Tensions in the periphery: Dependence and the trajectory of a low-cost productive model in the Central and Eastern European automotive industry

This article analyses the productive strategy adopted by Renault for its Dacia plant in Romania. It proposes a detailed analysis of the conditions for the success of the Logan project – Renault’s radical approach to the concept of the low-cost automobile. We look into both market- and production-related aspects that have made the Logan work and highlight the tensions sparked by Renault’s drive to capitalize on its favourable market situation as well as the success achieved by Dacia’s workers in defending their interests. In particular, we emphasize the company governance compromises that have shaped industrial relations at Dacia over the past decades and show how in recent years the maintaining of such a compromise has come increasingly into question due to threats by automation and relocation in a context of constantly rising wages and improving working conditions. Finally, we discuss the strategic dilemmas facing both management and labour and their possible resolutions, as well as the relevance of the Dacia case for understanding the future of Central and Eastern Europe as a peripheral region attracting automotive foreign direct investments

Closing the loop on platinum from catalytic converters: Contributions from material flow analysis and circularity indicators

International audienceIn this study, material flow analysis (MFA) is applied to quantify and break the obstacles for advancing a circular economy (CE) of platinum (Pt) from catalytic converters (CC) in Europe. First , the value chain and related stakeholders are mapped out in a MFA-like model to both facilitate the assessment of stocks and flows, and get a comprehensive view of potential action levers and resources to close-the-loop. Then, through the cross analysis of numerous data sources, two MFA are completed: (i) one general MFA, and (ii) one sector-specific MFA, drawing a distinction between the fate of Pt from (a) light-duty vehicles, under the ELV Directive 2000/EC/53, and (b) heavy-duty and off-road vehicles. Key findings reveal a leakage of around 15 tons of Pt outside the European market in 2017. Although approximately one quarter of the losses are due to in-use dissipation, 65 % are attributed to insufficient collections and unregulated exports. Comparing the environmental impact between primary and secondary production, it has been estimated that halving the leakages of Pt during usage and collection could prevent the energetic consumption of 1.3x10^3 TJ and the greenhouse gases emission of 2.5x10^2 kt CO2 eq. Through the lens of circularity indicators, activating appropriate action levers to enhance the CE performance of Pt in Europe is of the utmost importance in order to secure future productions of new generations of CC and fuel cells. Moreover, the growing stockpile of Pt from CC in use urges for better collection mechanisms. Also, the CC attrition during use and associated Pt emission s in the environment appears as non-negligible. Based on the scarce and dated publications in this regard, we encourage further research for a sound understanding of this phenomenon that can negatively impact human health

Estimating of shipping emissions in the Samsun Port from 2010 to 2015

Turkey has an important role in maritime transport because it is surrounded on three sides by the sea and is strategically located between Asia and Europe. Therefore, air pollution due to ships is an important issue for Turkey. This study was carried out in Samsun, which is an important port on the Black Sea coast. Between 2010 and 2015, emissions of nitrogen oxides (NO2), sulphur dioxide (SO2), hydrocarbons (HC) and particulate matter less than 10 mu m size (PM10) from six different ship types were calculated for different operating modes. The estimated values for NOx, SO2, HC and PM10, were 728 tons, 574 tons, 32 tons and 64 tons, respectively. The highest emission values were generated by general cargo ships. The highest percentage of total pollutants (71.6% for NOx, 65.9% for SO2, 54.9% for HC and 62.9% for PM10) were generated in cruising mode by Ro-Ro (Roll-on/Roll-off) ships. Additionally, the maneuvering emissions were from 12.6% to 42.4% and the hoteling emissions were from 6.0% to 51.1% in total for all pollutants. In Ro-Ro ships, 80% of the total emissions are generated while the main engine is operational