Washing treatment of automotive shredder residue (ASR)

Pyrolysis of Automotive Shredder Residue (ASR): Thermogravimetry, In-Situ Synchrotron IR and Gas-Phase IR of Polymeric Components

This article reports the characterisation of pyrolysis of automotive shredder residue using in situ synchrotron IR, gas-phase IR, and thermal analyses to explore if the automotive shredder residue can be converted into value-added products. When heating to ~600 °C at different heating rates, thermal analyses suggested one- to two-stage pyrolysis. Transformations in the first stage, at lower temperatures, were attributed to the degradation of carbonyl, hydroxyl, or carboxyl functional stabilisers (aldehyde and ether impurities, additives, and stabilisers in the ASR). The second stage transformations, at higher temperatures, were attributed to the thermal degradation of the polymer char. Simultaneous thermal analyses and gas-phase IR spectroscopy confirmed the evolution of the gases (alkanes (CH4), CO2, and moisture). The synchrotron IR data have demonstrated that a high heating rate (such as 150 °C/min) results in an incomplete conversion of ASRs unless sufficient time is provided. The thermogravimetry data fit the linearised multistage kinetic model at different heating rates. The activation energy of reactions varied between 24.98 and 124.94 kJ/mol, indicating a surface-controlled reaction exhibiting high activation energy during the initial stages and a diffusion and mass transfer control showing lower activation energy at the final stages. The corresponding frequency factors were in the range of 3.34 × 1013-5.68 × 101 mg-1/min for different pyrolysis stages. The evolution of the functional groups decreased with an increase in the heating rate.

Washing of residues from the circular economy prior to sustainable landfill: Effects on long-term impacts

Sustainable landfill continues to play a fundamental role in closing the loop of residual materials of the circular economy. The sustainable landfill relies on both pretreatments and in situ treatments to stabilize the residual waste and immobilize the contaminants, achieving the final storage quality (FSQ) within one generation (typically 30 years). The aim of the study was to investigate the efficiency of the waste washing pretreatment in reducing the waste leaching fraction prior to landfilling, and in decreasing the time needed to reach the FSQ. A laboratory scale washing test was performed on three different kinds of residues from municipal solid waste treatment, usually landfilled: residues sieved from separately collected bio-waste (RB); residues sieved from compost (RC); and residues sieved from mixed waste treatment-plastic line (RP). Column landfill simulation tests were performed to predict and compare the landfill long-term emissions of both washed and raw residues. The results revealed that the washing pretreatment significantly reduced the leachable fraction of contaminants, decreasing the time needed to reach the chemical oxygen demand and ammonia FSQ limits. However, RP residue was the only one respecting the FSQ limits within 30 years.

Model predicting social acceptance behavior to implement ELV policy: Exploring the role of knowledge toward ELV policy on social acceptance in Malaysia

Effective management of end-of-life vehicles (ELVs) represents a sound strategy to mitigate global climate change. ELVs are contaminants that pollute water, air, soil, and landscape. This waste flow must be adequately treated, but no proper rule oversees the disposal of ELV waste in Malaysia. This study aims to determine the extent of implementing the ELV policy and the social readiness in implementing environmentally friendly ELV disposal in Malaysia. The questionnaire seeks public input on critical ELV concerns such as public perception of the phenomena, environmental and safety standards, and recycling and treatment facilities. This research uses a cross-sectional design with 448 respondents in the survey. Fit models in structural equation modeling are evaluated using a variety of goodness-of-fit indicators to ensure an actual hypothesis. This study's advantages include the availability of representative samples and allowing for comparable and generalizable conclusions to larger communities throughout Malaysia. It is found that personal experience is significantly correlated with social readiness. The cause of ELV vehicles knowledge was the vital mediator, along with recycling costs knowledge. Thus, knowledge regarding ELV management costs is the most decisive mediation variable to predict public acceptance. The recommended strategy to reduce resentment and rejection of ELV policy is to disseminate information about the negative ELV impact on environmental and social sustainability.

Evaluation of automotive shredder residues (ASR) landfill behavior through lysimetric and traditional leaching tests

With regards to European waste catalog, automotive shredder residues (ASR) can be classified both as a hazardous or non-hazardous waste according to its hazardous properties (H1-H14). It is thus important to carry out an adequate chemical-physical characterization to identify the presence and concentration of those substances able to give, to this extremely heterogeneous material, the hazardousness character of. The issue of waste characterization, to identify the proper site for appropriate waste disposal, is based, according to the relevant laws, to the use of leaching tests. The analysis of the potential effects of landfilled waste in laboratory, however, run into several difficulties in reproducing phenomena depending both on the characteristics of small, heterogeneous quantity of waste and on the local boundary conditions. These difficulties are much more significant as the waste is heterogeneous at the small scale of the laboratory. This is one of the main problems often leading to scattered results even when starting from the same waste parcel. Present research aimed to overcome the above-mentioned difficulties deriving from waste heterogeneity and was based on a lysimetric simulation. Experimentation with lysimeter has shown it effectiveness in the comparison between leachate from the lysimeter and an ASR landfill leachate, from which similar distribution of metal mass ratios, close values for both BOD₅ and COD, as well as the absence in both the fluids of organochlorinated compounds, emerge.

Meeting EU ELV targets: Pilot-scale pyrolysis automotive shredder residue investigation of PAHs, PCBs and environmental contaminants in the solid residue products

The EU's publication of the 2017 End-of-Life Vehicle Recycling and Recovery results reported that the UK failed to meet its targets. The Commission's data showed that the UK only achieved a rate of 94.1% falling short of the 95% target. The treatment of automotive shredder residue (ASR) using pyrolysis technologies offers a potential solution to this shortfall. The pyrolysis products could contribute to the target as well as supporting the circular economy package. However, there are questions about their hazardous nature and whether they qualify as secondary products. ASR, from a commercial plant, was processed through a pilot-scale pyrolysis unit, which separated the char into two fractions: coarse ≥0.1 mm and fine ≤0.1 mm. These were chosen as potential commercial products. Chars were produced from two processing temperatures of 800 and 1000 °C. These temperatures maximise gas production and produce the best "quality" char in terms of limiting organic contamination. It was found that the toxicity of the chars changed with both processing temperature and size fraction; with the maximum total PAHs concentration in the fine fraction at 800 °C. The coarse fractions were shown to be non-hazardous. It is suggested that some form of post-separation may be required to remove the hazardous component. The implication was that non-separated char could be classified as hazardous even if its overall characteristics were not, due to the role of dilution. If there were any questions about the status of the char this could prevent the use of ASR to meet the higher ELV target.

Visual-Acoustic Sensor-Aided Sorting Efficiency Optimization of Automotive Shredder Polymer Residues Using Circularity Determination

To reduce the emissions and weight of vehicles, manufacturers are incorporating polymer materials into vehicles, and this has increased the difficulty in recycling End-of-Life vehicles (ELVs). About 25–30% (mass) of an ELV crushed mixture is the unrecyclable material known as automotive shredder residues (ASRs), and most of the vehicle polymers are concentrated in this fraction. Thus, these vehicle polymers are conventionally disposed of in landfills at a high risk to the environment. The only way to solve this problem is through the development of a novel separation and recycling mechanism for ASRs. Our previous research reported a novel sensor-aided single-scrap-oriented sorting method that uses laser-triangulation imaging combined with impact acoustic frequency recognition for sorting crushed ASR plastics, and we proved its feasibility. However, the sorting efficiencies were still limited, since, in previous studies, the method used for scrap size determination was mechanical sieving, resulting in many deviations. In this paper, a new method based on three-dimensional (3D) imaging and circularity analysis is proposed to determine the equivalent particle size with much greater accuracy by avoiding the issues that are presented by the irregularity of crushed scraps. In this research, two kinds of commonly used vehicle plastics, acrylonitrile-butadiene-styrene (ABS) and polypropylene (PP), and their corresponding composite materials, acrylonitrile-butadiene-styrene/polycarbonate (ABS/PC) and polypropylene/ethylene-propylene-diene-monomer (PP/EPDM), were studied. When compared with our previous study, with this new method, the sorting efficiency increased, with PP and PP/EPDM and ABS and ABS/PC achieving about 15% and 20% and 70% and 90%, respectively. The sorting efficiency of ASR polymer scraps can be optimized significantly by using sensor-aided 3D image measurement and circularity analysis.

Challenges around automotive shredder residue production and disposal

The challenge for the automotive industry is how to ensure they adopt the circular economy when it comes to the disposal of end-of-life vehicles (ELV). According to the European Commission the UK achieved a total reuse and recovery rate of 88%. This is short of the revised ELV directive target of 95% materials recovery, which requires a minimum of 85% of materials to be recycled or reused. A significant component of the recycling process is the production of automotive shredder residue (ASR). This is currently landfilled across Europe. The additional 10% could be met by processing ASR through either waste-to-energy facilities or Post shredder technology (PST) to recover materials. The UK auto and recycling sectors claimed there would need to be a massive investment by their members in both new capacity and new technology for PST to recover additional recycle materials. It has been shown that 50% of the ASR contains valuable recoverable materials which could be used to meet the Directive target. It is expected in the next 5years that technological innovation in car design will change the composition from easily recoverable metal to difficult polymers. This change in composition will impact on the current drive to integrate the European Circular Economy Package. A positive factor is that main driver for using ASR is coming from the metals recycling industry itself. They are looking to develop the infrastructure for energy generation from ASR and subsequent material recovery. This is driven by the economics of the process rather than meeting the Directive targets. The study undertaken has identified potential pathways and barriers for commercial thermal treatment of ASR. The results of ASR characterisation were used to assess commercial plants from around the world. Whilst there were many claiming that processing of ASR was possible none have so far shown both the technological capability and economic justification.

Interval-parameter chance-constraint programming model for end-of-life vehicles management under rigorous environmental regulations

As the number of end-of-life vehicles (ELVs) is estimated to increase to 79.3 million units per year by 2020 (e.g., 40 million units were generated in 2010), there is strong motivation to effectively manage this fast-growing waste flow. Intensive work on management of ELVs is necessary in order to more successfully tackle this important environmental challenge. This paper proposes an interval-parameter chance-constraint programming model for end-of-life vehicles management under rigorous environmental regulations. The proposed model can incorporate various uncertainty information in the modeling process. The complex relationships between different ELV management sub-systems are successfully addressed. Particularly, the formulated model can help identify optimal patterns of procurement from multiple sources of ELV supply, production and inventory planning in multiple vehicle recycling factories, and allocation of sorted material flows to multiple final destinations under rigorous environmental regulations. A case study is conducted in order to demonstrate the potentials and applicability of the proposed model. Various constraint-violation probability levels are examined in detail. Influences of parameter uncertainty on model solutions are thoroughly investigated. Useful solutions for the management of ELVs are obtained under different probabilities of violating system constraints. The formulated model is able to tackle a hard, uncertainty existing ELV management problem. The presented model has advantages in providing bases for determining long-term ELV management plans with desired compromises between economic efficiency of vehicle recycling system and system-reliability considerations. The results are helpful for supporting generation and improvement of ELV management plans.

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.

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.

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

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