Landfills tires

There are no known whole tire disposal methods without adverse effects. Disposing of the tires above ground creates the hazards of mosquitoes and fires. The alternate disposal method is landfilling or burial, which is also not without problems. In landfills, tires require a large volume because about 75 percent of the space a tire occupies is void. This void space provides potential sites for gas collection or the harboring of rodents. Some landfill operators report that tires tend to float or rise in a landfill and come to the surface, piercing the landfill cover. 

Many landfill operators have found that scrap tires can be used beneficially in the construction and operation of the landfill. Tire shreds are used in building leachate collection basins in new landfills and they can also be used as the drainage layer in landfill caps. Another application is mixing tire shreds with soil as daily cover material. 

Includes wood, wood waste, peat, wood Hquors, railroad ties, pitch, wood sludge, municipal soHd waste, agricultural waste, straw, tires, landfill gases, fish oils, and/or other waste. 

The goal of most scrap tire utilization projects is to find markets for scrap tires so that they do not end up in landfills or on stockpiles. Ironically, one potentially significant use of tires is in the constmction and management of landfills. Both shredded and whole scrap tires have been approved in various states for use in constmcting leachate beds in landfills. Approval has also been given in some states for the use of shredded tire material as a partial replacement for required daily cover (42). 

In 1995, about 28-30 x 10 tires were retreaded (54). Retreading has been the most cost-effective alternative to recycling mbber. However, worn retreaded tires usually are discarded in a landfill. Approximately 10% of discarded automobile tires and 55—70% of tmck and bus tires are retreaded (55). 

Tire disposal costs are 0.10—3.00 per tire. Cost for incineration without heat recovery is 0.35—0.70 per tire. Transportation of discarded tires can cost 0.04/kg, and size reduction can cost 0.20—0.60/kg. Distribution of passenger car tires is landfill, 85% retreaded, 10% and reclaimed, burned for fuel, and spht, 5%. 

Equipment requirements. The types of equipment that have been used at sanitary landfills include both crawler and rubber-tired trac tors, scrapers, compactors, draghnes, and graders. The size and amount of equipment required will depend primarily on local site... 

In the manufacture of Portland cement, many otherwise-waste materials can be used either as a substitute for the traditional raw material, or as a secondary fuel (e.g., used tires) [334,1577]. In particular, drilling wastes can be introduced in the clinker burning process [878]. For both waste disposal and cement manufacturers, a mutual benefit will emerge. The cement manufacturing companies reduce their demand for traditional raw materials and save the limited capacity of landfills and other waste-treatment industries. 

Tires discarded in landfills tend to float on top of the ground mosquito infestation and illegal tire disposal cause problems which can be alleviated by recycling. Approximately 45% of scrap mbber, primarily as tires, is discarded in landfills (2). Private landfills may charge up to 3 per tire, and disposal costs at municipal landfills are ca 0.30—0.60 per tire (3,4), encouraging illegal disposal. As the tire piles grow, mbber recovery becomes more economical... 

In 1985, the Emanuel Tire Company in Baltimore processed more than 3 x lCf tires into chips, which are mostly sold to pulp and paper mills as a supplemental fuel the remainder is sold to reclaiming facilities or landfilled. Only 20% of passenger tires are suitable for recapping. Nonrecappable tires are shredded into 5-cm chips. The Emanuel Tire operation is capable of reducing the 5-cm chips to smaller sizes. Shredded waste tire chips can be granulated into very fine wire and fabric-free mbber particles. 

Includes energy from wood and wood-derived fuels municipal solid waste from biogenic sources, landfill gas, sludge waste, agricultural byproducts and other biomass (through 2000, also includes non-renewable waste such as municipal solid waste from non-biogenic sources, and tire-derived fuels) and fuel ethanol and biodiesel consumption, plus losses and co-products from the production of fuel ethanol and biodiesel. 

The management of scrap tires has become a growing problem in recent years. Scrap tires represent one of several special wastes that are difficult for municipalities to handle. Whole tires are difficult to landfill because they tend to float to the surface. Stockpiles of scrap tires are located in many communities, resulting in public health, environmental, and aesthetic problems. 

Disposing of waste tires is becoming more expensive. Over the past 20 years the average tipping fees for disposing of tires have continually increased. This trend is likely to continue as landfill space becomes more scarce. 

Tires take up landfill space. Whole tires are banned from many landfills or charged a higher tipping fee than other waste even if they are carefully buried to prevent rising they are very bulky. Shredded tires take up less space, but it is space that could be saved if the tires were utilized as raw material for products or as fuel. 

It is estimated that less than 7 percent of the 242 million tires discarded in 1990 were recycled into new products and about 11 percent were converted into energy. Over 77 percent, or about 188 million tires per year, were landfilled, stockpiled, or illegally dumped, and the remaining 5 percent were exported. The flow of scrap tires is shown in Figure 1. 

The majority of elates have imposed regulations that require tires to be processed (cut, sliced, ehreeded) prior to landfilling. 

Each year about 242 million tires are scrapped. Current trends indicate that less than 7 percent of these tires are being recycled as products and 11 percent are being burned for energy, and 5 percent are being exported. The rest are being landfilled, stockpiled, or dumped illegally. 

About 242 million automotive, truck, and off-road tires are discarded in the United States each year. This is approximately equal to one waste tire per person per year. Additionally, there are 33.5 million tires that are retreaded and an estimated 10 million that are reused each year as second-hand tires. It is estimated that 7 percent of the discarded tires are currently being recycled into new products and 11 percent are converted to energy. Nearly 78 percent are being landfilled, stockpiled, or illegally dumped, with the remainder being exported. 

Tires are difficult to landfill. Whole tires do not compact well, and they tend to work their way up through the soil to the top. As a result, tire stockpiles, which cost less thsm landfills, have sprung up all over the country. It is estimated that between 2 and 3 billion tires are stockpiled in the U.S. at present, with at least one pile containing over 30 million tires. Tire stockpiles are unsightly and are a threat to public health and safety. Not only are tire piles excellent breeding grounds for mosquitoes, but they are also fire hazards. 

It is the goal of the EPA to eliminate illegal dumping altogether and to reduce the stockpiling and landfilling of discarded tires as much as possible. The report,... 

There are two options for reducing the number of tires landfilled, stockpiled, and dumped. One is to increase recovery, which is discussed later in this report, and the other is to reduce the number of tires generated in the first place (source reduction). Source reduction measures that have limited potential for reducing the number of tires to be disposed include ... 

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