Leachability of automotive shredder residues burned in a fluidized bed system

Utilization of Fly Ashes from Fluidized Bed Combustion: A Review

Traditionally fly ash is thought to be glassy, spherical particle originating from pulverized coal combustion (PCC) at temperature up to 1700 °C. However, nowadays fluidized bed combustion (FBC) technology is spreading quickly around the world as it is an efficient and environmentally friendly method. FBC is also able to utilize mixtures of low-grade solid fuels (e.g., coal, lignite, biomass, and waste) that have fluctuating quality, composition, and moisture contents. However, this leads to a high variation in the produced fly ash quality, unlike PCC fly ash, and hence challenges when attempting to utilize this fly ash. In this study, the utilization of fluidized bed combustion fly ash (FBCFA) was reviewed using the Scopus database. The most promising utilization target for FBCFA from biomass combustion is as a fertilizer and soil amendment. In construction, the FBCFA from various fuels is utilized as cement replacement material, in non-cement binders, as lightweight aggregates and cast-concrete products. Other types of construction applications include mine backfilling material, soil stabilizer, and road construction material. There are also other promising applications for FBCFA utilization, such as catalysts support material and utilization in waste stabilization.

Waste conversion into high-value ceramics: Carbothermal nitridation synthesis of titanium nitride nanoparticles using automotive shredder waste

Environmental concern about automotive shredder residue (ASR) has increased in recent years due to its harmful content of heavy metals. Although several approaches of ASR management have been suggested, these approaches remain commercially unproven. This study presents an alternative approach for ASR management where advanced materials can be generated as a by-product. In this approach, titanium nitride (TiN) has been thermally synthesized by nitriding pressed mixture of automotive shredder residue (ASR) and titanium oxide (TiO₂). Interactions between TiO₂ and ASR at non-isothermal conditions were primarily investigated using thermogravimetric analysis (TGA) and differential scanning calorimetry. Results indicated that TiO₂ influences and catalyses degradation reactions of ASR, and the temperature, at which reduction starts, was determined around 980 °C. The interaction between TiO₂ and ASR at isothermal conditions in the temperature range between 1200 and 1550 °C was also studied. The pressed mixture of both materials resulted in titanium nitride (TiN) ceramic at all given temperatures. Formation kinetics were extracted using several models for product layer diffusion-controlled solid-solid and solid-fluid reactions. The effect of reactants ratio and temperature on the degree of conversion and morphology was investigated. The effect of reactants ratio was found to have considerable effect on the morphology of the resulting material, while temperature had a lesser impact. Several unique structures of TiN (porous nanostructured, polycrystalline, micro-spherical and nano-sized structures) were obtained by simply tuning the ratio of TiO₂ to ASR, and a product with appreciable TiN content of around 85% was achieved after only one hour nitridation at 1550 °C.

Preliminary investigation on the thermal conversion of automotive shredder residue into value-added products: Graphitic carbon and nano-ceramics

Large increasing production volumes of automotive shredder residue (ASR) and its hazardous content have raised concerns worldwide. ASR has a desirable calorific value, making its pyrolysis a possible, environmentally friendly and economically viable solution. The present work focuses on the pyrolysis of ASR at temperatures between 950 and 1550°C. Despite the high temperatures, the energy consumption can be minimized as the decomposition of ASR can be completed within a short time. In this study, the composition of ASR was investigated. ASR was found to contain about 3% Ti and plastics of high calorific value such as polypropylene, polyethylene, polycarbonate and polyurethane. Based on thermogravimetric analysis (TGA) of ASR, the non-isothermal degradation kinetic parameters were determined using Coats-Redfern's and Freeman and Carroll methods. The evolved gas analysis indicated that the CH4 was consumed by the reduction of some oxides in ASR. The reduction reactions and the presence of Ti, silicates, C and N in ASR at 1550°C favor the formation of specific ceramics such as TiN and SiC. The presence of nano-ceramics along with a highly-crystalline graphitic carbon in the pyrolysis residues obtained at 1550°C was confirmed by scanning electron microscopy (SEM), X-ray powder diffraction (XRD) and Raman imaging microscope (RIM) analyses.

Automotive shredder residue (ASR) management: An overview

On the basis of statistical data, approximately 6.5 million tons of ELVs were produced in Europe in 2011. ELVs are processed according to a treatment scheme comprising three main phases: depollution, dismantling and shredding. The ferrous fraction represents about 70-75% of the total shredded output, while nonferrous metals represent about 5%. The remaining 20-25% is referred to as automotive shredder residue (ASR). ASR is largely landfilled due to its heterogeneous and complex matrix. With a start date of January 1st 2015, the European Directive 2000/53/EC establishes the reuse and recovery of a minimum of 95% ELV total weight. To reach these targets various post-shredder technologies have been developed with the aim of improving recovery of materials and energy from ASR. In order to evaluate the environmental impacts of different management options of ELVs, the life cycle assessment (LCA) methodology has been applied taking into account the potential implication of sustainable design of vehicles and treatment of residues after shredding of ELVs. Findings obtained reveal that a combination of recycling and energy recovery is required to achieve European targets, with landfilling being viewed as the least preferred option. The aim of this work is to provide a general overview of the recent development of management of ELVs and treatment of ASR with a view to minimizing the amount of residues disposed of in landfill.

Pollution control and metal resource recovery for low grade automobile shredder residue: a mechanism, bioavailability and risk assessment

Automobile shredder residue (ASR) is considered as hazardous waste in Japan and European countries due to presence of heavy metals. This study was carried on the extraction characteristics of heavy metals (Mn, Fe, Ni, and Cr) from automobile shredder residue (ASR). The effects of pH, temperature, particle size, and liquid/solid ratio (L/S) on the extraction of heavy metals were investigated. The recovery rate of Mn, Fe, Ni, and Cr increased with increasing extraction temperature and L/S ratio. The lowest pH 2, the highest L/S ratio, and the smallest particle size showed the highest recovery of heavy metals from ASR. The highest recovery rates were in the following order: Mn > Ni > Cr > Fe. Reduction of mobility factor for the heavy metals was observed in all the size fractions after the recovery. The results of the kinetic analysis for various experimental conditions supported that the reaction rate of the recovery process followed a second order reaction model (R(2) ⩾ 0.95). The high availability of water-soluble fractions of Mn, Fe, Ni, and Cr from the low grade ASR could be potential hazards to the environment. Bioavailability and toxicity risk of heavy metals reduced significantly with pH 2 of distilled water. However, water is a cost-effective extracting agent for the recovery of heavy metals and it could be useful for reducing the toxicity of ASR.

On the ASR and ASR thermal residues characterization of full scale treatment plant

In order to obtain 85% recycling, several procedures on Automotive Shredder Residue (ASR) could be implemented, such as advanced metal and polymer recovery, mechanical recycling, pyrolysis, the direct use of ASR in the cement industry, and/or the direct use of ASR as a secondary raw material. However, many of these recovery options appear to be limited, due to the possible low acceptability of ASR based products on the market. The recovery of bottom ash and slag after an ASR thermal treatment is an option that is not usually considered in most countries (e.g. Italy) due to the excessive amount of contaminants, especially metals. The purpose of this paper is to provide information on the characteristics of ASR and its full-scale incineration residues. Experiments have been carried out, in two different experimental campaigns, in a full-scale tyre incineration plant specifically modified to treat ASR waste. Detailed analysis of ASR samples and combustion residues were carried out and compared with literature data. On the basis of the analytical results, the slag and bottom ash from the combustion process have been classified as non-hazardous wastes, according to the EU waste acceptance criteria (WAC), and therefore after further tests could be used in future in the construction industry. It has also been concluded that ASR bottom ash (EWC - European Waste Catalogue - code 19 01 12) could be landfilled in SNRHW (stabilized non-reactive hazardous waste) cells or used as raw material for road construction, with or without further treatment for the removal of heavy metals. In the case of fly ash from boiler or Air Pollution Control (APC) residues, it has been found that the Cd, Pb and Zn concentrations exceeded regulatory leaching test limits therefore their removal, or a stabilization process, would be essential prior to landfilling the use of these residues as construction material.

Automotive shredder residue (ASR): reviewing its production from end-of-life vehicles (ELVs) and its recycling, energy or chemicals' valorisation

ASR is in Europe classified as hazardous waste. Both the stringent landfill legislation and the objectives/legislation related to ELV treatment of various countries, will limit current landfilling practice and impose an increased efficiency of the recovery and recycling of ELVs. The present paper situates ASR within the ELV context. Primary recovery techniques recycle up to 75% of the ELV components; the remaining 25% is called ASR. Characteristics of ASR and possible upgrading by secondary recovery techniques are reviewed. The latter techniques can produce a fuel- or fillergrade ASR, however with limitations as discussed. A further reduction of ASR to be disposed of calls upon (co-)incineration or the use of thermo-chemical processes, such as pyrolysis or gasification. The application in waste-to-energy plants, in cement kilns or in metallurgical processes is possible, with attention to the possible environmental impact: research into these impacts is discussed in detail. Pyrolysis and gasification are emerging technologies: although the sole 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.