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Automotive Industry

DaimlerChrysler Raises Recycled Content For Plastics

Automotive Industries, June, 1999 by Tom Stundza

Stringent now recycling standard requires all plastic parts to have 30% recycled content, by weight, by year 2002.

DaimlerChrysler is requiring plastic-parts suppliers to add as much as 30% recycled content to future components. The plan is seen as the auto industry's most stringent and far-reaching recycling standard. Plastic parts suppliers will have to provide 20% recycled content, by weight, in the year 2000. For 2002 and beyond, the required recycled content climbs to 30%.

DC will phase in the program immediately on all Chrysler-brand vehicles, notes Robert Kainz, senior manager for pollution prevention and life-cycle management. He says the policy mandates that recycled parts must meet all of the automaker's current quality, cost, weight, delivery and performance standards. Mercedes-brand vehicles made in Europe will follow later.

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The new policy isn't directed at specific parts, but at the recycled content for each material type, Kainz notes. So, "if a plastic parts supplier can't reach the required recycled content with one type of resin material, they should pick another resin,' says Monica Prokopyshen, senior specialist for product strategy and regulatory affairs.

DC's new recycled-content policies are being implemented for materials other than plastics used in Chrysler, Plymouth, Dodge and Jeep vehicles. By 2002, the firm will require 25% recycled content for aluminum products, 35% for steel and iron parts and 25% in the "other" category, which includes rubber, liquid chemicals and glass. The recycled-content of aluminum rises to 30% in 2010 when steel increases to 40%.

Manufacturing for recyclability

Chrysler issued its first recycling guidelines in 1993. The new DaimlerChrysler "manufacturing for recyclability policy" requires its vehicles to be 85% recyclable by 2002 and 95% recyclable by 2005. While no U.S. law requires this yet, Sweden has adopted legislation that soon will make vehicles assembled there at least 85% recyclable, and the U.K. and Germany soon may adopt similar "green" legislation.

The new recycled-content policy for plastic encompasses both post-consumer and postindustrial (scrap from the production process) plastic. The use of post-consumer materials is critical to a strong recycling policy, Prokopyshen contends, since not enough material can be collected from factory scrap to be reused in high volumes.

"We have to look at a vehicle's end-of-life use and locate ways for it to be easily dismantled," she explains. "Our policy says that every platform and every car after the 1998 model year has to meet the goals of finding expanded recycled content." She adds that life-cycle costing models show that money can be saved by not transporting automotive scrap material to landfills, while other savings come from lower tooling costs and reduced virgin materials purchasing by the automaker and its suppliers.

Most plastic from discarded vehicles ends up as shredder "fluff" (residue) and is still sent to landfills. Dismantling industry experts contend there hasn't been a cost-effective means to remove the material, clean it and transport it back to recycled-product plants because of weak demand from parts users.

DC's new mandate could expand demand dramatically, especially if it is followed by other North American vehicle makers. Ford is re-writing its pioneering "Worldwide Recycling Guideline," which in 1994 established the automaker as the industry's recycled-content leader. Other automakers are expected to follow Chrysler's lead and re-evaluate and upgrade their level of recycled materials use.

Tom Stundza is executive editor of Purchasing magazine, also published by Cahners Business Information.

Automotive Industry

DaimlerChrysler Raises Recycled Content For Plastics

Automotive Industries, June, 1999 by Tom Stundza

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