Uk Waste Tyre Data

Final Report
An Assessment of WRAP’s Tyre

Programme and a Forecast of the
UK’s Used Tyre Market up to 2015
Project code: TYR031

Research date: September 2007-March 2008 Date: November 2008
WRAP helps individuals, businesses and
local authorities to reduce waste and
recycle more, making better use of
resources and helping to tackle climate
change.
Written by: Georgina Le Neve Foster
Front cover photography: Used Tyres. [www.tyrerecycling.com]
WRAP and Environmental Resources Management believe the content of this report to be correct as at the date of writing. However, factors such as prices, levels of
recycled content and regulatory requirements are subject to change and users of the report should check with their suppliers to confirm the current situation. In addition,
care should be taken in using any of the cost information provided as it is based upon numerous project-specific assumptions (such as scale, location, tender context,
etc.). The report does not claim to be exhaustive, nor does it claim to cover all relevant products and specifications available on the market. While steps have been taken
to ensure accuracy, WRAP cannot accept responsibility or be held liable to any person for any loss or damage arising out of or in connection with this information being
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Executive Summary
Environmental Resources Management Ltd (ERM) was commissioned by WRAP to carry out a project with the
following two specific objectives:
1 to review the impact of the three year WRAP Tyres Programme and to assess its effectiveness in terms of
successes, failures and missed opportunities.
2 to carry out forecasts up to 2015 for the UK used tyre market. The aim was to suggest the predicted
tonnage growth or decline in the main UK used tyre sectors based on current trends, perceived economic
changes and information from the used tyre industry. It included consideration of the maximum and
minimum market potential for the main UK tyre sectors up to 2015.
In order to gain feedback from the tyre industry on the WRAP three year programme, ERM sent key stakeholders
a detailed questionnaire asking for their views on the Programme. ERM also asked stakeholders to predict how
the industry was seen to be progressing and which management routes they felt were going to decline or grow.
The response rate to this questionnaire was not as high as expected but the feedback received was valuable and
provided a good insight into the effectiveness of WRAP’s tyre programme and the industry overall.
WRAP’s Tyres Programme was generally very well received by stakeholders with over half of those who
responded stating that the overall programme had been effective. There were a small number of negative
comments relating to the promotion activities associated with some projects and how projects were selected for
funding. Feedback on the Publicly Available Specification (PAS) documents was very positive and stakeholders
recognised these as the most successful publications. Nearly all respondents who mentioned these documents
felt that they had had a significant impact on the tyre industry. Stakeholders felt that the Tyres Programme had
provided a useful awareness raising and information provision tool.
ERM created a number of scenarios to illustrate how the used tyre industry is likely to look up to 2015. These
scenarios were based on ERM’s knowledge of the industry and feedback from key stakeholders.
In terms of changes to the market in the future, ERM believes that the tonnage of tyres sent for retread and
reuse will remain fairly constant with a reduction occurring in the export and landfill engineering market. The
recycling industry is likely to grow as demand for rubber for use in road surfacing or construction increases and
as new and emerging technologies such as cryogenics come in to the market. It is believed that energy recovery
through burning tyres in cement kilns will remain strong due to a continued need for more environmentally sound
alternative fuels.
The greatest impact on future management routes for used tyres is likely to be from changes to environmental
policy and legislation. The banning of tyres (whole and shredded) from landfill has meant that alternative
markets have needed to be found to dispose of used tyres. Similarly, legislative controls would impact on the
future management routes of used tyres, with excess tyres needing alternative disposal or management routes.
Climate change policies are also expected to have an impact on future markets. The carbon footprint of products
is clearly on the environmental agenda and processes that result in a reduction in carbon dioxide such as
retreading and reuse are likely to be considered more favourably by the industry as a whole.
An Assessment of WRAP’s Tyre Programme and a Forecast of the UK’s Used

Tyre Market up to 2015 1
Contents
1.0 Project Objectives .................................................................................................................... 3
2.0 Approach .................................................................................................................................. 3
3.0 Introduction to WRAP’s Tyre Programme................................................................................ 4
4.0 Review of WRAP Projects......................................................................................................... 4
5.0 Stakeholder Feedback on WRAP Tyre Programme .................................................................. 5
5.1 Where has WRAP had the most and least influence?................................................................6
5.2 Which WRAP projects have been the most and least valuable?.................................................6
5.3 Could the Programme have been improved in anyway?............................................................7
5.4 Was the Programme resourced adequately?............................................................................8
5.5 What impact did WRAP have in relation to the breakdown of barriers to the collection,
segregation and disposal of waste tyres?.............................................................................................8
5.6 WRAP’s influence in developing alternative end uses and end markets for used tyres ................9
6.0 Key Conclusions of Review of Tyre Programme..................................................................... 10
7.0 Used Tyre Arisings.................................................................................................................. 12
7.1 Growth Rate 1: DfT Future Forecast .................................................................................... 12
7.2 Growth Rate 2: 1.3% increase based on historic traffic growth............................................... 13
8.0 Factors affecting End Markets................................................................................................ 14
8.1 Past and Current End Markets .............................................................................................. 14
8.2 Factors affecting End Markets .............................................................................................. 15
8.3 Stakeholder Feedback on Future Markets .............................................................................. 15
8.4 Future End Markets ............................................................................................................. 16
9.0 Forecasting Used Tyre Arisings .............................................................................................. 17
9.1 Scenario Forecasts............................................................................................................... 17
9.1.1 Scenario 1 .............................................................................................................. 20
9.1.2 Scenario 2 .............................................................................................................. 20
9.1.3 Scenario 3 .............................................................................................................. 20
9.1.4 Scenario 4 .............................................................................................................. 21
10.0 The Preferred Scenario........................................................................................................... 28
11.0 Conclusions and ERM Forecasts ............................................................................................. 30
11.1 Reuse ................................................................................................................................. 30
11.2 Retreading .......................................................................................................................... 30
11.3 Recycling ............................................................................................................................ 30
11.4 Landfill Engineering ............................................................................................................. 31
11.5 Energy Recovery ................................................................................................................. 31
11.6 Landfill................................................................................................................................ 31
11.7 Exports ...............................................................................................................................31
12.0 Acknowledgements ................................................................................................................ 32
Appendix 1: Stakeholder Questionnaire............................................................................................ 33
Appendix 2 WRAP Programme Review .............................................................................................. 44

Introduction
1.0 Project Objectives
WRAP commissioned ERM to carry out a project with the following two specific objectives:
1 to review the impact of the three year WRAP Tyres Programme and to assess its effectiveness in terms of
successes, failures and missed opportunities.
2 to carry out forecasts up to 2015 for the UK used tyre market. The aim was to suggest the predicted
tonnage growth or decline in the main UK used tyre sectors based on current trends, perceived economic
changes and information from the used tyre industry. Further to this, it intended to consider the maximum
and minimum market potential for the main UK tyre sectors up to 2015.
2.0 Approach
ERM sent a detailed questionnaire to key stakeholders in the industry as agreed with WRAP. This questionnaire
sought feedback from the stakeholders on the impact of WRAP’s three year Tyres Programme.
In order to develop a series of possible projections for the future handling of used tyres up until 2015, ERM
carried out desk-based research into factors which can impact on:
the volumes of used tyre arisings; and
the different methods of managing used tyres.
The stakeholder questionnaire also sought views on how the waste tyre industry is likely to change in the future.
It was also used to gain insight into the perceptions of the future markets of used tyres, and to provide
stakeholders with the opportunity to comment on how they felt the future would look in terms of disposal routes.
A copy of the questionnaire is provided in Appendix 1.
An Assessment of WRAP’s Tyre Programme and a Forecast of the

UK’s Used Tyre Market up to 2015 3
Review of WRAP’s Tyre Programme
3.0 Introduction to WRAP’s Tyre Programme
WRAP funded a broad range of projects including the development of two PAS documents on tyre bales for use in
construction and the manufacture and storage of size reduced tyre materials, demonstration trials (such as the
use of post-consumer tyres to deliver sustainable construction of public rights of way), operational trials (such as
testing the incorporation of a new kind of ultra-fine crumb rubber into truck tyre compound) and R&D projects
(such as determining if crumb rubber would be a suitable aggregate replacement in concrete blocks and
assessing technical and operational details of waste tyres in landfill engineering applications).
Individual projects may address one of more of the overall aims of the Programme. The main objectives of the
WRAP’s Tyre Programme were to:
Break down the barriers to the collection, segregation and reprocessing of waste tyres;
Develop alternative end uses for the recovered material; and
Develop the end markets for this material.
WRAP suggested five further objectives which were:

Market development;
Support funding;
Raising awareness;
Providing information; and
Overcoming legislative barriers.
ERM carried out a high level review of all WRAP’s project outputs with the aim of assessing which have met
WRAP’s objectives. ERM also sought feedback from stakeholders on the impact of the Programme via the
questionnaire in relation to these objectives (see Section 5.0).
4.0 Review of WRAP Projects
ERM assessed all 82 project outputs provided on the WRAP website that were commissioned over the three year
period against the overall aims and objectives of the Programme. ERM reviewed and assessed each publication to
determine whether they met WRAP’s objectives. This high level review was done by a simple ‘tick box’ exercise
against the five WRAP objectives: market development; support funding; raising awareness; providing
information; and overcoming legislative barriers. The results of this review are presented in Appendix 2.
The majority of the publications could be considered to meet the providing information and raising awareness
objectives as outputs were all published on the WRAP website and all intend to provide information on the project
or event to which they relate. The Stakeholder Forums provided a good means of networking and although not
necessarily raising awareness of the overall tyres industry, they enabled the different sectors to become more
aware of the Programme and the activities of other industry sectors.
PAS 107 and 108 met a number of WRAP objectives and were received favourably by the industry. They provide
information and are a means of regulating the industry in terms of ensuring that tyre bales and grades of rubber
are of a consistent and verifiable quality. In this sense they could also be considered to meet the objective of
overcoming legislative barriers. Methods which address better regulation in the sector result in improved
confidence in products. This helps stabilise markets and thereby helps to reduce market impacts such as the
Landfill Directive and End of Life Vehicles (ELV) Directive. Both Directives have increased the number of used
tyres needing alternative management.
Project TYR010 (UK Used Tyre Market 2004) is likely to prove useful to policy makers through the provision of
forecasts and market disruption planning scenarios.

From our assessment of the WRAP projects, it was clear that all case studies met the market development
objective as they were generally involved with research and development and were carrying out trials on
emerging ways of reprocessing and reusing tyres. A number of these projects also received support funding.
Table 1 below provides a list of all case studies on the WRAP website.
Table 1 WRAP Case Studies
Project Title Support Funding

Porthcawl Golf Course improving thoroughfares
Equestrian Surface, Tyre chip for an all-weather gallop
Car and Light Truck Retreads
Rubber in Rights of Way Construction
Cardiff Arms Park: Grass Improvement
Dunweedin: Tyre shred as horticultural mulch
Powder in Truck Tyre Retreads
Artificial Turf
Bridleways
Devulcanisation
Roof Slates
Tile Adhesives
Lightweight Blocks
Landfill Leachate Layer
Shore Protection
Street Furniture
Duralay Carpet Underlay
Micro-Asphalt
Moulded Products
Playtop
Biffa Retreaded Tyres
Micro-asphalt for resurfacing footways and minor
carriageways
Use of tyre bales in embankment core for River Witham
Phase 23 flood defence contract
Use of tyre bales as replacement for shingle in flood
defence scheme at Pevensey Beach
Use of tyre bales as replacement for unbound sub-base
and capping to repair damage to unsurfaced road
Projects involving different types of surfaces such as roads, rights of way, sports surfaces and landscaping were
generally all seen to provide information. Some reports were considered to meet the objective of market
development and others had received support funding.
The retread projects such as the Powder in Truck Tyre Retreads case study met the market development and
providing information objectives as they explored different uses for the powder. Other retread projects all were
considered to provide information.
All publications and projects focusing on emerging technologies also met the providing information objective.
The Market Study on the Demand for Char from Tyre Pyrolysis identifies a wide range of potential market outlets
for pyrolysis char in the UK and therefore could be considered to meet the market development objective.
5.0 Stakeholder Feedback on WRAP Tyre Programme
70 tyre stakeholders were sent a detailed questionnaire asking for their views on the three year WRAP Tyres
Programme and on future markets for used tyres. 27 stakeholders (39%) responded and of these three did not
feel able to provide meaningful answers to the questions. Although this response rate is quite low, those who did
respond provided useful feedback on the WRAP Programme. This Section provides a summary of these
responses.

5.1 Where has WRAP had the most and least influence?
Stakeholders were asked where they felt WRAP had had the most or least influence. They were asked to rank
which industry/product areas were most and least influential in terms of the following five objectives:
Market Development;
Support Funding;
Legislation and Standards;
Raising Awareness; and
Providing Information.
Figure 1 Ranked responses to the areas in which WRAP has had the most and least influence (5 = most
influence, 0 = least influence)
0
Market Support Legislation & Raising Providing
Development Funding Standards Awareness Information
Figure 1 shows that according to stakeholders WRAP has had most influence in providing information and on
legislation and standards – the PAS documents were specifically mentioned by a large number of respondents.
Stakeholders commented on how WRAP had enabled a number of R&D projects to be funded, however they felt
it was too early to say if the Programme had impacted on market development. ERM recommends that WRAP
should repeat this question to the sector in a few years time when the industry has had time to develop further in
these areas.
5.2 Which WRAP projects have been the most and least valuable?
Stakeholders were asked which WRAP projects or initiatives were most and least valuable.
PAS 107 and 108 were generally very well received by the tyre industry. According to stakeholders, they have
been the most successful projects WRAP has commissioned. Stakeholders felt that these documents were of
most significance to their companies and had genuinely made a difference to the way in which the construction
industry views tyre products. The availability of standards helps break down market barriers, keeps the industry
properly regulated, allows businesses to show they are meeting industry expectations and ensures consumer
confidence.
Some stakeholders felt that the promotion of these documents could have been better. It was felt that
opportunities were missed with PAS 108 as it was not promoted in the relevant publications and therefore the
overall impact of the document was less than it could have been. These stakeholders were exclusively from the
used tyre reprocessor sector.

Despite this feedback, the stakeholders indicated that these two publications provided the industry with ‘an
excellent piece of work’ that will ensure the production of consistent products and that quality control is
maintained.
Two further respondents (not within the used tyre reprocessor sector) felt that the promotion of projects was
sometimes not adequate. Both of these respondents stated that this could have been due to either their location
or the fact that they do not work solely in the waste tyre industry, however, it is evident that there is potential for
improvement in this area.
The WRAP website was generally favourably received and stakeholders felt that it was very informative and
provided a wealth of material. However, one respondent felt that it was not very user friendly and would have
benefited from a summary and list of all the reports and projects undertaken. It was felt that WRAP had
contributed significantly in the provision of tools and research that could be used by specific markets rather than
providing any direct impact in market development. One respondent felt that it was down to the individual
sectors to make the best use of the resources provided by WRAP.
There were differing viewpoints on the way WRAP had funded certain projects. In some cases, it was felt that
money had not been well spent and better consultation should have been carried out before selecting projects to
fund. Some stakeholders felt that businesses should not receive any funding. Responses in this vein were
received from trade associations and used tyre reprocessors.
Other stakeholders felt that more funding would have been beneficial and would have resulted in larger R&D
projects and that more capital funding and promotional work was still needed. These responses came from a
variety of sectors including used tyre reprocessors, trade associations, consultancies and technology developers.
One stakeholder felt that although the work on tyre bales and roof tiles was ‘very good’ it could have been
promoted more effectively.
5.3 Could the Programme have been improved in anyway?
Stakeholders were asked how WRAP’s tyre programme could have been improved. A small number of
respondents felt that support funding could have been improved in terms of how the decision process was carried
out and the fact that there should have been more funding for R&D projects. One respondent suggested that the
allocation of funding should have been a two-tier process so that successful R&D projects should be eligible to
receive more funding in a second commercial development phase. As mentioned in Section 5.2 above, these
responses were from a number of different sectors.
Nine respondents felt that more should have been done in their specific area and of those, four were from the
used tyre reprocessing sector.
Figure 2 Level of Improvement Necessary for WRAP’s Tyre Programme
7
Number of
Respondents 6
0
Significant Minor Unsure

Figure 2 shows that there was some uncertainty as to whether the WRAP Programme needed to be improved.
40% of respondents (8 out of 20) felt that minor improvements were necessary. Respondents were unsure as to
the relevance of this question in view of the fact that the Programme was coming to a close.
It was felt that the Programme would have benefited from being five years rather than three years and that it
would have been improved if there had been the opportunity to draw lessons from what had been done.
5.4 Was the Programme resourced adequately?
Stakeholders were asked whether they felt the Programme was resourced adequately. 87% (20) of those who
responded to the questionnaire answered this question. Over half (11 respondents) felt that it had been
resourced well with only four stating that it had been under resourced.
Figure 3 Was the Programme Resourced Adequately
12
10
Number of
8
Respondents
0
Resourced Adequately Under Resourced Unsure
5.5 What impact did WRAP have in relation to the breakdown of barriers to the collection,
segregation and disposal of waste tyres?
Stakeholders were asked how WRAP’s programme has impacted on barriers to the collection, segregation and
disposal of waste tyres.
Figure 4 shows the number of respondents who felt that WRAP had impacted on the breaking down of barriers to
the collection, segregation and disposal of waste tyres. There were no negative responses; however the data
shows that the majority of respondents were unsure. Stakeholders were not willing or did not feel happy to
speculate whether WRAP had positively or negatively impacted in this area.
Those who responded positively felt that market transparency had been improved by the work on charges and
market scenarios and that one of the biggest barriers to the industry is lack of awareness. It was felt that WRAP
had increased awareness in these areas, although that there was still room for improvement.

Figure 4 What impact did WRAP have in relation to the breakdown of barriers to the collection, segregation and
disposal of waste tyres?
16
14
12
10
Sig Positive Impact
8 Positive Impact
Unsure
6
0
Collection Segregation Reprocessing
5.6 WRAP’s influence in developing alternative end uses and end markets for used tyres
In terms of developing end uses it was felt that WRAP had been influential in some areas through its support
funding of various R&D projects and its provision of market and technical information. Specific end uses that
stakeholders felt WRAP had helped to develop included roof tiles, using rubber in plasterboard and using ultra
fine ground post consumer tyres in truck tyre retreads. However it was felt that WRAP had not been particularly
influential in other areas, such as using rubber in roads, and that more could have been done to develop
materials to be used in construction.
From Figure 5 it is clear that the majority of respondents felt WRAP had had neither a positive nor a negative
influence in developing end markets for used tyres. WRAP has helped promote alternative solutions but it was
felt that the final impact of these new markets would be dependent on current markets accepting these new
materials or products. According to one stakeholder, WRAP’s contribution was more in the area of providing tools
and research rather than having any direct impact in market development. The respondent felt that it was the
responsibility of the individual sectors to make the best use of the resources provided by WRAP. Overall, it was
felt that in terms of general awareness raising and provision of information WRAP had been influential, although
two respondents felt that WRAP had not been at all influential in developing end markets and that there had been
no significant increase in the volume of recycling capacity within the UK.

Figure 5 What influence has WRAP had in developing alternative end uses for used tyre materials and end
markets for used tyres?
12
10
8
Very Influential
Influential
6 Neutral
Not very Influential
Not at all Influential
4
0
Developing alternative end uses for Developing end markets for used
used tyre material tyres
6.0 Key Conclusions of Review of Tyre Programme
Overall stakeholders received the WRAP Tyres Programme favourably and felt it provided a useful awareness
raising and information provision tool. There were a small number of negative comments relating to how some
projects were promoted and how projects were selected for funding. The publications recognised as being the
most successful were the PAS 107 and 108 documents. Nearly all respondents who mentioned these documents
felt that they had had a significant impact on the tyre industry.
Respondents felt that the website was a good source of information but that it was up to the individual sectors to
make the best use of the resources that have been provided. A number of stakeholders felt that the Tyres
Programme should have continued for five rather than three years.
Figure 6 shows that, overall, the WRAP Programme was effective with only two respondents stating that it was
not very effective and no stakeholders that it was not at all effective. This is a positive outcome for the Tyres
Programme.
Figure 6 How effective has WRAP’s overall Tyres Programme been?
14
12
Number of 10
Respondents
8
0
Very Effective Effective Neutral Not Very Not at all
Effective Effective

It is important to note that although the responses received provided good and full feedback on the WRAP Tyres
Programme, only a relatively small number of stakeholders returned the questionnaires. From the responses it is
clear that there was an overall view that the programme had been effective, however these views do not
necessarily reflect the view of the whole industry. In order to obtain a more comprehensive view of the
Programme a response rate of at least 50% would be preferable.

Forecast of UK Markets for Waste Tyres
7.0 Used Tyre Arisings
There are a number of factors that are likely to affect the volumes of used tyre arisings within the UK. These key
factors include:
the growth/decline in road transport use in the UK;

improved durability of tyre materials; and
policy or legislative changes.
Generally it is predicted that volumes of used tyres are expected to rise as car ownership increases and as the
number of miles driven per vehicle year is growing. However, improved durability of tyres could potentially curb
this growth and the increased use of public transport, for example, in response to rising fuel prices and initiatives
to reduce carbon emissions, could mean that cars are being used less frequently resulting in longer tyre lifetimes.
In order to forecast future waste tyre arisings in the UK, ERM assumed that used tyre arisings would increase at
the same rate as traffic growth. Two different methodologies were used to predict the arisings of waste tyres in
the UK up to 2015. Both used baseline figures from the Department for Transport (DfT) and traffic growth rates
based on traffic trends. However, one scenario is based on historic data and the other on forecasts.
7.1 Growth Rate 1: DfT Future Forecast
The DfT forecast traffic growth rate up to 2025 used baseline data from 2003. These were the most recent
forecast figures published in 2007. These forecasts are split by cars, Light Goods Vehicles (LGVs) and Heavy
Goods Vehicles (HGVs). It is forecast that LGV traffic will increase most rapidly as it has generally increased in
line with GDP in past. Car traffic growth follows that of total traffic very closely due to the fact that cars make up
a high proportion of total traffic. HGV traffic has grown more slowly than car traffic.
In terms of used tyre arisings, ERM applied these percentage growth rates to DTI waste tyre arisings data for
2004. This was considered a more appropriate baseline year and provided more realistic arisings data when
compared to actual data from 2004, 2005 and 2006.
Table 2 below provides a summary of the percentage growth rates from the DfT forecast from 2003 to 2010 and
2015 retrospectively.
Table 2 Percentage Traffic Growth Rates
2010 2015
DfT Categorisation 1
Cars 11% 20%
LGVs 17% 34%
HGVs 4% 6%
ERM Assumptions
Car 11% 20%
4x4 11% 20%
Van & light truck 17% 34%
Truck & bus 4% 6%
1
http://www.dft.gov.uk/pgr/economics/ntm/071023_AnnualForecast07.pdf

7.2 Growth Rate 2: 1.3% increase based on historic traffic growth
The DfT has reported on road traffic increases from 2001-2005. This provides details on increases in car, light
commercial vehicles and goods vehicles and an overall increase of all vehicle types. In order to forecast future
tyre arisings, ERM used the average of the total growth rates and assumed that tyre arisings would increase in
line with traffic growth.
This assumes a growth rate of tyre arisings of 1.3% per annum from 2007 to 2015.
Figure 7 below shows the difference between the two growth rates. It is clear that there is an insignificant
difference between them. For the future management route scenarios, ERM has used Growth Rate 1: DfT
Forecast.
Figure 7 Growth Rate Scenarios
600,000
550,000
500,000
450,000
400,000
0
350,000
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
DfT Forecast Grow th Rate 1.3% Grow th Rate

Figure 8 shows the management routes of used tyres from 1998-2006 using data from the DTI. It is clear from
this that recycling increased dramatically from 2002 and is now more constant. It accounts for the highest
tonnage of tyres managed in the industry. Disposal of tyres to landfill has tapered off dramatically as the bans on
whole and shredded tyres came into force. Energy recovery and landfill engineering have both increased, with
the other management routes remaining fairly constant.
Figure 8 Management of Tyres 1998-2006
Management of Tyres 1998-2006
250,000
200,000
150,000
100,000
50,000
0
1998 1999 2000 2001 2002 2003 2004 2005 2006
Reuse Retreading Recycling

Landfill engineering Energy recovery Landfill
Exports
8.0 Factors affecting End Markets
8.1 Past and Current End Markets
In the past a significant percentage (around 25%) of used tyres were disposed of via landfill. The ban on the
disposal of whole tyres (except bicycle tyres and tyres with a diameter greater than 1.4m) to landfill came into
force in 2003, with shredded tyres being banned from 2006. This has resulted in the tyre recovery industry
having to accommodate the large number of tyres that were originally sent to landfill. There were concerns that
this ban would result in more tyres being illegally dumped and stockpiled due to insufficient end-markets for
these tyres.
The increasing use of tyres as a fuel in cement kilns has helped to deal with the excess of tyres that were
previously sent to landfill. The burning of tyres in cement kilns was first trialled in the mid 1990s. Along with a
number of other processes such as landfill engineering, this has helped provide a solution to the large number of
waste tyres arising in the market.
The use of shredded tyres as a leachate drainage layer in landfill sites has also taken off in recent years, and
accounts for significant volumes that would previously have been disposed to landfill.
Until approximately 10 years ago, retreading was a preferred means of reusing passenger car tyre casings as it
effectively doubled the life of a tyre. However, the growth of the budget market for new tyres, particularly
imports from areas such as the Far East, made the process less economically viable. Consumer perceptions

regarding the safety of car retreads have also resulted in a reduced demand for these tyres. However there is a
strong market in the use of retreads in truck tyres. This is mainly due to the cost benefits of retreading these
tyres. For example, road hauliers almost invariably cost the use of these tyres per kilometre of road usage or per
millimetre of tread 2 .
The material recycling of used tyres was less prevalent in the past but has increased considerably over the last
few years and now is the largest management route for dealing with used tyres. In 1999 20% of used tyres
were recycled, and by 2005 33% of used tyres were recycled. The use of waste tyre granulate in products such
as sports and playground surfaces has become widespread with the increasing market demand resulting in the
development of these industries.
8.2 Factors affecting End Markets
There are a number of factors likely to affect the future end markets of used tyres. The majority of these factors
have affected end markets in the past. This includes the introduction of new technologies, changes in global
market conditions and demand for different applications. These factors are listed below.
Possible environmental policy and legislative controls (eg ban on landfilling, cement kilns authorisations,
energy from waste incentives);
New emerging technologies which provide alternative outlets to traditional management routes;
Acceptance of waste tyre crumb as alternative materials in building and construction projects;
Global market conditions which affect new/retread tyre sales;
Restrictions on stockpiling;
Reduced demand for tyres in landfill engineering applications in the longer term;
Increased demand for tyres in flood defence applications;
Increased use of public transport;
Energy costs;
Longer tyre life/lighter tyres; and
Possible uptake of pyrolysis and cryogenic reprocessing facilities.
8.3 Stakeholder Feedback on Future Markets
According to the stakeholder responses, the greatest impact on future management routes for used tyres is likely
to be environmental policy and legislative controls. The banning of tyres and shredded tyres from landfill has
meant that alternative markets have needed to be found to dispose of used tyres. Climate change policies are
also likely to have an impact on future markets. The carbon footprint of products is clearly on the environmental
agenda and therefore processes that result in high carbon dioxide (CO2) reduction such as retreading and
recycling are likely to be considered more favourably.
Other factors that stakeholders felt were likely to have an impact on future management routes include:
uses of tyres in flood defence – there is likely to be a greater need for flood defence applications particularly
with the recent weather patterns in the UK;
the cost of energy;
the reduced demand for tyres in landfill applications;
increased use of public transport and longer life or lighter tyres could reduce the arisings of used tyres;
new and emerging technologies;
acceptance of rubber crumb for use in construction, road resurfacing; and
greater acceptance of retreading and that recycling tyre rubber can be used in the manufacture of new tyres.
2
AEA Technology, Overcoming Market Barriers for Key Stakeholders in Retread Tyre Markets, A Report produced for DTI and
The Retread Manufacturers Association (RMA) http://www.retreaders.org.uk/aeatreport.htm

In terms of new and emerging management routes for used tyres, stakeholders suggested a number of routes
they felt were likely to be used for tyre disposal and recovery in the future. These were:
Sonic, thermal and electrical insulation;

Protective coatings;
Wear, corrosion and impact resistance;
More specific applications for granulate and crumb;
Potential for use in electric arc steel furnaces - this depends on the way steel making develops in the UK;
Water jetting;
South Wales cryogenic plant;
More products from tyre reprocessing;
Pyrolysis;
Partial devulcanisation; and
Increased use of recycled rubber in new tyres
8.4 Future End Markets
Factors such as legislative controls and environmental policy (as mentioned in Section 8.2 above) will remain the
factor likely to have the greatest impact on management routes/end markets as these are often mandatory and
therefore the industry are obliged to react to the new requirements. According to BERR however the likelihood of
any new measures in this area in the immediate future may be limited.
Within the cement kiln industry, burning of tyres is dependent on the permits issued by the EA, as well as being
limited by kiln technology. If permits are granted, the cement kilns are allowed to replace a percentage of fuel
with tyres. If regulations change and tyres are no longer accepted at these plants, alternative markets will need
to be found. However, in ERM’s view this is unlikely to occur. Other issues impacting on the number of tyres
being sent to cement kilns include the competition from other waste materials which are seen as possible fuel
sources such as RDF. The availability of other materials can impact on gates fees charged by the cement kilns
and fluctuating gate fees can result in cement kilns proving to be less popular options.
However, the increased costs of fossil fuels could result in an increased demand for tyres in cement kilns as they
are a cheaper and more environmentally beneficial fuel. Assessing the carbon impacts of industrial operations,
products and services are increasingly being discussed with a view to reducing these impacts. The cement-
making process gives off carbon dioxide, so finding other methods of reducing emissions is important in this
industry, particularly for European cement companies which are regulated under the EU emissions trading
scheme. Alternative fuels are therefore encouraged in order to reduce the carbon footprint and emissions from
the plant. It is likely that tyres will continue to be used in cement kilns in the foreseeable future. Tyres and
other waste fuels such as RDF provide a more environmentally beneficial fuel as they are burning a waste rather
than a virgin material.
Weather conditions in the UK could potentially impact on the outlets for waste tyres as it may be possible to
utilise baled tyres in flood defence schemes. Approximately 100 scrap tyres are used in the production of one
bale. However, in ERM’s view this is presently unlikely to result in the diversion of significant tonnages of waste
tyres.
New and emerging technologies such as cryogenic reprocessing facilities may open up new end markets and
result in a higher demand for tyres to in these areas. The first plant opened in Neath Port Talbot in South Wales
in 2007 and predicts that 70% of the rubber crumb will be used to turn into artificial sports surfaces. New
technologies such as these will inevitably have an impact on the industry creating new outlets for the recovered
material from used tyres. As demand increases in these areas, it could impact on other management routes.
Landfill engineering for example is likely to decline in the longer term due the general decline in the use and
favourability of landfills. However, if there is a wider acceptance among operators that shredded tyres are a
good material to use for leachate drainage layers, then the market in this area is likely to remain stable.
Although the use of landfills to dispose of waste are expected to decline in the future, there is likely to be a
continuing need for landfill disposal space for in the immediate future. Processes such as cryogenics could
potentially provide the additional capacity required to deal with the excess of tyres as other management routes

diminish. However, these processes are only viable if a market exists for their end products. For example, if the
demand for rubber in sports surfaces declines the demand for tyres in processes such as cryogenics will also
decrease.
The use of rubberised asphalt is becoming increasingly popular as the shock-absorbing properties of rubber
provide an added safety factor and the material provides a more durable road surface and decreases noise
pollution. If the use of tyres in roads increases it could result in a significant number of tyres being recycled and
therefore increase demand in this area.
Economic drivers will also impact on the future markets and end management routes for used tyres. If higher
value markets emerge or become more prevalent lower value markets will be displaced. The used tyre market is
demand driven and management routes will react to this demand. If higher value markets such as the cement
kiln sector increase their demand for and reliance on tyres as a feedstock, the lower value markets such as
landfill engineering are likely to suffer.
9.0 Forecasting Used Tyre Arisings
WRAP commissioned Oakdene Hollins to provide a study of the UK Used Tyre Market in 2004. This report sought
to provide arisings and recovery/disposal data for 2004 and to compare these findings with the Used Tyre
Working Group (UTWG) figures. Various assumptions were made and detailed modelling was undertaken to
arrive at figures that could be used with confidence. Oakdene Hollins also prepared a report on Used Tyre
Material Flows and Market Analysis. The report suggested a number of change scenarios in the UK and their
potential effects on the tyre market.
In order to develop predictions for future waste tyre end markets, ERM developed a spreadsheet model. ERM’s
forecasts of tyre arisings are based on the Used Tyre Working Group/DTI (now BERR) figures. Oakdene Hollins
figures were considered, but it was considered that, for consistency, it would be more appropriate to use data
from one source from 1998-2006. It is important to note that data for 2006 are indicative and have not yet been
finalised.
The stakeholder questionnaire asked respondents to provide forecasts of what they considered likely to happen
with the management routes of tyres in the future. ERM used these responses and our own knowledge of the
tyre industry to produce four different scenarios to illustrate how used tyres could potentially be disposed of in
the future by showing the tonnages and percentage increases/decreases of tyres likely to be sent to each
management route.
9.1 Scenario Forecasts
ERM developed four different scenarios based on responses from stakeholders and our own knowledge of the
industry. All the scenarios are based on arisings data using the DfT forecast growth rate (see Section 7.1).
The source data provided by the DTI is presented in Table 3 below.
Table 3 Used Tyre Arisings and Management Data 1998-2006 (tonnes)
Fate - TOTAL 1998 1999 2000 2001 2002 2003 2004 2005 2006*
Other (unknown) 13,950 -7,516 99 46,597 46,958 -7,044 11,517 -27,476 -48,278
Reuse 82,880 61,265 72,157 78,217 66,020 61,951 86,077 88,631 85,920
Retreading 75,949 65,896 55,765 49,179 52,474 51,473 54,841 57,427 58,770
Recycling 48,616 83,000 74,500 107,000 105,000 160,000 162,500 162,500 162,500
Landfill engineering 25,530 31,000 26,500 16,100 29,000 14,500 29,000 59,000 100,000
Energy recovery 84,300 70,000 54,000 40,000 48,000 77,500 72,500 85,750 100,000
Landfill 99,868 122,959 166,569 144,404 99,456 85,456 58,797 60,746 29,500
TOTAL 431,093 426,605 449,590 481,496 446,908 443,837 475,232 486,578 488,412
* NB It is important to note that 2006 data are indicative and at the time of writing had not been finalised.
These data have been used as the basis for ERM’s forecasts. The Other (unknown) fate shown in the table
includes estimations of tyres in stockpiles and other unknown fates. It is clear that these data vary considerably

from year to year and it is impossible to predict what is likely to happen in the future. Therefore, for our
purposes in forecasting future tonnages this fate has been omitted.
Figure 9 below shows the four scenarios and the difference between the six available management routes. These
will be described in more detail in the following sections.

Figure 9 A Comparison of the Four Scenarios
Scenario 1 Scenario 2
600,000 600,000
500,000 500,000
400,000 400,000
300,000 300,000
200,000 200,000
100,000 100,000
0 0
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Reuse Retreading Recycling Landfill engineering Energy recovery Landfill Exports Reuse Retreading Recycling Landfill engineering Energy recovery Landfill Exports
Scenario 3 Scenario 4
600,000 600,000
500,000 500,000
400,000 400,000
300,000 300,000
200,000 200,000
100,000 100,000
0 0
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Reuse Retreading Recycling Landfill engineering Energy recovery Landfill Exports Reuse Retreading Recycling Landfill engineering Energy recovery Landfill Exports
An Assessment of WRAP’s Tyre Programme and a Forecast of the UK’s Used Tyre Market up to 2015 19
9.1.1 Scenario 1
In this scenario reuse, retreading, energy recovery and exports remain constant. The only management routes
that change are recycling and landfill engineering. Market demand for tyres, particularly for use in road surfaces,
will result in an increased need for used tyres to be recycled. Other factors likely to increase the number of tyres
being recycled include sports surfaces although this is unlikely to result in such a significant increase in tonnages
in this area. Landfill engineering is predicted to decrease as landfill in general becomes less favourable.
Table 4 shows the proportion of waste being managed by each treatment/disposal route used in this scenario.
These growth rates were applied to the tonnages for specific years using the DfT arisings forecast (as mentioned
in Section 9.1). For example, the 2009 growth rate was applied to the years 2007 to 2009, the 2012 growth rate
was applied to 2010 to 2012 and the 2015 growth rate was applied to 2013 to 2015.
Table 4 Proportion of waste being managed by each treatment/disposal route: Scenario 1
Management route Percentage (%)

2009 2012 2015
Reuse 10 10 10
Retreading 10 10 10
Recycling 31 33 35
Landfill engineering 25 23 21
Energy recovery 19 19 19
Exports 4 4 4
TOTAL 100 100 100
9.1.2 Scenario 2
In this scenario a number of the management routes change. Both recycling and energy recovery are predicted
to increase. Recycling, as mentioned above, will continue to rise due to new and emerging technologies resulting
in an increased demand for tyres in this area. In scenario 2 it is believed to grow more rapidly than in Scenario 1.
Energy recovery is predicted to increase slightly due to increased fossil fuel costs resulting in the industry looking
for alternatives to fuel their plants. Reuse is also predicted to increase as demand grows for bales in flood
defence. Both landfill engineering and the export market are predicted to decrease. Landfill engineering will
decrease more rapidly than in Scenario 1 due to landfills themselves declining in popularity. The export industry
could potentially decline as other countries tighten up regulations in this area. Retreading will remain constant as
there will always be a market for this form of reuse in the truck tyre industry.
Table 5 below shows the proportion of waste being managed by each treatment/disposal route in this scenario.

2009 2012 2015
Reuse 4 5 6
Retreading 13 13 13
Recycling 40 42 45
Exports 6 5 4
TOTAL 100 100 100
9.1.3 Scenario 3
In this scenario, the greatest difference is that energy recovery is predicted to decline. From discussions with
industry it is felt that this is unlikely, however it is included here as a scenario to show what could potentially
happen if cement kilns began to use alternative fuels other than tyres, or if gate fees increased to the extent that

it would discourage tyre collectors from taking tyres to these plants. In this instance, the tyres that would have
been used in energy recovery are now being either recycled or reused meaning that these management route
tonnages increase. It was also predicted that the retread and export industry would also decline with landfill
engineering remaining constant.

2009 2012 2015
Reuse 12 15 18
Retreading 12 11 10
Recycling 34 37 41
Exports 8 7 5
TOTAL 100 100 100
9.1.4 Scenario 4
In Scenario 4 reuse and retreading remain constant. It is felt that these management routes will fluctuate the
least within the industry and that they will increase in line with arisings. Recycling and energy recovery are
predicted to increase as other management routes begin to decline. As mentioned previously, new and emerging
technologies will increase demand in tyres in recycling and as fossil fuel costs increase alternatives will be sought
to as a fuel for cement kilns. Landfill engineering will gradually decline as landfill generally becomes less
favourable and exports are predicted to decline as legislation in other countries becomes tighter.

2009 2012 2015
Reuse 13 13 13
Retreading 12 12 12
Recycling 35 37 38
Exports 7 5 5
TOTAL 100 100 100
The following figures show the four different scenarios by management route and the potential variations that
could occur within the industry by 2015. The figures also show an estimated average for each of the four
management routes – indicated as a straight line trend over the period to 2015.

Figure 10 Reuse
100,000
Reuse
80,000
250,000
200,000
60,000
Tonnes
Tonnes
150,000
100,000
40,000
50,000
0
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
20,000
Scenario 1 Scenario 2 Scenario 3 Scenario 4
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
Figure 11 Retreading
80,000
Retreading
60,000
250,000
200,000
Tonnes
Tonnes
150,000
40,000
100,000
50,000
20,000
0
1998
1999
2002
2003
2004
2006
2007
2008
2011
2012
2013
2000
2001
2005
2009
2010
2014
Scenario1 Scenario2 Scenario3 Scenario4 2015
0
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
Figure 12 Recycling
Recycling 250,000
250,000
200,000
200,000
Tonnes
150,000 150,000
100,000
100,000
50,000
0
50,000
1999
2002
2010
1998
2000
2001
2003
2004
2005
2006
2007
2008
2009
2011
2012
2013
2014
2015
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
Figure 13 Landfill Engineering
140,000
Landfill Engineering
120,000
250,000
100,000
200,000
Tonnes
150,000 80,000
100,000 60,000
50,000
40,000
0
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
20,000

0
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
Figure 14 Energy Recovery
140,000
Energy Recovery 120,000
100,000
250,000
200,000 80,000
Tonnes
150,000
60,000
100,000
40,000
50,000
0 20,000
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
0
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
Figure 15 Exports
60,000
Exports
250,000
40,000
200,000
Tonnes
150,000
100,000
50,000 20,000
0
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
0
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
10.0 The Preferred Scenario
ERM provided WRAP with a simple forecast model in which users can alter the percentages of used tyres being
sent to each management route in order to see what impact this will have on the other sectors within the
industry. Figure 16 below provides an example of the output of this model and shows the preferred scenario
used for this model.
This model is based on Scenario 4. It was felt that this scenario provided the best estimate as to what was likely
to happen to used tyre management routes in the future. The choice of this scenario was based on information
provided by key stakeholders and from our own knowledge of the industry. ERM also looked at the ‘best fit’ lines
on the figures above and it was clear that Scenario 4 had the closest fit to this line and therefore it could be
considered to be the best scenario using this method.
In ERM’s view Scenario 4 presents a realistic picture of the way in which the future management routes of used
tyres might look. The reasonings behind this will be discussed in more depth in Section 11 however Table 8
below provides a brief summary.
Table 8 Summary of the Likely Future Management Routes of Used Tyres
Management Route Decrease/ Further Comments/Reasons

Increase?
Reuse Remain constant There will always be a market for this management route.
It has the potential to increase if processes such as baling
become more prominent in, for example, flood defence
schemes. However, in ERM’s view it will increase
proportionately to the increase in used tyre arisings.
Retreading Remain constant This will remain constant although it is predicted to increase
slightly in terms of truck tyres, with car tyre retreading
decreasing over time. Overall, therefore, the tonnage of
tyres being sent to this management route will remain
relatively stable.
Recycling Increase Applications such as sports surfaces and horticultural uses
are likely to grow and there is also a potential market
increase for rubber in construction and for use in roads.
Landfill engineering Decrease This will decrease as landfill void space declines and as
more environmentally sound and efficient technologies for
dealing with waste are being introduced.
Energy recovery Increase This is likely to continue to grow as the cost of fossil fuels
increase and as alternative, more environmentally sound
fuels are required in cement kilns.
Exports Decrease The market is difficult to predict, however as regulations in
other countries become tighter it is likely to decline.

Figure 16 Scenario 4
600,000
500,000
400,000
300,000
200,000
100,000
0
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Reuse Retreading Recycling Landfill engineering Energy recovery Landfill Exports
Key Conclusions
11.0 Conclusions and ERM Forecasts
11.1 Reuse
It is predicted that the reuse of used tyres will remain fairly constant and that there will always be a market for
these tyres. Reuse does have the potential to increase if processes such as baling become more prominent
through uses such as flood defence schemes. With predicted changes to weather patterns in the UK, it is likely
that improved flood defence schemes will be required and that the demand for such products will remain.
However, flood defence scheme are unlikely to offer large volume markets in themselves.
Emerging technologies such as surface repolymerisation could also result in an increase in the reuse and
retreading market. This process enables crumb rubber from waste tyres to be incorporated into retread
compounds at much higher rates than before.
11.2 Retreading
Overall tonnage of tyres sent for retreading is likely to remain relatively constant although there will be a slight
increase in retreading of truck tyres, accompanied by a decrease in car tyre retreading.
Until recently retreading was a preferred means of reusing used car tyres as it effectively doubled the life of a
tyre. Despite the improved quality of retreads, there has been a continuing decline in the passenger car retread
market. Imports have also made the process less economically viable as cheaper new car tyres have been
introduced into the market. Consumer perceptions regarding the safety of car retreads has also resulted in a
reduced demand for these tyres. However there is a strong market in the use of retreads for trucks. This is
mainly due to the cost benefits of retreading these tyres. For example, businesses sometimes cost the use of
these tyres per kilometre of road usage or per millimetre of tread 3 . It is therefore possible to conclude that the
truck tyre retread market will remain strong but it is unlikely that car tyre retreading will be a significant
management route for the reuse of these tyres.
11.3 Recycling
The recycling of tyres is predicted to increase. Applications such as sports surfaces and horticultural uses are
likely to grow and there is also a potential market increase for rubber in construction. A cryogenics facility
opened in 2007 (which is expected to process 30,000 tpa of tyres) and around 70% of this crumb will be used in
sports surfacing. Aquablast (water jetting facility) is potentially opening in 2008 which uses high pressure water
jets to remove tyre rubber from the reinforcing steel in ‘earthmover’ tyres. The introduction of these technologies
could potentially result in more demand for used tyres to feed into these processes; however, these are only
viable if there is a market for the output. If, for example, the demand for rubber in sports surfaces declines the
demand for tyres in processes such as cryogenics will also decrease.
The use of rubberised asphalt is becoming increasingly popular. The shock-absorbing properties of rubber
provide an added safety factor and the material provides a more durable road surface and decreases noise
pollution. Trials have been carried out (funded by WRAP) in order to test these surfaces as they have the
potential to use high tonnages of used tyres. If the use of tyres in roads increases it could result in a significant
number of tyres being recycled and therefore increase demand in this area.
This management route encompasses numerous different processes for the recycling of used tyres and also
provides the largest management route, with approximately 33% of used tyres being processed via this route.
This and the fact that the recycling of tyres provides one of the best means of dealing with the arisings means
that the development of new technologies is likely to continue in this area.
3
AEA Technology, Overcoming Market Barriers for Key Stakeholders in Retread Tyre Markets, A Report produced for DTI and
The Retread Manufacturers Association (RMA) http://www.retreaders.org.uk/aeatreport.htm

11.4 Landfill Engineering
The use of tyres in landfill engineering is likely to remain stable for the next few years. It does have the potential
to tail off in long term as the use of landfill generally declines. As sites for landfills are harder to acquire, void
space declines and new, more environmentally sound technologies are introduced for dealing with waste the
overall use of landfills will decrease. This will clearly result in reduced demand for tyre shred in landfill
engineering and this market is likely to decline in the future. However, there is currently still demand for
shredded tyres as an engineering material and therefore it is likely to remain relatively stable in the short term.
11.5 Energy Recovery
In terms of energy recovery, it is felt that the use of tyres in cement kilns is likely to increase. However, there is
a risk that this use of tyres might be banned through new regulations, or that gate fees will increase and this
would create huge implications to the tyre industry, with a potential 20% of used tyres having to find other
means of disposal. This could potentially be picked up via the reuse and recycling routes such as baling.
The increased costs of fossil fuels could result in an increased demand for tyres in cement kilns as they are a
cheaper and more environmentally beneficial fuel. Assessing the carbon impacts of industrial operations,
products and services are increasingly being discussed with a view to reducing these impacts. The cement-
making process gives off carbon dioxide, so finding other methods of reducing emissions is important in this
industry, particularly for European cement companies which are regulated under the EU emissions trading
scheme. Alternative fuels are therefore encouraged in order to reduce the carbon footprint and emissions from
the plant. It is likely that tyres will continue to be used in cement kilns for the foreseeable future.
11.6 Landfill
From July 2006 all tyres (except for bicycle tyres and tyres with a diameter greater than 1.4m) have been banned
from landfill apart from those being used for landfill engineering purposes. There is the potential for a very small
percentage of tyres still to end up in landfill.
As this is now such a minor route, we have not provided any forecast for the number of tyres likely to be sent to
landfill in the future.
11.7 Exports
The export of used tyres is quite difficult to forecast. However, it is likely to decrease. The Oakdene Hollins
study Used Tyres Material Flows and Market Analysis – Market Disruption Planning stated that as importing
countries are tightening road traffic legislation and/or restricting imports while they deal with their own tyre
surpluses it is likely that the export industry will decline. Imports in to developing countries can also be restricted
to help protect local industries.
The majority of stakeholders who provided forecasts of future used tyre arisings stated that the export industry
would either decline or remain constant; none felt that it was likely to increase which mirrored the view of
Oakdene Hollins. ERM believes that it is difficult to predict what will to happen to this management route, but is
also of the view that it is likely to decline as other management routes become stronger and as legislation in
other countries becomes tighter.

12.0 Acknowledgements
ERM would like to thank the various industry stakeholders who provided information and feedback for this
project.

Appendix 1: Stakeholder Questionnaire
PART 1 - Wrap’s 3 Year Tyres Programme

ERM has been commissioned by WRAP (Waste & Resources Programme) to undertake a review of their tyres
programme work and the impact it has had on the used tyre industry. In order to carry out this review, a
stakeholder consultation is required.
WRAP’s three year Tyres Programme was launched in April 2005. Its aims were to:
break down the barriers to the collection, segregation and reprocessing of waste tyres;
develop alternative end uses for the recovered material, and
develop the end markets for this material.
WRAP’s Tyres Programme has pursued these aims through a number of projects under the following five
headings:
MARKET DEVELOPMENT
End product marketing campaign focussing on surfacing
Retread campaign focussing on the LCV sector
SUPPORT FUNDING
Research & Development
o Rubber/Plastic Roof Tile;
o Building Block including rubber;
o Rubber backing for plasterboard;
o Polymer coated rubber in retread compound and
o Effects of de-vulcanisation.
Trials
o Fine crumb in retread compound.
Rubber multi modal roadway;
o Rubber/plastic pipe sleeve;
o Rubber in bridleways.
Capital Infrastructure
o Aquablast (Water Jetting of large tyres down to 2mm);
o Bristol Tyre Shredding (Shredding down to 2mm);
o McGrath Bros (Shredding down to 25mm).
Market Readiness
o Rubber/Plastic composite railway sleeper;
o Roof Tile accreditation;
o Rubber plaster accreditation.
LEGISLATION & STANDARDS

Development of PAS107
Listing of standards applicable to used tyre reprocessing
Work on tyre shred/crumb Quality Protocol

RAISING AWARENESS
Four Stakeholder Forums
Rubber in Roads
Rubberised Asphalt Testing
Articles in trade magazines
PROVIDING INFORMATION
WRAP website
Over twenty Case Studies
Sixteen Best Practice Guides
FAQ
Report on used tyre statistics and future market scenarios
Report on markets for steel and fibre
Agricultural Guidance regarding used tyres
Report on tyre disposal charges
Ten year used tyre forecast & review of the WRAP Tyres Programme*
Report on C02 impacts*
Report on outlets for used earthmover tyres*
EU overview report on used tyres*
Mapping of UK used tyre reprocessors*
* this work is currently being initiated
For each of these five main project areas, we wish to establish your views in response to the following questions
(see below)

1. For each of the five areas listed below, please rank where you think WRAP has had the most
- and least - influence (with 1 being the area where WRAP has had the most influence, and 5 being
the area where WRAP has had the least influence).
WRAP Programme Area Rank

MARKET DEVELOPMENT
End product marketing campaign focussing on surfacing
Retread campaign focussing on the LCV sector
SUPPORT FUNDING
Research & Development – Rubber/Plastic Roof Tile, Building Block including
rubber, Rubber backing for plasterboard, Polymer coated rubber in retread
compound, Effects of de-vulcanisation.
Trials – Fine crumb in retread compound, Rubber multi modal roadway,
rubber/plastic pipe sleeve, rubber in bridleways.
Capital Infrastructure – Aquablast (Water Jetting of large tyres), Bristol Tyre
Shredding (Shredding down to 2mm), McGrath Bros (Shredding down to 25mm).
Market Readiness – Rubber/Plastic composite railway sleeper, Roof Tile
accreditation, rubber plaster accreditation.
LEGISLATION & STANDARDS
Listing of standards applicable to used tyre reprocessing
Work on tyre shred/crumb Quality Protocol
RAISING AWARENESS
Four Stakeholder Forums
Rubber in Roads
Rubberised Asphalt Testing
Articles in trade magazines
PROVIDING INFORMATION
WRAP website
Over twenty Case Studies
Sixteen Best Practice Guides
FAQ
Report on used tyre statistics and future market scenarios
Report on markets for steel and fibre
Agricultural Guidance regarding used tyres
Report on tyre disposal charges
Ten year used tyre forecast & review of the WRAP Tyres Programme*
Report on C02 impacts*
Report on outlets for used earthmover tyres*
EU overview report on used tyres*
Mapping of UK used tyre reprocessors*
* this work is currently being initiated
Please give reasons for your number 1 ranking (ie the area where WRAP has had the most influence).

Please give reasons for your number 5 ranking (ie the area where WRAP has had the least influence).
If you have any further comments to add, please do so in the space provided.
2a. Please name specific WRAP tyre projects which you think have been most valuable, and
state the reasoning why.
2b. Please name specific WRAP tyre projects which you think have been least valuable, and
state the reasoning why.
3. Could WRAP have done more in other areas (ie more R&D, greater expenditure on capital
programmes, more promotional work, more awareness raising, more support funding)? If yes,
please give examples. What do think prevented WRAP from moving in these areas?
Please tick the box if you are suggesting above that WRAP should have done more in
your specific area of tyre reprocessing.

4. Do you think WRAP could have improved its Programme in any way?
Yes (go to question No
4a)
Unsure
If no, please give reasons for your answer and provide examples of specific projects which you think have been
particularly valuable.
4a. What level of improvement do think is necessary for WRAP’s Tyres Programme?
Significant Improvement Minor Improvement
Unsure
Please give reasons for your answer and provide examples of specific projects which you feel are examples of
missed opportunities.
5. Was the Programme resourced adequately?
Over Resourced Under Resourced
Resourced Adequately (neither under- or Unsure

over-resourced)
6. What impact do you think WRAP has had in relation to the breakdown of barriers to the
following:
6a. collection of waste tyres?

Significant Positive Impact Significant Negative Impact
Positive Impact Unsure
Negative Impact
6b. segregation of waste tyres?

Negative Impact

6c. reprocessing of waste tyres?
Negative Impact
Please give reasons for your answers and provide examples of specific reports/applications where appropriate.
7. How influential do you think WRAP has been in developing alternative end uses for used
tyre material?
Very Influential Not Very Influential
Influential Not At All Influential
Neutral
Please give reasons for your answer and provide examples of specific reports/applications where appropriate.
8. How influential do you think WRAP has been in developing end markets for used tyres?
Very Influential Not Very Influential
Influential Not At All Influential
Neutral
Please give reasons for your answer and provide examples of specific reports/applications where appropriate.

9. Do you think WRAP’s overall Tyres Programme was:
Very effective Not Very Effective
Effective Not At All Effective
Neutral
If you have any further comments to add, please do so in the space provided.
10. Which sector do you represent?

Regulatory body
Academia
Trade Association
Used Tyre Reprocessor
Consultancy
Other : please state

PART 2 - The Likely Future Management of Waste Tyres
ERM has also been asked to develop a series of possible projections for the future handling of used tyres up until
2015 and factors that can impact on:
the volumes of used tyre arisings; and

the different methods of managing used tyres.
Factors affecting the volumes of used tyre arisings include policy or legislative changes affecting growth/decline
in road transport use in the UK, improved durability of tyre materials etc.
Factors affecting the availability of end markets which handle used tyres include:
environmental policy and legislative controls (eg the banning of tyres from landfill, cement kiln authorisations,
energy-from-waste incentives);
new emerging technologies which provide alternative outlets to traditional management routes;
acceptance of waste tyre crumb as alternative materials in building and construction projects;
global market conditions which affect new/retread tyre sales;
restrictions on stockpiling;
reduced demand for tyres in landfill engineering applications;
increased demand for tyres in flood defence applications;
uptake of pyrolysis and cryogenic reprocessing facilities etc.
The main objective of this part of the stakeholder consultation is to seek your views on the likely future
management of waste tyres (see question below)

1. Please rank the following top five management routes for used tyres according to which
you think are the most likely to generate the greatest tonnage processed in the future (1 being the
most likely, 2 being the second most likely, etc. until 5).
Management Routes Rank

Shredding - Cement Kilns
Shredding - Landfill Engineering
Shredding - Equestrian Ménages, Horticulture/Landscaping
Grinding – Highway Surfacing material
Crumbing - Sports surfaces, carpet underlay, moulded products etc
Baling - Sea Defences/Landfill Engineering etc
Retreading (car tyres)
Retreading (truck tyres)
Cryogenic Reprocessing
Pyrolysis
Water jetting
Micro wave
Part Worn Reuse
Export
Other (please specify):
Please state the reasoning behind your choices.

2. Table 2A below shows the rounded changes in tonnages of the used tyre market from 1999-
2005 (data from the DTI Used Tyre Statistics on the WRAP website). Approximately what do you
think the tonnage capacity for each management route will be in the future (please provide
approximate annual tonnages)? Please project figures up to 2015 in the table below.
Table 2A Tonnages of Used Tyres from 1999-2005
Management Route 1999 2002 2005

Retreading 67,000 52,500 58,500
Recycling 83,000 105,000 160,500
Landfill engineering 31,000 29,000 58,500
Energy recovery 70,000 48,000 82,500
Reused as part-worn tyre 31,500 32,500 34,000
Other Reuse 20,000 20,000 0
Exports of Used Casings 10,000 13,500 34,000
Other/stockpile? -7,500 47,000 -
Landfill Disposal 123,000 99,500 58,500
TOTAL 428,000 447,000 486,500
Management Routes Projection for Projection for Projection for

2009 2012 2015
Retreading Retreading (car and truck tyres)

Recycling Shredding - Equestrian Ménages,
Horticulture/Landscaping
Grinding – Highway Surfacing material
Crumbing - Sports surfaces, carpet
underlay, moulded products
Cryogenic Reprocessing
Water jetting
Microwave
Landfill Shredding - Landfill Engineering
Engineering Tyre Bales
Energy Recovery Shredding - Cement Kilns
Pyrolysis
Reuse Baling - Sea Defences
Part Worn Reuse
Other reuse
Exports
Other
TOTAL
3. Do you think there are any new/alternative management routes for used tyres that are
likely to be developed in the future? If yes, please give reasons for your answer and suggest the
management routes you think are likely to develop.

4. Please rank which factor you feel has had the greatest impact on the management routes of
used tyres (1 being the greatest impact)
Rank
Legislation
Funding
Imports/Exports
New Technologies
New Markets
Other (please specify)
Please give reasons for your number 1 ranking
5. Which factors (such as those from the list below) do you think will have the greatest impact
on future management routes of used tyres?
environmental policy and legislative controls (eg the banning of tyres from landfill, cement kiln authorisations,
energy-from-waste incentives);
new emerging technologies which provide alternative outlets to traditional management routes;
acceptance of waste tyre crumb as alternative materials in building and construction projects;
global market conditions which affect new/retread tyre sales;
restrictions on stockpiling;
reduced demand for tyres in landfill engineering applications;
increased demand for tyres in flood defence applications;
uptake of pyrolysis and cryogenic reprocessing facilities etc.
Please provide reasons

Appendix 2 WRAP Programme Review
Below is a summary of ERM’s high level review of the projects and reports listed on WRAP’s website. It is
important to note that the views expressed here are the author’s own and aim to be an independent review of
the projects that WRAP has commissioned.

Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Project Title Summary
General reports:
UK Used Tyre Market Report 2004 Report Detailed study of the UK Used Tyre Market in 2004
Tyres Frequently Asked Questions Report Contains the main questions and answers being asked
by and about the scrap tyre industry in the UK.
UK Waste Tyre Management - Tyres Best Practice Report Sets out the range of methods used to recycle tyres in
the UK and how these are operated compliantly.
Introduction to the WRAP Tyres Best Practice Reports The purposes of this “Best Practice” evaluation are
discussed, and the five selection criteria explained.
This Introduction also includes a list of the information
reports and a short synopsis of each Best Practice
report.
Research on Legislation, National and International (ISO) Presents the listings of results from an investigation
Standards and Best (industry) Practices for Tyres and Tyre into various legislations, standards and best industry
Bale Recycling practice in recycling tyres and tyre bales in Australia,
Belgium, Canada, Finland, Germany, the Netherlands,
Portugal, Sweden, UK and USA. This investigation was
carried out between November 2005 and January
2006. This report is intended to aid the development
of a Publicly Available Specification (PAS)
standardising ways to recycle tyres and tyre bales.
Market Disruption Planning Report Describes a set of possible change scenarios and their
potential effects on the market.
Financially related reports:
Combining Processes and Products Nearby to Reduce Describes the activities of three companies who have
Costs - Tyres Best Practice Report formed a synergistic relationship in order to reduce
costs. A collection company takes used tyres from NE
England and Southern Scotland to a retreading facility
in Co Durham. Rejected tyres are processed by the
collector into rough shred for use by the adjacent
Interfloor facility which then further reduces into
granulate for use in carpet underlay.
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
New Business Financial Model - Tyres Best Practice Report New business financial model - waste tyre recycling.
Waste Tyres and Disposal Charge Report. An analysis of the costs associated with the collection
and disposal of waste tyres in the UK, as at the first
quarter of 2007, ranging from Environmental disposal
charges levied by new tyre retailers to the disposal
fees paid to processors and other tyre recovery
operators.
Stakeholder Forums:
4th Tyres Programme Stakeholders' Forum - Presentations Provides a slide show of all presentations at the 4th
Forum - Feb 2007
Report on the third WRAP Tyres Forum- July 2006 Summary of the 3rd Forum in July 2006
2nd Tyres Forum Presentation - UK Used Tyre Market Presentation by Steve Slater (Oakdene Hollins) on the
Used Tyre Market - details on 2004 data.
2nd Tyres Forum Presentation – Introduction Introduction to the Forum
2nd Tyres Forum Presentation - WRAP Tyres Programme Presentation by Steve Waite about the WRAP
Programme
WRAP Tyres Programme - Second Stakeholder Forum Summary of the break-out sessions during the 2nd
Forum
PAS:
PAS 107 Registration Form Registration form
PAS 108 Registration Form Registration form
PAS 108 Summary - Specification for the production of This PAS has been prepared to provide a specification
tyre bales for use in construction for producing compact tyre bales of a consistent and
verifiable quality and dimension.
PAS 107 Summary - Specification for the manufacture and This PAS provide a specification for producing grades
storage of size reduced tyre materials of size-reduced tyre rubber of consistent and
verifiable quality.
Tyre Composition
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Waste Tyre Materials: Definitions and General Uses by Size This report firstly provides information on waste tyre
- Tyres Best Practice Report definitions and nomenclature and secondly provides
some reference material on general uses of waste tyre
materials, by size
The Composition of a Tyre: Typical Components - Tyres Deals with the composition of tyres, the comparative
Best Practice Report toxicity levels, and the potential for recovering the
various components through processing by shredding
and grinding
Building & Construction:
Report on Tyre rubber in synthetic roof tiles The project had two main aims:
1 To compound ultra-fine crumb rubber derived from
waste tyres with recycled plastic(s) to produce a
moulded replica roofing slate. This phase of the
research was sub-contracted to the Queen Mary
University London (QMUL) polymer technology
department
2 To carry out trials of a production mould to ensure
that the compound and production method selected
could produce a replica slate without production
difficulties.
Waste Tyres Case Study: Roof Slates Research & development into the use of an ultra-fine
rubber powder/polymer composite material to
produce replica roof slates.
Waste Tyres Case Study: Tile Adhesives Tyre crumb is added to cementitious adhesives to
promote flexibility and improve its suitability for use
as a bonding agent between rigid tiles and flexible
surfaces.
Potential for the Use of Waste Tyre-Derived Materials for Considers the benefits of using tyre-derived rubber in
Land Drains, Protection Against Land Movement and Use a) engineered drainage systems, b) as a compressible
in Building Systems - Tyres Best Practice Report layer to absorb ground movements and c) as a noise
and vibration- absorbing medium.
Surfacing:
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Waste Tyres Case Study - Porthcawl Golf Course improving Rubber tyre crumb improves the turf on golf course
thoroughfares walkways and throughfares by protecting the growing
grass crowns.
Rubber in rights of way construction - Technical Report Details the work carried out as part of the
construction of a demonstration route in Clipstone,
Nottinghamshire, where recycled rubber from post
consumer tyres has been used within a bridleway's
subbase and surfacing layers.
Rubber in Rights of Way Construction - Case Study Incorporating recycled rubber in rights of way
construction can provide an even play surface with
'give', a characteristic appreciated by user groups.
Recycled Rubber in rights of way - Guidance document Certain rights of way are open to walkers, horse-riders
and cyclists –groups that all have divergent
requirements. A primary benefit of incorporating
rubber is its ability to provide an even surfacing with
‘give’, a characteristic appreciated by horse-riders in
particular.
Waste Tyres Case Study: Micro-asphalt for resurfacing This summarises the case study on using cold micro-
footways and minor carriageways asphalt for surfacing footpaths and minor
carriageways.
Waste Tyres Case Study - Equestrian Surface, Tyre chip The application of a mix of sand and tyre derived
for an all-weather gallop rubber chip is used in the construction of a half mile
gallop for the training of racehorses.
Waste Tyres Case Study: Bridleways Rubber tyre crumb is being trialled as a material to
improve bridleways in Nottinghamshire.
Moulded Playground and Highway Device Products - Tyres Highlights moulded products made from recycled
Best Practice Report rubber. A US company producing moulded rubber tiles
for use in children’s playgrounds. The company has
found creative ways to make their products affordable
to communities and their schools.
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Processing and Products for Sports and Play Surfaces - Describes two uses of recycled rubber in sports and
Tyres Best Practice Report play surfaces. A UK company is producing rubber
granulate for use in playground, sports surfaces and
equestrian market has also developed specialist
machinery for applying the granulate to artificial
sports surfaces and maintaining those surfaces. The
other is a Canadian company that has developed an
artificial grass technology that is installed on
professional pitches around the world.
Waste Tyres Case Study: Playtop Tyre crumb is mixed with polyurethane binders to
make playground area surfaces.
Cardiff Arms Park: Grass Improvement Case Study Case study discussing the benefits of rubber crumb as
used on CAP's rugby pitch.
Dunweedin: Tyre shred as horticultural mulch case study Case study discussing used tyres that have reached
their end of life. They can be shredded into chips and
painted to produce inert horticultural mulch that
minimises the need for routine maintenance of flower
beds.
Waste Tyres Case Study: Artificial Turf Describes the installation and performance of a third
generation artificial football pitch. The ‘turf’ comprises
plastic carpet in-filled with a mix of sand and recycled
rubber cryogenically derived from around 150 tonnes
of used car tyres.
Landscaping Recycled Products Suppliers List List of recycled products suppliers

Colourised Landscape Mulch from Whole Tyres Case study of colourised landscape mulch
Recycled Roads 2006 - Final report Promotional Campaign to Local Authorities to increase
the specification, procurement and use of recycled
and secondary aggregates in Highway and Street
Maintenance
Rubberised Bitumen in Road Construction - Tyres Best Deals with rubberised bitumen, a binder in hot mix
Practice Report asphalt and chip seal applications that results from
the proper addition of crumb rubber to hot bitumen.
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Recycled Roads Guide Overview A model approach to procurement that will ensure
that recycling and reuse of road materials is
embedded in all highways contracts and schemes.
WRAP Recycled Roads Guide – complete A model approach to procurement that will ensure
that recycling and reuse of road materials is
embedded in all highways contracts and schemes.
Includes the case study examples.
Rubber in Roads Event - Summary Report 'Rubber in Roads' seminar to explore the potential for
used tyre shred/crumb to be incorporated into UK
road construction either as an aggregate replacement
or as a binder additive.
WRAP Rubber in Roads Seminar: Manufacturing and Presentation given by Cliff Ashcroft, Vice President,
Placement of Asphalt Rubber and Advanced Engineering FNF Construction and President of the Rubber
Benefits Pavements Association.
WRAP Rubber in Roads Seminar: Recent Research on Use Presentation given by Hussain A Khalid, University of
of Rubber in Asphalt Liverpool
WRAP Rubber in Roads Seminar: Asphalt Rubber Presentation given by Ali Zareh, Senior Pavement
Pavements in Arizona Design Engineer, Arizona Department of
Transportation, Phoenix, Arizona
WRAP Rubber in Roads Seminar: The Use of Crumb Presentation given by Dennis Day, Nynas
Rubber as an Aggregate
WRAP Rubber in Roads Seminar: Introduction to WRAP Presentation given by Mike Watson, Head of
Aggregates, WRAP
Use of tyre bales as replacement for unbound sub-base Aggregate case study
and capping to repair damage to un-surfaced road
Re-use and recycling:
Tyres Re-use and Recycling An overview of the possibilities for re-use and
recycling tyres
It’s a WRAP for Tyres Recycling Article in ENDS June 2005
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Construction Product Guide: Recycled Content of Guidance document outlining which construction
Mainstream Products products contain recycled content and where to
source them
Markets for steel and fibre:

Report on Markets for Steel and Fibre from used tyre Explores existing and future market opportunities for
processing tyre-derived steel and fibre
Steel and Fibre from Waste Tyre Processing - Tyres Best Discusses the steel and fibre components of a tyre
Practice Report and potential uses of the tyre derived fibre
Retreads:
Waste Tyres Case Study- Powder in Truck Tyre Retreads This case study describes operational trials for using
ultra fine ground post consumer tyres in the
compounds used in the manufacture of retread truck
tyres.
Tyres Case Study - Car and Light Truck Retreads Of the approximately 34 million tyres annually
reaching their ‘end-of-life’ in the UK, only about 6
million, or 17%, are suitable for retreading. Report
on the retreading of car and light truck tyres.
Waste Tyres Case Study: Biffa Retreaded Tyres Reviews the use of remoulded tyres by Biffa Waste
Services
Retreading - Safety, Environment, Economy - Tyres Best Discusses the safety, environmental and economic
Practice Report issues relating to retreads.
Engineering Applications:
Use of Tyre-Derived Aggregate in Civil Engineering Discussed two projects in the US which use tyre-
Applications as Lightweight Fill and "Compressible derived aggregate in civil engineering applications
Inclusions" - Tyres Best Practice Report
Waste Tyres Case Study: Landfill Leachate Layer Case study discussing the use of baled used tyres as a
substitute for primary aggregate in the construction of
a MSW landfill site.
Acoustic markets:
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Acoustic Rubber Sheet Products from Whole Tyres - Tyres Acoustic and anti-vibration applications, especially in
Best Practice Report modern building and construction practices, is
creating a worldwide market for rubber sheets that
use post consumer waste tyre materials.
Acoustic Enclosures - Tyres Best Practice Report Produces noise absorbing panels for acoustic
enclosures, mainly around massive drinking and
irrigation water pumps. Will move into enclosures for
air con units
Flood/shore defence:
Waste Tyres Case Study: Shore Protection Discusses the use of whole truck tyres as a tidal
erosion defence on the Stour estuary at Copperas Bay
for the protection of the last remaining forested
foreshore in Essex against progressive erosion of the
coastline.
Use of tyre bales as replacement for shingle in flood Use of tyre bales as replacement for shingle in flood
defence scheme at Pevensey Beach defence scheme at Pevensey Beach
Use of tyre bales in embankment core for River Witham Involved raising and strengthening the flood
Phase 23 flood defence contract embankments over a length of 30 km in a five to 10
year period, and the provision of erosion protection
through the use of tyre bales.
Rubber Crumb
Fine Rubber and Powders from Rubber Crumb and Seeks to answer what it takes to makes really fine
Buffings - Tyre Best Practice Report rubber crumb and what it is used for. Edge Rubber is
a small manufacturing company that makes fine
rubber powders for use in new tyres, brake linings
and pigments. These three markets are extremely
difficult to penetrate successfully.
Project to conduct pre-production trials using crumb The purpose of these trials was to explore the
rubber in a range of concrete blocks possibilities of introducing pelletised or crumb rubber
into its range of concrete blocks as a replacement for
primary aggregates.
Other uses of waste tyres:
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Waste Tyre Case Study: Duralay Carpet Underlay Used car tyres that have reached the end of their life
are ground into 2mm crumb and re-used to produce
carpet underlay.
Waste Tyres Case Study: Street Furniture The use of Buffer™ bollards made from tyre crumb for
traffic calming and pedestrian protection in the
London Borough of Barking and Dagenham.
Waste Tyres Case Study: Moulded Products Rubber crumb and shred derived from used truck
tyres are mixed with hot polyurethane and moulded to
produce a range of items which act as barriers to
noise, vibration and impact.
Rubber/Plastic Composite Boards and Sheets - Tyres Best Provides information about a composite product used
Practice Report to replace wood slats and boards in lorry and trailer
bodies, marina decking, oil rig flooring and ferry slip
bumpers. The product is lightweight but durable
Part Worn Tyre Distribution - Tyres Best Practice Report Describes a part-worn tyre distribution company in
New Zealand that has developed business practices to
assure the highest quality part-worn tyres and the
highest blue for its customers. The company obtains
quality part worn tyres from around the world,
importing them into New Zealand primarily for use in
New Zealand’s huge part worn tyre markets.
Waste Tyres Case Study: Lightweight Blocks This case study relates to laboratory and production
trials carried out by block-makers Brand & Rae of
Cupar which explored the possibilities of introducing
size-reduced tyre rubber particles into its range of
concrete blocks as a partial replacement of lightweight
aggregates.
Emerging Technologies
Market Study on the Demand for Char from Tyre Pyrolysis Focuses on the market opportunity for tyre derived
char in the UK and provides information on the
potential magnitude of the opportunity for char
derived from tyre pyrolysis, the potential market
appetite for char, and market accessibility.
Development
Information
Overcoming
Awareness
Legislative
Providing
Funding
Barriers
Support
Raising
Market
Recycling of Tyre Rubber into new Rubber Products WRAP worked with a supplier of waste tyre rubber
through efficient de-vulcanisation report crumb and a rubber research institute to develop
improved chemical systems that would lead to a
commercially viable process for recycling end-of-life
tyre rubber at high levels into high-value new rubber
products with demanding specifications.
Waste Tyres Case Study: Devulcanisation Relates to work carried out at Napier University which
has demonstrated the technical feasibility of a novel
micro-biological rubber devulcanisation process on a
laboratory scale. The process aims to achieve a
recyclate that can be used in new high value rubber
products in greater proportions
The Differences in Post-Consumer Tyre Processing: The differences between ambient processing and
Ambient v. Cryogenic; Devulcanisation; Pyrolysis cryogenic processing and the technical issues of
devulcanisation and pyrolysis are explained.
Waste Tyre Processing Technology Comparison and This report displays waste tyre processing equipment
Contact Database - Tyres Best Practice Report technologies manufactured by 17 different companies.
Storage of used tyres:
Tyre Stockpile Scoping Study Overall objective of the work was to identify all the
used tyre stockpiles UK and to identify any potential
barriers that may exist to the reprocessing of these
tyres
UK Waste Tyre Management: Handling of Post-Consumer Reviews the state of regulation and compliance within
Tyres - Collection and Storage - Tyres Best Practice Report the UK tyre recycling industry and considers the
importance of self-regulation as well as considering
industry initiatives such as the Responsible Recycler
Scheme
www.wrap.org.uk/tyres

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Final Report

An Assessment of WRAP’s Tyre

Project code: TYR031

Written by: Georgina Le Neve Foster

Front cover photography: Used Tyres. [www.tyrerecycling.com]

An Assessment of WRAP’s Tyre Programme and a Forecast of the UK’s Used

An Assessment of WRAP’s Tyre Programme and a Forecast of the UK’s Used

A copy of the questionnaire is provided in Appendix 1.

An Assessment of WRAP’s Tyre Programme and a Forecast of the

WRAP suggested five further objectives which were:

4.0 Review of WRAP Projects

An Assessment of WRAP’s Tyre Programme and a Forecast of the

Table 1 WRAP Case Studies

Project Title Support Funding

5.0 Stakeholder Feedback on WRAP Tyre Programme

An Assessment of WRAP’s Tyre Programme and a Forecast of the

An Assessment of WRAP’s Tyre Programme and a Forecast of the

5.3 Could the Programme have been improved in anyway?

Figure 2 Level of Improvement Necessary for WRAP’s Tyre Programme

An Assessment of WRAP’s Tyre Programme and a Forecast of the

5.4 Was the Programme resourced adequately?

Figure 3 Was the Programme Resourced Adequately

An Assessment of WRAP’s Tyre Programme and a Forecast of the

An Assessment of WRAP’s Tyre Programme and a Forecast of the

6.0 Key Conclusions of Review of Tyre Programme

Figure 6 How effective has WRAP’s overall Tyres Programme been?

An Assessment of WRAP’s Tyre Programme and a Forecast of the

An Assessment of WRAP’s Tyre Programme and a Forecast of the

the growth/decline in road transport use in the UK;

7.1 Growth Rate 1: DfT Future Forecast

Table 2 Percentage Traffic Growth Rates

An Assessment of WRAP’s Tyre Programme and a Forecast of the

Figure 7 Growth Rate Scenarios

DfT Forecast Grow th Rate 1.3% Grow th Rate

An Assessment of WRAP’s Tyre Programme and a Forecast of the

Figure 8 Management of Tyres 1998-2006

Management of Tyres 1998-2006

Reuse Retreading Recycling

8.0 Factors affecting End Markets

8.1 Past and Current End Markets

An Assessment of WRAP’s Tyre Programme and a Forecast of the

8.2 Factors affecting End Markets

8.3 Stakeholder Feedback on Future Markets

An Assessment of WRAP’s Tyre Programme and a Forecast of the

Sonic, thermal and electrical insulation;

8.4 Future End Markets

An Assessment of WRAP’s Tyre Programme and a Forecast of the

9.0 Forecasting Used Tyre Arisings

9.1 Scenario Forecasts

The source data provided by the DTI is presented in Table 3 below.

Table 3 Used Tyre Arisings and Management Data 1998-2006 (tonnes)

An Assessment of WRAP’s Tyre Programme and a Forecast of the

An Assessment of WRAP’s Tyre Programme and a Forecast of the

Table 4 Proportion of waste being managed by each treatment/disposal route: Scenario 1

Management route Percentage (%)

Table 5 Proportion of waste being managed by each treatment/disposal route: Scenario 2

Management route Percentage (%)

An Assessment of WRAP’s Tyre Programme and a Forecast of the UK’s Used

Table 6 Proportion of waste being managed by each treatment/disposal route: Scenario 3

Management route Percentage (%)

Table 7 Proportion of waste being managed by each treatment/disposal route: Scenario 4

Management route Percentage (%)

An Assessment of WRAP’s Tyre Programme and a Forecast of the