Automotive Shredder Residue Research Articles

Characterization of Bottom and Fly Ashes Generated Co-incineration of Biomass with Automotive Shredder Residue

One of the viable techniques to reduce land filling of automotive shredder residue is by co-incinerating them with biomass. This study focuses on characterization of bottom and fly ashes produced from the coincineration of the automotive shredded residue with oil palm biomass. The co-incineration was carried out in a pilot-scale fluidized bed incinerator. The oil palm biomass used was oil palm shell while the automotive shredded residue was obtained from a local recycling company. The characterization was done based on particle size distribution, morphology (SEM analysis) and chemical composition (EDS analysis). In term of chemical composition the ashes contain C (Carbon), O (Oxygen), Si (Silicon), K (Potassium), Ca (Calcium) and Fe (Ferum.

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.

Pollutant formation in the pyrolysis and combustion of Automotive Shredder Residue

The present work has been carried out to verify the feasibility of thermal valorization of an automobile shredder residue (ASR). With this aim, the thermal decomposition of this waste has been studied in a laboratory scale reactor, analyzing the pollutants emitted under different operating conditions. The emission factors of carbon oxides, light hydrocarbons, PAHs, PCPhs, PCBzs, PBPhs, PCDD/Fs, dioxin-like PCBs and PBDD/Fs were determined at two temperatures, 600 and 850°C, and under different oxygen ratios ranging from 0 (pure pyrolysis) to 1.5 (over-stoichiometric oxidation). After analyzing all these compounds, we conclude that thermal valorization of ASR is a clean way to treat this waste.

Emissions of PCDD/Fs, PBDD/Fs, dioxin like-PCBs and PAHs from a cement plant using a long-term monitoring system

The aim of the present work was to assess the emission of different persistent organic pollutants from a cement plant over a period of one year, under normal operational conditions. Thus, a long-term sampling device was installed in the clinker kiln stack of the cement plant. The factory uses petroleum coke as primary fuel, but also alternative fuels such as solid recovered fuel (SRF), automotive shredder residue (ASR), sewage sludge, waste tires, and meat and bone meal (MBM) wastes, with an energy substitution level of about 40%. Both PCDD/Fs (together with dl-PCBs) and PBDD/Fs were continuously sampled, with a total of ten samples collected in 2–4week periods. Also, PAHs were sampled during one-week periods, in order to evaluate their emissions in three different samples. The emission levels throughout the year were much lower than the set legal limits in all substances, being <10pgI-TEQ/Nm3 in the case of PCDD/Fs. The data obtained allowed calculation of updated emission factors for the cement sector, which were 8.5ng I-TEQ/ton clinker for PCDD/Fs and 3.2ng WHO-TEQ/ton clinker for PCBs. With respect to the congener distribution, 2,3,7,8-TCDF accounts for 60 to 68% of the total toxicity for PCDD/Fs, and in PBDD/F emissions, a clear predominance of octa-substituted species (both dioxin and furan) was found.

From automotive shredder residue to nano-ceramics and graphitic carbon—Thermal degradation kinetics

Automotive shredder residue (ASR) has become a challenging problem due to its large and increasing production volumes. ASR consists primarily of plastics of high calorific value, making its processing by thermochemical processes a viable solution. The aim of this study is to develop a new sustainable approach, in which syngas, tars and valuable nano-ceramics can be generated from the fast and high-temperature pyrolysis of ASR. This work consists of two parts; in the first part, the characteristics and kinetics of ASR non-isothermal degradation were studied by correlating the thermogravimetric data via four models namely, Coats–Redfern model, Freeman and Carroll model, distributed activation energy model (DAEM) and Flynn–Wall–Ozawa model (FWO). Coats–Redfern model was not applicable to obtain the kinetic parameters of ASR pyrolysis, while the other models gave nearly similar and reasonable results. In the second part, ASR was treated by fast pyrolysis at 1550°C and the carbonaceous residues were analysed. The carbonaceous residues were found to contain reasonable quantities of TiN and SiC nanoparticles that can be valuable precursors to produce hard ceramics for many applications. Other materials such as graphite and calcium magnesium aluminosilicate microspheres coated with TiN were also identified in the carbonaceous residues.

Transforming automotive waste into TiN and TiC ceramics

A novel approach to obtain titanium-based ceramic by using the automotive waste as raw material has been investigated. The worldwide automotive waste is growing rapidly every year and its impacts are considered to be an important environmental problem. The alternative environmental friendly methodology is required to recycle Automotive Shredder Residue (ASR) waste. We have studied the production of high value Ti-based ceramic materials from this waste by controlled heat treatment of ASR. Our results show successful reduction of existing TiO2 and production of TiC and TiN from ASR. This waste integrated innovative approach of using ASR as supplementary raw material for producing titanium base ceramic not only will reduce the amount of automotive waste in landfills, but also will produce value added ceramic from waste that decrease the production cost of these high-end ceramic components.

Cryogenic ball milling: A key for elemental analysis of plastic-rich automotive shedder residue

End-of-life vehicles have become an environmental and sustainability issue in most developed countries, and require sophisticated organic- and inorganic-elemental analyses to evaluate the efficiency of post-shredder technologies applied to automotive shredder residue. The difficulties of milling such heterogeneous material, especially when plastic-rich, have to be overcome to allow such chemical analyses. To tackle this aspect, plastic-rich fluff sampled from the process line of an industrial waste management centre was subjected to pilot–float separation (d=1.34) and cryogenic ball milling at BRGM. The cryogenic milling, tested in terms of plastic-rich fluff density, grinding time and feed size, was found to reach an acceptable final particle size (81–98% of particles at <250μm) to allow total digestion and accurate and repeatable elemental analyses after a grinding time of between 27min and 2×27min (iterative two-step process). The results are contrasted, the milling being more efficient with the heavier fractions of plastic-rich fluff and a finer feed size. The varied grindability of the different fractions could result from a combination of one or more of the following effects: (i) a dilution of the plastics by more cryo-grindable rubber, (ii) the action of remnant minerals and non-ferrous metals as milling agents, (iii) the inherent cryo-grindability of various types of plastics, and (iv) the potential action of mineral and metallic fillers as weakening agents. The elemental analyses of our case study allowed us to determine a mass balance and show, in particular, that the pilot–float separation (i) recovers most of the organochlorine plastics, and (ii) concentrates Cu, Pb, Ba and B in the heavier fraction with respective ratios of 100:1, 8:1, 6:1 and 5:1. The high elemental recovery (95.8% up to 99.7%) and good repeatability of the C and Cl analyses on small test portions (100mg to 3g) represent a technical progress that could benefit other types of heterogeneous plastic-rich matrix samples such as waste electrical and electronic equipment (WEEE).

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.

Life cycle assessment of end-of-life vehicle recycling processes in China—take Corolla taxis for example

The sharp increase in car ownership that has occurred in China in recent years has led to a rapid increase in the number of end-of-life vehicles (ELVs). Life cycle analysis, in terms of the environmental impact and the ability to recycle and recover resources, was performed on a whole car in this study. Three scenarios were used to represent different technological levels of recycling ELVs. The major environmental impact of the ELV recycling system in China was found to be the human toxicity potential. It was found that recycling automotive shredder residues (ASRs), glass, plastic, wire harnesses, and various metal components during ELV recycling would decrease the amounts of raw materials and energy consumed in China. Moreover, it was found that decreasing the amount of energy consumed by recycling materials and remanufacturing engines would decrease pollutant emissions in China. The analysis showed that improving the engine remanufacturing, the recovery of nonmetallic materials and recycling ASRs would effectively improve the recovery of resources and increase the environmental benefits. Measures are proposed that the ELV recycling industry in China should take to decrease the environmental impact.

Utilization of automotive shredder residues in a thermal process for recovery of manganese and zinc from zinc–carbon and alkaline spent batteries

The aim of the study is the recovery by thermal treatment of manganese and zinc from a mixture of zinc–carbon and alkaline spent batteries, on the basis of the different phase change temperatures of the two metal-bearing phases. ASR (Automotive Shredder Residue), containing 68% of carbon, was added to the mixture to act as a reductant to metallic Zn of the zinc-bearing phases. The mixture was subsequently heated in different atmospheres (air, CO2 and N2) and at different temperatures (900°C, 1000°C and 1200°C) and stoichiometric excess of ASR (300%, 600% and 900%). Characterization of the mixture and of the residues of thermal treatment was carried out by chemical analysis, TGA/DTA, SEM and XRD. The results show that recovery of 99% of zinc (grade 97%) is achieved at 1000°C in N2 with a stoichiometric excess of car-fluff of 900%. This product could be suitable for production of new batteries after refining by hydrometallurgical way. Recovery of Mn around 98% in the residue of the treatment is achieved at any temperature and atmosphere tested with a grade of 57% at 900% excess of car-fluff. This residue is enriched in manganese oxide and could be used in the production of iron–manganese alloys.

Comparative assessment on greenhouse gas emissions of end-of-life vehicles recycling methods

The ‘whole recycling method’, in which an end-of-life vehicle (ELV) is pressed and transferred to an electric furnace or converter, simultaneously recycles iron and treats automotive shredder residues. This contrasts with the usual practice of shredding ELVs to produce scrap. An advanced dismantling process is required to recycle pressed ELVs using a converter because the quality of scrap entering a converter is restricted (the copper content must be low). Here, life cycle assessments are performed to determine the amounts of greenhouse gases (GHGs) emitted recycling an ELV using the whole recycling method and using the shredding method. Recycling a pressed ELV in a converter was found to cause GHG emissions approximately 320 kg-CO2e lower than caused by the recycling of the pressed ELV in an electric furnace. Approximately, 120 kg-CO2e less GHGs were emitted when recycling in a converter than when using the shredding method. However, the amount of greenhouse gases reduced by a converter depends on the conditions used, such as the presence of a Linz–Donawitz converter gas recovery facility. It is hoped that incentives can be developed to improve scrap metal quality by encouraging automobile manufacturers to design for disassembly and recyclers to disassemble more ELV components.

Modeling the thermal decomposition of automotive shredder residue

The pyrolysis and combustion of automotive shredder residue (ASR) were studied by dynamic thermogravimetry and derivative thermogravimetry at heating rates of 5, 15 and 30 K min−1 at atmospheric pressure. For the simulation of pyrolysis and combustion processes, two different kinetic models are proposed. One of them is based on the distribution of activation energies (DAEM), with three pools of reactants (three pseudocomponents) because of the complexity of the samples studied. The other model assumes a simple first-order decomposition of the three different fractions. The experimental thermogravimetric data of pyrolysis (oxygen absence) and combustion (at two different oxygen concentrations) processes were simultaneously fitted to determine a single set of kinetic parameters able to describe both processes at the different heating rates. The comparison of the models permits to discuss the importance to consider a DAEM. The experimental results and kinetic parameters may provide useful data for the design of thermal decomposition processing system using ASR as feedstock.

Scrap automotive electronics: A mini-review of current management practices

End-of-life vehicles, together with waste from electric and electronic equipment, are known as an important source of secondary raw materials. For many years, their recovery has allowed the restoring of great amounts of metals for new cars production. This article provides a comprehensive mini-review on the end-of-life vehicles recycling topic between 2000 and 2014, with a particular focus on automotive electronics recycling. In fact, in the last years, experts focused their attention on a better exploitation of automotive shredder residue fraction, but not sufficiently on eventual electronic scraps embedded in it. Hence, studies assessing the value embedded in these scraps are rarely available in literature, causing an important gap in both recycling policies and research. The fact that, at present, the management of electronic control units (the most valuable component among automotive electronic equipment) is, as yet, off the radar in both end-of-life vehicles and waste from electric and electronic equipment Directives demonstrates the theory. Of course, their recycling would not contribute in a relevant way to reach the weighted-based recycling and recovery targets characterising current regulations, but would be very important under a critical raw materials recovery view. Results coming from the literature analysis confirm these assumptions.

Quantitative analysis of precious metals in automotive shredder residue/combustion residue via EDX fluorescence spectrometry

The recovery of precious metals from automotive shredder residue (ASR) dust/combustion residue is an option that is not usually considered due to the lack of available information. Therefore, before any disposal or recovery application can be considered, it is necessary to determine the significance of the levels and distribution of precious metal in ASR dust/ASR combustion residue. In the present study, quantitative analysis of precious metals (Pt, Pd, Au, Ag and Cu) in the ASR residue samples was performed using energy dispersive X-ray (EDX) fluorescence spectrometer. With the fundamental parameter (FP) method, the X-ray intensity is obtained and the quantitative analysis is performed using theoretical calculation. This method is very effective for quantitative analysis of unknown samples without standard samples. Further, in order to analyse the precious metal distribution within the ASR combustion residues, the microstructural characterisation and elemental mapping were also carried out with the aid of field emission scanning election microscopy combined with electron dispersive spectroscopy (FE-SEM EDS). Significant amount of Pt, Pd, Au, Ag and Cu element concentrations in the ASR residue were identified. Total precious (Pt, Pd, Au, Ag and Cu) metals obtainable values are representing about 12.23 wt% from its initial ASR dust/combustion residues. Considering their relevant concentrations, these metals should be properly recovered for recycling purposes before to dispose or landfill.

Artificial Aggregate from non Metallic Automotive Shredder Residue

Artificial Aggregate from non Metallic Automotive Shredder Residue

Automotive shredder residue (ASR) management: An overview

On the basis of statistical data, approximately 6.5milliontons 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.

Recovery of Metals from Zinc-Carbon and Alkaline Spent Batteries by Using Automotive Shredder Residues

Recovery of Metals from Zinc-Carbon and Alkaline Spent Batteries by Using Automotive Shredder Residues

RECOVERY OF METALS FROM ZINC-CARBON AND ALKALINE SPENT BATTERIES BY USING AUTOMOTIVE SHREDDER RESIDUES

ABSTRACT The main aim of this work is the thermal recovery of manganese and zinc from a mixture of zinc-carbon and alkaline spent batteries containing 40.9% of Mn and 30.1% of Zn after a pre-liminary physical treatment followed by the removal of mercury. Separation of the metals is car-ried out on the basis of their different phase change temperatures, in fact the boiling point of mercury and zinc are 357 °C and 906 °C, respectively, and the melting point of Mn 3 O 4 , the main Mn-bearing phase in the mixture, is 1564 °C. After wet comminution and sieving to remove the anodic collectors and most of the chlorides contained in the mixture, chemical and X-ray powder diffraction (XRPD) analyses were per-formed. The mixture was initially heated in an air flow at temperatures ranging from 300 °C to 400 °C to eliminate mercury, then, the flow of air was turned into an inert carbon dioxide at-mosphere. The volatilization of metallic zinc starts at a temperature 850 °C. At higher temperature the reduction of zinc oxide and subsequent volatilization of metallic zinc is carried out by the carbon present in the original mixture or in the automotive shredder residue (car fluff) added from the outside. By optimization of temperature, stoichiometric ratio and residence time, a product suit-able for production of new batteries after refining was obtained. The treatment residue consist-ed of manganese and iron oxides that could be used to produce manganese-iron alloys.

Life cycle assessment of innovative technology for energy production from automotive shredder residue.

Automotive Shredder Residue (ASR) is a problematic waste material remaining after shredding and recovery processes of end-of-life vehicles (ELVs). Its heterogeneous grain size and composition make difficult its recovery or disposal. Although ASR accounts for approximately 20% to 25% of the weight of an ELV, the European Union (EU)'s ELV Directive (2000/53/EC) requires that by 2015 a minimum 95% of the weight of an ELV must be reused or recovered, including a 10% weight energy recovery. The quantity of ASR is relevant: Approximately 2.4 million tons are generated in the EU each year and most of it is sent to landfills. This article describes a life cycle model of the "TEKNE-Fluff" process designed to make beneficial use of ASR that is based on the results of an experimental pilot plant for pyro-gasification, combustion, cogeneration, and emissions treatment of ASR. The goal of the research was the application of life cycle assessment (LCA) methodology to identify the environmental hot spots of the "TEKNE system" and use scenario analysis to check solutions to improve its environmental profile, supporting the design and industrialization process. The LCA was conducted based on data modeled from the experimental campaign. Moreover, different scenarios on shares of electricity and thermal energy produced by the cogeneration system and alternative treatment processes for the waste produced by the technology were compared. Despite the limitation of the research (results based on scaling up experimental data by modeling), impact assessment results are promising and sufficiently robust, as shown by Monte Carlo analysis. The TEKNE technology may become an interesting solution for the problem of ASR management: Besides representing an alternative to landfill disposal, the energy produced could avoid significant impacts on fossil resources depletion (a plant of 40,000 tons/y capacity could produce ∼ 147,000 GJ/yr, covering the annual need of ∼ 13,500 households).

An exploration of automotive shredder residue recovery as fuel in Taiwan

The number of cars in Taiwan over the past ten years has increased as the economy grew. Approximately 40–60 thousand tons of automotive shredder residue (ASR) is produced annually from end-of-life vehicles. Since Taiwan has high population density and small area, disposing of ASR in landfills or burning it at incinerators causes substantial environmental impacts. This study analyzed physical and chemical properties of ASR produced from five Taiwanese shredding plants to explore the viability of recovering ASR as fuel, rather than sending ASR to landfills and incinerators. Results indicated that ASR had 68.97–83.47% combustible content, 95% of which was polymers, foam, and fiber. Major combustible elements were identified as 60% carbon; 10% hydrogen and oxygen; and less than 4% nitrogen, sulfur, and chlorine. ASR proved to be a recoverable waste commodity in Taiwan, with low moisture content and high heat value (6581–7246 kcal/kg). Heavy metal levels complied with local regulations. Results suggested Taiwan’s ASR was a solid waste resource with high heat value worth being recovered as refuse-derived fuel.