
diffuses to the upper atmosphere where photodegradation is rapid.
Any TCE that does not evaporate from soils leaches to groundwater.
Degradation in soils and water is slow. TCE does not hydrolyze in
water, nor does it significantly bioconcentrate in aquatic organisms.
Trichloroethvlene
Toxicity. Trichloroethylene was once used as an anesthetic, though its
use caused several fatalities due to liver failure. Short term inhalation
exposure to high levels of trichloroethylene may cause rapid coma
followed by eventual death from liver, kidney, or heart failure. Short-
term exposure to lower concentrations of trichloroethylene causes eye,
skin, and respiratory tract irritation. Ingestion causes a burning
sensation in the mouth, nausea, vomiting and abdominal pain.
Delayed effects from short-term trichloroethylene poisoning include
liver and kidney lesions, reversible nerve degeneration, and psychic
disturbances. Long-term exposure can produce headache, dizziness,
weight loss, nerve damage, heart damage, nausea, fatigue, insomnia,
visual impairment, mood perturbation, sexual problems, dermatitis,
and rarely jaundice. Degradation products of trichloroethylene
(particularly phosgene) may cause rapid death due to respiratory
collapse.
Carcinogenicitv. Trichloroethylene is a probable human carcinogen via
both oral and inhalation exposure, based on limited human evidence
and sufficient animal evidence.
Environmental Fate. Trichloroethylene breaks down slowly in water
in the presence of sunlight and bioconcentrates moderately in aquatic
organisms. The main removal of trichloroethylene from water is via
rapid evaporation.
Trichloroethylene does not photodegrade in the atmosphere, though it
breaks down quickly under smog conditions, forming other pollutants
such as phosgene, dichloroacetyl chloride, and formyl chloride. In
addition, trichloroethylene vapors may be decomposed to toxic levels
SIC Code 37
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of phosgene in the presence of an intense heat source such as an open
arc welder.
When spilled on the land, trichloroethylene rapidly volatilizes from
surface soils. The remaining chemical leaches through the soil to
groundwater.
Xvlene (Mixed Isomers)
Toxicity. Xylenes are rapidly absorbed into the body after inhalation,
ingestion, or skin contact. Short-term exposure of humans to high
levels of xylenes can cause irritation of the skin, eyes, nose, and throat,
difficulty in breathing, impaired lung function, impaired memory, and
possible changes in the liver and kidneys. Both short- and long-term
exposure to high concentrations can cause effects such as headaches,
dizziness, confusion, and lack of muscle coordination. Reactions of
xylenes (see environmental fate) in the atmosphere contribute to the
formation of ozone in the lower atmosphere. Ozone can affect the
respiratory system, especially in sensitive individuals such as asthma
or allergy sufferers.
Carcinogenicity. There is currently no evidence to suggest that this
chemical is carcinogenic.
Environmental Fate. The majority of releases to land and water will
quickly evaporate, although some degradation by microorganisms will
occur.
Xylenes are moderately mobile in soils and may
groundwater, where they may persist for several years.
leach into
Xylenes are volatile organic chemicals. As such, xylenes in the lower
atmosphere will react with other atmospheric components,
contributing to the formation of ground-level ozone and other air
pollutants.
IV.C.
Other Data Sources
The Aerometric Information Retrieval System (AIRS) contains a wide
range of information related to stationary sources of air pollution,
including the emissions of a number of air pollutants which may be of
concern within a particular industry. With the exception of volatile
organic compounds (VOCs), there is little overlap with the TRI
chemicals reported above. Exhibit 22 summarizes annual releases of
carbon monoxide (CO), nitrogen dioxide (NO2), particulate matter of 10
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microns or less (PM10), total particulates (FT), sulfur dioxide (802), and
volatile organic compounds (VOCs).
Exhibit 22
Pollutant Releases (Short Tons/Years)
Industry
U S Total
Metal Mining
Nonmetal Mining
Lumber and Wood
Products
Wood Furniture and
Fixtures
Pulp and Paper
Printing
Inorganic Chemicals
Organic Chemicals
Petroleum Refining
Rubber and Misc. Plastic
Products
Stone, Clay, Glass, and
Concrete
Iron and Steel
Nonferrous Metals
Fabricated Metals
Electronics
Motor Vehicles,
Bodies, Parts, and
Accessories
CO
97 208 000
5,391
4,525
123,756
2,069
624,291
8,463
166,147
146,947
419,311
2,090
58,043
1,518,642
448,758
3,851
367
35,303
101
N02
23,402,000
28,583
28,804
42,658
•2,981
394,448
4,915
108,575
236,826
380,641
11,914
338,482
138,985
55,658
16,424
1,129
23,725
179
PMio
45,489,000
39,359
59,305
14,135
2,165
35,579
399
4,107
26,493
18,787
2,407
74,623
42,368
20,074
1,185
207
2,406
3
PT
7,836,000
140,052
167,948
63,761
3,178
113,571
1,031
39,082
44,860
36,877
5,355
171,853
83,017
22,490
3,136
293
12,853
28
SO2
21,888,000
84,222
24,129
9,149
1,606
341,002
1,728
182,189
132,459
648,153
29,364
339,216
238,268
373,007
4,019
453
25,462
152
voc
23,312,000
1,283
1,736
41,423
59,426
96,875
101,537
52,091
201,888
309,058
140,741
30,262
82,292
27,375
102,186
4,854
101,275
7,310
Source U.S. EPA Office of Air and Radiation, AIRS Database, May 1995.
IV.D. Comparison of Toxic Release Inventory Between Selected Industries
The following information is presented as a comparison of pollutant
release and transfer data across industrial categories. It is provided to
give a general sense as to the relative scale of releases and transfers
within each sector profiled under this project. Please note that the
following table does not contain releases and transfers for industrial
categories that are not included in this project, and thus cannot be used
to draw conclusions regarding the total release and transfer amounts
that are reported to TRI. Similar information is available within the
annual TRI Public Data Release book.
Exhibit 23 is a graphical representation of a summary of the 1993 TRI
data for the motor vehicles assembly industry and the other sectors
profiled in separate notebooks. The bar graph presents the total TRI
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releases and total transfers on the left axis and the triangle points show
the average releases per facility on the right axis. Industry sectors are
presented in the order of increasing total TRI releases. The graph is
based on the data shown in Exhibit 24 and is meant to facilitate
comparisons between the relative amounts of releases, transfers, and
releases per facility both within and between these sectors. The reader
should note, however, that differences in the proportion of facilities
captured by TRI exist between industry sectors. This can be a factor of
poor SIC matching and relative differences in the number of facilities
reporting to TRI from the various sectors. In the case of the motor
vehicles assembly industry, the 1993 TRI data presented here covers 609
facilities. These facilities listed SIC 37 (Motor Vehicles Assembly
Industry) as a primary SIC code.
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Sector Notebook Project
V.
POLLUTION PREVENTION OPPORTUNITIES
The best way to reduce pollution is to prevent it in the first place.
Some companies have creatively implemented pollution prevention
techniques that improve efficiency and increase profits while at the
same time minimizing environmental impacts. This can be done in
many ways such as reducing material inputs, re-engineering processes
to reuse by-products, improving management practices, and employing
substitution of toxic chemicals. Some smaller facilities are able to
actually get below regulatory thresholds just by reducing pollutant
releases through aggressive pollution prevention policies.
In order to encourage these approaches, this section provides both
general and company-specific descriptions of some pollution
prevention advances that have been implemented within the Motor
Vehicles and Motor Vehicle Equipment industry. While the list is not
exhaustive, it does provide core information that can be used as the
starting point for facilities interested in beginning their own pollution
prevention projects. When possible, this section provides information
from real activities that can, or are being implemented by this sector —
including a discussion of associated costs, time frames, and expected
rates of return. This section provides summary information from
activities that may be, or are being implemented by this sector. When
possible, information is provided that gives the context in which the
techniques can be effectively used. Please note that the activities
described in this section do not necessarily apply to all facilities that fall
within this sector. Facility-specific conditions must be carefully
considered when pollution prevention options are evaluated, and the
full impacts of the change must examine how each option affects, air,
land, and water pollutant releases.
Much of the automotive industry is involved in exploring pollution
prevention opportunities. The discussion which follows highlights
some of the current pollution prevention activities undertaken by
manufacturers involved in all stages of the automotive manufacturing
process. This is just a sampling of the numerous pollution
prevention/waste minimization efforts currently underway.
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V.A. Motor Vehicle Equipment Manufacturing
Non-Production Material Screening
As part of its Non-Production Material approval system, Chrysler
Corporation implemented pollution prevention practices to eliminate,
substitute, or reduce, to the extent possible, regulated substances from
both products supplied to Chrysler as well as those resulting from their
manufacturing process. First implemented in April 1993, the
environmental strategy focuses on avoiding the use of regulated
substances and materials of concern whenever possible as part of an
effort to eliminate "end-of-pipe" controls. One example of how this
screening approach has been utilized was the refusal to approve a
transmission fluid for Chrysler's new TE Van which contained 10 to 30
percent butyl benzyl phthalate. This was accomplished by working
with suppliers and design teams to identify a substitute material. As
part of the initiative, suppliers are being requested to certify their parts
regarding the presence of Chrysler's identified materials of concern.
Other similar Chrysler successes include:
• Elimination of hexavalent chromium from all materials and
processes;
• Reformulating paints and solvents to exclude the majority of
listed toxic solvents;
Reformulating new coatings to reduce odor; and
Elimination of lead from all paints except electrocoat primer.
Used Oil Recycling
In an effort to reduce the waste oil produced at Chrysler stamping,
machining, and engine plants, the automobile manufacturer has
developed comprehensive recycling programs with outside suppliers.
More than 800 million gallons of used oil is recycled annually. Other
company efforts designed to reduce waste oil include:
• Recovering and remanufacturing waste oil on-site for return to
the process;
• Reducing the amount used by replacing petroleum-based metal
working fluids with longer lasting semi-synthetic materials; and
• Developing purchasing programs to promote the use of recycled
oils.
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Trichloroethylene Reduction
Trichloroethylene (TCE) is traditionally employed by the automotive
industry as a degreaser to clean oil from very thin aluminum parts.
Although vapor collection systems are used during the degreasing
process to collect and recycle TCE, some TCE inevitably remains on the
high-surface-area parts. The remaining TCE then evaporates. In order
to reduce emissions of TCE, Ford Motor Company developed a
detergent and aqueous solution which was comparable to TCE. The
new water wash did not etch or damage aluminum parts and met
brazing process requirements. With assistance from a supplier, Ford
also designed an enclosed water spray system for the new degreasing
operations. According to AAMA, after a 1992 pilot evaluation proved
successful, Ford began to convert production processes using heat
exchangers (e.g., radiators) to one relying on aqueous cleaning instead
of TCE degreasing. As a result, TCE releases at one plant dropped by
250,000 pounds annually. Ford expects comparable further reductions
worldwide as the remaining plants implement this process change.
Elimination of Chromium From Radiator Paint
In past years, radiators were spray painted with a coating containing
chromium for protection purposes. This process resulted in overspray
paint waste (sludge) that contained hazardous constituents. Wastes
were collected and shipped to an approved hazardous waste disposal
facility. In order to minimize the risk associated with the material
constituents and resultant waste associated with coating containing
chromium, Chrysler's Dayton Thermal Products Plant explored the use
of new products which would meet performance specifications for the
required surface coating. The result is a water-based material which is
chromium as well as lead-free. The use of this new water-based
material will eliminate approximately 18,000 gallons of paint waste per
year that was previously landfilled, as well as reduce substantially VOC
emissions.
Lead-Free Black Ceramic Paint
Ceramic black glaze paint (ink), used for aesthetic purposes as well as
an ultraviolet (UV) light shield for the adhesive (adhesive is sensitive
to UV light), is applied to glass where the interior trim abuts the
window. Application of the ink, which contains lead, to the glass
involves a silk-screening process. In an attempt to minimize both
solid and liquid waste, McGraw Glass (supplier for Chrysler assembly
plants), launched a program to develop, test, and approve a lead-free
black ceramic glass paint. A suitable substitute, which was approved
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and in use by 1994, would eliminate approximately 700 drums of
hazardous waste per year.
Recovering Lead From Wastewater
One of the waste streams associated with battery-making operations is
wastewater which contains lead. Although in the past it was possible
to remove lead from the wastewater, it had not been possible to recycle
the lead. In 1990, Delco Remy, a GM supplier, developed a method
which allows the lead to be recycled. The process involves a series of
steps and the use of a proprietary chemical (identified through a
cooperative effort between the plant personnel and a chemical vendor)
which allows lead to settle to the bottom when tank contents are
neutralized. After the lead has settled, wastewater is decanted and
filtered through a sand filter to remove remaining lead. The
remaining water and lead are agitated with air to put lead back into
suspension before the mixture is pumped into a filter press where
water is removed leaving behind the lead. The dried, lead-containing
mixture is then sent to a secondary smelter. As a result of this lead
removing process, approximately 125,000 pounds of lead are reclaimed
and recycled each year.
PCB Elimination Program
Polychlorinated biphenyls (PCBs), which are utilized as a coolant and
flame retardant fluid in closed system high voltage electrical
equipment, are one of the most persistent toxics used in the
automotive industry. In order to eliminate the use of PCBs in its
facilities, Chrysler initiated a program that would eliminate the use of
PCB containing equipment at its facilities by 1998. The program also
plans to minimize the risk of Superfund liability through alternate
disposal practices. Similar programs are in place at GM and Ford.
Solvent-Free Spray Adhesive For Interior Trim
General Motors Inland Fisher Guide plant in Livonia, MI produces soft
trim for the interior of automobiles. In order to produce car door
panels that offer a variety of colors, textures, and materials, an assembly
process which glues together small pieces is used. In the past, the
adhesive used to bind these parts together contained four percent
methylene chloride; 30 percent methyl ethyl ketone; 30 percent hexane,
and 14 percent toluene. The combination of VOCs resulted in
approximately 20 tons of emissions a year. In order to eliminate the
emissions associated with this adhesive, a water-based adhesive was
identified. The new adhesive, which was implemented in the
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beginning of 1993, converted the waste stream from hazardous to non-
hazardous.
Reducing Chlorofluorocarbon Use
Chlorofluorocarbons (CFCs) and 1,1,1-trichlorethane are chemical
substances that deplete the ozone layer. Depletion of the ozone layer
causes skin cancer, cataracts and has other human and environmental
effects. Under the Montreal Protocol on Substances that Deplete the
Ozone Layer and the Clean Air Act, production of these chemicals will
be halted by January 1996. The automobile industry used CFC-12 as a
refrigerant in air conditioning systems, CFC-11 as foam blowing agent
for flexible seating foams, and CFC-113 and 1,1,1-trichloroethane
(methyl chloroform) as a solvent in electronics manufacturing and
metal cleaning. The automobile industry undertook voluntary and
cooperative projects with EPA's Stratopheric Protection Division to
reduce and eliminate each of these uses. As a result of these efforts,
recycling was implemented and most uses were halted well before
regulations took effect (Stratopheric Protection Division 1995). For
example, in order to reduce the use of CFCs, GM's Lansing Automotive
Division (LAD) Facilities Division decided to remove CFCs wherever
possible from its operating procedures. The first step was to identify
CFC containing materials that were approved for purchase and which
departments were authorized to use them. Departments were then
sent a letter asking whether a non-CFC material could be substituted.
Results from the inquiries led to identification of acceptable and cost-
effective alternatives. Since mid-1992, no CFC-containing products
have been purchased by LAD plants. In addition, LAD found a
substitute for a degreaser it had been using that has only about 12
percent of ozone-depletion potential of the Freons it replaced.
According to the Stratopheric Protection Division, another example of
technology and engineering excellence is that Ford joined with other
companies under the auspices of the International Cooperative for
Ozone Layer Protection (ICOLP) to develop inert gas wave and "no
clean" soldering which replaces CFC-cleaning of printed wiring boards,
(PWBs). Electronics are the key to meeting vehicle emissions safety
and security. The new process was designed for environmental
reasons, but Ford found it also improved the quality of the PWBs.
V.B. Motor Vehicle Assembly
Plants Switch To Clean-Burning Gas
In an effort to reduce air emissions from manufacturing facilities, Ford
has converted from coal-fired boilers to natural gas. An estimated
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$500,000 to $600,000 is saved each year in operating costs for each plant
that converts from coal to natural gas. The environmental benefits of
the conversion include: a reduction in carbon monoxide emissions by
one half; a reduction in sulfur dioxide emissions by approximately
3,000 tons per year system wide; and a reduction in nitrogen oxide
emissions of approximately 1,100 tons per year. The switch has also
reduced p articulate emissions by over 500 tons a year for Ford system-
wide, and by as much as 95 percent at some facilities. In addition, 8,000
tons of ash a year, from coal burning, and 4,100 tons of ash collected by
emission collectors will no longer have to be disposed of in a landfill.
Solid Waste Recycling
V.C.
As part of an effort to reduce the amount of waste generated from
assembly operations, Chrysler is using durable returnable containers.
By using these containers, the company has successfully eliminated 55
percent of its expendable packaging wastes and diverted significant
volumes of paper, cardboard, plastic and wood from landfills. Chrysler
has designed new product programs which plan to eliminate 95 percent
of packaging waste. In addition, each year the company salvages
700,000 tons of scrap metal and recycles thousands of tons of wooden
pallets and cardboard from its plants. Chrysler has also instituted one
of the largest paper recycling programs in the U.S., recycling more than
800 tons of paper per year.
Ford also has a program to reduce solid waste. At Ford Casting and
Forging, steel drums are recycled in the foundry's melting process.
Ford's North American assembly plants are recycling 380 million
pounds of waste each year. European and North American suppliers
have been asked to ship components in reusable and returnable
containers. Ford's Romeo Engine Plant receives over 90 percent of its
parts in returnable containers. Also, Ford uses recycled plastic shrink
wrap from its own manufacturing operations to make plastic seat
covers to protect seats during car shipment to dealers.
Motor Vehicle Painting/Finishing
Facility Emission Controls
During the past 10 years, automobile companies have reduced the
amount of emissions resulting from vehicle painting operations
through more efficient paint application techniques, use of lower
solvent content paints, and incineration of process emissions. In an
attempt to lower emissions without jeopardizing quality, a paint
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development pilot plant has been established at the Ford Wixom,
Michigan Assembly Plant.
Rescheduling Paint Booth Cleaning Reduces Solvent Use And VOC Emissions
One of the major factors in customer satisfaction is the quality of a car's
paint job. To insure that each vehicle of a given color has a uniform
and consistent coating, paint spraying equipment must be cleaned
properly each time a color is changed. It is also important that the
paint booth be cleaned properly to prevent stray drops or flakes of old
paint from dropping onto subsequent paint jobs. The solvent used in
these cleaning operations is generally referred to as "purge solvent."
One of the disadvantages of using purge solvent is that it readily
evaporates causing VOC emissions. In March 1993 the GM Fairfax
Assembly Plant initiated a new booth-cleaning schedule which reduced
the number of required cleanings. In addition to changing cleaning
frequency, the company also monitored the amount of purge solvent
used in production and cleaning operations. Information from these
monitoring activities helped to identify the most efficient cleaning
techniques. Implementation of these practices is expected to greatly
lower emissions from purge solvent.
Surface Coating Toxics Reduction Program
Painting operations account for the majority of total releases attributed
to automobile assembly. This is because painting and finishing
operations result in VOC emissions from solvents used as carriers to
apply solids to the vehicle. In order to reduce the amount of toxics
generated during the painting/finishing process as well as eliminate
future regulatory burden, the following projects are either underway or
being planned at Chrysler:
• Evaluation of the feasibility of using coatings which eliminate or
reduce VOCs/toxics; the goal is a 75 percent reduction in toxics by
1996. Various process changes and material reformulation will
be required.
• Elimination of lead from surface coatings - lead has already been
eliminated from all Chrysler color coats (basecoats). Further
reductions in lead are being pursued for the electrodeposition
primer (E-coat), with a goal of total removal by 1995. A lead-free
E-coat is currently being tested.
• Elimination of hexavalent chromium phosphate pre-treatment -
hexavalent chromium has already been eliminated from
phosphate pre-treatment. Trivalent chromium remains in the
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final rinse that seals the phosphate at all but one of Chrysler's
assembly plants; elimination of trivalent chromium is slated for
1995.
V.D. Motor Vehicle Dismantling/Shredding
Management Standards For Used Antifreeze
An article in the September/October 1994 edition of Automotive
Recycling stated that The Coalition on Antifreeze and the
Environment, in conjunction with Automotive Recyclers Association
(ARA), has developed voluntary management standards for antifreeze.
Management standards were developed, in part, to encourage the
Federal and State governments to consider less restrictive regulations
on recycling and disposal of antifreeze. Recent data show that
antifreeze can become hazardous when handled and stored
improperly. The voluntary management standards address the
following:
• Handling - procedures for good housekeeping and proper
handling of antifreeze
• Storage - guidelines for proper storage, such as the use of
dedicated and well-labeled collection equipment
• Education - methods for educating employees on the importance
of keeping collected, used antifreeze free from exposure to
chemicals such as petroleum products, cleaning solvents, and
other solvent-containing materials. Employees should also be
taught not to use chlorinated solvents to clean antifreeze
collection equipment.
V.E. Pollution Prevention Case Studies
Pollution Prevention at General Motors Corporation
General Motor's internal pollution prevention initiative - Waste
Elimination and Cost Awareness Reward Everyone (WE CARE) - was
piloted in 1990 at selected GM facilities. The initiative was then
expanded to GM's operations throughout the U.S. and Canada in 1991
and was introduced to Mexican facilities in 1992. The foundation for
this program is provided in the mission statement:
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To minimize the impact of our operations, we will reduce
emissions to air, water, and land by putting priority on
waste prevention at the source, elimination or reduction
of wasteful practices, and the utilization of recycling
opportunities whenever available. The responsibility for
achievement of this goal is primarily dependent on both
management's support and actions of every employee to
modify existing methods, procedures, and processes and to
incorporate waste prevention into all new endeavors.
WE CARE provides guidance to individual facilities for setting up a
multi-discipline committee to direct pollution prevention efforts.
These committee include representatives from the following
departments: maintenance, quality control, materials management,
production, engineering, purchasing, environmental affairs, as well as
from the local union. In bringing together representatives from all
aspects of the company, GM is making pollution prevention part of
everyone's job. In 1992, GM encouraged employees to suggest ways to
reduce the use of raw materials (especially toxics), reduce waste
generation, and simple ways to benefit the environment.
GM has undertaken two broad-based initiatives to implement this
philosophy; chemicals management and packaging reduction and
recycling. Each is discussed below.
Chemicals Management
The automotive industry is a large consumer of chemicals including
cleaners, machining fluids, hydraulic fluids, quenching fluids, water
treatment chemicals, and solvents. These chemicals are known as
indirect chemicals because they are not directly incorporated into the
final product. Direct chemicals, which are incorporated into the final
product, include automotive paints, vehicle lubricants, and fluids. GM
aims to reduce chemical waste and save money by: (1) leveraging
resources and expertise from other sources; and (2) reshaping the
relation between the supplier and the customer. By developing and
implementing an effective chemical management system, GM has
reduced the amount of chemicals used at the source and reduced waste
treatment and disposal costs.
Under the new chemical management program, GM no longer simply
purchases chemicals from suppliers. Instead, they purchase a chemical
service. The goal was to have one supplier for all of the indirect
chemicals used at a facility. Since no one supplier can supply every
chemical, the primary supplier is responsible for getting chemicals
from secondary suppliers. Under the program, the primary supplier
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ultimately becomes a part of the production team by providing GM
with chemical management, analysis, inventory control, and
information management services. The benefits of this initiative
include:
• Cost savings through the reduced number of suppliers, types and
volumes of chemicals, and chemical inventories
* Better environmental control (waste treatment and disposal)
• Improved information management
• Improved chemical technology application
• Reduced purchase order processing
• Reduced freight.
The first assembly plant to implement this program went from having
35 different suppliers providing 348 chemicals, to 12 suppliers
supplying 200 chemicals. This equates to a 66 percent reduction in the
number of suppliers and a 43 percent reduction in the number of
chemicals. Total savings were well over $750,000 per year.
Packaging Reduction and Recycling
One of the major waste streams associated with automotive assembly is
solid waste. Solid waste is primarily the result of parts packaging from
suppliers. The goal of GM's packaging reduction and recycling
initiative was to reduce the amount of packaging coming into the plant
and to ensure that packaging was easily recycled or returned.
Because GM has many different divisions and business units, one
packaging strategy was not feasible. Therefore, each division was
responsible for setting its own goals and strategies. Packaging
guidelines and requirements were developed and communicated to
suppliers. The guidelines, which were used throughout GM include:
• Eliminate packaging altogether, where possible
• Minimize the amount of material used in packaging
• Use packages that are returnable or refillable/reusable, where
practical
• Use packaging that is recyclable and uses recycled material.
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Requirements pertaining to expendable packaging (packaging which is
used once and not recycled) were established for suppliers. These
requirements pertained to package construction (easy to disassemble),
the use of recycled material (use recyclable packaging), the use of lead
and cadmium (do not use), and other provisions which reduce the
amount of waste generated and facilitate recycling.
The GM Midsize Car Division has been able to reduce the amount of
packaging waste going to landfill per vehicle manufactured by 75
percent in just two years as part of its "zero packaging-to-landfill" goal.
As of September 1993, one GM assembly plant has been able to reduce
the amount of waste to less than one pound of packaging per vehicle.
Ford's Manufacturing Environmental Leadership Strategy includes the
objective and practice of increasing the use of returnable containers and
recycling expendable packaging. Ford's North American assembly
plants now use returnable packaging for over 87 percent of all parts
shipped to the plants. These plants alone recycle more than 380
million pounds of waste each year. Many parts are shipped in
returnable containers and packaging plastic is made into protective seat
covers for use during car shipment.
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VI.
SUMMARY OF FEDERAL STATUTES AND REGULATIONS
This section discusses the Federal statutes and regulations that may
apply to this sector. The purpose of this section is to highlight, and
briefly describe the applicable Federal requirements, and to provide
citations for more detailed information. The three following sections
are included.
• Section IV.A contains a general overview of major statutes
• Section IV.B contains a list of regulations specific to this industry
• Section IV.C contains a list of pending and proposed regulations
The descriptions within Section IV are intended solely for general
information. Depending upon the nature or scope of the activities at a
particular facility, these summaries may or may not necessarily describe
all applicable environmental requirements. Moreover, they do not
constitute formal interpretations or clarifications of the statutes and
regulations. For further information, readers should consult the Code
of Federal Regulations and other state or local regulatory agencies. EPA
Hotline contacts are also provided for each major statute.
VI.A. General Description of Major Statutes
Resource Conservation And Recovery Act
The Resource Conservation And Recovery Act (RCRA) of 1976 which
amended the Solid Waste Disposal Act, addresses solid (Subtitle D) and
hazardous (Subtitle C) waste management activities. The Hazardous
and Solid Waste Amendments (HSWA) of 1984 strengthened RCRA's
waste management provisions and added Subtitle I, which governs
underground storage tanks (USTs).
Regulations promulgated pursuant to Subtitle C of RCRA (40 CFR Parts
260-299) establish a "cradle-to-grave" system governing hazardous
waste from the point of generation to disposal. RCRA hazardous
wastes include the specific materials listed in the regulations
(commercial chemical products, designated with the code "P" or "U";
hazardous wastes from specific industries/sources, designated with the
code "K"; or hazardous wastes from non-specific sources, designated
with the code "F") or materials which exhibit a hazardous waste
characteristic (ignitibility, corrosivity, reactivity, or toxicity and
designated with the code "D").
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Regulated entities that generate hazardous waste are subject to waste
accumulation, manifesting, and recordkeeping standards. Facilities
that treat, store, or dispose of hazardous waste must obtain a permit,
either from EPA or from a State agency which EPA has authorized to
implement the permitting program. Subtitle C permits contain general
facility standards such as contingency plans, emergency procedures,
recordkeeping and reporting requirements, financial assurance
mechanisms, and unit-specific standards. RCRA also contains
provisions (40 CFR Part 264 Subpart S and §264.10) for conducting
corrective actions which govern the cleanup of releases of hazardous
waste or constituents from solid waste management units at RCRA-
regulated facilities.
Although RCRA is a Federal statute, many States implement the
RCRA program. Currently, EPA has delegated its authority to
implement various provisions of RCRA to 46 of the 50 States.
Most RCRA requirements are not industry specific but apply to any
company that transports, treats, stores, or disposes of hazardous waste.
Here are some important RCRA regulatory requirements:
• Identification of Solid and Hazardous Wastes (40 CFR Part 261)
lays out the procedure every generator should follow to
determine whether the material created is considered a
hazardous waste, solid waste, or is exempted from regulation.
• Standards for Generators of Hazardous Waste (40 CFR Part 262)
establishes the responsibilities of hazardous waste generators
including obtaining an ID number, preparing a manifest,
ensuring proper packaging and labeling, meeting standards for
waste accumulation units, and recordkeeping and reporting
requirements. Generators can accumulate hazardous waste for
up to 90 days (or 180 days depending on the amount of waste
generated) without obtaining a permit.
• Land Disposal Restrictions (LDRs) are regulations prohibiting
the disposal of hazardous waste on land without prior
treatment. Under the LDRs (40 CFR 268), materials must meet
land disposal restriction (LDR) treatment standards prior to
placement in a RCRA land disposal unit (landfill, land
treatment unit, waste pile, or surface impoundment). Wastes
subject to the LDRs include solvents, electroplating wastes,
heavy metals, and acids. Generators of waste subject to the LDRs
must provide notification of such to the designated TSD facility
to ensure proper treatment prior to disposal.
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• Used Oil Management Standards (40 CFR Part 279) impose
management requirements affecting the storage, transportation,
burning, processing, and re-refining of the used oil. For parties
that merely generate used oil, regulations establish storage
standards. For a party considered a used oil marketer (one who
generates and sells off-specification used oil directly to a used oil
burner), additional tracking and paperwork requirements must
be satisfied.
• Tanks and Containers used to store hazardous waste with a high
volatile organic concentration must meet emission standards
under RCRA. Regulations (40 CFR Part 264-265, Subpart CC)
require generators to test the waste to determine the
concentration of the waste, to satisfy tank and container
emissions standards, and to inspect and monitor regulated units.
These regulations apply to all facilities who store such waste,
including generators operating under the 90-day accumulation
rule.
• Underground Storage Tanks (USTs) containing petroleum and
hazardous substance are regulated under Subtitle I of RCRA.
Subtitle I regulations (40 CFR Part 280) contain tank design and
release detection requirements, as well as financial responsibility
and corrective action standards for USTs. The UST program also
establishes increasingly stringent standards, including upgrade
requirements for existing tanks, that must be met by 1998.
• Boilers and Industrial Furnaces (BIFs) that use or burn fuel
containing hazardous waste must comply with strict design and
operating standards. BIF regulations (40 CFR Part 266, Subpart
H) address unit design, provide performance standards, require
emissions monitoring, and restrict the type of waste that may be
burned.
EPA's RCRA/Superfund/UST Hotline, at (800) 424-9346, responds to
questions and distributes guidance regarding all RCRA regulations.
The RCRA Hotline operates weekdays from 8:30 a.m. to 7:30 p.m., EST,
excluding Federal holidays.
Comprehensive Environmental Response, Compensation, And Liability Act
The Comprehensive Environmental Response, Compensation, and
Liability Act (CERCLA), a 1980 law commonly known as Superfund,
authorizes EPA to respond to releases, or threatened releases, of
hazardous substances that may endanger public health, welfare, or the
environment. CERCLA also enables EPA to force parties responsible
for environmental contamination to clean it up or to reimburse the
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Superfund for response costs incurred by EPA. The Superfund
Amendments and Reauthorization Act (SARA) of 1986 revised
various sections of CERCLA, extended the taxing authority for the
Superfund, and created a free-standing law, SARA Title III, also known
as the Emergency Planning and Community Right-to-Know Act
(EPCRA).
The CERCLA hazardous substance release reporting regulations (40
CFR Part 302) direct the person in charge of a facility to report to the
National Response Center (NRC) any environmental release of a
hazardous substance which exceeds a reportable quantity. Reportable
quantities are defined and listed in 40 CFR § 302.4. A release report
may trigger a response by EPA, or by one or more Federal or State
emergency response authorities.
EPA implements hazardous substance responses according to
procedures outlined in the National Oil and Hazardous Substances
Pollution Contingency Plan (NCP) (40 CFR Part 300). The NCP
includes provisions for permanent cleanups, known as remedial
actions, and other cleanups referred to as "removals." EPA generally
takes remedial actions only at sites on the National Priorities List
(NPL), which currently includes approximately 1300 sites. Both EPA
and states can act at other sites; however, EPA provides responsible
parties the opportunity to conduct removal and remedial actions and
encourages community involvement throughout the Superfund
response process.
EPA's RCRA/Superfund/UST Hotline, at (800) 424-9346, answers
questions and references guidance pertaining to the Superfund
program. The CERCLA Hotline operates weekdays from 8:30 a.m. to
7:30 p.m., EST, excluding Federal holidays.
Emergency Planning And Community Right-To-Know Act
The Superfund Amendments and Reauthorization Act (SARA) of 1986
created the Emergency Planning and Community Right-to-Know Act
(EPCRA, also known as SARA Title III), a statute designed to improve
community access to information about chemical hazards and to
facilitate the development of chemical emergency response plans by
State and local governments. EPCRA required the establishment of
State emergency response commissions (SERCs), responsible for
coordinating certain emergency response activities and for appointing
local emergency planning committees (LEPCs).
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EPCRA and the EPCRA regulations (40 CFR Parts 350-372) establish
four types of reporting obligations for facilities which store or manage
specified chemicals:
• EPCRA §302 requires facilities to notify the SERC and LEPC of
the presence of any "extremely hazardous substance" (the list of
such substances is in 40 CFR Part 355, Appendices A and B) if it
has such substance in excess of the substance's threshold
planning quantity, and directs the facility to appoint an
emergency response coordinator.
• EPCRA §304 requires the facility to notify the SERC and the LEPC
in the event of a release exceeding the reportable quantity of a
CERCLA hazardous substance or an EPCRA extremely
hazardous substance.
• EPCRA §§311 and 312 require a facility at which a hazardous
chemical, as defined by the Occupational Safety and Health Act,
is present in an amount exceeding a specified threshold to
submit to the SERC, LEPC, and local fire department material
safety data sheets (MSDSs) or lists of MSDSs and hazardous
chemical inventory forms (also known as Tier I and II forms).
This information helps the local government respond in the
event of a spill or release of the chemical.
• EPCRA §313 requires manufacturing facilities included in SIC
codes 20 through 39, which have ten or more employees, and
which manufacture, process, or use specified chemicals in
amounts greater than threshold quantities, to submit an annual
toxic chemical release report. This report, commonly known as
the Form R, covers releases and transfers of toxic chemicals to
various facilities and environmental media, and allows EPA to
compile the national Toxic Release Inventory (TRI) database.
All information submitted pursuant to EPCRA regulations is publicly
accessible, unless protected by a trade secret claim.
EPA's EPCRA Hotline, at (800) 535-0202, answers questions and
distributes guidance regarding the emergency planning and
community right-to-know regulations. The EPCRA Hotline operates
weekdays from 8:30 a.m. to 7:30 p.m., EST, excluding Federal holidays.
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Clean Water Act
The primary objective of the Federal Water Pollution Control Act,
commonly referred to as the Clean Water Act (CWA), is to restore and
maintain the chemical, physical, and biological integrity of the nation's
surface waters. Pollutants regulated under the CWA include "priority"
pollutants, including various toxic pollutants; "conventional"
pollutants, such as biochemical oxygen demand (BOD), total suspended
solids (TSS), fecal coliform, oil and grease, and pH; and "non-
conventional" pollutants, including any pollutant not identified as
either conventional or priority.
The CWA regulates both direct and indirect discharges. The National
Pollutant Discharge Elimination System (NPDES) program (CWA §402)
controls direct discharges into navigable waters. Direct discharges or
"point source" discharges are from sources such as pipes and sewers.
NPDES permits, issued by either EPA or an authorized State (EPA has
presently authorized forty States to administer the NPDES program),
contain industry-specific, technology-based and/or water quality-based
limits, and establish pollutant monitoring and reporting requirements.
A facility that intends to discharge into the nation's waters must obtain
a permit prior to initiating its discharge. A permit applicant must
provide quantitative analytical data identifying the types of pollutants
present in the facility's effluent. The permit will then set forth the
conditions and effluent limitations under which a facility may make a
discharge.
A NPDES permit may also include discharge limits based on Federal or
State water quality criteria or standards, that were designed to protect
designated uses of surface waters, such as supporting aquatic life or
recreation. These standards, unlike the technological standards,
generally do not take into account technological feasibility or costs.
Water quality criteria and standards vary from State to State, and site to
site, depending on the use classification of the receiving body of water.
Most States follow EPA guidelines which propose aquatic life and
human health criteria for many of the 126 priority pollutants.
Storm Water Discharges
In 1987 the CWA was amended to require EPA to establish a program
to address storm water discharges. In response, EPA promulgated the
NPDES storm water permit application regulations. Storm water
discharge associated with industrial activity means the discharge from
any conveyance which is used for collecting and conveying storm
water and which is directly related to manufacturing, processing or raw
materials storage areas at an industrial plant (40 CFR 122.26(b)(14)).
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These regulations require that facilities with the following storm water
discharges apply for a NPDES permit: (1) a discharge associated with
industrial activity; (2) a discharge from a large or medium municipal
storm sewer system; or (3) a discharge which EPA or the State
determines to contribute to a violation of a water quality standard or is
a significant contributor of pollutants to waters of the United States.
The term "storm water discharge associated with industrial activity"
means a storm water discharge from one of 11 categories of industrial
activity defined at 40 CFR 122.26. Six of the categories are defined by
SIC codes while the other five are identified through narrative
descriptions of the regulated industrial activity. If the primary SIC code
of the facility is one of those identified in the regulations, the facility is
subject to the storm water permit application requirements. If any
activity at a facility is covered by one of the five narrative categories,
storm water discharges from those areas where the activities occur are
subject to storm water discharge permit application requirements.
Those facilities/activities that are subject to storm water discharge
permit application requirements are identified below. To determine
whether a particular facility falls within one of these categories, the
regulation should be consulted.
Category i: Facilities subject to storm water effluent guidelines, new
source performance standards, or toxic pollutant effluent standards.
Category ii: Facilities classified, as SIC 24-lumber and wood products
(except wood kitchen cabinets); SIC 26-paper and allied products (except
paperboard containers and products); SIC 28-chemicals and allied
products (except drugs and paints); SIC 29-petroleum refining; and SIC
311-leather tanning and finishing.
Category iii: Facilities classified as SIC 10-metal mining; SIC 12-coal
mining; SIC 13-oil and gas extraction; and SIC 14-nonmetallic mineral
mining.
Category iv: Hazardous waste treatment, storage, or disposal facilities.
Category v: Landfills, land application sites, and open dumps that
receive or have received industrial wastes.
Category vi: Facilities classified as SIC 5015-used motor vehicle parts;
and SIC 5093-automotive scrap and waste material recycling facilities.
Category vii: Steam electric power generating facilities.
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Category viii: Facilities classified as SIC 40-railroad transportation; SIC
41-local passenger transportation; SIC 42-trucking and warehousing
(except public warehousing and storage); SIC 43-U.S. Postal Service; SIC
44-water transportation; SIC 45-transportation by air; and SIC 5171-
petroleum bulk storage stations and terminals.
Category ix: Sewage treatment works.
Category x: Construction activities except operations that result in the
disturbance of less than five acres of total land area.
Category xi: Facilities classified as SIC 20-food and kindred products;
SIC 21-tobacco products; SIC 22-textile mill products; SIC 23-apparel
related products; SIC 2434-wood kitchen cabinets manufacturing; SIC
25-furniture and fixtures; SIC 265-paperboard containers and boxes; SIC
267-converted paper and paperboard products; SIC 27-printing,
publishing, and allied industries; SIC 283-drugs; SIC 285-paints,
varnishes, lacquer, enamels, and allied products; SIC 30-rubber and
plastics; SIC 31-leather and leather products (except leather and tanning
and finishing); SIC 323-glass products; SIC 34-fabricated metal products
(except fabricated structural metal); SIC 35-industrial and commercial
machinery and computer equipment; SIC 36-electronic and other
electrical equipment and components; SIC 37-transportation
equipment (except ship and boat building and repairing); SIC 38-
measuring, analyzing, and controlling instruments; SIC 39-
miscellaneous manufacturing industries; and SIC 4221-4225-public
warehousing and storage.
Pretreatment Program
Another type of discharge that is regulated by the CWA is one that goes
to a publicly-owned treatment works (POTWs). The national
pretreatment program (CWA §307(b)) controls the indirect discharge of
pollutants to POTWs by "industrial users." Facilities regulated under
§307(b) must meet certain pretreatment standards. The goal of the
pretreatment program is to protect municipal wastewater treatment
plants from damage that may occur when hazardous, toxic, or other
wastes are discharged into a sewer system and to protect the quality of
sludge generated by these plants. Discharges to a POTW are regulated
primarily by the POTW itself, rather than the State or EPA.
EPA has developed technology-based standards for industrial users of
POTWs. Different standards apply to existing and new sources within
each category. "Categorical" pretreatment standards applicable to an
industry on a nationwide basis are developed by EPA. In addition,
another kind of pretreatment standard, "local limits," are developed by
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the POTW in order to assist the POTW in achieving the effluent
limitations in its NPDES permit.
Regardless of whether a State is authorized to implement either the
NPDES or the pretreatment program, if it develops its own program, it
may enforce requirements more stringent than Federal standards.
EPA's Office of Water, at (202) 260-5700, will direct callers with
questions about the CWA to the appropriate EPA office. EPA also
maintains a bibliographic database of Office of Water publications
which can be accessed through the Ground Water and Drinking Water
resource center, at (202) 260-7786.
Safe Drinking Water Act
The Safe Drinking Water Act (SDWA) mandates that EPA establish
regulations to protect human health from contaminants in drinking
water. The law authorizes EPA to develop national drinking water
standards and to create a joint Federal-State system to ensure
compliance with these standards. The SDWA also directs EPA to
protect underground sources of drinking water through the control of
underground injection of liquid wastes.
EPA has developed primary and secondary drinking water standards
under its SDWA authority. EPA and authorized States enforce the
primary drinking water standards, which are, contaminant-specific
concentration limits that apply to certain public drinking water
supplies. Primary drinking water standards consist of maximum
contaminant level goals (MCLGs), which are non-enforceable health-
based goals, and maximum contaminant levels (MCLs), which are
enforceable limits set as close to MCLGs as possible, considering cost
and feasibility of attainment.
The SDWA Underground Injection Control (UIC) program (40 CFR
Parts 144-148) is a permit program which protects underground sources
of drinking water by regulating five classes of injection wells. UIC
permits include design, operating, inspection, and monitoring
requirements. Wells used to inject hazardous wastes must also comply
with RCRA corrective action standards in order to be granted a RCRA
permit, and must meet applicable RCRA land disposal restrictions
standards. The UIC permit program is primarily State-enforced, since
EPA has authorized all but a few States to administer the program.
The SDWA also provides for a Federally-implemented Sole Source
Aquifer program, which prohibits Federal funds from being expended
on projects that may contaminate the sole or principal source of
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drinking water for a given area, and for a State-implemented Wellhead
Protection program, designed to protect drinking water wells and
drinking water recharge areas.
EPA's Safe Drinking Water Hotline, at (800) 426-4791, answers
questions and distributes guidance pertaining to SDWA standards. The
Hotline operates from 9:00 a.m. through 5:30 p.m., EST, excluding
Federal holidays.
Toxic Substances Control Act
The Toxic Substances Control Act (TSCA) granted EPA authority to
create a regulatory framework to collect data on chemicals in order to
evaluate, assess, mitigate, and control risks which may be posed by
their manufacture, processing, and use. TSCA provides a variety of
control methods to prevent chemicals from posing unreasonable risk.
TSCA standards may apply at any point during a chemical's life cycle.
Under TSCA §5, EPA has established an inventory of chemical
substances. If a chemical is not already on the inventory, and has not
been excluded by TSCA, a premanufacture notice (PMN) must be
submitted to EPA prior to manufacture or import. The PMN must
identify the chemical and provide available information on health and
environmental effects. If available data are not sufficient to evaluate
the chemical's effects, EPA can impose restrictions pending the
development of information on its health and environmental effects.
EPA can also restrict significant new uses of chemicals based upon
factors such as the projected volume and use of the chemical.
Under TSCA §6, EPA can ban the manufacture or distribution in
commerce, limit the use, require labeling, or place other restrictions on
chemicals that pose unreasonable risks. Among the chemicals EPA
regulates under §6 authority are asbestos, chlorofluorocarbons (CFCs),
and polychlorinated biphenyls (PCBs).
EPA's TSCA Assistance Information Service, at (202) 554-1404, answers
questions and distributes guidance pertaining to Toxic Substances
Control Act standards. The Service operates from 8:30 a.m. through
4:30 p.m., EST, excluding Federal holidays.
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Clean Air Act
Motor Vehicle Assembly Industry
The Clean Air Act (CAA) and its amendments, including the Clean Air
Act Amendments (CAAA) of 1990, are designed to "protect and
enhance the nation's air resources so as to promote the public health
and welfare and the productive capacity of the population." The CAA
consists of six sections, known as Titles, which direct EPA to establish
national standards for ambient air quality and for EPA and the States to
implement, maintain, and enforce these standards through a variety of
mechanisms. Under the CAAA, many facilities will be required to
obtain operating permits for the first time. State and local
governments oversee, manage, and enforce many of the requirements
of the CAAA. CAA. regulations appear at 40 CFR Parts 50-99.
Pursuant to Title I of the CAA, EPA has established national ambient
air quality standards (NAAQSs) to limit levels of "criteria pollutants,"
including carbon monoxide, lead, nitrogen dioxide, particulate matter,
ozone, and sulfur dioxide. Geographic areas that meet NAAQSs for a
given pollutant are classified as attainment areas; those that do not
meet NAAQSs are classified as non-attainment areas. Under §110 of
the CAA, each State must develop a State Implementation Plan (SIP) to
identify sources of air pollution and to determine what reductions are
required to meet Federal air quality standards.
Title I also authorizes EPA to establish New Source Performance
Standards (NSPSs), which are nationally uniform emission standards
for new stationary sources falling within particular industrial
categories. NSPSs are based on the pollution control technology
available to that category of industrial source but allow the affected
industries the flexibility to devise a cost-effective means of reducing
emissions.
Under Title I, EPA establishes and enforces National Emission
Standards for Hazardous Air Pollutants (NESHAPs), nationally
uniform standards oriented towards controlling particular hazardous
air pollutants (HAPs). Title III of the CAAA further directed EPA to
develop a list of sources that emit any of 189 HAPs, and to develop
regulations for these categories of sources. To date EPA has listed 174
categories and developed a schedule for the establishment of emission
standards. The emission standards will be developed for both new and
existing sources based on "maximum achievable control technology"
(MACT). The MACT is defined as the control technology achieving the
maximum degree of reduction in the emission of the HAPs, taking
into account cost and other factors.
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Title E of the CAA pertains to mobile sources, such as cars, trucks,
buses, and planes. Reformulated gasoline, automobile pollution
control devices, and vapor recovery nozzles on gas pumps are a few of
the mechanisms EPA uses to regulate mobile air emission sources.
Title IV establishes a sulfur dioxide emissions program designed to
reduce the formation of acid rain. Reduction of sulfur dioxide releases
will be obtained by granting to certain sources limited emissions
allowances, which, beginning in 1995, will be set below previous levels
of sulfur dioxide releases.
Title V of the CAAA of 1990 created an operating permit program for
all "major sources" (and certain other sources) regulated under the
CAA. One purpose of the operating permit is to include in a single
document all air emissions requirements that apply to a given facility.
States are developing the permit programs in accordance with guidance
and regulations from EPA. Once a State program is approved by EPA,
permits will be issued and monitored by that State.
Title VI is intended to protect stratospheric ozone by phasing out the
manufacture of ozone-depleting chemicals and restrict their use and
distribution. Production of Class I substances, including 15 kinds of
chlorofluorocarbons (CFCs), will be phased out entirely by the year
2000, while certain hydrochlorofluorocarbons (HCFCs) will be phased
out by 2030.
ERA'S Control Technology Center, at (919) 541-0800, provides general
assistance and information on CAA standards. The Stratospheric
Ozone Information Hotline, at (800) 296-1996, provides general
information about regulations promulgated under Title VI of the CAA,
and EPA's EPCRA Hotline, at (800) 535-0202, answers questions about
accidental release prevention under CAA §112(r). In addition, the
Technology Transfer Network Bulletin Board System (modem access
(919) 541-5742)) includes recent CAA rules, EPA guidance documents,
and updates of EPA activities.
VLB. Industry Specific Regulations
Though production processes associated with the industries listed
under SIC 37 have few specific regulatory requirements, the diverse
and complex nature of the industry makes it one of the most heavily
regulated industries in the manufacturing sector.
The large number of facilities engaged in activities covered by SIC 37, as
well as the diversity of processes and products involved, make it
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difficult to provide a precise regulatory framework; the statutes and
regulations governing a producer of a specific part which uses a specific
manufacturing process will differ significantly from those affecting an
integrated manufacturing plant performing foundry, metal finishing,
and painting operations. Thus, the discussion which follows identifies
those regulations that are of concern to the industry at large.
VI.B.l. Clean Water Act (CWA)
The Clean Water Act regulates the amount of chemicals/toxics released
by industries via direct and indirect wastewater/effluent discharges.
Regulations developed to implement this Act establish effluent
guidelines and standards for different industries. These standards
usually set concentration-based limits on the discharge of a given
chemical by any one facility. If a facility is discharging directly into a
body of water, it must obtain a National Pollution Discharge
Elimination System (NPDES) permit. However, if a facility is
discharging to a publicly owned treatment works (POTW), it must
adhere to the specified pretreatment standards. (Information provided
by Chrysler indicates that all of the company's manufacturing facilities
discharge process wastewater to POTWs. Much of their water is treated
at an on-site industrial wastewater treatment plant prior to discharge to
the POTW.)
The following regulations are potentially applicable to various stages in
the auto and auto parts manufacturing and assembly processes.
Because so many regulations are potentially applicable to segments of
the industry, we have divided the regulations into the following
categories: foundry/metal forming operations; metal finishing
operations; and painting operations.
Foundry/Metal Forming Operations
The following effluent guidelines and standards are applicable to the
activities performed during the foundry/metal forming operations.
Iron and Steel Manufacturing (40 CFR Part 420)
Metal Molding and Casting (40 CFR Part 464)
Aluminum Forming (40 CFR Part 467)
Copper Forming (40 CFR Part 468)
Nonferrous Forming (40 CFR Part 471)
Lead-Tin-Bismuth Forming Category (40 CFR Part 471
Subpart A)
Zinc Forming Subcategory (40 CFR Part 471, Subpart H).
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Metal Finishing Operations
The following effluent guidelines and standards are applicable to metal
finishing activities:
• Electroplating (40 CFR Part 413)
• Metal Finishing (40 CFR Part 433)
• Coil Coating (40 CFR Part 465).
The standards applicable to metal finishing regulate discharges
resulting from numerous activities performed by manufacturers of
autos and auto parts. The metal finishing and electroplating guidelines
address discharges from the following six activities: (1) electroplating;
(2) electroless plating; (3) anodizing; (4) coating; (5) chemical etching
and milling; and (6) printed circuit board manufacturing. If one of
these operations is performed, the metal finishing guidelines provide
effluent standards for 40 additional operations, including machining;
grinding; polishing; welding; soldering; and solvent degreasing.
VLB.2. Clean Air Act (CAA)
Several existing regulations promulgated under the CAA are applicable
to various stages in the automobile production process. These are
discussed below.
The Standards of Performance for Automobile and Light Duty Truck
Surface Coating Operations (40 CFR Part 60, subpart MM) are applicable
to assembly plant operations where prime coats, guide coats, and
topcoats are applied. These standards prohibit assembly plants that
begin construction, modification, or reconstruction after October 5, 1979
from discharging VOC emissions in excess of:
• 0.16 kg of VOC per liter of applied coating solids from each prime
coat,
• 1.40 kg of VOC per liter of applied coating solids from each guide
coat operation, and/or
• 1.47 kg of VOC per liter of applied coating solids from each top
coat.
The Standards of Performance for Metal Coil Surface Coating (40 CFR
Part 60, subpart TT) may be relevant to some facilities in the
automotive industry. This standard regulates the discharge of VOCs.
The Standards of Performance for Fossil-Fired Steam Generators for
Which Construction Commenced after August 17,1971 (40 CFR Part 60,
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subpart D) are applicable to motor vehicle plants which have fossil-
fuel-fired steam generating units of more that 73 megawatts (MW) heat
input rate and fossil-fuel and wood-residue-fired steam generating
units capable of firing fossil fuel at a rate of more that 73 MW (though
these standards do riot apply to electric utility steam generating units).
The regulations set emissions standards for sulfur dioxide, particulate
matter, and nitrogen oxides, and contain compliance, performance,
emissions testing, and recordkeeping requirements.
The Standards of Performance for Small Industrial-Commercial-
Institutional Steam Generating Units (40 CFR Part 60 subpart DC) apply
to motor vehicle and motor vehicle equipment plants which have
steam generating units for which construction, modification, or
reconstruction is commenced after June 9, 1989 and that have a
maximum design capacity of 29 MW input capacity or less, but greater
than or equal to 2.9 MW.
These regulations set emissions standards for sulfur dioxide and
particulate matter and require certain compliance, performance,
emissions testing, and recordkeeping requirements.
National Emission Standards for Hazardous Air Pollutants for
Industrial Process Cooling Towers (40 CFR Part 63, subpart Q) apply to
motor vehicle and motor vehicle equipment plants that have
industrial process cooling towers (IPCTs) that are operated with
chromium-based water treatment chemicals and are either major
sources or are integral parts of facilities that are major sources. Major
sources are those sources that emit or have the potential to emit 10
tons per year or more of any hazardous air pollutant or 25 tons per year
or more of any combination of hazardous air pollutants.
The standards prohibit the use of chromium-based water treatment
chemicals in:
Existing IPCTs on or after March 8,1996, and/or
• New IPCTs (IPCTs for which construction or reconstruction
commenced after August 12, 1993) on or after September 8, 1994.
Chromium Electroplating
Human health studies suggest that various adverse effects result from
acute, intermediate, and chronic exposure to chromium. As a result,
in January 1995, EPA established National Emission Standards for
Chromium Emissions From Hard and Decorative Chromium
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Electroplating And Chromium Anodizing Tanks (40 CFR Part 9 and 63,
Subpart N) The regulation is an MACT-based performance standard
that sets limits on chromium and chromium compounds emissions
based upon concentrations in the waste stream (e.g., mg of
chromium/m^ of air).
EPA holds that these performance standards allow a degree of flexibility
since facilities may choose their own technology as long as the
emissions limits (established by the MAGT) are achieved. The
standards differ according to the sources (e.g., old sources of chromium
emissions will have different standards than new ones), further
reducing the standards' rigidity.
VI.B.3. Comprehensive Environmental Response. Compensation, and—
Liability Act rCERCLA)
CERCLA has had a much greater impact on the Big Three with facilities
built before RCRA's enactment than it has had on the so-called
transplant companies which have newer plants.
VLB .4. Resource Conservation and Recovery Act (RCRA)
RCRA was passed in 1976, as an amendment to the Solid Waste
Disposal Act, to ensure that solid wastes are managed in an
environmentally sound manner. A material is classified under RCRA
as a hazardous waste if the material meets the definition of solid waste
(40 CFR 261.2), and that solid waste material exhibits one of the
characteristics of a hazardous waste (40 CFR 261.20-24) or is specifically
listed as a hazardous waste (40 CFR 261.31-33). A material defined as a
hazardous waste is then subject to Subtitle C generator (40 CFR 262),
transporter (40 CFR 263), treatment, storage, and disposal facility (40
CFR 254 and 265) and land disposal requirements (40 CFR 268). The
motor vehicle and motor vehicle equipment manufacturing industry
must be concerned with the regulations addressing all these. Most
automobile and light truck assembly and component manufacturing
facilities are not considered hazardous waste treatment, storage or
disposal facilities requiring RCRA permits, although they may generate
hazardous waste subject to RCRA management requirements.
The greatest quantities of RCRA listed waste and characteristically
hazardous waste are identified in Exhibit 25. For more information on
RCRA hazardous waste, refer to 40 CFR Part 261.
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Exhibit 25
Hazardous Wastes Relevant to the Automotive Industry
EPA Hazardous
Waste No.
Hazardous Waste
D001
Wastes which are hazardous due to the characterization of ignitibility
D002
Wastes which are hazardous due to the characteristic of corrosivity
D006 (cadmium)
D007 (chromium)
D008 (lead)
D009 (mercury)
D010 (selenium)
D011 (silver)
D035 (methyl
ethyl ketone)
D039
(tetrachloro-
ethylene)
D040 (trichloro-
ethylene) •
Wastes which are hazardous due to the characteristic of toxicity for each of
the constituents.
F001
Halogenated solvents used in degreasing: tetrachloroethylene, methylene
chloride, 1,1,1-trichloroethane, carbon tetrachloride, and chlorinated
fluorocarbons; all spent solvent mixtures/blends used in degreasing containing,
before use, a total of 10% or more (by volume) of one or more of the above
halogenated solvents or those solvents listed in F002, F004, and F005; and still
bottoms from the recovery of these spent solvents and spent solvent mixtures.
F002
Spent halogenated solvents; tetrachloroethylene, methylene chloride,
trichlorethylene, 1,1,1-trichloroethane chlorobenzene, l,l,2~trichloro-l,2,2-
trifluoroethane, ortho-dichlorobenzene, trichlorofluoromethane, and 1,1,2-
trichloroethane; all spent solvent mixtures/blends containing, before use, one
or more of the above halogenated solvents or those listed in F001, F004, F005;
and still bottoms from the recovery of these spent solvents and spent solvent
mixtures.
F003
Spent non-halogenated solvents: xylene, acetone, ethyl acetate, ethyl benzene,
ethyl ether, methyl isobutyl ketone, n-butyl alcohol, cyclohexanone, and
methanol; all spent solvent mixtures/blends containing, before use, only the
above spent non-halogenated solvents; and all spent solvent mixtures/blends
containing, before use, one or more of the above non-halogenated solvents, and,
a total of 10% or more (by volume) of one of those solvents listed in F001, F002,
F004, F005; and still bottoms from the recovery of these spent solvents and
spent solvent mixtures.
F004
Spent non-halogenated solvents: cresols and cresylic acid, and nitrobenzene;
all spent solvent mixtures/blends containing, before use, a total of 10% or more
(by volume) of one or more of the above non-haiogenated solvents or those
solvents listed in F001, F002, and F005; and still bottoms from the recovery of
these spent solvents and spent solvent mixtures.
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Exhibit 25 (cont'd)
Hazardous Wastes Relevant to the Automotive Industry
EPA Hazardous
Waste No.
F005
F006
F007
F008
F009
F010
F011
F012
F019
Source: Sustainable
~~ Hazardous Waste
Spent non-halogenated solvents: toluene, methyl ethyl ketone, carbon
disulfide, isobutanol/pyridine, benzene, 2-ethoxyethanol, and 2-nitropropane;
aU spent solvent mixtures/blends containing, before use, a total of 10% or more
(by volume) of one or more of the above non-halogenated solvents or those
solvents listed in F001, F002, or F004; and still bottoms from the recovery of
these spent solvents and spent solvents mixtures.
Wastewater treatment sludges from electroplating operations except from the
following processes: (1) sulfuric acid anodizing of aluminum; (2) tin plating on
carbon steel; (3) zinc plating (segregated basis) on carbon steel; (4) aluminum or
zinc-aluminum plating on carbon steel; (5) cleaning/stripping associated with
tin, zinc, and aluminum plating on carbon steel; and (6) chemical etching and
milling of aluminum. ^^^_ . __
Spent cyanide plating bath solutions from electroplating operations.
Plating bath residues from the bottom of plating baths from electroplating
operations where cyanides are used in the process."
Spent stripping and cleaning bath solutions from electroplating operations
where cyanides are used in the process.
Quenching bath residues from oil baths from metal heat treating operations
where cyanides are used in the process. • •
Spent cyanide solutions from salt bath pot cleaning from metal heat treating
operations. ' • ' .
Quenching waste water treatment sludges from metal heat treating operations
where cyanides are used in the process.
Wastewater treatment sludges from the chemical conversion coating of
aluminum except from zirconium phosphating in aluminum can washing when
suchphosphating is an exclusive conversion coating process.
Industry- Promoting Strategic Environmental Protection in the Industrial Sector, Phase 1 Report,
y' EPA, OERR, June 1994. . '
VI.C. Pending and Proposed Regulatory Requirements
Numerous regulatory requirements which might affect the
automotive industry are under consideration. Summaries of some of
these potential future regulations are discussed below.
VI.C.1.
Motor Vehicle Parts Manufacturing
Clean Water Act (CWA)
Although Congress did not reauthorize the Clean Water Act in 1994,
future legislative requirements and/or reform may impact the motor
vehicle manufacturer. Several of the regulations currently under
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consideration or development will have a significant impact on the
automotive industry. The effluent guidelines and standards for
Electroplaters (40 CFR Part 413) and Metal Finishers (40 CFR Part 433)
are currently under review. EPA is also currently developing effluent
guidelines and standards for the metal products and machinery
industry (Phase II, 40 CFR Part 438), which are Scheduled to be finalized
by December 1999. It is likely that EPA will integrate new regulatory
options for metal finishing industry processes into this guideline.
The Effluent Guidelines and Standards for the Metal Products and
Machinery Category, Phase II, will propose effluent limitation
guidelines for facilities that generate wastewater while processing
metal parts, metal products and machinery, including: manufacture,
assembly, rebuilding, repair, and maintenance. The Phase II regulation
will cover eight major industrial groups, including: motor vehicles,
buses and trucks, household equipment, business equipment,
instruments, precious and nonprecious metals, shipbuilding, and
railroads. The court-ordered deadline is December 31,1997.
Clean Air Act (CAA)
In addition to the CAA requirements discussed above, EPA is currently
working on several regulations that will directly affect the metal
finishing portion of the motor vehicle manufacturing industry. Many
proposed standards will limit the air emissions from various
industries by proposing Maximum Achievable Control Technology
(MACT) based performance standards that will set limits on emissions
based.upon concentrations of pollutants in the waste stream. Various
potential standards are described below.
Organic Solvent Degreasing/Cleaning
EPA has also proposed a NESHAP (58 FR 62566, November 19,1993) for
the source category of halogenated solvent degreasing/cleaning that
will directly affect the metal finishing industry. This will apply to new
and existing organic halogenated solvent emissions to a MACT-
equivalent level, and will apply to new and existing organic
halogenated solvent cleaners (degreasers) using any of the HAPs listed
in the CAA Amendments. EPA is specifically targeting vapor
degreasers that use the following HAPs: methylene chloride,
perchloroethylene, trichloroethylene, 1,1,1-trichloroethane, carbon
tetrachloride, and chloroform.
This NESHAP proposes to implement a MACT-based equipment and
work practice compliance standard. This would require that a facility
use a designated type of pollution prevention technology along with
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proper operating procedures. EPA has also provided an alternative
compliance standard. Existing operations, which utilize performance-
based standards, can continue if they reach the same limit as the
equipment and work practice compliance standard.
Steel Picklinv. HCl
VLC2.
Hydrochloric acid (HCl) and chlorine are among the pollutants listed as
hazardous air pollutants in Section 112 of the Clean Air Act
Amendments of 1990. Steel pickling processes that use HCl solution
and HCl regeneration processes have been identified by the EPA as
potentially significant sources of HCl and chlorine air emissions and, as
such, a source category for which national emission standards may be
warranted. EPA is required to promulgate national emission standards
for 50 percent of the source categories listed in Section 112(e) by
November 15, 1997. EPA plans to promulgate this standard by
September 30,1996.
Motor Vehicle Painting/Finishing
Clean Air Act (CAA)
The 1990 CAAA identified a number of ozone non-attainment areas
throughout the U.S. and gave those States most affected by high VOC
emissions until November 1993 to develop implementation plans to
combat the problem. The legislation further required that States reduce
VOCs by 15 percent by 1996 and that States with extreme problems
reduce emission an additional three percent each year following.
Although State VOC limits have been established, national limits have
not. A national rule on VOC limits is likely to come next year.
VOCs are one of the primary emissions from the automotive
painting/finishing process and come from common paint solvents.
Though no standards are currently proposed, industry officials are
making their thoughts known. According to Ron Hilovsky, manager
of regulatory affairs for PPG Fleet Finishes, as stated in an August 1994
article in Heavy Duty Trucking entitled "You Can Breath Easier, "
national limits will effectively eliminate lacquer products and systems.
According to Heavy Duty Trucking, limits for paints and finishes are
likely to be based on the pounds of VOCs released per gallon. Most
topcoats have VOC levels of 5.5 Ibs/gallon or more. New limits on
VOCs are likely to be as follows:
• Pretreat/wash primer - 6.5 Ibs./gallon
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Primer/primer surfacer - 4.6 Ibs./gallon
Primer sealer - 4.6 Ibs./gallon
Topcoats (including single-stage solids and metallics and
basecoat/clearcoat) - 5.0 Ibs./gallon
Tri and quad coat basecoat/clearcoat - 5.2 Ibs./gallon
Specialty coatings - 7.0 Ibs./gallon.
VI.C.3. Motor Vehicle Dismantling/Shredding
According to AAMA, future U.S. regulatory activity affecting the
vehicle recycling process, if it occurs at all, is likely to aim at improving
the efficiency of the existing and already successful market
infrastructure. For example, it may promote:
• Common definitions and terms
• Market incentives for the use of recycled materials, and
• Common standards for operating dismantling and shredding
facilities
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VII. COMPLIANCE AND ENFORCEMENT HISTORY
Background
To date, EPA has focused much of its attention on measuring
compliance with specific environmental statutes. This approach
allows the Agency to track compliance with the Clean Air Act, the
Resource Conservation and Recovery Act, the Clean Water Act, and
other environmental statutes. Within the last several years, the
Agency has begun to supplement single-media compliance indicators
with facility-specific, multimedia indicators of compliance. In doing so,
EPA is in a better position to track compliance with all statutes at the
facility level, and within specific industrial sectors.
A major step in building the capacity to compile multimedia data for
industrial sectors was the creation of EPA's Integrated Data for
Enforcement Analysis (IDEA) system. IDEA has the capacity to "read
into" the Agency's single-media databases, extract compliance records,
and match the records to individual facilities. The IDEA system can
match Air, Water, Waste, Toxics/Pesticides/EPCRA, TRI, and
Enforcement Docket records for a given facility, and generate a list of
historical permit, inspection, and enforcement activity. IDEA also has
the capability to analyze data by geographic area and corporate holder.
As the capacity to generate multimedia compliance data improves, EPA
will make available more in-depth compliance and enforcement
information. Additionally, sector-specific measures of success for
compliance assistance efforts are under development.
Compliance and Enforcement Profile Description
Using inspection, violation, and enforcement data from the IDEA
system, this section provides information regarding the historical
compliance and enforcement activity of this sector. In order to mirror
the facility universe reported in the Toxic Chemical Profile, the data
reported within this section consists of records only from the TRI
reporting universe. With this decision, the selection criteria are
consistent across sectors with certain exceptions. For the sectors that do
not normally report to the TRI program, data have been provided from
EPA's Facility Indexing System (FINDS) which tracks facilities in all
media databases. Please note, in this section, EPA does not attempt to
define the actual number of facilities that fall within each sector.
Instead, the section portrays the records of a subset of facilities within
the sector that are well defined within EPA databases.
As a check on the relative size of the full sector universe, most
notebooks contain an estimated number of facilities within the sector
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according to the Bureau of Census (See Section II). With sectors
dominated by small businesses, such as metal finishers and printers,
the reporting universe within the EPA databases may be small in
comparison to Census data. However, the group selected for inclusion
in this data analysis section should be consistent with this sector's
general make-up.
Following this introduction is a list defining each data column
presented within this section. These values represent a retrospective
summary of inspections and enforcement actions, and solely reflect
EPA, State, and local compliance assurance activities that have been
entered into EPA databases. To identify any changes in trends, the EPA
ran two data queries, one for the past five calendar years (August 10,
1990 to August 9,1995) and the other for the most recent twelve-month
period (August 10,1994 to August 9,1995). The five-year analysis gives
an average level of activity for that period for comparison to the more
recent activity.
Because most inspections focus on single-media requirements, the data
queries presented in this section are taken from single media databases.
These databases do not provide data on whether inspections are
State/local or EPA-led. However, the table breaking down the universe
of violations does give the reader a crude measurement of the EPA's
and States' efforts within each media program. The presented data
illustrate the variations across regions for certain sectors.2 This
variation may be attributable to State/local data entry variations,
specific geographic concentrations, proximity to population centers,
sensitive ecosystems, highly toxic chemicals used in production, or
historical noncompliance. Hence, the exhibited data do not rank
regional performance or necessarily reflect which regions may have the
most compliance problems.
Compliance and Enforcement Data Definitions
General Definitions
Facility Indexing System (FINDS) — this system assigns a common
facility number to EPA single-media permit records. The FINDS
identification number allows EPA to compile and review all permit,
2 EPA Regions include the following States: I (CT, MA, ME, RI, NH, VT); II (NJ, NY, PR, VI)- III
(DC, DE, MD, PA, VA, WV); IV (AL, FL, GA, KY, MS, NC, SC, TN); V DL, IN, MI, MN, OH, WI); VI
(AR, LA, NM, OK, TX); VII (IA, KS, MO, NE); VHI (CO, MT, ND, SD, UT, WY); IX (AZ, CA, HI,
NV, Pacific Trust Territories); X (AK, ID, OR, WA).
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compliance, enforcement, and pollutant release data for any given
regulated facility.
Integrated Data for Enforcement Analysis (IDEA) - is a data integration
system that can retrieve information from the major EPA program
office databases. IDEA uses the FINDS identification number to "glue
together" separate data records from EPA's databases. This is done to
create a "master list" of data records for any given facility. Some of the
data systems accessible through IDEA are: AIRS (Air Facility Indexing
and Retrieval System, Office of Air and Radiation), PCS (Permit
Compliance System, Office of Water), RCRIS (Resource Conservation
and Recovery Information System, Office of Solid Waste), NCDB
(National Compliance Data Base, Office of Prevention, Pesticides, and
Toxic Substances), CERCLIS (Comprehensive Environmental and
Liability Information System, Superfund), and TRIS (Toxic Release
Inventory System). IDEA also contains information from outside
sources such as Dun and Bradstreet and the Occupational Safety and
Health Administration (OSHA). Most data queries displayed in
notebook Sections IV and VII were conducted using IDEA.
Data Table Column Heading Definitions
Facilities in Search - are based on the universe of TRI reporters within
the listed SIC code range. For industries not covered under TRI
reporting requirements, the notebook uses the FINDS universe for
executing data queries. The SIC code range selected for each search is
defined by each notebook's selected SIC code coverage described in
Section n.
Facilities Inspected — indicates the level of EPA and State agency
facility inspections for the facilities in this data search. These values
show what percentage of the facility universe is inspected in a 12 or 60
month period. This column does not count non-inspectional
compliance activities such as the review of facility-reported discharge
reports.
Number of Inspections ~ measures the total number of inspections
conducted in titiis sector. An inspection event is counted each time it is
entered into a single media database.
Average Time Between Inspections — provides an average length of
time, expressed in months, that a compliance inspection occurs at a
facility within the defined universe.
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Facilities with One or More Enforcement Actions — expresses the
number of facilities that were party to at least one enforcement action
within the defined time period. This category is broken down further
into Federal and State actions. Data are obtained for administrative,
civil/judicial, and criminal enforcement actions. Administrative
actions include Notices of Violation (NOVs). A facility with multiple
enforcement actions is only counted once in this column (facility with
3 enforcement actions counts as 1). All percentages that appear are
referenced to the number of facilities inspected.
Total Enforcement Actions — describes the total number of
enforcement actions identified for an industrial sector across all
environmental statutes. A facility with multiple enforcement actions
is counted multiple times (a facility with 3 enforcement actions counts
as 3).
State Lead Actions — shows what percentage of the total enforcement
actions are taken by State and local environmental agencies. Varying
levels of use by States of EPA data systems may limit the volume of
actions accorded State enforcement activity. Some States extensively
report enforcement activities into EPA data systems, while other States
may use their own data systems.
Federal Lead Actions — shows what percentage of the total enforcement
actions are taken by the U.S. EPA. This value includes referrals from
State agencies. Many of these actions result from coordinated or joint
State/Federal efforts.
Enforcement to Inspection Rate — expresses how often enforcement
actions result from inspections. This value is a ratio of enforcement
actions to inspections, and is presented for comparative purposes only.
This measure is a rough indicator of the relationship between
inspections and enforcement. This measure simply indicates
historically how many enforcement actions can be attributed to
inspection activity. Related inspections and enforcement actions under
the Clean Water Act (PCS), the Clean Air Act (AFS) and the Resource
Conservation and Recovery Act (RCRA) are included in this ratio.
Inspections and actions from the TSCA/FIFRA/EPCRA database are
not factored into this ratio because most of the actions taken under
these programs are not the result of facility inspections. This ratio does
not account for enforcement actions arising from non-inspection
compliance monitoring activities (e.g., self-reported water discharges)
that can result in enforcement action within the CAA, CWA and
RCRA.
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Facilities with One or More Violations Identified — indicates the
number and percentage of inspected facilities having a violation
identified in one of the following data categories: In Violation or
Significant Violation Status (CAA); Reportable Noncompliance,
Current Year Noncompliance, Significant Noncompliance (CWA);
Noncompliance and Significant Noncompliance (FIFRA, TSCA, and
EPCRA); Unresolved Violation and Unresolved High Priority
Violation (RCRA). The values presented for this column reflect the
extent of noncompliance within the measured time frame, but do not
distinguish between the severity of the noncompliance. Percentages
within this column can exceed 100% because facilities can be in
violation status without being inspected. Violation status may be a
precursor to an enforcement action, but does not necessarily indicate
that an enforcement action will occur.
Media Breakdown of Enforcement Actions and Inspections — four
columns identify the proportion of total inspections and enforcement
actions within EPA Air, Water, Waste, and TSCA/FIFRA/EPCRA
databases. Each column is a percentage of either the "Total
Inspections," or the "Total Actions" column.
VILA. Motor Vehicles and Motor Vehicle Equipment Compliance History
Exhibit 26 provides a Regional breakdown of the five year enforcement
and compliance activities for the automobile industry. Of 2,734 total
inspections performed during the five-year period, 1,255 (46 percent)
were conducted in Region V. This large percentage is due to the
concentration of automobile manufacturers in the Great Lakes Region.
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VII.B. Comparison of Enforcement Activity Between Selected Industries
Exhibits 27-30 contain summaries of the one and five year enforcement
and compliance activities for the motor vehicles and motor vehicle
equipment industry, as well as for other industries. As shown in
exhibits 27 and 28, the automotive industry has a moderately high
enforcement to inspection rate when compared to other industries.
Exhibits 29 and 30 provide a breakdown of inspection and enforcement
activities by statute. Of all the automotive facilities inspected,
approximately 54 percent were performed under RCRA and 33 percent
under CAA. The large percentages of CAA and RCRA inspections for
this industry are due to the high levels of VOC emissions released
during solvent-intensive manufacturing processes. The low number
of CWA inspections is fairly surprising due the large quantities of
water used during metal finishing and painting/finishing processes.
SIC Code 37
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Sector Notebook Project
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SIC Code 37
108
September 1995
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Sector Notebook Project
Motor Vehicle Assembly Industry
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VII.C. Review of Major Legal Actions
As indicated in EPA's Enforcement Accomplishments Report, FY 1991,
FY 1992, and FY 1993 publications, eight significant enforcement cases
were resolved between 1991 and 1993 for the motor vehicle industry.
Two of these cases involved CAA violations, two were comprised of
CERCLA violations, while the other four involved one RCRA, one
TSCA, one CWA, and one action involving violations of multiple
statutes. The companies against which the cases were brought are
primarily motor vehicle and motor vehicle parts manufacturers.
VII.C. 1. Review of Major Casps
This section provides summary information about major cases that
have affected this sector. Four of the eight cases resulted in the
assessment of a civil penalty. Penalties ranged from $50,000 to
$1,539,326, and the average civil penalty paid was $691,965. In three
cases, the defendant was required to spend additional money to
improve production processes or technologies, and to increase further
compliance. For example, in U.S. v. General Motors Corporation
(1991), a consent decree was entered requiring GM to install a coating
system that reduces VOCs from its paint shop operations from
approximately 3,400 tons per year to 750-800 tons per year. GM also
paid a civil penalty of $1,539, 326.
A Supplemental Environmental Project (SEP) was required in one of
the cases. The settlement in In the Matter of the KnaphpiHn
Manufacturing Co., includes SEPs to partially offset the $428,533
penalty. The initial SEP requires performance of an environmental
compliance audit, which will identify and propose additional SEPs as
binding commitments.
M U-S. v. Raymark Industries, Inc. (1991), the Department of Justice
filed a civil complaint requesting that the court order the company to
study and perform corrective action at its facility in Stratford, CT.
Raymark had manufactured automobile brakes and friction products at
this 34-acre facility and had disposed of its hazardous wastes
(principally lead-asbestos wastes and dust) onsite. In some areas, this
lead-asbestos fill is 17 feet deep. The complaint requests that the court
order Raymark to comply with an administrative order issued by EPA
in 1987, pursuant to §3031 of RCRA, which instructs the company to
study its site in order to ascertain the nature and extent of the hazard
created by the presence and release of hazardous waste. Raymark has
failed to comply with the terms of the order. Based on the results of
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this study, the complaint also requests that Raymark be ordered to carry
out a corrective action plan as approved by EPA.
In U.S. v. Chrysler Corporation et. al. (1993), the court entered a
CERCLA consent decree under which the settling defendants will
clean up the PCB contamination at the Cater Industrials Superfund site
in Detroit, Michigan and pay about $3 million in past costs. The total
cost of the cleanup is estimated to be $24 million Settling defendants
include Chrysler, Ford, GM, Michigan's two public utilities, and the
City of Detroit. Unusual features of the decree include provisions for
EPA to perform some of the work, and a special covenant not to sue in
accordance with §122(f)(2) of CERCLA.
VII.C.2. Supplemental Environmental Projects
Below is list of Supplementary Environmental Projects (SEPs). SEPs
are compliance agreements that reduce a facility's stipulated penalty in
return for an environmental project that exceeds the value of the
reduction. Often, these projects fund pollution prevention activities
that can significantly reduce the future pollutant loadings of a facility.
In December, 1993, the Regions were asked by EPA's Office of
Enforcement and Compliance Assurance to provide information on
the number and type of SEPs entered into by the Regions. Exhibit 31
contains a sample of the Regional responses addressing the automotive
industry. The information contained in the chart is not
comprehensive and provides only a sample of the types of SEPs
developed for the automotive industry.
SIC Code 37
112
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Motor Vehicle Assembly Industry
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VIII. COMPLIANCE ASSURANCE ACTIVITIES AND INITIATIVES
This section highlights the activities undertaken by this industry sector
and public agencies to voluntarily improve the sector's environmental
performance. These activities include those independently initiated by
industrial trade associations. In this section, the notebook also contains
a listing and description of national and regional trade associations.
VIII.A. Sector-Related Environmental Programs and Activities
The automotive industry is involved in numerous sector-related
environmental activities. Some of these efforts are highlighted below.
Common Sense Initiative
The Common Sense Initiative (CSI), a partnership between EPA and
private industry, aims to create environmental protection strategies
that are cleaner for the environment and cheaper for industry and
taxpayers. As part of CSI, representatives from Federal, State, and local
governments; industry; community-based and national
environmental organizations; environmental justice groups; and labor
organizations, come together to examine the full range of
environmental requirements affecting the following six selected
industries: automobile manufacturing; computers and electronics,
iron and steel, metal finishing, petroleum refining, and printing.
CSI participants are looking for solutions that:
• Focus on the industry as a whole rather than one pollutant
• Seek consensus-based solutions
• Focus on pollution prevention rather than end-of-pipe controls
• Are industry-specific.
The Common Sense Initiative Council (CSIC), chaired by EPA
Administrator Browner, consists of a parent council and six
subcommittees (one per industry sector). Each of the subcommittees
have met and have identified issues and project areas for emphasis,
and workgroups have been established to analyze and make
recommendation on these issues.
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EPA/Auto Protocol
Procedures for assessing compliance during automobile painting and
finishing operations were first outlined in a December 1988 EPA
publication entitled, Protocol for Determining the Daily Volatile
Organic Compound Emission Rate of Automobile and Light-Duty
Truck Topcoat Operations. (EPA-450/3-88-018). This document, which
is referred to as the EPA/Auto Protocol, contains information on
recordkeeping, testing, and compliance calculation procedures. The
Protocol has been used to demonstrate compliance with emission
limits for topcoat and spray primer/surface coating activities.
EPA and AAMA have discussed and hope to update the protocol.
AAMA hopes to have an automotive spraybooth capture efficiency
procedure as well as some acceptable spraybooth/oven split test
modifications for in-plant simulation incorporated into the protocol as
a technical update.
Research
The American Industry/Government Emissions Research Cooperative Research
and Development Agreement (AIGER CRADA)
AIGER CRADA was officially launched in October 1992. The founding
members - U.S. EPA, the California Air Resources Board, and USCAR's
Environmental Research Consortium - came together to identify,
encourage, evaluate, and develop the instrumentation and techniques
needed to accurately and efficiently measure emissions from motor
vehicles as required by the Clean Air Act and the California Health and
Safety Code. This effort will help ensure that technologies are
commercialized and available to emissions testing facilities.
Partnership For A New Generation Of Vehicles
Partnership For A New Generation Of Vehicles (PNGV), one of several
research consortia under USCAR, is a partnership between domestic
automotive manufacturers and the Federal government. The
partnership is aimed at strengthening U.S. competitiveness by
expanding the industry's technology base. Research will be performed
in the following three areas:
Advanced manufacturing techniques to make it easier to get
new product ideas to the marketplace quickly;
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• Technologies leading to near-term improvements in automobile
efficiency, safety, and emissions; and
• Research leading to production prototypes of a vehicle capable of
up to three times current fuel efficiency.
President's Council on Sustainable Development - Eco-Efficiency Task Force
The purpose of the Eco-Efficiency Task Force is to develop and
recommend to the President's Council on Sustainable Development a
strategy for making eco-efficiency and sustainable development
standard business practices in American industry. The Task Force will
highlight how changes in economic, regulatory, statutory, and other
policies will encourage industry to become more aware of the
interdependence among environmental, economic, and social well-
being, and recommend policies effective in promoting sustainable
business practices. The Task Force is sub-divided into five Eco-
Efficiency Task Force Teams: Autos Team; Chemicals Sector Team;
Eco-Industrial Park Team; Policy Team; and Printers/Small Business
Team. The three goals of the Auto Team are to recommend ways to:
• Improve the "eco-efficiency" of automobile manufacturing by
making pollution prevention, waste reduction, and product
stewardship standard business practices
• Improve the system of environmental policy and regulation
affecting automobile manufacturing
• Improve the sustainability of road-based transportation.
As part of its efforts, the Auto Team is collecting information on the
"life cycle" analysis of automobile painting operations at a GM
assembly plant. The team is also collecting data from the paint and
pigment industry, the steel, plastics, and aluminum manufacturing
industries, as well as the auto repainting industry. The project will
the environmental, energy, and economic implications of
assess
various auto body material/coating choices such as solvent, water, or
powder. The Task Force is expected to deliver its findings in late 1995.
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Outreach and Education Activity
Pollution Prevention and Waste Minimization in the Metal Finishing Industry
Workshop
The University of Nebraska-Lincoln sponsored a Pollution Prevention
and Waste Minimization in the Metal Finishing Industry workshop in
1993. The workshop was designed for managers and operators of
electroplating and galvanizing operations; engineers; environmental
consultants; waste management consultants; Federal, State, and local
government officials; and individuals responsible for training in the
area of metal finishing waste management. Topics covered:
• Saving money and reducing risk through pollution prevention
and waste minimization;
• Incorporating pollution prevention into planning electroplating
and galvanizing operations;
• Conducting waste minimization audits;
• Developing and analyzing options for pollution
prevention/waste minimization; and
• Implementing a pollution prevention/waste minimization
program.
For more information concerning this workshop, contact David
Montage of the University of Nebraska at W348 Nebraska Hall,
Lincoln, NE 68588-0531.
Hazardous Waste Management for Small Business Workshop
The University of Northern Iowa, with support from U.S. EPA, Des
Moines Area Community College, Northeast Iowa Community
College, Scott Community College, and Indiana Hills Community
College, sponsored a Hazardous Waste Management for Small
Business workshop. This workshop was geared for small businesses
and was intended to provide practical answers to environmental
regulatory questions. Small businesses covered by the workshop
include: manufacturers, vehicle maintenance and repair shops,
printers, machine shops, and other businesses that generate potentially
hazardous waste. Topics covered included: hazardous waste
determination, waste generator categories, management of specific
common waste streams, including used oil and solvents, and pollution
prevention. For more information regarding workshop, contact Duane
McDonald (319) 273-6899.
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Envirotimentally Conscious Painting Workshop
Kansas State University, NIST/Mid-America Manufacturing
Technology Center, Kansas Department of Health & Environment,
EPA Region VII, Allied Signal, Inc., Kansas City Plant, and the U.S.
Department of Energy sponsored the Environmentally Conscious
Painting workshop. This workshop covered topics such as upcoming
regulations and the current regulatory climate, methods to cost-
effectively reduce painting wastes and emissions, and alternative
painting processes. For more information regarding this workshop,
contact the Kansas State University Division of Continuing Education
(913) 532-5566.
Pollution Prevention Workshop for the Electroplating Industry
Kansas State University Engineering Extension, EPA Region VII,
Kansas Department of Health and Environment, and the University of
Kansas sponsored the Pollution Prevention Workshop for the
Electroplating Industry. The workshop described simple techniques for
waste reduction in the electroplating industry, including: plating,
rinsing processes and wastewater, wastewater management options,
metals recovery options, waste treatment and management, and
product substitutions and plating alternatives. For more information
regarding this workshop, contact the Kansas State University Division
of Continuing Education at (800) 432-8222.
VIII.B.
EPA Voluntary Programs
33/50 Program
The "33/50 Program" is EPA's voluntary program to reduce toxic
chemical releases and transfers of 17 chemicals from manufacturing
facilities. Participating companies pledge to reduce their toxic chemical
releases and transfers by 33 percent as of 1992 and by 50 percent as of
1995 from the 1988 baseline year. Certificates of Appreciation have
been given to participants who met their 1992 goals. The list of
chemicals includes 17 high-use chemicals reported in the Toxics
Release Inventory.
Sixty-six companies listed under SIC 37 (transportation) are currently
participating in the 33/50 program. They account for approximately 20
percent of the 405 companies under SIC 37, which is slightly higher
than the average for all industries of 14 percent participation. It should
be noted, however, that the two digit SIC 37 covers a large number of
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small firms performing numerous manufacturing processes. (Contact:
Mike Burns (202) 260-6394 or the 33/50 Program (202) 260-6907)
Exhibit 32 lists those companies participating in the 33/50, program that
reported under SIC code 37 to TRI. Many of the participating
companies listed multiple SIC codes (in no particular order), and are
therefore likely to conduct operations in addition to the motor vehicle
assembly industry. The table shows the number of facilities within
each company that are participating in the 33/50 program; each
company's total 1993 releases and transfers of 33/50 chemicals; and the
percent reduction in these chemicals since 1988.
Exhibit 32
Motor Vehicle Assembly Facilities Participating in the 33/50 Program
Parent Facility name
American Honda Motor Co.,
Inc,
Chrysler Corporation
Ford Motor Company
General Motors Corporation
Harsco Corporation
Navistar International Corp.
New United Motor
Manufacturing
Northrop Grumman Corp.
Superior Coaches
Parent
City
Torrance
Highland
Park
Dearborn
Detroit
Camp Hill
Chicago
Fremont
Los Angeles
Lima
ST
CA
MI
MI
MI
PA
IL
CA
CA
OH
SIC
Codes
3711
3711
3465, 3711
3711
3711,3713
3711
3711
3711
3711
# of
Participating
Facilities
2
8
19
23
1
1
1
1
1
1993
Releases
and
Transfers
(Ibs.)
3,254,180
3,623,717
15,368,032
16,751,198
415,574
180,834
420,125
2,357,844
87,900
%
Reduction
1988 to
1993
*
80
15
*
**
*
**
35
44
* = not quantifiable against 1988
data.
** = use reduction goal only.
*** = no numerical goal.
Environmental Leadership Program
The Environmental Leadership Program (ELP) is a national initiative
piloted by EPA and State agencies in which facilities have volunteered
to demonstrate innovative approaches to environmental management
and compliance. EPA has selected 12 pilot projects at industrial
facilities and Federal installations which will demonstrate the
principles of the ELP program. These principles include:
environmental management systems, multimedia compliance
assurance, third-party verification of compliance, public measures of
accountability, community involvement, and mentoring programs. In
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return for participating, pilot participants receive public recognition
and are given a period of time to correct any violations discovered
during these experimental projects. (Contact: Tai-ming Chang, ELF
Director (202) 564-5081 or Robert Fentress (202) 564-7023)
Project XL
Project XL was initiated in March 1995 as a part of President Clinton's
Reinventing Environmental Regulation initiative. The projects seek
to achieve cost effective environmental benefits by allowing
participants to replace or modify existing regulatory requirements on
the condition that they produce greater environmental benefits. EPA
and program participants will negotiate and sign a Final Project
Agreement, detailing specific objectives that the regulated entity shall
satisfy. In exchange, EPA will allow the participant a certain degree of
regulatory flexibility and may seek changes in underlying regulations
or statutes. Participants are encouraged to seek stakeholder support
from local governments, businesses, and environmental groups. EPA
hopes to implement fifty pilot projects in four categories including
facilities, sectors, communities, and government agencies regulated by
EPA. Applications will be accepted on a rolling basis and projects will
move to implementation within six months of their selection. For
additional information regarding XL Projects, including application
procedures and criteria, see the May 23,1995 Federal Register Notice, or
contact Jon Kessler at EPA's Office of Policy Analysis (202) 260-4034.
Green Lights Program
EPA's Green Lights program was initiated in 1991 and has the goal of
preventing pollution by encouraging U.S. institutions to use energy-
efficient lighting technologies. The program has over 1,500 participants
which include major corporations; small and medium sized
businesses; Federal, State and local governments; non-profit groups;
schools; universities; and health care facilities. Each participant is
required to survey their facilities and upgrade lighting wherever it is
profitable. EPA provides technical assistance to the participants
through a decision support software package, workshops and manuals,
and a financing registry. EPA's Office of Air and Radiation is
responsible for operating the Green Lights Program. (Contact: Susan
Bullard at (202) 233-9065 or the Green Light/Energy Star Hotline at (202)
775-6650)
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WasteWi$e Program
The WasteWi$e Program was started in 1994 by EPA's Office of Solid
Waste and Emergency Response. The program is aimed at reducing
municipal solid wastes by promoting waste minimization, recycling
collection, and the manufacturing and purchase of recycled products.
As of 1994, the program had about 300 companies as members,
including a number of major corporations. Members agree to identify
and implement actions to reduce their solid wastes and must provide
EPA with their waste reduction goals along with yearly progress
reports. EPA in turn provides technical assistance to member
companies and allows the use of the WasteWi$e logo for promotional
purposes. (Contact: Lynda Wynn (202) 260-0700 or the WasteWi$e
Hotline at (800) 372-9473)
Climate Wise Recognition Program
The Climate Change Action Plan was initiated in response to the U.S.
commitment to reduce greenhouse gas emissions in accordance with
the Climate Change Convention of the 1990 Earth Summit. As part of
the Climate Change Action Plan, the Climate Wise Recognition
Program is a partnership initiative run jointly by EPA and the
Department of Energy. The program is designed to reduce greenhouse
gas emissions by encouraging reductions across all sectors of the
economy, encouraging participation in the full range of Climate
Change Action Plan initiatives, and fostering innovation. Participants
in the program are required to identify and commit to actions that
reduce greenhouse gas emissions. The program, in turn, gives
organizations early recognition for their reduction commitments;
provides technical assistance through consulting services, workshops,
and guides; and provides access to the program's centralized
information system. At EPA, the program is operated by the Air and
Energy Policy Division within the Office of Policy Planning and
Evaluation. (Contact: Pamela Herman (202) 260-4407)
NICE3
The U.S. Department of Energy and EPA's Office of Pollution
Prevention are jointly administering a grant program called The
National Industrial Competitiveness through Energy, Environment,
and Economics (NICE3). By providing grants of up to 50 percent of the
total project cost, the program encourages industry to reduce industrial
waste at its source and become more energy-efficient and cost-
competitive through waste minimization efforts. Grants are used by
industry to design, test, demonstrate, and assess the feasibility of new
processes and/or equipment with the potential to reduce pollution and
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increase energy efficiency. The program is open to all industries;
however, priority is given to proposals from participants in the pulp
and paper, chemicals, primary metals, and petroleum and coal products
sectors. (Contact: DOE's Golden Field Office (303) 275-4729)
VIII.C. Trade Associations/Industry Sponsored Activity
As one of the most highly regulated industries in the U.S., the
automotive industry is constantly forced to identify and develop new
ways to produce motor vehicles and motor vehicle parts more
efficiently and with less waste. In an effort to pool resources, three
manufacturers have formed a partnership to promote pollution
prevention initiatives. Information is also provided on the various
trade associations which support the industry.
Vm.C.l. Environmpntal Programs
Automobile Pollution Prevention Project (Auto Project)
Auto Project is a voluntary partnership between the Big Three
automobile manufactures and the State of Michigan (on behalf of eight
Great Lakes States and the U.S. EPA) to promote pollution prevention.
Initiated on September 24, 1991, Auto Project is the first public/private
initiative focused specifically on the environmental impacts resulting
from automobile manufacturing. Auto Project is administered by the
American Automobile Manufacturers Association (AAMA) and the
Michigan Department of Natural Resources (MDNR). The purpose of
the project is to:
• Identify Great Lakes Persistent Toxic (GLPT) substances and
reduce their generation and release
• Advance pollution prevention within the auto industry and its
supplier base
• Reduce releases of GLPT substances beyond regulatory
requirements
• Address regulatory barriers that inhibit pollution prevention.
A progress report released in February 1994 states that significant
accomplishments have been achieved in the last two years and that
releases of the listed GLPT substances by auto companies have been cut
by 20.2 percent in the first year of the Auto Project. Other
accomplishments of Auto Project include:
• Developed criteria for identification of GLPT substances
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• Identified 65 GLPT substances based on the criteria
• Provided highlights of historical pollution prevention efforts
• Established priorities and identified opportunities to reduce the
generation and release of the listed substances
• Provided pollution prevention case study information for
technology transfer to auto suppliers and other companies
• Established a pilot program to identify and reduce regulatory
barriers to pollution prevention actions!
In October 1993 a comprehensive evaluation of the first two years of
the Auto Project was conducted by members of the Great Lakes
environmental community. Results of the evaluation were
documented in a 1993 report entitled So Much Promise, So Little
Progress - An Evaluation of the State of Michigan/Auto Industry Great
Lakes Pollution Prevention Initiative written by the Ann Arbor,
Michigan Ecology Center. The report concludes that although still
promising, Auto Project has been mostly unsuccessful. The Great
Lakes environmental groups claimed the following:
• Auto companies have not conducted the promised surveys of
pollution generated by individual plants and manufacturing
processes
• Auto companies have initiated few new pollution prevention
projects
• Auto company suppliers, who account for more toxic releases
than the auto companies themselves, have not been brought
into the project
• Stakeholders (environmental groups and labor) have not had
adequate opportunities to participate
• Auto companies have yet to establish clear goals or timetables
for eliminating toxic substances from their processes.
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VHI.C.2. Summary of Trade Associations
Trade Associations
Automotive Manufacturers
American Automobile Manufacturers Association
(AAMA)
1401 H Street, NW, Suite 900
Washington, DC 20005
Phone: (202)326-5500
Fax: (202)326-5567
Members: 3
Staff: 100
Budget: $14,000,000
Contact: Andrew H. Card, Jr.
Founded in 1913, AAMA, formerly the Motor Vehicle Manufacturers
Association, represents manufacturers of passenger and commercial
cars, trucks, and buses to improve vehicle safety, reduce air pollution,
and assist in long-term energy conservation objectives. This
association compiles statistics, disseminates information, and conducts
research programs and legislative monitoring on Federal and State
levels. AAMA also maintains patents and communications libraries,
and publishes the following annual documents: Motor Vehicle Facts
and Figures, Motor Vehicle Identification Manual, and World Motor
Vehicle Data Book.
Association of International Automobile
Manufacturers (AIAM)
1001 19th Street, North, Suite 1200
Arlington, VA 22209
Phone: (703)525-7788
Fax: (703)525-3289
Members: 35
Budget: $4,200,000
Contact: Phillip Hutchinson
Founded in 1964, AIAM represents companies that manufacture
automobiles or automotive equipment and that import into, or export
from, the United States. This association acts as a clearinghouse for
information, especially with regard to proposed State and Federal
regulations in the automobile industry as they bear on imported
automobiles, and reports proposed regulations by State or Federal
governments pertaining to equipment standards, licensing, and other
matters affecting members. AIAM publishes materials on State and
Federal laws, regulations, and standards.
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Motor Vehicle Assembly Industry
American Foundrymen's Society (AFS)
505 State Street
Des Plaines, IL 60016
Phone: (708)824-0181
Fax: (708)824-7848
Members: 13,500
Staff: 52
Contact: Ezra L. Kotzin
Founded in 1896, AFS represents foundrymen, patternmakers,
technologists, and educators and sponsors foundry training courses
through the Cast Metals Institute on all subjects pertaining to the
castings industry. The Society conducts educational and instructional
activities on the foundry industry and sponsors ten regional foundry
conferences and 400 local foundry technical meetings. AFS maintains
the Technical Information Center, a literature search and document
retrieval service, arid the Metalcasting Abstract Service, which provides
abstracts of the latest metal casting literature. In addition to providing
environmental services and testing, AFS publishes Modern Casting
(monthly), which covers current technology practices and other
influences affecting the production and marketing of metal castings.
Automotive Presidents Council (APC)
1325 Pennsylvania Avenue, NW, 6th Floor
Washington, D.C. 20004
Phone: (202)393-6362
Fax: (202)737-3742
Members: 50
Contact: Christopher Bates
Founded in 1966, APC represents presidents and chief executive officers
of leading manufacturing companies producing automotive parts,
equipment, accessories, tools, paint, and refinishing supplies. This
council provides a forum in which chief executives can discuss areas of
mutual interest or top management problems, share ideas, and
exchange solutions.
Automotive Parts and Equipment
Automotive Parts and Accessories Association
(APAA)
4600 East West Highway, Suite 300
Bethesda, MD 20814
Phone: (301)654-6664
Fax: (301)654-3299 _^
Members: 2000
Staff: 26
Budget: $3,000,000
Contact: Lawrence Hecker
Founded in 1967, this association represents automotive parts and
accessories retailers, distributors, manufacturers, and manufacturers'
representatives. APAA conducts research, compiles statistics, conducts
seminars, provides a specialized education program, and operates a
September 1995
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Sector Notebook Project
speakers' bureau and placement service. This association publishes
APAA Frontlines (bimonthly), APAA Government Report (periodic),
APAA Tech Service Report (monthly), APAA Who's Who (annual),
APAA Membership Directory (periodic), Computer News for the
Automotive Aftermarket (monthly), and Foreign Buyers Directory
(annual).
Motor and Equipment Manufacturers Association
(MEMA)
#10 Laboratory Drive
P.O. Box 13966
Research Triangle Park, NC 27709-3966
Phone: (919)549-4800
Fax: (919) 549-4824
Members: 750
Staff: 62
Budget: $3,500,000
Contact: Robert Miller
Founded in 1904, MEMA represents manufacturers of automotive and
heavy-duty original equipment and replacement components,
maintenance equipment, chemicals, accessories, refinishing supplies,
tools, and service equipment. This organization provides the
following manufacturer-oriented services: marketing consultation;
Federal and State legal, safety, and legislative representation and
consultation; personnel services; and manpower development
workshops. La addition, MEMA conducts seminars on domestic and
overseas marketing, Federal trade regulations, freight forwarding, and
credit and collection. This association publishes the following
documents: Automotive Distributor Trends and Financial Analysis
(periodic), Credit and Sales Reference Directory (semiannual),
International Buyer's Guide of U.S. Automotive and Heavy Duty
Products (Biennial), Marketing Insight (quarterly), and Autobody
Supply and Equipment Market.
Finishing and Dismantling
Paint, Body, and Equipment Association (PBEA)
c/o Martin Fromm and Associates
9140 Ward Parkway, Suite 200
Kansas City, MO 64114
Phone: (816)444-3500
Fax: (816)444-0330
Members: 100
Staff: 6
Contact: Barbara Aubin
Founded in 1975, PBEA represents warehouse distributors and
manufacturers specializing in the automotive paint, body, and
equipment field. This organization conducts management seminars
and publishes an annual Membership Directory and a bimonthly
Newsletter.
SIC Code 37
126
September 1995
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Sector Notebook Project
Motor Vehicle Assembly Industry
Automotive Recyclers Association (ARA)
3975 Fair Ridge Drive
320 Terrace Level North
Fairfax, VA 22033
Phone: (703)385-1001
Fax: (703)385-1494
Members: 5,500
Staff: 12
Budget: $1,100,000
Contact: William Steinkuller
Founded in 1943, ADRA represents firms that sell used auto, truck,
motorcycle, bus, farm, and construction equipment parts, as well as
firms that supply equipment and services to the industry. This
organization seeks to improve industry business practices and
operating techniques through information exchange via meetings and
publications, including ADRA Newsletter (monthly), Automotive
Recycling (bimonthly), and Industry Survey (biennial).
September 1995
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Sector Notebook Project
DC.
CONTACTS/ACKNOWLEDGMENTS/RESOURCE
MATERIALS/BIBLIOGRAPHY
General Profile
AAMA Motor Vehicle Facts & Figures '93, Government Affairs Division, The
American Automobile Manufacturers Association, 1993.
Encyclopedia of Associations, 27th ed., Deborah M. Burek, ed., Gale Research Inc.,
Detroit, Michigan, 1992.
Enforcement Accomplishments Report, FY 1991, U.S. EPA, Office of Enforcement
(EPA/300-R92-008), April 1992.
Enforcement Accomplishments Report, FY 1992, U.S. EPA, Office of Enforcement
(EPA/230-R93-001), April 1993.
Enforcement Accomplishments Report, FY 1993, U.S. EPA, Office of Enforcement
(EPA/300-R94-003), April 1994.
Industry & Trade Summary, Official Statistics of the U.S. Dept. of Commerce, USITC
Publication 2751 "Certain Motor Vehicle Parts & Accessories" March 1994.
Metakasting Makes America Strong, American Foundrymen's Society, Inc., 1994.
Recycling Old Vehicles: Its Everybody's Business, American Automobile
Manufacturers Association.
The Real Climate of the Auto Industry, David E. Cole and Michael S. Flynn, The
Detroiter, December 1992.
Standard Industrial Classification Manual, Office of Management and Budget, 1987.
UMTRI Research Review: Delphi VII - Forecast and Analysis of the North
American Automotive Industry, University of Michigan Transportation Research
Institute, Volume 24, Number 5, March-April 1994.
U.S. Industrial Outlook 1994, Department of Commerce.
U.S. Global Trade Outlook, 1995-2000, Towards the 21st Century. Department of
Commerce. March 1995.
1987 Census of Manufacturers, Industry Series: Motor Vehicles and Equipment,
Bureau of the Census, (MC87-I-37A).
2992 Census of Manufacturers, Industry Series: Motor Vehicles and Equipment
Bureau of the Census. Bureau of the Census, (MC82-I-37A).
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Motor Vehicle Assembly Industry
Process Description
Changing Casting Demands Shape Ford's New Foundry, David P. Kanicki, Modern
Casting, September 1994.
Gene Prashan, American Automobile Manufacturers Association, October 1994.
Hot Dip Galvanized Coatings, American Society for Metals Committee on Hot Dip
Galvanized Coatings, Metals Handbook, 9th Edition, Volume 5.
Machining, American Society for Metals, Metals Handbook: 9th Edition, Volume
16,1989.
Making the Car, American Automobile Manufacturers Association, January 1992.
McGraw-Hill Encyclopedia of Science & Technology, 6th ed., vols. 5, 6, 11, 13, 14, 16,
18,19, McGraw-Hill Book Company, New York, New York, 1987.
Properties and Selection: Stainless Steels, Tool Materials and Special Purpose
Materials, American Society for Metals, Metals Handbook, 9th Edition, Volume 3
1980.
Selection of Cleaning Process Metals, American Society for Metals Committee on
Selection of Cleaning Process, Handbook, 9th Edition. • ,
Surface Cleaning, Finishing, and Coating, American Society for Metals, Metals
Handbook: 9th Edition, Volume 5, 1982.
Regulatory Profile
Environmental Regulation and Control in US Foundries, J.T. Radia, BCIRA
International Conference, 1993.
EPA OPPTS Title III Section 313 Release Reporting Guidance: Estimating Chemical
Releases from Electroplating Operations, 1988.
Guidance Manual for Electroplating and Metal Finishing Pretreatment Standards,.
EPA/Effluent Guidelines Division and Permits Division, 1984.
The U.S. Auto Industry 2000: Plastic Application Issues from an Industry
Perspective, Society of Plastic Engineers, 1992.
You Can Breath Easier, Andrew Ryder, Heavy Duty Trucking, August 1994.
beptember 1995
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Pollution Prevention
Automotive Pollution Prevention Progress Report, American Automobile
Manufacturers Association and The State of Michigan, February 1994.
General Motors Environmental Report, 1994.
Minnesota Technical Assistance Program Checklists for Identifying Waste
Reduction Opportunities.
Pollution Prevention at General Motors, Sandra S. Brewer, P.N. Mishra Ph.D., O.
Warren Underwood, and Todd Williams, General Motors Corporation, Detroit,
Michigan, 1995.
Pollution Prevention In Metal Manufacturing: Saving Money Through Pollution
Prevention, EPA, OSW, October 1989.
Pollution Prevention Options In Metal Fabricated Products Industries: A
Bibliographic Report, EPA, QPPT, January 1992.
So Much Promise, So Little Progress - An Evaluation of the State of Michigan/Auto
Indiistry Great Lakes Pollution Prevention Initiative, Chanes Griffith and Rober
Ginsburg Ph.D., On behalf of the Michigan Environmental Council, October 1993.
Sustainable Industry: Promoting Strategic Environmental Protection in the
Industrial Sector, Phase I Report, EPA, OPPE, June 1994.
Toxic Chemical Release Inventory: Clarification and Guidance for the Metal
Fabrication Industry, EPA, OTS, 1990.
Contacts
Contacts*
Carol Kemker
John Lank
Organization
Region IV
Region IV
Telephone
(404) 347-3555
(404) 347-7603
Many of the contacts listed above have provided valuable background information and comments
during the development of this, document. EPA appreciates this support and acknowledges that
the individuals listed do not necessarily endorse all statements made within this notebook.
SIC Code 37
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September 1995
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Sector Notebook Project
Motor Vehicle Assembly Industry
Contacts*
Paul Novak
Kurt Hildebrandt
David Cole
Ellen Shapiro
Larry Slimack
Gene Praschan
Ezra L. Kotzin
Chris Richter
David Carelson
Connie Pell
Sandy Brueher
Lee Hachigian
Mike Swartz
Amy Lilly
Organization
Region V
Region VII
University of Michigan
Transportation Research
Institute (UMTRI)
Office for the Study of Automotive
Transportation (OSAT)
Automotive Parts and Accessories
Association (APAA)
Motor and Equipment Manufacturers
Association (MEMA)
American Automobile Manufacturers
Association (AAMA)
AAMA
AAMA
AAMA
American Foundrymen's
Society, Inc, (AFS)
AFS
AFS
Chrysler Corp.
Chrysler Corp.
General Motors Corp.
General Motors Corp.
Ford Motor Corp.
AIAM, Director of Plant.
Operations
Telephone
(216) 522-7260
(913) 551-7413
(313) 764-2171
(301) 654-6664
(919) 549-4824
(313) 872-4311
(202) 326-5549
(313) 871-5340
(919) 361-0210
(800) 537-4237
(708) 824-0181
(202) 842-4864
(810) 576-4876
(810) 476-5502
(313) 556-7625
(313) 556-7658
(313) 594-2492
(703) 525-7788
Many of the contacts listed above have provided valuable background information and comments
during the development of this document. EPA appreciates this support and acknowledges that
the individuals listed do not necessarily endorse all statements made within this notebook.
September 1995
131
SIC Code 37
Appendix A
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United Stotes Government
INFORMATION
PUBLICATIONS * PERIODICALS * ELECTRONIC PRODUCTS
Order Processing Code:
*3212
Charge your order.
It's easy!
Fax your orders (202) 512-2250
Phone your orders (202) 512-1800
Qty.
Stock Number
055-000-00512-5
055-000-00513-3
055-000-00518-4
055-000-00515-0
055-000-00516-8
055-000-00517-6
055-000-00519-2
055-000-00520-6
055-000-00521-4
055-000-00522-2
055-000-00523-1
055-000-00524-9
055-000-00525-7
055-000-00526-5
055-000-00527-3
055-000-00528-1
055-000-00529-0
055-000-00514-1
Published in 1995 Title
Profile of the Dry Cleaning Industry, 104 pages
Profile of the Electronics and Computer Industry, 160 pages
Profile of the Fabricated Metal Products Industry, 164 pages
Profile of the Inorganic Chemical Industry, 136 pages
Profile of the Iron and Steel Industry, 128 pages
Profile of the Lumber and Wood Products Industry, 136 pages
Profile of the Metal Mining Industry, 148 pages
Profile of the Motor Vehicle Assembly Industry, 156 pages
Profile of the Nonferrous Metals Industry, 140 pages
Profile of the Non-Fuel, Non-Metal Mining Industry, 108 pages
Profile of the Organic Chemical Industry, 152 pages
Profile of the Petroleum Refining Industry, 160 pages
Profile of the Printing Industry, 1 24 pages
Profile of the Pulp and Paper Industry, 1 56 pages
Profile of the Rubber and Plastic Industry, 152 pages
Profile of the Stone, Clay, Glass and Concrete Industry, 124 pages
Profile of the Transportation Equipment Cleaning Industry, 84 pages
Profile of the Wood Furniture and Fixtures Industry, 1 32 pages
Price
Each
$ 6.50
11.00
11.00
9.00
8.00
9.00
10.00
11.00
9.00
6.50
11.00
11.00
7.50
11.00
11.00
7.50
5.50
8.00
Total
Price
Qty.
Stock Number
055-000-00570-2
055-000-00571-1
055-000-00572-9
055-000-00573-7
055-000-00574-5
055-000-00575-3
055-000-00576-1
055-000-00577-0
055-000-00578-8
055-000-00579-6
Published in 1997 Title
Profile of the Air Transportation Industry, 90 pages
Profile of the Ground Transportation Industry, 130 pages
Profile of the Water Transportation Industry, 90 pages
Profile of the Metal Casting Industry, 1 50 pages
Profile of the Pharmaceutical Manufacturing Industry, 147 pages
Profile of the Plastic Resin & Man-made Fiber Industry, 180 pages
Profile of the Fossil Fuel Electric Power Generation Industry, 1 60 pages
Profile of the Shipbuilding and Repair Industry, 120 pages
Profile of the Textile Industry, 1 30 pages
Sector Notebook Data Refresh -1997, 210 pages
Price
Each
$ 7.50
' 10.00
7.50
13.00
13.00
15.00
14.00
9.50
10.00
17.00
Total for Publications
Total
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