Cadmium—Towards a rational use of a toxic element

Because of its toxicity, cadmium creates an environmental problem as well as a health hazard for exposed workers. Most cadmium emissions arise from the intentional use of the element. It is therefore mandatory to reduce cadmium consumption to the lowest possible level. Cadmium pigments, mainly used in plastic processing, can be replaced in all applications where the processing temperature does not exceed 300°C. Newly developed polyvinyl chloride stabilizers promise to be an excellent substitute for cadmium stabilizers in even the most demanding applications. Cadmium plating, still extensively used in the United States and the West Germany, has been virtually abandoned in Japan. Improved lead acid batteries are replacing vented nickel cadmium batteries because of their cost effectiveness. While in these applications cadmium use is declining, more and more cadmium is needed for the manufacturing of sealed nickel cadmium batteries. These relatively small electrochemical cells are used mainly by individual consumers. Here cadmium can only be replaced in some marginal applications. The high cadmium content of these batteries (up to 22%) makes them a good candidate for recycling of the heavy metal.     

Li-ion battery recycling and cobalt flow analysis in Japan

Batteries sometimes contain precious or toxic substances (e.g. nickel, cobalt, lead, mercury, cadmium). However, the collection and recycling rate of small batteries were low in Japan.We focus on cobalt in lithium ion (Li-ion) batteries and conduct chemical analysis, questioner survey and flow analysis in Japan.Results of chemical analysis showed that the concentration of cobalt in Li-ion batteries was around 20% regardless of the year manufactured or the manufacturer. As a result of the consumer questionnaire survey, it became clear that 70% or more of the small batteries are not being removed when small electronic products are finally disposed. The survey also revealed that recognition of the law and system for collection and recycling of small rechargeable batteries is approximately 30–40%. Substance flow analysis showed that both production and demand for Li-ion batteries (cobalt) have increased during 2002–2010. The collection rate for used Li-ion batteries was about 10% during this period; uncollected batteries were either stored or disposed through incineration and landfill as municipal solid waste.     

An energetic life cycle assessment of C&D waste and container glass recycling in Cape Town,South Africa

This study presents the results of a comparative life cycle assessment (LCA) on the energy requirements and greenhouse gas (GHG) emission implications of recycling construction and demolition (C&D) rubble and container glass in Cape Town, South Africa. Cape Town is a medium sized city in a developing country with a growing population and a rising middle class, two factors that are resulting in increased generation of solid waste. The City is constrained in terms of landfill space and competing demands for municipal resources.The LCA assessment was based on locally gathered data, supplemented with ecoinvent life cycle inventory data modified to the local context. The results indicated that recycling container glass instead of landfilling can achieve an energy savings of 27% and a GHG emissions savings of 37%, with a net savings still being achieved even if collection practices are varied. The C&D waste results, however, showed net savings only for certain recycling strategies. Recycling C&D waste can avoid up to 90% of the energy and GHG emissions of landfilling when processed and reused onsite but, due to great dependence on haulage distances, a net reduction of energy use and GHG emissions could not be confidently discerned for offsite recycling. It was also found that recycling glass achieves significantly greater savings of energy and emissions than recycling an equivalent mass of C&D waste.The study demonstrated that LCA provides an important tool to inform decisions on supporting recycling activities where resources are limited. It also confirmed other researchers’ observations that strict adherence to the waste management hierarchy will not always result in the best environmental outcome, and that more nuanced analysis is required. The study found that the desirability of recycling from an energy and climate perspective cannot be predicted on the basis of whether such recycling conserves a non-renewable material. However, recycling that replaces a virgin product from an energy-intensive production process appears to be more robustly beneficial than recycling that replaces a product with little embodied energy. Particular caution is needed when applying the waste management hierarchy to the latter situations.     

Evaluation of life cycle inventory data for recycling systems

This paper reviews databases on material recycling (primary as well as secondary production) used in life cycle assessments (LCA) of waste management systems. A total of 366 datasets, from 1980 to 2010 and covering 14 materials, were collected from databases and reports. Totals for CO₂-equivalent emissions were compared to illustrate variations in the data. It was hypothesised that emissions from material production and the recycling industry had decreased over time due to increasing regulation, energy costs and process optimisation, but the reported datasets did not reveal such a general trend. Data representing the same processes varied considerably between databases, and proper background information was hard to obtain, which in turn made it difficult to explain the large differences observed. Those differences between the highest and lowest estimated CO₂ emissions (equivalents) from the primary production of newsprint, HDPE and glass were 238%, 443% and 452%, respectively. For steel and aluminium the differences were 1761% and 235%, respectively. There is a severe lack of data for some recycled materials; for example, only one dataset existed for secondary cardboard. The study shows that the choice of dataset used to represent the environmental load of a material recycling process and credited emissions from the avoided production of virgin materials is crucial for the outcome of an LCA on waste management. Great care and a high degree of transparency are mandatory, but advice on which datasets to use could not be determined from the study. However, from the gathered data, recycling in general showed lower emission of CO₂ per kg material than primary production, so the recycling of materials (considered in this study) is thus beneficial in most cases.     

Life cycle assessment for reuse/recycling of donated waste textiles compared to use of virgin material: An UK energy saving perspective

In the UK, between 4 and 5% of the municipal solid waste stream is composed of clothes/textiles. Approximately 25% of this is recycled by companies such as the Salvation Army Trading Company Limited (SATCOL) who provide a collection and distribution infrastructure for ‘donated’ clothing and shoes. Textiles can be reused or undergo a processing stage and enter a recycling stream. Research was conducted in order to quantify the energy used by a reuse/recycling operation and whether this resulted in a net energy benefit. The energy footprint was quantified using a streamlined life cycle assessment (LCA), an LCA restricted in scope in order to target specific aspects of the footprint, in this case energy consumption. Taking into account extraction of resources, manufacture of materials, electricity generation, clothing collection, processing and distribution and final disposal of wastes it was demonstrated that for every kilogram of virgin cotton displaced by second hand clothing approximately 65 kWh is saved, and for every kilogram of polyester around 90 kWh is saved. Therefore, the reuse and recycling of the donated clothing results in a reduction in the environmental burden compared to purchasing new clothing made from virgin materials.     

Metals recycling in the United States

Twenty-two metals for which secondary recovery is important, in terms of quantity and/or value, were compared and ranked for rate and efficiency of recycling, and availability of recycled metal. In general, their recycling rates trended upward over the period 1970–1993. Iron, aluminum, copper, gold, platinum, and lead accounted for most of the value of all secondary metal produced, while iron and steel dominated in terms of quantity produced and exported. The factors most influential on recycling rates are profitability, public support, organization of infrastructure, sortability, legislative support, and scrap purity. The share of supply accounted for by secondary metals is expected to surpass that of primary metals sometime in the next decade.     

An Eco-balance of a Recycling Plant for Spent Lead–Acid Batteries

This study applies Life Cycle Assessment (LCA) methodology to present an eco-balance of a recycling plant that treats spent lead–acid batteries. The recycling plant uses pyrometallurgical treatment to obtain lead from spent batteries. The application of LCA methodology (ISO 14040 series) enabled us to assess the potential environmental impacts arising from the recycling plants operations. Thus, net emissions of greenhouse gases as well as other major environmental consequences were examined and hot spots inside the recycling plant were identified. A sensitivity analysis was also performed on certain variables to evaluate their effect on the LCA study. The LCA of a recycling plant for spent lead–acid batteries presented shows that this methodology allows all of the major environmental consequences associated with lead recycling using the pyrometallurgical process to be examined. The study highlights areas in which environmental improvements are easily achievable by a business, providing a basis for suggestions to minimize the environmental impact of its production phases, improving process and company performance in environmental terms.     

Waste Management and Climate Change

Waste management has at least five types of impacts on climate change, attributable to: (1) landfill methane emissions; (2) reduction in industrial energy use and emissions due to recycling and waste reduction; (3) energy recovery from waste; (4) carbon sequestration in forests due to decreased demand for virgin paper; and (5) energy used in long-distance transport of waste: A recent USEPA study provides estimates of overall per-tonne greenhouse gas reductions due to recycling. Plausible calculations using these estimates suggest that countries such as the US or Australia could realise substantial greenhouse gas reductions through increased recycling, particularly of paper.     

Technological improvements in automotive battery recycling

Recycling of automotive batteries for the recovery of secondary lead is extremely important in Brazil, for the country does not possess large reserves of this metal. Lead is one of the most widely used metals in the world, but it is highly toxic, posing risks for humans and for the environment if not utilized or treated adequately. Industrial waste containing lead in Brazil are classified by the Brazilian Residue Code (NBR—10004:2004) as hazardous. The lead recycling process employed by the recycling industry in Brazil is the pyrometallurgical process in a rotary furnace. This process consists of four stages: (1) grinding of the battery to separate plastic, electrolyte and lead plates; (2) lead reduction in a rotary furnace; (3) separation of metallic lead from slag; and (4) refining of recycled lead. The purpose of this work is to propose process improvements aimed primarily at increasing production output by reducing the loss of lead in slag and particulates, thereby providing a healthier work environment in line with Brazilian environmental and labor laws.     

Investigation of the effects of battery types and power management algorithms on drive cycle simulation for a range-extended electric vehicle powertrain

Fuel cell (FC) hybrid vehicle power trains are an attractive technology especially for automotive applications because of their higher efficiency and lower emissions compared to conventional vehicles. This study focuses on the design of an FC hybrid power train system and evaluation of its simulations for a given speed profile through two alternative power management algorithms (PMAs). Parameters suitable for a small vehicle were taken into consideration in the mathematical model of the vehicle. The proposed hybrid power train consists of an energy storage system, composed of a 4-kg battery pack (either lithium-ion (Li-ion) battery, nickel metal hydride, or nickel–cadmium) and a direct methanol fuel cell (DMFC) as the range extender. The PMAs basically aim to fulfill the power requirements of the vehicle and decide how to command the power split between the battery and the FC. The model comprising a DMFC, a battery, and PMAs was developed in MATLAB/Simulink environment. The polarization curve of the FC was obtained using a one-dimensional DMFC model. Vehicle power requirements for a drive cycle were calculated using the equations of longitudinal dynamics of vehicle, and the results were integrated into MATLAB/Simulink model. As a result of the simulations, methanol consumption, state of charge of the battery, and power output of the FC were compared for the PMAs. This comparison shows the effect of PMAs on the hybrid vehicle performance for three battery types. The results indicate that the vehicle range could be increased when proper strategy is used as PMA.     

Waste Management and Climate Change

Waste management has at least five types of impacts on climate change, attributable to: (1) landfill methane emissions; (2) reduction in industrial energy use and emissions due to recycling and waste reduction; (3) energy recovery from waste; (4) carbon sequestration in forests due to decreased demand for virgin paper; and (5) energy used in long-distance transport of waste: A recent USEPA study provides estimates of overall per-tonne greenhouse gas reductions due to recycling. Plausible calculations using these estimates suggest that countries such as the US or Australia could realise substantial greenhouse gas reductions through increased recycling, particularly of paper.     

Evaluation of recycling efforts of aircraft companies in Wichita

The number of manufactured aircraft has been continuously increasing worldwide because of the high demand for airline transportation. During manufacturing, many advanced materials and devices are used to build various sizes and shapes of aircraft. However, most of these materials and devices require considerable energy and labor to produce, so reusing these at any life stage of the aircraft offers many economic and environmental benefits, and is considered lucrative and environmentally responsible. Several recyclable materials—composites, metals and alloys, wires, wood, paper, plastics, electronics, and avionics—emerge as waste streams during the manufacturing of aircraft. Many aircraft companies have been recycling these materials to remanufacture aircraft parts or other products for more sustainable production. In the present study, we evaluated the recycling efforts of local aircraft companies in Wichita, KS. These efforts were considered in terms of recycling efficiency/rate and environmental benefits. These included cradle-to-gate (CTG) life-cycle inventory analysis of the materials, carbon dioxide emissions, virgin material replacement with recycled materials, and natural resources usage. Our findings show that there exists a significant potential for contributions to sustainability as well as environmental and health benefits in the region from recycling by aircraft manufacturing plants.     

A future perspective on lithium-ion battery waste flows from electric vehicles

As a proactive step towards understanding future waste management challenges, this paper presents a future oriented material flow analysis (MFA) used to estimate the volume of lithium-ion battery (LIB) wastes to be potentially generated in the United States due to electric vehicle (EV) deployment in the near and long term future. Because future adoption of LIB and EV technology is uncertain, a set of scenarios was developed to bound the parameters most influential to the MFA model and to forecast “low,” “baseline,” and “high” projections of future end-of-life battery outflows from years 2015 to 2040. These models were implemented using technology forecasts, technical literature, and bench-scale data characterizing battery material composition. Considering the range from the most conservative to most extreme estimates, a cumulative outflow between 0.33 million metric tons and 4 million metric tons of lithium-ion cells could be generated between 2015 and 2040. Of this waste stream, only 42% of the expected materials (by weight) is currently recycled in the U.S., including metals such as aluminum, cobalt, copper, nickel, and steel. Another 10% of the projected EV battery waste stream (by weight) includes two high value materials that are currently not recycled at a significant rate: lithium and manganese. The remaining fraction of this waste stream will include materials with low recycling potential, for which safe disposal routes must be identified. Results also indicate that because of the potential “lifespan mismatch” between battery packs and the vehicles in which they are used, batteries with high reuse potential may also be entering the waste stream. As such, a robust end-of-life battery management system must include an increase in reuse avenues, expanded recycling capacity, and ultimate disposal routes that minimize risk to human and environmental health.     

Management of used lead acid battery in China: Secondary lead industry progress,policies and problems

The amount of used lead acid batteries rises along with the rapid development of battery manufacture in China. The battery manufacture and recycling industry has developed sharply in these recent 5 years. The annual production of secondary lead from used lead acid batteries in China increased rapidly to 1.5 million tonnes (MT) in 2013, making china the world's largest secondary lead producer. Secondary lead enterprises are mainly located in the middle and eastern regions of China, with a legal production capacity of 3 MT/year. Environmental pollution problems began to happen frequently from 2009. After 2011, the government began to put in efforts to promote pollution control, eliminate outdated production capacity, support advanced production and technology innovation research, and has achieved remarkable results. However, the main existing problems are that the proportion of secondary lead production is only 30% of the total lead production, no formal recycling network has been established and the overall level of industrial technology and equipment is outdated. Compared with developed countries, this paper predicts that, secondary proportion will reach 44% in 2015 and 60% in 2028. Finally some countermeasures are given to the recycling mode and technology promotion.     

Bioethanol from waste: Life cycle estimation of the greenhouse gas saving potential

This paper considers two alternative feedstocks for bioethanol production, both derived from household waste—Refuse Derived Fuel (RDF) and Biodegradable Municipal Waste (BMW). Life Cycle Assessment (LCA) has been carried out to estimate the GHG emissions from bioethanol using these two feedstocks. An integrated waste management system has been considered, taking into account recycling of materials and production of bioethanol in a combined gasification/bio-catalytic process. For the functional unit defined as the ‘total amount of waste treated in the integrated waste management system’, the best option is to produce bioethanol from RDF—this saves up to 196 kg CO₂ equiv. per tonne of MSW, compared to the current waste management practice in the UK.However, if the functional unit is defined as ‘MJ of fuel equiv.’ and bioethanol is compared with petrol on an equivalent energy basis, the results show that bioethanol from RDF offers no saving of GHG emissions compared to petrol. For example, for a typical biogenic carbon content in RDF of around 60%, the life cycle GHG emissions from bioethanol are 87 g CO₂ equiv./MJ while for petrol they are 85 g CO₂ equiv./MJ. On the other hand, bioethanol from BMW offers a significant GHG saving potential over petrol. For a biogenic carbon content of 95%, the life cycle GHG emissions from bioethanol are 6.1 g CO₂ equiv./MJ which represents a saving of 92.5% compared to petrol. In comparison, bioethanol from UK wheat saves 28% of GHG while that from Brazilian sugar cane – the best performing bioethanol with respect to GHG emissions – saves 70%. If the biogenic carbon of the BMW feedstock exceeds 97%, the bioethanol system becomes a carbon sequester. For instance, if waste paper with the biogenic carbon content of almost 100% and a calorific value of 18 MJ/kg is converted into bioethanol, a saving of 107% compared to petrol could be achieved. Compared to paper recycling, converting waste paper into bioethanol saves 460 kg CO₂ equiv./t waste paper or eight times more than recycling.     

Toxic releases from paper made with recovered wastepaper versus virgin wood fiber: A research note

Toxic Release Inventory (TRI) data were used to compare average releases (kilograms per metric ton) of paper mills using primarily recovered wastepaper versus mills using primarily virgin wood fiber. Annual releases, for 79 mills, of chlorine, chlorine dioxide, chloroform, acids (hydrochloric and sulfuric), volatile organics (methyl ethyl ketone, methanol, and acetone), and ammonia were compared over the years 1987–1992. Both types of mills reported generally lower toxic releases in 1992 than in 1987; however, toxic releases in all categories were significantly lower from mills using recovered wastepaper than from mills using virgin wood fiber, strongly demonstrating that recycling has added benefits beyond reduced resource consumption. These results suggest that environmental policy should concentrate as much on increasing demand for recycled paper and developing wastepaper collection infrastructure as it does on end-of-pipe pollution abatement.     

Lithium availability in the EU27 for battery-driven vehicles: The impact of recycling and substitution on the confrontation between supply and demand until2050

The adverse impacts of climate change are widely recognized as well as the importance of the mitigation of carbon dioxide (CO₂). Battery driven vehicles are expected to have a bright future, since GHG emissions can be reduced. Lithium-ion (Li-ion) batteries appear to be the most promising, due to their high energy density. Recently, the discussion concerning adequate lithium carbonate (Li₂CO₃) resources is resolved. The current challenge is the needed increase in flow rate of Li₂CO₃ into society to foresee in forecasted demand. This research determines ten factors which influence the availability of Li-ion batteries for the EU27 in the coming decades. They are used in a system dynamics analysis. The results of this research show that undersupply can be expected in the EU27 until 2045 somewhere between 0.5 Mt and 2.8 Mt. Substitution of Li₂CO₃ in other end-use markets and recycling can relieve the strain on Li₂CO₃ supply to some extent. In 2050, 20% of the vehicle fleet in the EU27 can be battery electric vehicles (BEVs). The lack of resources in the EU27 and the geographical distribution of lithium in politically sensitive areas suggest that the shares of lithium available for the EU27 will be less than assumed in this research. The increase in flow rate shows to be the bottle-neck for a transition to (partly) battery driven vehicles in the EU27, at least when Li-ion batteries are used. Focusing on large-scale application of BEVs with Li-ion batteries in order to substantially mitigate CO₂ emissions in transport is a futile campaign.     

Electronic waste recycling: A review of U.S. infrastructure and technology options

The useful life of consumer electronic devices is relatively short, and decreasing as a result of rapid changes in equipment features and capabilities. This creates a large waste stream of obsolete electronic equipment, electronic waste (e-waste).Even though there are conventional disposal methods for e-waste, these methods have disadvantages from both the economic and environmental viewpoints. As a result, new e-waste management options need to be considered, for example, recycling. But electronic recycling has a short history, so there is not yet a solid infrastructure in place.In this paper, the first half describes trends in the amount of e-waste, existing recycling programs, and collection methods. The second half describes various methods available to recover materials from e-waste. In particular, various recycling technologies for the glass, plastics, and metals found in e-waste are discussed. For glass, glass-to-glass recycling and glass-to-lead recycling technologies are presented. For plastics, chemical (feedstock) recycling, mechanical recycling, and thermal recycling methods are analyzed. Recovery processes for copper, lead, and precious metals such as silver, gold, platinum, and palladium are reviewed. These processes are described and compared on the basis of available technologies, resources, and material input–output systems.     

Use of Life Cycle Assessment in Environmental Management

The aim of this paper is to demonstrate how life cycle assessment (LCA) can be used to develop strategic policies that can lead to a minimization of the environmental burden resulting from the provision of services or the manufacture, use, and disposal of products within the economy. We accomplish this aim by presenting a case study that evaluates the greenhouse gas contributions of each stage in the life cycle of containerboard packaging and the potential impact on emissions of various policy options available to decision-makers. Our analysis showed that, in general, the most useful strategy was to recycle the used packaging. However, our analysis also indicated that when measures are taken to eliminate sources of methane emissions, then recycling is no longer beneficial from a greenhouse perspective. This is because the process energy required in the form of gas and electricity is substantially greater for containerboard manufactured from recycled material than it is for virgin fiber.