An assessment of waste issues associated with the production of new, lightweight, fuel-efficient vehicles

Tonn, Bruce; Schexnayder, Susan; Peretz, Jean H.; Das, Sujit; Waidley, G.

doi:10.1016/s0959-6526(02)00147-6

Cited by 14 publications

(9 citation statements)

References 5 publications

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“…Any potential pyrolysis process for shredder residue (SR), however, is a heterogeneous mixture of all the materials found in cars, ovens, etc., and this heterogeneity needs to be taken into account when designing fuels from it. Shredder residue is produced when ELVs and other scrap are shredded into pieces the size of an orange, and the metal chunks (70%) removed from the rest, usually with an air cyclone, for steel recycling [9,11,18,32,33]. The remaining 30% is usually run through a trommel for size separation, and the larger pieces processed further to remove more metals (5%).…”

Section: Variations In the Physical Characteristics Of (A)srmentioning

confidence: 99%

“…Although large, constant supplies are available [3][4][5][6][7][8][9][10][11][12] to provide a secure supply, shredder residue contains proportions of sulphur, chlorine [13], heavy metals [14][15][16] and contaminant oils [17] from elastomers, PVC, metals and car fluids respectively which can vary significantly from hour to hour, requiring demanding design features the pyrolysis process. Not only the presence of these materials but the fluctuations in their levels in the feed [18][19][20][21] provides many challenges, themselves due to variations of types and ages of vehicles, additional scrap feed from white goods and light iron, [6,[21][22][23][24] and even different operating conditions at contractors supplying the feed.…”

Section: Introductionmentioning

confidence: 99%

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A critical review of developments in the pyrolysis of automotive shredder residue

Harder

Forton

2007

Journal of Analytical and Applied Pyrolysis

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Worldwide, automotive shredder residue (ASR) is considered an increasingly problematic mixture of materials that needs the development of a processing solution.Pyrolysis is a process that has many advantages to offer, but despite many studies and developments in recent years at various levels of commercialisation, it is still generally considered unproven for this purpose. This paper critically considers developmental work published in the field, presents new results, and suggests that a major reason for the lack of development is the complexity of the landscape created by strong, competing, economic, legislative, environmental and commercial drivers, which in turn make it unclear which products and processes are optimal. This is made doubly complex by the natural variation in the material composition of ASR, with contaminants that can critically affect its potential fate to anywhere in the range from hazardous waste, to energy source, to useful raw material for major cement or steel industries.New data on critical factors such as levels of chlorine and metals in raw and pyrolysed ASR are presented, alongside a much-needed summary of previously published values from references that are often difficult to source. The summaries emphasise the variation in the material, but also indicate rough boundaries for values, which are needed for the design of any potentially successful process. 3It is suggested that the heterogeneity seen across ASR types implies that specialised processing of SR on its own is unlikely. It is pointed out that small-scale processes that could be suitable for local requirements should be considered for development as they could be able to optimise a process sufficiently to make it viable, e.g. specialised local waste streams of paper pulp and a particular fraction of SR.

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Section: Variations In the Physical Characteristics Of (A)srmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

A critical review of developments in the pyrolysis of automotive shredder residue

Harder

Forton

2007

Journal of Analytical and Applied Pyrolysis

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“…Along with climate change, people of color internationally contend with the environmental costs of transportation during the lifecycle of both fuel and vehicles throughout extraction, transport, and disposal. Currently, lifecycle studies are few and often vague with regard to distribution (Tonn et al 2003). Therefore, general conclusions are difficult to draw.…”

Section: Closing Remarksmentioning

confidence: 99%

Environmental Injustice and Transportation: The Claims and the Evidence

Schweitzer

Valenzuela

2004

Journal of Planning Literature

116

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Belief that transportation investment and operations have caused environmental damage in poor and minority communities to benefit the more affluent has prompted planning agencies to craft policies aimed at promoting environmental justice. Yet, we have only scattered evidence about the distribution of the costs and benefits derived from transportation policy, investment, and planning. This article creates a framework based in distributive justice for categorizing the existing research into cost-based and benefit-based claims of injustice. The authors go on to synthesize the cost-based research, which measures the distribution of pollution and hazards from transportation. From this survey, myriad research opportunities emerge.

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“…The remaining 20-25% is referred to as automotive shredder residue (ASR). This latter fraction is destined to rise in the future due to an increase in the amounts of light material content (polymers, aluminum and other non-ferrous materials) in new vehicle production at the expense of metals, with the aim of reducing vehicle weight, as well as decreasing fuel consumption and emissions (Tonn et al, 2003;Alonso et al, 2007;Davies, 2012).…”

Section: Introductionmentioning

confidence: 99%