Economies of scale for future lithium-ion battery recycling infrastructure

While lithium-ion battery (LIB) technology has improved substantially to achieve better performance in a wide variety of applications, this technological progress has led to a diverse mix of batteries in use that ultimately require waste management. Development of a robust end-of-life battery infrastructure requires a better understanding of how to maximize the economic opportunity of battery recycling while mitigating the uncertainties associated with a highly variable waste stream. This paper develops and applies an optimization model to analyze the profitability of recycling facilities given current estimates of LIB technologies, commodity market prices of materials expected to be recovered, and material composition for three common battery types (differentiated on the basis of cathode chemistry). Sensitivity analysis shows that the profitability is highly dependent on the expected mix of cathode chemistries in the waste stream and the resultant variability in material mass and value. The potential values of waste streams comprised of different cathode chemistry types show a variability ranging from $860 per ton¹ for LiMn₂O₄ cathode batteries to $8900 per ton for LiCoO₂ cathode batteries. In addition, these initial results and a policy case study can also help to promote end-of-life management and relative policymaking for spent LIBs.     

Technological behaviour and recycling potential of spent foundry sands in clay bricks

The feasibility of recycling spent foundry sand in clay bricks was assessed in laboratory, pilot line and industrial trials, using naturally occurring sand as a reference. Raw materials were analyzed by X-ray fluorescence, X-ray diffraction, particle size distribution, and leaching and combined to produce bodies containing up to 35% wt. sand. The extrusion, drying and firing behaviour (plasticity, drying sensitivity, mechanical strength, bulk density, water absorption, and shrinkage) were determined. The microstructure, phase composition, durability and leaching (EN 12457, granular materials, end-life step, European Waste Landfill Directive; NEN 7345, monolithic materials, use-life step, Dutch Building Material Decree) were evaluated for bricks manufactured at optimal firing temperature. These results demonstrate that spent foundry sand can be recycled in clay bricks. There are no relevant technological drawbacks, but the feasibility strongly depends on the properties of the raw materials. Spent foundry sand may be introduced into bricks up to 30% wt. Most of the hazardous elements from the spent foundry sand are inertized during firing and the concentrations of hazardous components in the leachates are below the standard threshold for inert waste category landfill excepting for chromium and lead; however, their environmental risk during their use-life step can be considered negligible.     

Ecotoxicity assessment of slag generated in the process of recycling lead from waste batteries

The aim of this study was to evaluate the possible toxicity of the leachate produced by the residues generated in the process of recycling lead from waste batteries. These residues are slag, which once formed, is characterised by its content in ferrous sulphide, sodium carbonate as well as residual coke from the process. It also contains, as minor components, lead and other heavy metals. The slag was stored and watered periodically over a period of 6 months, its composition changing until finally becoming inert, with no exothermal activity. The slag was leached, and its ecotoxicity was determined by means of the bioluminescence test, along with its content in heavy metals. The results obtained indicate a greater degree of toxicity in the residues with a shorter storage period than the established one, and which were therefore still in the phase of decomposition. However, in the samples taken on completing 6 months of storage, the EC₅₀ value of the leachate was found to be higher than 3000 mg/l. Hence, a storage period under suitable environmental conditions which leads to inactivity of the residue as well as a decrease in its ecotoxicity, is considered absolutely essential. At the same time, a direct relationship was observed between the lead content and the ecotoxicity value.     

Marginal recycling: place and informal recycling in St. John's,Newfoundland

Informal recycling networks are systems through which impoverished populations earn money and residents recycle waste which might otherwise go into a landfill. These networks, in which people voluntarily self-organise to collect recyclables, occur throughout the world. This article discusses results of an exploratory, qualitative study of one such network in St. John's, Newfoundland and Labrador which identifies motivational characteristics of the network and their implications for public policy. Through close attention to particularities of place, the research identified community interaction and community inclusion as two of the most active motivating factors within the studied network. The findings suggest public recycling programmes can increase public participation through greater attention to place-based motivational factors. Such participation could contribute to increased sustainability and reach of recycling programmes.     

Reasons for non-participation in a kerbside recycling scheme

In this article potential barriers to recycling are explored within a UK community of approximately 8000 households that are piloting a kerbside paper recycling scheme. All 1690 non-users of the scheme were surveyed for their decisions not to participate. A 43% response rate was generated from the survey and the reasons given by householders were coded into 12 categories. The main reasons for non-participation included insufficient paper and lack of space in which to locate the recycling bin. 62% of the non-participants reported that they were recycling paper using other facilities such as local bring schemes and charity collections. Strategies to increase participation in the kerbside scheme are suggested.     

Economic and policy instrument analyses in support of the scrap tire recycling program in Taiwan

Understanding the cost-effectiveness and the role of economic and policy instruments, such as the combined product tax-recycling subsidy scheme or a tradable permit, for scrap tire recycling has been of crucial importance in a market-oriented environmental management system. Promoting product (tire) stewardship on one hand and improving incentive-based recycling policy on the other hand requires a comprehensive analysis of the interfaces and interactions in the nexus of economic impacts, environmental management, environmental valuation, and cost-benefit analysis. This paper presents an assessment of the interfaces and interactions between the implementation of policy instruments and its associated economic evaluation for sustaining a scrap tire recycling program in Taiwan during the era of the strong economic growth of the late 1990s. It begins with an introduction of the management of the co-evolution between technology metrics of scrap tire recycling and organizational changes for meeting the managerial goals island-wide during the 1990s. The database collected and used for such analysis covers 17 major tire recycling firms and 10 major tire manufacturers at that time. With estimates of scrap tire generation and possible scale of subsidy with respect to differing tire recycling technologies applied, economic analysis eventually leads to identify the associated levels of product tax with respect to various sizes of new tires. It particularly demonstrates a broad perspective of how an integrated econometric and engineering economic analysis can be conducted to assist in implementing policy instruments for scrap tire management. Research findings indicate that different subsidy settings for collection, processing, and end use of scrap tires should be configured to ameliorate the overall managerial effectiveness. Removing the existing boundaries between designated service districts could strengthen the competitiveness of scrap tires recycling industry, helping to reduce the required levels of product tax and subsidy. With such initial breakthroughs at hand to handle the complexity of scrap tire recycling technologies, there remains unique management and policy avenues left to explore if a multi-dimensional solution is to be successful in the long run.     

Convenience improves composting and recycling rates in high-density residential buildings

Increasing volumes of solid waste, implicated in environmental pollution and health problems, are central to the current environmental crisis. In two randomized field experiments, we demonstrate that convenience dramatically boosts recycling and composting rates in multi-family dwellings and university residences. When compost bins were placed on each floor in a multi-family residence, instead of on the ground floor, composting rates increased by 70%, diverting 27 kilograms of compost from the landfill per unit per year. When recycling stations were placed just meters from suites in student residences, instead of in the basement, recycling increased by 147% (container), and 137% (paper), and composting increased by 139%, diverting 23, 22, and 14 kilograms of containers, paper, and compost, respectively, from the landfill per person per year. Simply making recycling and composting convenient can significantly increase waste diversion, and as such this single intervention has important implications for waste management and environmental policy.     

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.     

Determining advanced recycling fees and subsidies in "E-scrap" reverse supply chains

Primarily due to environmental concerns and legislative mandates, the disposition of end-of-life (EOL) electronics products has attracted much attention. Advanced recycling fees (ARFs) and government subsidies may play important roles in encouraging or curtailing the flows of recycled items. We present a Stackelberg-type model to determine ARFs and socially optimal subsidy fees in decentralized reverse supply chains where each entity independently acts according to its own interests. The model consists of one leader (the government) and two followers (a group of manufacturers, importers, and sellers (MISs) and a group of recyclers). To maximize social welfare, the government determines the ARFs paid by MIS and the subsidy fees for recyclers when MIS sells new products and recyclers process EOL products. We find that MIS and recyclers behave at the equilibrium status by choosing optimal selling quantity in the market and optimal reward money for customers bringing EOL products to recyclers. Under this approach the two fees achieve the maximum of social welfare at the equilibrium status, while both MIS and recyclers gain the maximum of profits. For comparative purposes, we also develop a conceptual model describing the current practice by which ARFs and the subsidy fees are determined on the basis of fund balance between revenues and costs along with recycling operations. We conclude that our results outperform current practice.     

Automobile recycling in the United States: Energy impacts and waste generation

Changes in the trends in the material composition of domestic and imported automobiles and the increasing cost of landfilling the non-recyclable portion of automobiles (automobile shredder residue or ASR) pose questions about the future of automobile recycling in the United States. In response to these challenges, new and innovative approaches to automobile recycling are being developed. This paper presents the findings of a recent study to examine the impacts of these changes on the life cycle energy consumption of automobiles and on the quantity of waste that must be disposed of. Given the recycle status quo, trends in material composition and the viability of recycling the non-metallic components of the typical automobile are of secondary importance when compared to the energy consumed during the life of the automobile. The energy savings resulting from small changes in the fuel efficiency of a vehicle overshadow potential energy losses associated with the adoption of new and possibly non-recyclable materials. Under status quo conditions, the life cycle energy consumed by the typical automobile is projected to decrease from 599 million Btus in 1992 to 565 million Btus in 2000. Energy consumed during the manufacture of the typical car will increase from about 120 to 140 million Btus between 1992 and 2000, while energy used during vehicle operation will decrease from 520 to 480 million Btus. This study projects that energy saved at the recycle step will increase from 41 million Btus in 1992 to 55 million Btus in 2000. This study also investigated the energy impacts of several potential changes to the recycle status quo, including the adoption of technologies to retrieve the heat value of ASR by incineration and the recycle of some or all thermoplastics in the typical automobile. The study estimates that under optimistic conditions —i.e., the recycling of all thermoplastics and the incineration with heat recovery of all remaining ASR —about 8 million Btus could be saved per automobile —i.e., an increase from about 55 to 63 million Btus. In the more realistic scenario —i.e., the recycling of easy-to-remove thermoplastic components (bumper covers and dash-boards) —the potential energy savings are about 1 million Btus per vehicle. It is estimated that the annual quantity of ASR in the United States could be reduced from about 5 billion pounds to as little as 1 billion pounds of ash if all ASR is incinerated. Alternatively, ASR quantity could be reduced to about 4 billion pounds if all thermoplastics in automobiles are recycled. However, in the case of recycling only thermoplastic bumper covers and dashboards, the quantity of ASR would be reduced by only 0.2 billion pounds. A significant reduction or increase in the size of the ASR waste stream will not in itself have a large impact on the solid waste stream in the United States.     

“十二五”期间我国环境法治建设存在的问题浅探

环境问题是我国当今最重要的民生问题,目前,损害人民群众利益的环境污染问题愈演愈烈,人们寄希望环境法治,然而,当前的环境法治建设存在诸多的弊端,本文探讨了我国环境法治建设中的一些问题,并提出了对策建议。     

Electronic labelling in recycling of manufactured articles

The concept of a recycling system aiming at the recovery of resources from manufactured articles is proposed. The system integrates electronic labels for product identification and internet for global data exchange. A prototype for the recycling of electric motors has been developed, which implements a condition-based recycling decision system to automatically select the environmentally and economically appropriate recycling strategy, thereby opening a potential market for second-hand motors and creating a profitable recycling process itself. The project has been designed to evaluate the feasibility of electronic identification applied on a large number of motors and to validate the system in real field conditions.     

Public understanding and its effect on recycling performance in Hampshire and Milton Keynes

Improving the recycling rate might be the primary aim of ‘recycling targets’, but good diversion from disposal can be achieved in different ways. Public participation is obviously critical to success; however it is not just how many people participate, but how well they do so, that is important. Analysis of public attitude research gave insight into how effectively recyclers were participating, and examined levels of public understanding. These were correlated with design parameters and publicity and education strategies to try to identify aspects of successful schemes that led to high quality of participation.     

Location set covering for waste resource recycling centers in Taiwan

The efficiency of Taiwan's waste management and resource recycling systems has been well recognized in recent years, but the present model used to locate recycling centers and to assign collection depots to those centers continues to show low efficiency. To address this issue, the study herein suggests implementing a new location-planning and assignment model to reduce the number of existing recycling centers. Such a reduction would reduce the use of land resources. Moreover, the total transportation distance would decrease through the efficient assignment of collection depots to recycling centers. On the basis of results from previous studies, this study proposes a 2-stage location set covering problem-P-median integrated model that obtains exact solutions using heuristic algorithms on the basis of set operations. The results of numerical analyses show that the model introduced in this study is effective in solving the problems stated above as well as in improving the layout of Taiwan's existing recycling centers.     

Development pattern and enhancing system of automotive components remanufacturing industry in China

Along with the increasing number of automotive output and End-of-Life vehicles (ELVs) in China, resources shortage and environmental pollution are aggravating, so the tremendous need to reuse automotive components gives birth to the industry. The Chinese government becomes to realize that it is necessary to build a conservation-oriented and environment-friendly harmonious society. As the ultimate form of recycling, remanufacturing will be an effective method to promote the development of Chinese circular economy. The automotive remanufacturing industry in China is just at the preliminary stage, this paper presents some problems before remanufacturing, during remanufacturing and after remanufacturing, and then it points out several barriers, such as restrictive policies and regulations, consumer acceptance, scarcity of technologies, etc. Like many other developed countries, Chinese remanufacturing industry will also experience the primary stage, growth stage and developed stage. while the emphasis of resources input will not be the same. By analyzing the resources input characteristics at different development stages, three development patterns, such as the Government Incenting Pattern, Technology Driving Pattern and Market Leading Pattern, are put forward. At present, the cooperation of the government, industry, universities and research institutes, etc, will jointly construct the enhancing system of automotive components remanufacturing industry in China. Finally, it concludes with a summary and some suggestions in the field.     

Use of recycled natural fibres in industrial products: A comparative LCA case study on acoustic components in the Brazilian automotive sector

This paper summarizes the results and the lessons learnt from an LCA case study comparing acoustic automotive components. Three alternative acoustic components produced by the Brazilian automotive sector are considered: dual-layer polyurethane (DL-PU) panel, recycled textile absorption-barrier-absorption (ABA-cotton) panel and recycled textile DL (DL-cotton) panel. DL-PU is a “status-quo” alternative, composed mainly of synthetic plastics and the two other alternatives are mainly made of recycled cotton fibres. Using the Life Cycle Assessment (LCA) method, the three following phases of the panels’ life cycle are examined: production, use and end-of-life. For the latter, two end-of-life scenarios are analysed: landfill and incineration with energy recovery. For the LCA model, some Life Cycle Inventory (LCI) datasets have been adapted from the data available in the EcoInvent database in order to adjust to the Brazilian context. LCA results show that, within the entire life cycle, the DL-cotton option, which combines two layers of recycled fibres of different densities, is overall the best alternative from an environmental perspective. This result is therefore independent from the end-of-life scenario. This is mainly due to the lower weight of this component, which is extremely important for the transportation aspects, but also due to its lower consumption of fossil resources, to the energy saving during its production and to the avoidance of textile disposal that would happen otherwise. The obtained results confirm the available literature dealing with the use of renewable fibres in industrial products. The particular behaviour of recycled fibres compared to virgin ones (in terms of shared contribution of agricultural production and of avoidance of landfilling) is highlighted in this paper, thanks to the application of the “50/50” allocation rule. LCA results are discussed in terms of their potential use in an R&D context. Further research needs are also derived from the case study, including the potential benefits of developing multi-objective optimization methods that include environmental impact to be used in the design of such a component.     

Environmental injustice of informal e-waste recycling in Agbogbloshie-Accra: urban political ecology perspective

This paper provides additional empirical knowledge of injustice embedded in the urban governance of informal-sector electronic waste (e-waste) recycling in Ghana. It uses Urban Political Ecology and Environmental Justice perspectives to explain how divergent interest and power among diverse actors in the e-waste sector engender social and environmental (in)justice in Accra. Using the case study approach, this paper reveals that the persistent struggles over interest and power which characterise the governance and management of informal e-waste recycling generate inequity, false accusations, misrecognition, disrespect, devaluation, neglect, exclusion, and abuse of freedom and rights. Inclusive of the finding is the development of local resistance and social movement in defence of interests and against state aggression, oppression, domination and neglect. The study concludes to suggest that the governance of urban socio-economic and ecological space of Accra should involve coordination, participation, holistic inclusion of diverse interest, so as to minimise trade-offs and reap synergies.     

Mass communication and pro-environmental behaviour: waste recycling in Hong Kong

Treatment of domestic waste has been one of the major environmental problems in Hong Kong. The Government has a stated policy to advocate the minimization of waste disposal through the encouragement of waste reduction, re-use and recycling. The current study applies Ajzen's theory of planned behaviour to predict behavioural intention and actual behaviour of voluntary use of waste recycling receptacles. A systematic random sample of 173 household members in a public housing estate were interviewed. The results indicated that attitude was the major factor in predicting behavioural intention, followed by behavioural control and social norms. Attitude, subjective norm and perceived control together explained 44% of the variance of behavioural intention. Perception of mass media as a major source of subjective norm was first introduced and tested. Mass communication stood out as one of the major sources of influence in establishment of subjective norms. The study has the implication that more publicity messages should be put on the mass media to promote green behaviours.     

Trade and recycling of used tyres in Western and Eastern Europe

Truck tyres can cause significant environmental pressure through the life cycle. The main aim of this paper is investigate to what extent international policy measures on foreign trade, international recycling and harmonisation of legislation can contribute in effectively reducing environmental pressure caused in the truck tyre life cycle. A two-region simulation model, representing Western and Eastern Europe, is developed that integrates the complete life cycle, incorporates environmental impacts in its economic analysis, is technically dynamic by accounting for learning-by-doing effects, and allows for variations in trade of new and old truck tyres. In this study the economic, environmental and social effectiveness of harmonisation and trade measures in the European life cycle for truck tyre is tested. Several conclusions can be drawn from the model simulations. First, the environmental effects caused by the trade of used tyres from Western to Eastern Europe are of limited impact on the overall environmental damage caused by truck tyres. The consumption stage is by far the main contributor to environmental damage. Within the marginal analysis of trade, harmonisation of disposal fees illustrated to generate very limited positive results. The private and external costs in the solid waste management (SWM) stage are too limited to have a notable impact on the overall configuration of the European tyre life cycle. The introduction of strict laws on tread depth in Eastern Europe has a much stronger impact on material flows than the harmonisation scenario. This suggests that domestic policy measures should be the primarily focus on interventions in this stage of the life cycle, for instance, by improving the management of tyre pressure. Because trade of used tyres has little impact on the consumption stage, this issue should not get priority in European environmental programs.     

Why recycle? A comparison of recycling motivations in four communities

Four Illinois communities with different sociode-mographic compositions and at various stages of planning for solid waste management were surveyed to determine the influence of sociodemographic variables and planning stages on the factors that motivate recycling behavior. A factor analysis of importance ratings of reasons for recycling and for not recycling yielded five factors interpreted as altruism, personal inconvenience, social influences, economic incentives, and household storage. The four communities were shown to be significantly different in multivariate analyses of the five motivational factors. However, attempts to explain these community differences with regression analyses, which predicted the motivational factors with dummy codes for planning stages, a measure of self-reported recycling behavior, and sociodemographic measures were unsatisfactory. Contrary to expectation, the solid waste management planning stages of the cities (curbside pickup, recycling dropoff center, and planning in progress) contributed only very slightly to the prediction of motivational factors for recycling. Community differences were better explained by different underlying motivational structures among the four communities. Altruistic reasons for recycling (e.g., conserving resources) composed the only factor which was similar across the four communities. This factor was also perceived to be the most important reason for recycling by respondents from all four communities. The results of the study supported the notion that convenient, voluntary recycling programs that rely on environmental concern and conscience for motivation are useful approaches to reducing waste.