Sustainable design for automotive products: Dismantling and recycling of end-of-life vehicles

The growth in automotive production has increased the number of end-of-life vehicles (ELVs) annually. The traditional approach ELV processing involves dismantling, shredding, and landfill disposal. The “3R” (i.e., reduce, reuse, and recycle) principle has been increasingly employed in processing ELVs, particularly ELV parts, to promote sustainable development. The first step in processing ELVs is dismantling. However, certain parts of the vehicle are difficult to disassemble and use in practice. The extended producer responsibility policy requires carmakers to contribute in the processing of scrap cars either for their own developmental needs or for social responsibility. The design for dismantling approach can be an effective solution to the existing difficulties in dismantling ELVs. This approach can also provide guidelines in the design of automotive products. This paper illustrates the difficulty of handling polymers in dashboards. The physical properties of polymers prevent easy separation and recycling by using mechanical methods. Thus, dealers have to rely on chemical methods such as pyrolysis. Therefore, car designers should use a single material to benefit dealers. The use of materials for effective end-of-life processing without sacrificing the original performance requirements of the vehicle should be explored.     

Management status of end-of-life vehicles and characteristics of automobile shredder residues in Korea

An end-of-life vehicle (ELV) is dismantled to recover and recycle any re-usable parts, then shipped to the shredding facility for further recovery of iron with any remaining Automobile Shredder Residue (ASR) to be considered as wastes and to be disposed of by either thermal treatment or landfill. Overall ELVs management status in Korea, including recycling resulting from the dismantling processes, was surveyed using some questionnaires given to dismantlers and other available information to provide some feasible means for future treatment. The averaged recycle rate in the dismantling stage showed a value of 44% and the rest of an ELV was then compressed and transported to shredding companies to recover mainly the iron content which averaged 38.7% of the mass of a new vehicle. The non-ferrous metals such as copper, antimony, zinc and aluminum accounted for only 1.5%. The Shredder dusts (SDs) were found to be composed of light and heavy fluffs and soil/dust and amounted to 15.8% based on the mass of a new vehicle. Dumping of fluff and inorganic residues into a landfill site, however, will be restricted when new regulations are implemented to reduce the disposal amount to less than 5% of a new car as done in European countries and Japan. The detailed characteristics of SDs were investigated to provide an idea of how to treat them in order to meet a future expected enforcement.     

我国报废汽车回收拆解企业发展的关键问题研究

报废汽车回收拆解具有巨大的经济、环境和社会效益。我国报废汽车回收拆解企业正面临极佳的发展环境,但目前存在着诸多问题,需要进行转型升级。提出报废汽车回收拆解企业转型升级过程中存在的若干关键问题,即回收阶段中的报废汽车量预测、回收模式选择、报废汽车回收网络构建;拆解阶段中的拆解工艺选择、拆解设备选择;产品销售阶段中的产品分类及市场分析、销售模式确定及销售网络构建、产品定价等问题,并对这些问题进行分析,提供解决方法和措施。     

关于我国报废汽车市场发展趋势的初步研究

随着汽车保有量的快速上升,我国报废汽车市场规模正在进入快速增长区间。根据发达国家的经验,报废汽车拆解与回收利用是循环经济产业的重要支柱。未来我国报废汽车市场规模的增长以及相关资源回收利用市场的发展,将会产生许多新的市场机会,也会对我国循环经济产业发展产生较大影响。     

Status of recycling end-of-life vehicles and efforts to reduce automobile shredder residues in Korea

The present end-of-life vehicle (ELV) recycle rate and management status during the dismantling stage were investigated to aid the establishment of policies for the management of ELVs by surveying information and using the results gained from questionnaires given to dismantlers. The average recycle rate at the dismantling stage was 44% of the mass of a new vehicle and the rest of the ELV was then compressed and transported to shredding companies to recover mainly the iron content, which averaged 38.7% of the mass of a new vehicle. Nonferrous metals such as copper, antimony, zinc, and aluminum accounted for only 1.5%. The automobile shredder residues (ASRs) were composed of light and heavy fluffs and soil/dust and amounted to 15.8% based on the mass of a new vehicle. The dumping of fluff and inorganic residues in landfill sites, however, will be restricted when new regulations are implemented to reduce the disposal amount to less than 5% of a new car, as has been done in European countries and in Japan. The detailed characteristics of ASR were investigated to suggest appropriate means of treatment such as volume reduction or the utilization of thermal technologies to meet future expected enforcement. Also, some concerns on hazardous pollutant release such as that of dioxins while utilizing such thermal treatment methods were considered. The present on-going research and development projects to meet such future management targets are also introduced.     

Recycling plastics from automotive shredder residues: a review

Automotive shredder residue (ASR) is an inevitable by-product of car recycling, i.e. removal of all liquids and hazardous or valuable components from the car and shredding of the hulk, followed by the recovery of steel, iron, and non-ferrous scrap. The European Union (EU) ELV Directive requires attaining higher recovery and recycling rates, resulting in a reduction of the amount of ASR going to landfill. The most plausible methods to achieve a considerable reduction of ASR are as follows: either recycling of separated materials and dismantled bulky parts, such as bumpers, dashboards, cushions, and front and rear windows, or else systematic sorting of the commingled and size-reduced materials, resulting from shredding. After a brief comparison of the actual situation in the EU, the USA, and Japan, the characteristics of actual ASR are reviewed, as well as some of the most prominent efforts made to separate and recycle specific fractions, such as polyolefins, ABS, or polyurethane. Attention is paid to some major players in the EU and to some of the pitfalls that besiege these ventures.     

报废汽车非金属材料资源化利用研究

随着大量汽车进入报废期,如何对报废汽车进行资源化再利用成为人们面临的重要课题。报废汽车上的非金属材料,由于种类多、组成复杂,资源化再利用的难度较大,大多被废弃,会造成资源浪费、环境污染等一系列问题。塑料、橡胶、玻璃是汽车中主要的非金属材料,这些物质的资源化利用,对改善环境、节约资源,具有极大的社会经济效益。着重对报废汽车中塑料、橡胶、玻璃主要非金属材料的资源化利用技术现状进行研究,探究提高其回收利用水平的思路,对报废汽车非金属材料的资源化再利用提供一定的参考。     

Chemical and physical characterization of electrode materials of spent sealed Ni-Cd batteries

The present work aimed at the chemical and physical characterization of spent sealed MONO-type Ni-Cd batteries, contributing to a better definition of the recycling process of these spent products. The electrode material containing essentially nickel, cadmium and some cobalt corresponds to approximately 49% of the weight of the batteries. The remaining components are the steel parts from the external case and the supporting grids (40%) containing Fe and Ni, the electrolyte (9%) and the plastic components (2%). Elemental quantitative analysis showed that the electrodes are highly concentrated in metals. The phase identification achieved by X-ray powder diffraction combined with chemical analysis and leaching tests allowed the authors to proceed with the composition of the electrode materials as following: cathode: 28.7% metallic Ni, 53.3% Ni(OH)2, 6.8% Cd(OH)2 and 2.8% Co(OH)2; anode: 39.4% metallic Ni and 57.0% Cd(OH)2. The morphology of the electrodes was studied by microscopic techniques and two phases were observed in the electrodes: (1) a bright metallic phase constituted of small nickel grains that acts as conductor, and (2) the main hydroxide phase of the active electrodes into which the nickel grains are dispersed. The disaggregation of the electrode particles from the supporting plates was easily obtained during the dismantling procedures, indicating that a substantial percentage of the electrodes can be efficiently separated by wet sieving after shredding the spent batteries.     

Automobile Shredder Residues in Italy: characterization and valorization opportunities

At the moment Automobile Shredder Residue (ASR) is usually landfilled worldwide, but European draft Directive 2000/53/CE forces the development of alternative solutions, stating the 95%-wt recovery of an End of Life Vehicle (ELV) weight to be fulfilled by 2015. This work describes two industrial tests, each involving 250-300 t of ELVs, in which different pre-shredding operations were performed. The produced ASR materials underwent an extended characterization and some post-shredding processes, consisting of dimensional, magnetic, electrostatic and densimetric separation phases, were tested on laboratory scale, having as main purpose the enhancement of ASR recovery/recycling and the minimization of the landfilled fraction. The gathered results show that accurate depollution and dismantling operations are mandatory to obtain a high quality ASR material which may be recycled/recovered and partially landfilled according to the actual European Union regulations, with particular concern for Lower Heating Value (LHV), heavy metals content and Dissolved Organic Carbon (DOC) as critical parameters. Moreover post-shredding technical solutions foreseeing minimum economic and engineering efforts, therefore realizable in common European ELVs shredding plants, may lead to multi-purposed (material recovery and thermal valorization) opportunities for ASR reuse/recovery.     

Modelling of post-fragmentation waste stream processing within UK shredder facilities

With the introduction of producer responsibility legislation within the UK (i.e., waste electrical and electronic equipment directive and end-of-life vehicles directive), specific recycling and recovery targets have been imposed to improve the sustainability of end-of-life products. With the introduction of these targets, and the increased investment in post-fragmentation facilities, automated material separation technologies are playing an integral role within the UK's end-of-life waste management strategy. Post-fragmentation facilities utilise a range of purification technologies that target certain material attributes (e.g., density, magnetism, volume) to isolate materials from the shredded waste stream. High ferrous prices have historically meant that UK facilities have been primarily interested in recovering iron and steel, establishing processing routes that are very effective at removing these material types, but as a consequence are extremely rigid and inflexible. With the proliferation of more exotic materials within end-of-life products, combined with more stringent recycling targets, there is therefore a need to optimise the current waste reclamation processes to better realise effort-to-value returns. This paper provides a background as to the current post-fragmentation processing adopted within the UK, and describes the development of a post-fragmentation modelling approach, capable of simulating the value-added processing that a piece of automated separation equipment can have on a fragmented waste stream. These include the modelling of the inefficiencies of the technology, the effects of material entanglement on separation, determination of typical material sizing and an appreciation for compositional value. The implementation of this approach within a software decision-support system is described, before the limitations, calibration and further validation of the approach are discussed.     

An international comparative study of end-of-life vehicle (ELV) recycling systems

End-of-life vehicles (ELV) have become a global concern as automobiles have become popular worldwide. An international workshop was held to gather data and to discuss 3R policies and ELV recycling systems, their background and present situation, outcomes of related policies and programs, the framework of recycling and waste management, and case studies on related topics in several countries and regions, as well as the essential points of the comparison. Legislative ELV recycling systems are established in the EU, Japan, Korea, and China, while in the US, ELV recycling is managed under existing laws on environmental protection. Since automobile shredding residue (ASR) has a high calorific value and ash content, and includes heavy metals as well as a mass of unclassified fine particles, recycling ASR is considered highly difficult. Countries with a legislative ELV system commonly set a target for recovery rates, with many aiming for more than 95 % recovery. In order to reach this target, higher efficiency in ASR recovery is needed, in addition to material recycling of collectable components and metals. Environmentally friendly design was considered necessary at the planning and manufacturing stages, and the development of recycling systems and techniques in line with these changes are required for sound ELV management.     

Triboelectrostatic separation for PP and ABS plastics in end of life passenger vehicles

Journal of Material Cycles and Waste Management - The recovery and utilization of automotive plastics are global concerns because of the increasing number of end-of-life vehicles. Passenger...     

Rare earth element recovery potentials from end-of-life hybrid electric vehicle components in 2010–2030

Increasing attention is currently given to the management of end-of-life (EoL) hybrid electric vehicles (HEVs), because approximately two decades have passed since they were first introduced to the market. A HEV would be one of the largest consumers of rare earth elements (REEs), and hence represents the greatest potential for REE recovery in the future. The purpose of this study is to clarify the present and future recovery potential of REEs that are disposed of as EoL HEVs. This study first estimated the numbers of EoL HEVs during fiscal years (FYs) 2010–2030, and then clarified the potential for recovery of REEs from two HEV-specific components—the hybrid transmission and NiMH battery unit. The results suggest that 0.51–0.65 million HEVs will reach the EoL stage in FY2030, compared with only 11,000 HEVs in FY2010. As of FY2030, REE recovery potentials will increase to 220 tons and 2900 tons for EoL hybrid transmission and NiMH battery units, respectively. A total of 49,000 tons of REEs will be contained within HEV-specific components of HEVs still in use. Moreover, the potential for recovery of REEs from EoL hybrid transmissions and NiMH battery units is estimated to equal 35.4 and 92.1 % of respective demand.     

Recycling-oriented characterization of plastic frames and printed circuit boards from mobile phones by electronic and chemical imaging

This study characterizes the composition of plastic frames and printed circuit boards from end-of-life mobile phones. This knowledge may help define an optimal processing strategy for using these items as potential raw materials. Correct handling of such a waste is essential for its further “sustainable” recovery, especially to maximize the extraction of base, rare and precious metals, minimizing the environmental impact of the entire process chain. A combination of electronic and chemical imaging techniques was thus examined, applied and critically evaluated in order to optimize the processing, through the identification and the topological assessment of the materials of interest and their quantitative distribution. To reach this goal, end-of-life mobile phone derived wastes have been systematically characterized adopting both “traditional” (e.g. scanning electronic microscopy combined with microanalysis and Raman spectroscopy) and innovative (e.g. hyperspectral imaging in short wave infrared field) techniques, with reference to frames and printed circuit boards. Results showed as the combination of both the approaches (i.e. traditional and classical) could dramatically improve recycling strategies set up, as well as final products recovery.     

Depth of manual dismantling analysis: A cost–benefit approach

This paper presents a decision support tool for manufacturers and recyclers towards end-of-life strategies for waste electrical and electronic equipment. A mathematical formulation based on the cost benefit analysis concept is herein analytically described in order to determine the parts and/or components of an obsolete product that should be either non-destructively recovered for reuse or be recycled. The framework optimally determines the depth of disassembly for a given product, taking into account economic considerations. On this basis, it embeds all relevant cost elements to be included in the decision-making process, such as recovered materials and (depreciated) parts/components, labor costs, energy consumption, equipment depreciation, quality control and warehousing. This tool can be part of the strategic decision-making process in order to maximize profitability or minimize end-of-life management costs. A case study to demonstrate the models’ applicability is presented for a typical electronic product in terms of structure and material composition. Taking into account the market values of the pilot product’s components, the manual disassembly is proven profitable with the marginal revenues from recovered reusable materials to be estimated at 2.93–23.06 €, depending on the level of disassembly.     

Scenario analysis for recovery of rare earth elements from end-of-life vehicles

End-of-life vehicles (ELVs) are increasingly being recognized as a possible future resource pool for rare earth elements (REEs). This study provides the amount of REEs that can be recovered from ELVs in Japan based on dismantling survey, chemical identification and substance flow analysis. The REEs were quantified from common passenger vehicles and hybrid electric vehicles. We targeted 17 REEs in estimation of REE contents in ELVs. Four scenarios were developed to explore the recovery of REEs from ELVs. In these scenarios, NiMH batteries and motors containing NdFeB magnets were identified as target components due to they are main REEs carriers; we focused on interpretation of neodymium (Nd) and dysprosium (Dy) owing to they are two of the most critical REEs. The results suggest that 2700 (±500) tons of REEs can be recovered, of which 520 (±100) tons and 31 (±7) tons will be contributed by Nd and Dy in 2030. Meanwhile, the Dy recovered from ELVs can satisfy 23 % (±6 %) of the demand for NdFeB magnets and NiMH battery cells in automobile production of Japan; the Nd recovered from ELVs can satisfy 49 % (±9 %) of the production demands.     

The effect of shredding and test apparatus size on compressibility and strength parameters of degraded municipal solid waste

In many situations, MSW components are processed and shredded before use in laboratory experiments using conventional soil testing apparatus. However, shredding MSW material may affect the target property to be measured. The objective of this study is to contribute to the understanding of the effect of shredding of MSW on the measured compressibility and strength properties. It is hypothesized that measured properties can be correlated to an R-value, the ratio of waste particle size to apparatus size. Results from oedometer tests, conducted on 63.5 mm, 100 mm, 200 mm diameter apparatus, indicated the dependency of the compressibility parameters on R-value. The compressibility parameters are similar for the same R-value even though the apparatus size varies. The results using same apparatus size with variable R-values indicated that shredding of MSW mainly affects initial compression. Creep and biological strain rate of the tested MSW are not significantly affected by R-value. The shear strength is affected by shredding as the light-weight reinforcing materials are shredded into smaller pieces during specimen preparation. For example, the measured friction angles are 32° and 27° for maximum particle sizes of 50 mm and 25 mm, respectively. The larger MSW components in the specimen provide better reinforcing contribution. This conclusion is however dependent on comparing specimen at the same level of degradation since shear strength is also a function of extent of degradation.     

A web-based Decision Support System for the optimal management of construction and demolition waste

Wastes from construction activities constitute nowadays the largest by quantity fraction of solid wastes in urban areas. In addition, it is widely accepted that the particular waste stream contains hazardous materials, such as insulating materials, plastic frames of doors, windows, etc. Their uncontrolled disposal result to long-term pollution costs, resource overuse and wasted energy. Within the framework of the DEWAM project, a web-based Decision Support System (DSS) application - namely DeconRCM - has been developed, aiming towards the identification of the optimal construction and demolition waste (CDW) management strategy that minimises end-of-life costs and maximises the recovery of salvaged building materials. This paper addresses both technical and functional structure of the developed web-based application. The web-based DSS provides an accurate estimation of the generated CDW quantities of twenty-one different waste streams (e.g. concrete, bricks, glass, etc.) for four different types of buildings (residential, office, commercial and industrial). With the use of mathematical programming, the DeconRCM provides also the user with the optimal end-of-life management alternative, taking into consideration both economic and environmental criteria. The DSS's capabilities are illustrated through a real world case study of a typical five floor apartment building in Thessaloniki, Greece.     

Recovery of indium from used LCD panel by a time efficient and environmentally sound method assisted HEBM

In this study, a method which is environmentally sound, time and energy efficient has been used for recovery of indium from used liquid crystal display (LCD) panels. In this method, indium tin oxide (ITO) glass was crushed to micron size particles in seconds via high energy ball milling (HEBM). The parameters affecting the amount of dissolved indium such as milling time, particle size, effect time of acid solution, amount of HCl in the acid solution were tried to be optimized. The results show that by crushing ITO glass to micron size particles by HEBM, it is possible to extract higher amount of indium at room temperature than that by conventional methods using only conventional shredding machines. In this study, 86% of indium which exists in raw materials was recovered about in a very short time.     

Italian WEEE management system and treatment of end-of-life cooling and freezing equipments for CFCs removal

This study presents and analyzes the data of the Italian system for take-back and recovery of waste electrical and electronic equipments (WEEEs) in the start-up period 2008–2010. The analysis was focused particularly on the data about the treatment of end-of-life cooling and freezing equipments. In fact, the wastes of cooling and freezing equipments have a high environmental impact. Indeed, in their compressor oil and insulation polyurethane (PU) foams chlorofluorocarbon (CFC) ozone-depleting gases are still present. In the period 2001–2004 Northern Italy resulted the main source in Europe of CFCs. The European Directive on WEEE management was enacted in 2002, but in Italy it was implemented by the legislative Decree in 2005 and it became operational in 2008. Actually, in 2008 the national WEEE Coordination Centre was founded in order to organize the WEEE pick-up process and to control collection, recovery and recycling targets. As a result, in 2010 the average WEEE collection per capita exceeded the threshold of more than 4 kg per inhabitant, as well as cooling and freezing appliances represented more than one fourth of the Italian WEEE collection stream. During the treatment of end-of-life cooling and freezing equipments, CFCs were recovered and disposed principally by burner methods. The analyses of defined specimens collected in the treatment facilities were standardized to reliably determine the amount of recovered CFCs. Samples of alkaline solid salt, alkaline saline solution, polyurethane matrix and compressor oil collected during the audit assessment procedure were analyzed and the results were discussed. In particular, the analysis of PU samples after the shredding and the warm pressing procedures measured a residual CFCs content around 500–1300 mg/kg of CFCs within the foam matrix.