Automotive shredder residue (ASR) characterization for a valuable management

Car fluff is the waste produced after end-of-life-vehicles (ELVs) shredding and metal recovery. It is made of plastics, rubber, glass, textiles and residual metals and it accounts for almost one-third of a vehicle mass. Due to the approaching of Directive 2000/53/EC recycling targets, 85% recycling rate and 95% recovery rate in 2015, the implementation of automotive shredder residue (ASR) sorting and recycling technologies appears strategic. The present work deals with the characterization of the shredder residue coming from an industrial plant, representative of the Italian situation, as for annual fluxes and technologies involved. The aim of this study is to characterize ASR in order to study and develop a cost effective and environmentally sustainable recycling system. Results show that almost half of the residue is made of fines and the remaining part is mainly composed of polymers. Fine fraction is the most contaminated by mineral oils and heavy metals. This fraction produces also up to 40% ashes and its LHV is lower than the plastic-rich one. Foam rubber represents around half of the polymers share in car fluff. Moreover, some chemical–physical parameters exceed the limits of some parameters fixed by law to be considered refuse derived fuel (RDF). As a consequence, ASR needs to be pre-treated in order to follow the energy recovery route.     

Auto shredder residue recycling: Mechanical separation and pyrolysis

Directive 2000/53/EC sets a goal of 85% material recycling from end-of-life vehicles (ELVs) by the end of 2015. The current ELV recycling rate is around 80%, while the remaining waste is called automotive shredder residue (ASR), or car fluff. In Europe, this is mainly landfilled because it is extremely heterogeneous and often polluted with car fluids. Despite technical difficulties, in the coming years it will be necessary to recover materials from car fluff in order to meet the ELV Directive requirement. This study deals with ASR pretreatment and pyrolysis, and aims to determine whether the ELV material recycling target may be achieved by car fluff mechanical separation followed by pyrolysis with a bench scale reactor. Results show that flotation followed by pyrolysis of the light, organic fraction may be a suitable ASR recycling technique if the oil can be further refined and used as a chemical. Moreover, metals are liberated during thermal cracking and can be easily separated from the pyrolysis char, amounting to roughly 5% in mass. Lastly, pyrolysis can be a good starting point from a "waste-to-chemicals" perspective, but further research should be done with a focus on oil and gas refining, in order both to make products suitable for the chemical industry and to render the whole recycling process economically feasible.     

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.     

Strategies for the enhancement of automobile shredder residues (ASRs) recycling: Results and cost assessment

With reference to the European regulation about the management of End-of-Life Vehicles (ELVs), Directive 2000/53/EC imposes the achievement of a recycling target of 85%, and 95% of total recovery by 2015. Over the last few years many efforts have been made to find solutions to properly manage the waste coming from ELVs with the aim of complying with the targets fixed by the Directive.This paper focuses on the economical evaluation of a treatment process, that includes physical (size and density), magnetic and electrical separations, performed on the light fraction of the automobile shredder residue (ASR) with the aim of reducing the amount of waste to dispose of in a landfill and enhancing the recovery of valuable fractions as stated by the EU Directive. The afore mentioned process is able to enhance the recovery of ferrous and non-ferrous metals of an amount equal to about 1% b.w. (by weight) of the ELV weight, and to separate a high energetic-content product suitable for thermal valorization for an amount close to (but not higher than) 10% b.w. of the ELV weight.The results of the economical assessment led to annual operating costs of the treatment ranging from 300,000 €/y to 350,000 €/y. Since the considered plant treats about 13,500 metric tons of ASR per year, this would correspond to an operating cost of approximately 20–25 €/t. Taking into account the amount and the selling price of the scrap iron and of the non magnetic metal recovered by the process, thus leading to a gain of about 30 €/t per ton of light ASR treated, the cost of the recovery process is balanced by the profit from the selling of the recovered metals. On the other hand, the proposed treatment is able to achieve the fulfillment of the targets stated by Directive 2000/53/EC concerning thermal valorization and reduce the amount of waste generated from ELV shredding to landfill.     

End-of-Life Vehicles management: Italian material and energy recovery efficiency

Each European Member State must comply with Directive 2000/53/EC recycling and recovery targets by 2015, set to 85% and 95%, respectively. This paper reports a shredder campaign trial developed and performed in Italy at the beginning of 2008. It turns out to be the first assessment about the critical aspects belonging to the Italian End-of-Life Vehicles (ELVs) reverse supply chain involving 18 dismantling plants, a shredder plant and 630 ELV representatives of different categories of vehicles treated in Italy during 2006. This trial aims at improving the experimental knowledge related to ELVs added waste, pre-treatment, part reuse, recycling and final metal separation and car fluff disposal. Finally, the study also focuses on the calculation of the effective Italian ELV recycling rate, which results equal to 80.8%, and auto shredder residue (ASR) characterization. According to the results obtained in this work, ASR still contains up to 8% of metals and 40% of polymers that could be recovered. Moreover, physical-chemical analysis showed a Lower Heat Value of almost 20,000 kJ/kg and revealed the presence of pollutants such as heavy metals, mineral oils, PCBs and hydrocarbons.     

Targeted intervention strategies to optimise diversion of BMW in the Dublin, Ireland region

Urgent transformation is required in Ireland to divert biodegradable municipal waste (BMW) from landfill and prevent increases in overall waste generation. When BMW is optimally managed, it becomes a resource with value instead of an unwanted by-product requiring disposal. An analysis of survey responses from commercial and residential sectors for the Dublin region in previous research by the authors proved that attitudes towards and behaviour regarding municipal solid waste is spatially variable. This finding indicates that targeted intervention strategies designed for specific geographic areas should lead to improved diversion rates of BMW from landfill, a requirement of the Landfill Directive 1999/31/EC. In the research described in this paper, survey responses and GIS model predictions from previous research were the basis for goal setting, after which logic modelling and behavioural research were employed to develop site-specific waste management intervention strategies. The main strategies devised include (a) roll out of the Brown Bin (Organics) Collection and Community Workshops in Dún Laoghaire Rathdown, (b) initiation of a Community Composting Project in Dublin City (c) implementation of a Waste Promotion and Motivation Scheme in South Dublin (d) development and distribution of a Waste Booklet to promote waste reduction activities in Fingal (e) region wide distribution of a Waste Booklet to the commercial sector and (f) Greening Irish Pubs Initiative. Each of these strategies was devised after interviews with both the residential and commercial sectors to help make optimal waste management the norm for both sectors. Strategy (b), (e) and (f) are detailed in this paper. By integrating a human element into accepted waste management approaches, these strategies will make optimal waste behaviour easier to achieve. Ultimately this will help divert waste from landfill and improve waste management practice as a whole for the region. This method of devising targeted intervention strategies can be adapted for many other regions.     

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.     

Evaluation of the potential of applying composting/bioremediation techniques to wastes generated within the construction industry

The objective of the present study was to evaluate the viability of reducing landfill requirements to satisfy EC Landfill Directive requirements by applying composting/bioremediation techniques to the construction and demolition (C&D) industry waste stream at laboratory scale. The experimental study was carried out in nine test rigs to examine different wood mixtures; untreated timber, creosote treated timber and chromated copper arsenate (CCA) treated timber. Several experimental variables affecting the process were characterised and optimised. These include the best nitrogen additive and optimum moisture content required for composting. Poultry manure was found to be the best nitrogen additive. The optimum moisture content was decreased after the addition of poultry manure. The composting/bioremediation process was evaluated through monitoring the microbial activity, carbon dioxide emissions and toxicity examination of the composted product. A typical temperature profile suggested that untreated and CCA treated mix could be classified as hot composting whereas creosote treated mix could be classified as cold composting. The paper reports on the results obtained during this investigation.     

Cap and trade schemes on waste management: A case study of the Landfill Allowance Trading Scheme (LATS) in England

The Landfill Allowance Trading Scheme (LATS) is one of the main instruments used in England to enforce the landfill diversion targets established in the Directive 1999/31/EC of the European Parliament and of the Council of 26 April 1999 on the landfill of waste (Landfill Directive). Through the LATS, biodegradable municipal waste (BMW) allowances for landfilling are allocated to each local authority, otherwise known as waste disposal authorities (WDAs). The quantity of landfill allowances received is expected to decrease continuously from 2005/06 to 2019/20 so as to meet the objectives of the Landfill Directive. To achieve their commitments, WDAs can exchange, buy, sell or transfer allowances among each other, or may re-profile their own allocation through banking and/or borrowing. Despite the goals for the first seven years – which included two target years (2005/06 and 2009/10) – being widely achieved (the average allocation of allowances per WDA was 22.9% higher than those finally used), market activity among WDAs was high and prices were not very stable. Results in terms of waste reduction and recycling levels have been satisfactory. The reduction of BMW landfilled (in percentage) was higher during the first seven years of the LATS period (2005/06–2011/12) (around 7% annually) than during the previous period (2001/02–2004/05) (4.2% annually). Since 2008, the significance of the LATS diminished because of an increase in the rate of the UK Landfill Tax. The LATS was suppressed after the 2012/13 target year, before what it was initially scheduled. The purpose of this paper is to describe the particularities of the LATS, analyse its performance as a waste management policy, make a comparison with the Landfill Tax, discuss its main features as regards efficiency, effectiveness and the application of the “polluter pays” principle and finally discuss if the effect of the increase in the Landfill Tax is what made the LATS ultimately unnecessary.     

Aluminium flows in vehicles: enhancing the recovery at end-of-life

The transportation sector constitutes the major end-use market for aluminium-containing products and expectations for the future do indicate that aluminium will increase at 140 kg per vehicle. Moreover, up to 75 % aluminium recycled in Europe is used in transportation: thus, metal scrap recovered from ELVs is a key lever to act for closing material cycles. However, although the management chain of ELVs has an established procedure and aluminium scrap is usually recovered in shredding plants, a considerable fraction of the metal particles ends up in the light fraction called car fluff and is then landfilled. In this study we investigated potential of enhancing the recovery of aluminium scrap from the light fluff treatment. With this goal, the quantity of aluminium embedded in the Italian transport sector in the last 62 years was estimated, and a campaign of characterization in size and shape distribution of aluminium particles in the light fluff output has been carried out. The results estimated up to about 560,000 tons of metal are potentially recoverable from the treatment of light fluff at current operating conditions, but relevant improvements may be achieve when size and shape distribution criteria are adopt to implement eddy currents separation for a quantitative metal recovery.     

Environmental diagnosis methodology for municipal waste landfills

A large number of countries are involved in a process of transformation with regard to the management of municipal solid waste. This process is a consequence of environmental requirements that occasionally materialise in legislation, such as the European Council Directive 31/99/EC on waste release in the European Union. In some cases, the remediation of old landfills can be carried out in compliance with environmental requirements; in other cases, it is necessary to proceed with the closure of the landfill and to assimilate it into its own environment. In both cases, it is necessary to undertake a diagnosis and characterisation of the impacted areas in order to develop an adequate action plan. This study presents a new methodology by which environmental diagnosis of landfill sites may be carried out. The methodology involves the formulation of a series of environmental indeces which provide information concerning the potential environmental problems of the landfills and the particular impact on different environmental elements, as well as information related to location, design and operation. On the basis of these results, it would be possible to draw up action plans for the remediation or closure of the landfill site. By applying the methodology to several landfills in a specific area, it would be possible to prioritize the order of actions required.     

Report: policy drivers and the planning and implementation of integrated waste management in Ireland using the regional approach.

Waste management in Ireland has been dramatically transformed over the past 10 years from over 90% reliance on landfill towards a fully integrated approach. According to the latest EPA National Database Report in 2007 our municipal (household and commercial but excluding construction and demolition) recycling rate was 35% in 2005. This has been achieved through the implementation of 10 regional waste management plans all prepared within a new national planning framework in accordance with the Waste Management Act 1996 and Government policy document 'Changing Our Ways', published in 1998 by the Irish Department of the Environment, Heritage and Local Government. The principal drivers of the waste management plans and strategies are the EU Waste Framework Directive (recently revised), the EU Packaging Directive and the EU Landfill Directive. In addition, there were substantial political and environmental drivers due to the relatively poor standard of landfills in Ireland. Strict landfill regulation by the Environment Protection Agency commenced in 1997and led to many closures of poor facilities and new standards of siting design and operation. This has led to very high landfill charges that are only now beginning to stabilize. The key to improving public attitudes to the greatly improving waste management system has been the degree and content of stakeholder involvement programmes. These programmes are now consolidated into a national 'Race against Waste' programme (www.raceagainstwaste.ie). The purpose of the programme is to create awareness and deal with many of the misconceptions in the public mind attached to waste treatment methods especially incineration. Waste management is after all about people.     

Environmental performance review and cost analysis of MSW landfilling by baling-wrapping technology versus conventional system

This paper first reviews the chemical, physical and biological processes, and the environmental performance of MSW compacted and plastic-wrapped into air-tight bales with low-density polyethylene (LDPE). The baling-wrapping process halts the short and half-term biological activity and consequently the emission of gases and leachates. It also facilitates the handling of the refuse, and considerably reduces the main environmental impacts of a landfill. The main technologies available for baling-wrapping MSW are also presented. Furthermore, a cost analysis comparing a conventional landfill (CL) without baling system versus two landfills using different baling-wrapping technologies (rectangular and cylindrical bales) is carried out. The results are presented comparatively under the conditions of construction, operation and maintenance and postclosure, as required by European Directive 1999/31. A landfill using rectangular plastic-wrapped bales (LRPB) represents an economically competitive option compared to a CL. The increased capacity of the waste disposal zone when using rectangular bales due to the high density of the bales compensates for the increased operating and maintenance (O&M) costs of the method. Landfills using cylindrical plastic-wrapped bales (LCPB's) do not fare so well, mainly because the density within the bales is lower, the cylindrical geometry of the bales does not allow such an efficient use of the space within the landfill, and the processing capacity of the machinery is lower. From the cost model, the resulting unit costs per tonne in a LRPB, a LCPB and a CL for 100,000 t/year of waste, an operation time of 15 years and a landfill depth (H) of 20 m, are 31.52, 43.36 and 31.83 /t, respectively.     

Findings from long-term monitoring studies at MSW landfill facilities with leachate recirculation

This paper presents findings from long-term monitoring studies performed at full-scale municipal solid waste landfill facilities with leachate recirculation. Data from two facilities at a landfill site in Delaware, USA were evaluated as part of this study: (1) Area A/B landfill cells; and (2) two test cells (one with leachate recirculation and one control cell). Data from Area A/B were compared with proposed waste stability criteria for leachate quality, landfill gas production, and landfill settlement. Data from the test cells were directly compared with each other. Overall, the trends at Area A/B pointed to the positive effects (i.e., more rapid waste degradation) that may be realized through increasing moisture availability in a landfill relative to the reported behavior of more traditionally operated (i.e., drier) landfills. Some significant behavioral differences between the two test cells were evident, including dissimilarities in total landfill gas production quantity and the extent of waste degradation observed in recovered time capsules. Differences in leachate quality were not as dramatic as anticipated, probably because the efficiency of the leachate recirculation system at distributing leachate throughout the waste body in the recirculation cell was low.     

Review of Italian experience on automotive shredder residue characterization and management

Automotive Shredder Residue (ASR) is a special waste that can be classified as either hazardous or non hazardous depending on the amount of hazardous substances and on the features of leachate gathered from EN12457/2 test. However both the strict regulation concerning landfills and the EU targets related to End-of-Life Vehicles (ELVs) recovery and recycling rate to achieve by 2015 (Directive 2000/53/EC), will limit current landfilling practice and will impose an increased efficiency of ELVs valorization. The present paper considers ELVs context in Italy, taking into account ASRs physical–chemical features and current processing practice, focusing on the enhancement of secondary materials recovery. The application in waste-to-energy plants, cement kilns or metallurgical processes is also analyzed, with a particular attention to the possible connected environmental impacts. Pyrolysis and gasification are considered as emerging technologies although the only use of ASR is debatable; its mixing with other waste streams is gradually being applied in commercial processes. The environmental impacts of the processes are acceptable, but more supporting data are needed and the advantage over (co-)incineration remains to be proven.     

The city of San José's integrated waste management program: a case study for reaching high levels of diversion

The city of San José, California, USA, has a widely recognized integrated waste management program and is currently diverting close to 50% of its waste stream from landfill disposal. This paper describes the residential and commercial components of the city's waste management program. Information is presented on performance (e.g., types and quantities of materials that are collected, processed, and disposed of), customer service, and costs associated with the program. Received: October 4, 2000 / Accepted: February 15, 2001     

Release and fate of fluorocarbons in a shredder residue landfill cell: 1. Laboratory experiments

The shredder residues from automobiles, home appliances and other metal-containing products are often disposed in landfills, as recycling technologies for these materials are not common in many countries. Shredder waste contains rigid and soft foams from cushions and insulation panels blown with fluorocarbons. The objective of this study was to use laboratory experiments to estimate fluorocarbon release and attenuation processes in a monofill shredder residue (SR) landfill cell. Waste from the open SR landfill cell at the AV Miljø landfill in Denmark was sampled at three locations. The waste contained 1–3% metal and a relatively low fraction of rigid polyurethane (PUR) foam particles. The PUR waste contained less blowing agent (CFC-11) than predicted from a release model. However, CFC-11 was steadily released in an aerobic bench scale experiment. Anaerobic waste incubation bench tests showed that SRSR produced significant methane (CH₄), but at rates that were in the low end of the range observed for municipal solid waste. Aerobic and anaerobic batch experiments showed that processes in SRSR potentially can attenuate the fluorocarbons released from the SRSR itself: CFC-11 is degraded under anaerobic conditions with the formation of degradation products, which are being degraded under CH₄ oxidation conditions prevailing in the upper layers of the SR.     

Observations from using models to fit the gas production of varying volume test cells and landfills

Landfill operators are looking for more accurate models to predict waste degradation and landfill gas production. The simple microbial growth and decay models, whilst being easy to use, have been shown to be inaccurate. Many of the newer and more complex (component) models are highly parameter hungry and many of the required parameters have not been collected or measured at full-scale landfills. This paper compares the results of using different models (LANDGEM, HBM, and two Monod models developed by the author) to fit the gas production of laboratory scale, field test cell and full-scale landfills and discusses some observations that can be made regarding the scalability of gas generation rates.The comparison of these results show that the fast degradation rate that occurs at laboratory scale is not replicated at field-test cell and full-scale landfills. At small scale, all the models predict a slower rate of gas generation than actually occurs. At field test cell and full-scale a number of models predict a faster gas generation than actually occurs.Areas for future work have been identified, which include investigations into the capture efficiency of gas extraction systems and into the parameter sensitivity and identification of the critical parameters for field-test cell and full-scale landfill predication.     

Estimation and field measurement of methane emission from waste landfills in Hanoi, Vietnam

A methodology for estimating the methane emissions from waste landfills in Hanoi, Vietnam, as part of a case study on Asian cities, was derived based on a survey of documents and statistics related to waste management, interviews with persons in charge, and field investigations at landfill sites. The waste management system in Hanoi was analyzed to evaluate the methane emissions from waste landfill sites. The quantity of waste deposited into the landfill was evaluated from an investigation of the waste stream. The composition of municipal waste was surveyed in several districts in the Hanoi city area, and the quantities of degradable organic waste that had been deposited into landfill for the past 15 years were estimated. Field surveys on methane emissions from landfills of different ages (0.5, 2, and 8 years) were conducted and their methane emissions were estimated to be 120, 22.5, and 4.38 ml/min/m², respectively. The first-order reaction rate of methane generation was obtained as 0.51/year. Methane emissions from waste landfills were calculated by a first-order decay model using this emission factor and the amount of landfilled degradable waste. The estimates of methane emissions using the model accorded well with the estimates of the field survey. These results revealed that methane emissions from waste landfills estimated by regional-specific and precise information on the waste stream are essential for accurately determining the behavior of methane emissions from waste landfills in the past, present, and future.