An international comparative study of end-of-life vehicle (ELV) recycling systems

Sakai, Shin-ichi; Yoshida, Hideto; Hiratsuka, Jiro; Vandecasteele, Carlo; Kohlmeyer, Regina; Rotter, Vera Susanne; Passarini, Fabrizio; Santini, Alessandro; Peeler, Maria Victoria; Li, Jinhui; Oh, Gil-Jong; Kim, Woojin; Bastian, Lawin; Moore, Stephen; Kajiwara, Natsuko; Takigami, Hidetaka; Itai, Takaaki; Takahashi, Shin; Tanabe, Shinsuke; Tomoda, Keijiro; Hirakawa, Takashi; Hirai, Yasuhiro; Asari, Misuzu; Yano, Junya

doi:10.1007/s10163-013-0173-2

Cited by 199 publications

(171 citation statements)

References 60 publications

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“…Mallampati et al, 2017). Other elements like C, H, O, N, Pb, Mn, Cr, Tl their concentrations within the range reported by Sakai et al (2014) and Cossu et al, 2014 in their literatures reviewed of ASR properties. Table 5 lists examples of worldwide companies which have or claim to have commercialised/marketed thermal treatment plants for pyrolysis or gasification.…”

Section: Resultssupporting

confidence: 69%

“…Sakai et al (2014) illustrated that to meet the ELV targets ASR must be part of the recycling process. The challenge being how to recover the components in both a practical and economic manner.…”

Section: Introductionmentioning

confidence: 99%

“…Studies have shown (Sakai et al, 2014) that different regions of the world place difference emphasis on recovery and the requirement to use dismantling of components to minimize ASR. This is dependent on legislation and targets.…”

Section: Introductionmentioning

confidence: 99%

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Challenges around automotive shredder residue production and disposal

Khodier

Williams

Dallison³

2018

Waste Management

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a b s t r a c tThe 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 5 years 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.

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Section: Resultssupporting

confidence: 69%

Section: Introductionmentioning

confidence: 99%

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Challenges around automotive shredder residue production and disposal

Khodier

Williams

Dallison³

2018

Waste Management

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“…Based on the 2011 statistics, 63% of EU member states have yet to attain the 85% EU reuse and recycling target and 87% to attain the 95% EU reuse and recovery target. [34]. Collectively they establish an ELV collection system that controls how vehicles may be used and managed at end-of-life.…”

Section: Incentives and Legislationmentioning

confidence: 99%

Challenges and Alternatives to Plastics Recycling in the Automotive Sector

Miller¹,

Soulliere²,

Sawyer-Beaulieu³

et al. 2017

Waste Management and Valorization

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Plastics are increasingly a preferred material choice in designing and developing complex, consumer products, such as automobiles, because they are mouldable, lightweight, and are often perceived to be highly recyclable materials. However, actually recycling the heterogeneous plastics used in such durable items is challenging, and presents very different scenarios to how simple products, such as water bottles, are recovered via curbside or container recycling initiatives. While the technology exists to recycle plastics, their feasibility to do so from high level consumer or industrial applications is bounded by technological and economical restraints. Obstacles include the lack of market for recyclates, and the lack of cost efficient recovery infrastructures or processes. Furthermore, there is a knowledge gap between manufacturers, consumers, and end-of-life facility operators. For these reasons, end-of-life plastics are more likely to end up down-cycled, or as shredder residue and then landfilled. This paper reviews these challenges and several alternatives to recycling plastics in order to broaden the mindset surrounding plastics recycling to improve their sustainability. The paper focuses on the automotive sector for examples, but discussion can be applied to a wide range of plastic components from similarly complex products.

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“…However, due to a recent environmental regulation for automobiles, i.e., End-of-Life Vehicle (ELV), the use of Pb-containing solders for electrical components was completely prohibited in the European Union (EU), the European Free Trade Association (EFTA), Japan, Korea, and China. Therefore, studies on high-temperature Pb-free solder to substitute for conventional Pb-containing solder have been conducted [5][6][7][8][9][10].…”

Section: Introductionmentioning

confidence: 99%

The Effect of Eutectic Structure on the Creep Properties of Sn-3.0Ag-0.5Cu and Sn-8.0Sb-3.0Ag Solders

Park

Bang

et al. 2017

Metals

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Solder joints are the main weak points of power modules used in harsh environments. For the power module of electric vehicles, the maximum operating temperature of a chip can reach 175 • C under driving conditions. Therefore, it is necessary to study the high-temperature reliability of solder joints. This study investigated the creep properties of Sn-3.0Ag-0.5Cu (SAC305) and Sn-8.0Sb-3.0Ag (SSA8030) solder joints. The creep test was conducted at 175 and 190 • C with the application of 2.45 MPa. The SAC305 solder had superior creep properties to those of SSA8030 solder at 175 • C and at largely the same homologous temperature (T H~0 .91 for SAC305 and T H~0 .92 for SSA8030). Both solders had primary β-Sn and a eutectic mixture of β-Sn and Ag 3 Sn. Compared to SSA8030, the SAC305 solder contained~10% more eutectic structure and contained Ag 3 Sn that was 3 times smaller and more round in shape. Furthermore, the SSA8030 solder precipitated SnSb in an elongated fiber shape (1-50 µm in size) after the creep test. Coarse and elongated Ag 3 Sn and SnSb of the SSA8030 solder negatively affected crack propagation in the dislocation creep region and decreased the creep resistance.

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An international comparative study of end-of-life vehicle (ELV) recycling systems

Cited by 199 publications

References 60 publications

Challenges around automotive shredder residue production and disposal

Challenges around automotive shredder residue production and disposal

Challenges and Alternatives to Plastics Recycling in the Automotive Sector

The Effect of Eutectic Structure on the Creep Properties of Sn-3.0Ag-0.5Cu and Sn-8.0Sb-3.0Ag Solders

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