Key Takeaways & Executive Findings
- •• • The standard mandates that for M1 and N1 vehicles, the recyclability rate must be ≥85% and the recoverability rate must be ≥95%, aligning with EU Directive 2005/64/EC and ECE R133 requirements. • • In 2024, M1 vehicles consumed an average of 1,333.5 kg of metals, 271 kg of plastics, and 77.4 kg of rubber per vehicle, leading to annual consumption of over 3.6×10^7 t of metals, 7.4×10^6 t of plastics, and 2.0×10^6 t of rubber, underscoring the urgent need for effective recycling. • • The calculation method is based on four stages of end-of-life vehicle processing: pre-treatment, dismantling, metal separation, and non-metallic residue treatment, with specific weight determinations for components such as fluids, batteries, oil filters, tires, and catalytic converters. • • The standard has evolved from GB/T 19515—2004 (identical to ISO 22628:2002) to the 2023 revision, incorporating updates to reflect technological advancements and changing vehicle designs, and future revisions will expand vehicle types and refine material identification and connection structures.
Abstract
The national standard GB/T 19515—2023, titled "Road vehicles - Recyclability and recoverability - Requirements and calculation methods," has been officially released and implemented. This standard is crucial for guiding automotive manufacturers in selecting recyclable materials for new products and enhancing the potential recyclability and recoverability of vehicles. This paper provides a comprehensive interpretation of the standard, covering its background, significance, technical requirements for the two rates (recyclability rate and recoverability rate), and the calculation methods. The standard aims to assist automotive enterprises in establishing a calculation system for these rates, thereby improving the recyclability performance of vehicles, reducing waste from end-of-life vehicles, and promoting the circular economy within the automotive industry. Key aspects include the alignment with international standards such as ISO 22628 and EU directives, the historical evolution of the standard from 2004 to 2023, and the detailed calculation methodology based on four stages of end-of-life vehicle processing: pre-treatment, dismantling, metal separation, and treatment of non-metallic residues. The paper also highlights the importance of design-phase considerations and the need for manufacturers to collect accurate material data from their supply chains. Future improvements to the standard are discussed, including expanding vehicle type coverage and refining material identification requirements.
1. Introduction
The automotive industry is a resource-intensive sector, consuming vast amounts of materials. For instance, in 2024, M1-class vehicles in China used an average of 1,333.5 kg of metals, 271 kg of plastics, and 77.4 kg of rubber per vehicle. With an annual production of 2.7×10^7 vehicles, this translates to over 3.6×10^7 tonnes of metals, 7.4×10^6 tonnes of plastics, and 2.0×10^6 tonnes of rubber consumed annually. If end-of-life vehicles are merely treated as waste, it not only wastes resources but also pollutes the environment, making the management of end-of-life vehicles increasingly urgent.
To address this, the circular economy model is essential. The European Union's new ELV regulation and existing directives, such as 2000/53/EC and 2005/64/EC, have set ambitious recycling targets, requiring recyclability rates of 85% and recoverability rates of 95% for new vehicles. China has responded by developing its own standard, GB/T 19515, which has been revised to align with international practices. This standard provides a methodology for calculating the recyclability and recoverability rates based on vehicle design and material data, enabling manufacturers to optimize designs for end-of-life recycling. This approach is critical for reducing waste and promoting sustainable development in the automotive sector.
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ZHANG Tongzhu, HOU Meng (2026). Interpretation of the National Standard GB/T 19515—2023: Requirements and Calculation Methods for Recyclability Rate and Recoverability Rate of Road Vehicles. Chinese Journal of Environmental Engineering. https://doi.org/10.12030/j.cjee.202504023
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Frequently Asked Questions
What are the specific calculation stages and parameters for determining the recyclability and recoverability rates as per GB/T 19515—2023?
The calculation is based on four stages: pre-treatment, dismantling, metal separation, and non-metallic residue treatment. In pre-treatment, weights of fluids, batteries, oil filters, LPG/CNG tanks, tires, and catalytic converters are determined and considered reusable or recyclable. In dismantling, the total weight of parts that can be dismantled for reuse or recycling is determined based on accessibility, fastening techniques, and proven dismantling technologies. Metal separation and non-metallic residue treatment stages account for the recovery of metals and energy recovery from non-metallic residues. The final recyclability rate is the sum of weights from pre-treatment and dismantling stages divided by the vehicle curb weight, while the recoverability rate includes additional weights from metal separation and energy recovery.
How does GB/T 19515—2023 align with international regulations such as EU Directive 2005/64/EC and ECE R133?
GB/T 19515—2023 is technically equivalent to ISO 22628:2002, which is the basis for EU Directive 2005/64/EC and ECE R133. These regulations require that M1 and N1 vehicles achieve a recyclability rate of at least 85% and a recoverability rate of at least 95%. The Chinese standard adopts the same calculation methodology and thresholds, ensuring that vehicles certified under GB/T 19515 can meet international requirements, facilitating global market access.
What are the main challenges in implementing the two-rate calculation system in automotive manufacturing, and how can they be addressed?
Key challenges include collecting accurate and complete material data from the supply chain, ensuring data authenticity, and integrating the calculation process into the design phase. Manufacturers must establish robust data collection mechanisms and communicate recyclability requirements to suppliers. The standard emphasizes the need for a management system that supports data verification and feedback to design teams. Additionally, the standard's applicability is currently limited to M1 and N1 vehicles, and future revisions aim to expand coverage to other vehicle types, which will require further data collection and process adjustments.
What are the future directions for improving the GB/T 19515 standard?
Future improvements include expanding the standard to cover a wider range of vehicle types, enhancing material identification requirements, incorporating proven recycling technologies, and addressing connection structures that affect dismantlability. These updates will be informed by industry feedback and technological advancements, and will also influence international standards and regulations, such as those from ISO and ECE.
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