Finnish research shows that the reuse of parts of dismantled bikes is very high, without any specific legislation to organise the collection and dismantling of motorcycles that are no longer in use.

Recycling and reusing motorcycle parts helps to keep bikes on the road with used and affordable spare parts, instead of using new parts that have to be produced from raw materials.

Europe has rules in place for the collection and destruction of cars that have come to the end of their life. Motorcycles are exempt from these rules. The European Commission now plans to revise the End-of-life Vehicles Directive and explores the need to have powered two-wheelers included in the scope.

The Finnish motorcyclists’ association SMOTO – a member of FEMA – carried out a study on the level of reuse of powered two-wheeler parts. The study was carried out as a survey, to which 11 motorbike dismantlers, 20 car dismantlers, one builder and one motorcycle club responded.

On average, 540 motorcycles per year with engine size over 125 cc were processed by Finnish motorcycle dismantlers that responded to the survey. In addition, an average of 85 motorcycles per year with engine size less than 125 cc and 25 mopeds per year were processed by the dismantlers. One of the dismantlers did not disclose the number of two-wheelers processed on the grounds of trade secret, which makes the actual number higher.

The number of powered two-wheelers treated by car dismantlers was significantly lower: in a year they processed 8 motorcycles over 125 cc and 8 motorcycles under 125 cc. On the other hand, 54 mopeds were treated by them.

‘The reuse of components works efficiently through operators specialised in the handling of motorcycles and the reuse rate of the parts is high.’

In other words, a total of 720 motorized two-wheelers per year were processed by the dismantlers that responded to the survey. Through motorcycle dismantlers, on average, 62% of dismantled parts were recycled back to consumers. The reuse rate of dismantled parts in motorcycle dismantlers varied between 25% and 95% with a median of 72%. Car dismantlers show very different figures: reuse rates ranged from 0% – 50%, with an average of 14% and a median of 3%. Through the builder and motorcycle club of the survey respondents, more than 95% of dismantled parts were recycled to consumers.

The European Commission is currently pushing for a reform of the End-of Life Vehicles Directive. One of the issues to be clarified is whether vehicles other than cars and vans, such as motorcycles, should be extended to the scope of the directive. In its study, SMOTO examined how extending the End-of-Life Vehicles Directive to powered two-wheelers would affect the reuse of their parts. Of the respondents, motorcycle dismantlers assessed the impact as mainly negative, partly neutral. The builder and motorcycle club assessed the impact as negative or highly negative. One car dismantler saw the impact as positive and potentially business-growing. Other car dismantlers didn’t see much effect.

As a conclusion to the study, the reuse of components works efficiently through operators specialised in the handling of powered two-wheeled vehicles and the reuse rate of the parts is high. The reuse of powered two-wheeler parts, which are mainly motorized through operators specialized in car handling, is low. Through builders and a motorcycle club, the recycling rate of parts is very high.

SMOTO has previously raised concerns about the impact of the possible extension of motorized two-wheelers to the End-of-Life Vehicles Directive on the reuse of dismantled parts. The SMOTO study shows that the concern was justified. If motorized two-wheelers were covered by the directive, some of the operators specializing in their handling would have to close due to increased requirements and regulation of their activities. Most of the powered two-wheelers to be dismantled would be transported to operators who do not reuse dismantled parts efficiently, but mainly utilize them as metal waste. It would also be much more difficult to get the parts of enthusiasts.

For the recycling of powered two-wheeled vehicles, it would be most effective to utilize the dismantling parts as much as possible, as this reduces the need for new parts and the ecological load on their manufacturing. The use of raw materials should be secondary. Thirdly, the recycling and recovery of waste from dismantled vehicles should be effective. SMOTO is not in favour of extending the End-of-Life Vehicles Directive to powered two-wheelers. The effects of the directive would be largely negative and would reduce the actual reuse of parts.

FEMA is of the opinion that motorcycles and other powered two-wheelers should not be included in a new directive (click here for FEMA’s full position).

If the European Commission does propose to include motorcycles and other powered two-wheelers in an End-of-life Vehicles Directive, FEMA would ask the Commission to ensure that the possibility of controlled in-house demolition remains possible (as part of a circular economy), either by including it in the Directive, or by allowing Member States to make their own rules and regulations for in-house demolition.

If the European Commission does propose to include motorcycles and other powered two-wheelers in an End-of-life Vehicles Directive, FEMA would ask the Commission to ensure that historic powered two-wheelers or powered two-wheelers of value to collectors or intended for museums, kept in a proper and environmentally sound manner, either ready for use or stripped into parts, do not fall within the scope of this Directive.

Inclusion of motorcycles in the scope of the directive could mean a serious threat to historical motorcycles. These bikes are especially dependent upon on available and affordable original spare parts to keep them in working order. And who wants to see oldtimers disappear into state approved demolishing facilities?

Written by Jari Kielinen, president Suomen Motoristit ry (SMOTO)

Top photograph courtesy of motoleventis.4ty.gr

This article is subject to FEMA’s copyright