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Die bundespolitischen Rahmenbedingungen haben sich mit Blick auf den Ausbau der erneuerbaren Energien konkretisiert. Bis 2027 sind die Bundesländer verpflich-tet, 1,4% der Bundesfläche für Windenergie auszuweisen, bis 2032 sollen es 2% sein. Akzeptanz ist ein zentraler Faktor für eine breite gesellschaftliche Zustimmung zur Energiewende. Finanzielle Beteiligung ist eine Möglichkeit, um die lokale Ak-zeptanz in Standort- und Anrainerkommunen zu stärken. Mecklenburg-Vorpommern und Brandenburg haben Landesregelung zur ver-pflichtenden finanziellen Beteiligung and Windenergieanlagen geschaffen. Die ersten Erfahrungen mit den Landesgesetzen, die durch Expert*inneninterviews er-hoben wurden, deuten darauf hin, dass die Verpflichtung zur finanziellen Beteili-gung in beiden Bundesländern merkbar zu einer Steigerung der Akzeptanz von Windenergieanlagen beigetragen hat. Das Bürger- und Gemeindenbeteiligungsge-setz aus Mecklenburg-Vorpommern (BüGemBeteilG M-V) ist vom Bundesverfas-sungsgericht als zulässig erachtet worden. Damit existiert eine „Blaupause“ für eine rechtssichere Landesregelung. Entscheiden sich die Gemeinden für eine Investiti-onsbeteiligung, dann sind für sie vergleichsweise hohe Renditen bei niedrigem In-vestitionsrisiko zu erwarten. Allerdings können Investitionsoptionen Disparitäten insbesondere in sozial-ökonomisch weniger prosperierenden Regionen verstärken. Das Brandenburger Windenergieanlagenabgabegesetz (BbgWindAbgG) liefert planbare Einnahmen für die Kommunen, ist einfach umzusetzen und bietet allen Gemeinden die gleichen Wertschöpfungsmöglichkeiten, die allerdings eher gerin-ger ausfallen, als bei der Beteiligung nach BüGemBeteilG M-V. Finanzielle Beteili-gung ist ein wichtiger Baustein zur Erhöhung der Akzeptanz, er ist allerdings nur ein Element von mehreren für eine gesellschaftlich getragene und lokal akzeptierte Energiewende. Neben einem klaren und einmütigen landespolitischen Bekenntnis, transparenter Kommunikation und umfassender Planungsbeteiligung, ist die Wert-schöpfung für Standort- und Anrainergemeinden von erneuerbarer Energieerzeu-gung wichtig. Gemeinden müssen befähigt werden, informierte Entscheidungen im Sinne des gemeindlichen Gemeinwohls treffen zu können, insbesondere mit Blick auf komplexe Sachverhalte wie sie der Energiewende eigen sind. Hierfür sind bera-tende und vernetzende Akteure, wie eine gut ausgestattete Landesenergieagentur ebenso zentral wie die Unterstützung auf landespolitischer Ebene.
Implementation of End-of-Life Vehicle’s Recycling for Developing Countries: Case Study, Mexico
(2008)
Currently, the Directive 2000/53/EC regulates the ELV management in 27 countries in Europe, and for the forthcoming years, more accession countries are foreseen. Since, the international nature of automotive industry, the Directive has affected industries beyond the EU. Hence, countries with important national-based automotive industry are moving towards the accomplishment of this legislation, in order to keep their competitiveness in European markets. The ELV chain in the EU is a complex system, which involves several commercial relationships between different sectors. The generation of ELV in the EU-15 was around 11.4 million units in 2005. The total number of ELV generated, considering the accessing countries, is still unknown. The number of treated ELV in the EU-15 was 7.7 million units. There are some obstacles to be overcome by ELV management already in implementation in the EU. The main difficulties are related to the reluctance of car-manufacture industry to implement Directive’s provisions related to: ban of use of specific substances in automotive applications, and about recycling quotas. Another obstacle is the export of ELV from the EU, which represents a loss in input material for the system. The case of the USA, regarding the ELV management, has very different connotations than the implemented system in the EU. The current ELV management in the USA does not have specific regulations regarding the collection and recycling of ELV. The structure of the ELV chain in the USA is similar to its counterpart in the EU. The main difference lies in dismantling and post-shredder sectors. The 80% of dismantling industry is composed of salvage/scrap yards performing no-standardized operations, and the remaining 20% is represented by high value parts dismantlers. One special feature of the system is the classification of ASR as no-hazardous waste which generates almost no incentives for further treatment. The current system of ELV management in the USA works with relative efficiency. However, there are still items to be improved, e.g. poor dismantling practices in a big number of dismantling facilities (scrap yards), use of hazardous materials in car-manufacture, disposal of ASR as non-hazardous waste, scrap tyres, etc. The ELV problem has different connotation in developing countries like Mexico, than in industrialized countries. Problems, like illegal introduction of used cars from the USA to Mexico and poor practices in the management of ELV, affect the Mexican economy, environment and society. In Mexico, there exists no specific legislation to regulate the Management of ELV. This kind of product, at its End-of-Life stage and wastes generated by its treatment, has been ruled by general laws before the year 2004. More recently a semi-specific law has been addressed to solid wastes, the LGPGIR. The structure of ELV chain in Mexico is similar to its counterpart in the USA and the EU, except for an additional stage. The present work depicts the available information about the number of Mexican operators, at every stage of ELV management. The described evidence presents a deficient management of ELV in Mexico. The current management allows a maximum recycling rate of 75%, which mainly corresponds to the ferrous fraction content in vehicles which enters to the management system. The present work develops a proposal for a suitable system to manage End-of-Life Vehicles (ELV) in a developing country, case study Mexico. This, is divided in three main parts. As a first step, the proposal estimates the future numbers of ELV generated in Mexico, which are estimated in a current ELV generation of around 687,000 vehicles by 2007, and by 2020 in the range of 1.1 to 1.3 million units per year. The second step is to propose a structure for the ELV chain in Mexico. The proposed structure describes the recommended operations, equipment and facilities’ configuration at every stage of the management. The third step of the proposal is the configuration of strategic facility network at every stage of ELV management in Mexico. The system is configured under assumption of three different scenarios, i.e. 100%, 90% and 75% of covered demand for ELV management. The algorithm is identified for this specific problem as a Fixed Charge Facility Location Problem. The algorithm is solved through Facility Location Software SITATION©. The results show the optimal number of facilities at every stage of the management, to cover the demand for ELV management considered in the different scenarios. The fourth part is to propose a model to finance the ELV management in Mexico. The main features of this scheme are explained, as well as its advantages, disadvantages and incentives thought to be triggered into the Mexican ELV chain.