# Recycling End-of-Life Vehicles of the Future ANL/ES-C0201801



## Energy Systems DivisionAvailability of This Report This report is available, at no cost, at http://www.osti.gov/bridge. It is also available on paper to the U.S. Department of Energy and its contractors, for a processing fee, from:

U.S. Department of Energy

Office of Scientific and Technical Information

P.O. Box 62 Oak Ridge, TN 37831-0062 phone (865) 576-8401 fax (865) 576-5728 reports@adonis.osti.gov

Disclaimer This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor UChicago Argonne, LLC, nor any of their employees or officers, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy , completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer , or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of document authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof, Argonne National Laboratory, or UChicago Argonne, LLC. About Argonne National Laboratory Argonne is a U.S. Department of Energy laboratory managed by UChicago Argonne, LLC under contract DE-AC02-06CH11357. The Laboratory’s main facility is outside Chicago, at 9700 South Cass Avenue, Argonne, Illinois 60439. For information about Argonne and its pioneering science and technology programs, see www.anl.gov.

## Recycling End-of-Life Vehicles of the Future ANL/ES-C0201801

prepared for Office of Technology Transfer, Argonne National Laboratory

prepared by B.J. Jody, J.A. Pomykala, Jr., J.S. Spangenberger, and E.J. Daniels Energy Systems Division, Argonne National Laboratory

December 1, 2009iii CONTENTS

1 INTRODUCTION .............................................................................................................. 1

1.1 Background................................................................................................................ 1 1.2 Objective.................................................................................................................. .. 1 1.3 Approach................................................................................................................... . 1 1.4 Scope...................................................................................................................... .... 2

2 TASK 1. BASELINE TECHNOLOGY ASSESSMENT AND INFRASTRUCTURE ANALYSIS .................................................................................... 3

2.1 Review Report on the State of the Art....................................................................... 3 2.2 Bibliography of Relevant Publications ...................................................................... 5 2.3 Life-Cycle Analysis Studies ...................................................................................... 6 2.4 Recyclability Calculations ......................................................................................... 8 2.5 Website Development and Launching....................................................................... 12 2.6 Infrastructure Analysis............................................................................................... 12

3 TASK 2. MATERIAL RECOVERY TECHNOLOGY DEVELOPMENT AND DEMONSTRATION .......................................................................................................... 14 3.1 Post-Shred Materials Recovery Technol ogy Demonstration a nd Development ....... 14 3.1.1 Characterization of Shredder Residue ........................................................... 15 3.1.2 Argonne Pilot Plant........................................................................................ 16 3.1.2.1 Mechanical Separation Pilot Facility.............................................. 17 3.1.2.2 Wet Density/Froth Flotation Facility.............................................. 18 3.1.3 Recovered Fractions from Pilot Plant Operation........................................... 20 3.1.3.1 Recovered Polyethylene/Polypro pylene (PP/PE) Fraction............. 20 3.1.3.2 Separation of Wood and Rubber from the Recovered PP/PE......... 21 3.1.3.3 Filled ABS Fraction ........................................................................ 21 3.1.3.4 Unfilled ABS and PS ...................................................................... 22 3.1.3.5 PC-ABS/PC Alloy .......................................................................... 22
3.1.3.6 PVC................................................................................................. 22 3.1.3.7 Rubber............................................................................................. 22 3.1.4 Development of a Large-Scale Validation Plant ........................................... 22 3.1.5 Benchmarking and Evaluation of Other Technologies.................................. 23 3.1.5.1 Evaluation of Color and Infra-Red (IR) Sorters ............................. 23 3.1.5.2 Processing of Polymer Concentrate at MBA Polymers.................. 23 3.1.5.3 Changing World Technologies (CWT)........................................... 23 3.1.5.4 Troy Polymers Glycolysis Process (TPI)........................................ 24 3.1.5.5 Energy Anew Recycling of Fines ................................................... 24 3.1.5.6 Co-Combustion of Plastics Containi ng Material with Biomass ..... 24 3.2 Development of Technology for Re moval of PCBs and Other Toxics from Shredder Residues............................................................................................. 25 3.2.1 Bench-Scale Testing ...................................................................................... 25iv CONTENTS (CONT.)

3.2.2 Testing of Commercially Available Equipment ............................................ 26 3.2.3 Testing of Proprietary Processes.................................................................... 26 3.2.4 Testing of Other Potential Routes.................................................................. 26 3.2.5 Testing a Devolatilization Proce ss with a Vacuum Extruder ........................ 26 3.2.6 Development of a New Process at Argonne .................................................. 29 3.2.7 Evaluation of the Variability of PCB Sampling and Analytical Procedures .................................................................................... 30 3.2.7.1 Evaluation of Soxhlet Method for PCBs Extraction....................... 32 3.2.7.2 Selection of a Solvent ..................................................................... 33 3.2.7.3 Determination of Requi red Extraction Time .................................. 33 3.2.7.4 Determination of Ade quate Sample Size........................................ 34 3.2.7.5 Comparison of the U.S. EPA and the European Quantification Methods........................................................................................... 34 3.3 Integration of the Technologies ................................................................................. 35 3.4 Improvements to Dismantling Process ...................................................................... 35

4 TASK 3. RECOVERED MATERIAL PERFORMANCE AND MARKET EVALUATION................................................................................................. 39 4.1 Polymer Physical Properties and Materials Composition Analysis........................... 39 4.1.1 Physical Properties and Com position of the PP/PE Recovered from Shredder Residue .................................................................................. 40 4.1.2 Physical Properties and Composition of the Recovered Filled ABS............. 42 4.1.3 Physical Properties of the Polyme rs Recovered by MBA Polymers ............. 42 4.1.4 Physical Properties of Polymers afte r Processing to Remove the PCBs ....... 42 4.2 Polymer Physical Pr operties Database....................................................................... 42 4.3 Recovered Rubber/Pl astics Material.......................................................................... 46 4.4 Blending and Pelletizing of Recovered PP/PE .......................................................... 46 4.5 Molding Trials ........................................................................................................... 4 7

5 TASK 4. CRADA REPORTING........................................................................................ 48

6 CRADA TEAM PUBLICATIONS .................................................................................... 49v FIGURES

1 Impact Categories of the Argonne Plant............................................................................. 7

2 Infrastructure of the Automotive Recycling Industry in the United States ........................ 13

3 Picture of Typical Shredd er Residue Samples.................................................................... 15

4 Picture of Argonne’s Mechanical Separation Facility........................................................ 17

5 Sequence of Operation of the Basi c Mechanical Separation Plant..................................... 18

6 Product Fractions from the Mechanical Separation Plant................................................... 18

7 A Picture of the Original Wet Density/Froth Flotation Facility ......................................... 19

8 Sequence of Operation of the Basi c Mechanical-Separ ation Plant .................................... 19

9 Flotation Characteristics of Shredder Residue Polymers based on Density Gradients ...... 21

10 Extruder with Die and Vacuum Knockout Pot Used in the Devolatilization Testing ........ 27

11 Experimental Apparatus for Testing the Argonne Two-Stage Process .............................. 29

12 Pelletized PP/PE Product Recove red from Shredder Residue............................................ 46

13 Auto Parts Molded from PP/PE R ecovered from Shredder Residue.................................. 47

TABLES

1 Comparison of the Argonne and Salyp Pro cesses — Relative Environmental Impact ...... 8

2 Comparison of the Argonne and CWT Proce sses — Relative Environmental Impact ...... 8

3 Materials Breakdown for 2004 Toyota Prius...................................................................... 9

4 Materials Breakdown for 2004 Ford Taurus....................................................................... 10

5 Reference Case Recyclabilit y: 2004 Toyota Prius.............................................................. 10

6 2004 Toyota Prius Recyclability, Re ference Case vs. Aluminum and Composite Body Materials ................................................................................................. 11vi TABLES (CONT.)

7 Streams Produced by Mechanical Separati on of an Average Shredder Residue................ 16

8 Composition of an Average Polymer Concen trate and Recovered Polymer Fractions...... 20

9 PCBs and Impact Test Results from Vacuum Devolatilization Testing............................. 28

10 Physical Test Results with Water and Wa ter/Ethylene Glycol (50:50) Addition............... 28

11 Results of Argonne’s Two-St age PCB Removal Process................................................... 30

12 Effect of Phthalates on Analysis of PCBs........................................................................... 31

13 PCBs Analysis by GC-ECD and GC-MS ........................................................................... 32

14 Protocols for PCBs Analysis............................................................................................... 3 3

15 Comparison of the U.S. EPA and the European Quantification Methods.......................... 34

16 Properties of PP/PE Recovered by Argonne from Di fferent Shredder Residues ............... 40

17 Commercial Grades of PP and PE, Unless Specified Otherwise........................................ 41

18 Properties of PP/PE Recovered by Salyp from Di fferent Shredder Residues .................... 41

19 Properties of Recovere d Filled ABS, Virgin ABS, and Blends of the Two Materials....... 43

20 Properties of Plastics Recovered by MBA.......................................................................... 43

21 Impact Test Results from Vac uum Devolatilization Testing.............................................. 44

22 Comparison of the Properties of PP Dism antled of Cars as Part of the USCAR U.S. Trial with PP Recovered by the Ar gonne Process from Shredder Residue................ 45

23 Properties of Recovered PP/PE when Mixed with Regrind................................................ 451 1 INTRODUCTION

1.1 BACKGROUND

Argonne National Laboratory (the Contracto r) entered into a Cooperative Research and Development Agreement (CRADA) with the following Participants: Vehicle Recycling Partnership, LLC (VRP, which consists of Genera l Motors [GM], Ford, and Chrysler), and the American Chemistry Council – Plastics Division (ACC-PD). The purpose of this CRADA is to provide for the effective recycling of automotive materials.

The long-term goals are to (1) enable the optimum recycling of automotive materials, thereby obviating the need for legislative mandates or directives; (2) enable the recovery of automotive materials in a cost-competitive manner while meeting the performance requirements of the applications and markets for the materials; and (3) remove recycling barriers/reasons, real or perceived, to the use of advanced lightweightin g materials or systems in future vehicles. The issues, technical requirements, and cost and institutional considerations in achieving that goal are complex and will require a concerted, focused, and systematic analysis, together with a technology development program.

The scope and tasks of this program are de rived from “A Roadmap for Recycling End-ofLife Vehicles of the Future,” prepared in Ma y 2001 for the DOE Office of Energy, Efficiency, and Renewable Energy (EERE)-V ehicle Technologies Program.

1.2 OBJECTIVE

The objective of this research program is to enable the maximum recycling of automotive materials and obsolete vehicles through the de velopment and commercializ ation of technologies for the separation and recovery of materials fro m end-of-life vehicles (ELVs). The long-term goals are to (1) enable the optimum recycling of automotive materials, thereby obviating the need for legislative mandates or directives; (2) enable the recovery of automotive materials in a cost-competitive manner while meeting the performance requirements of the applications and markets for the materials; and (3) remove recyclin g barriers/reasons, real or perceived, to the use of advanced lightweighting material s or systems in future vehicles.

1.3 APPROACH

Argonne has been conducting research direct ed toward the development of cost-effective technologies to facilitate automotive mate rials recycling under sponsorship of the U.S. Department of Energy since the early 1990s. The VRP had established an Engineering Project Oversight Committee (EPOC), which represented a consolidation of the former three VRP Operating Groups, which were (1) the Sh redder Residue Group, (2) the Disassembly Group, and (3) the Design Guidelines Group. The ACC-PD (formerly called American Plastics Council [APC]) is also actively engaged in va rious aspects of automotive and other plastics2 recycling. This CRADA coordinated the various research activities of the respective organizations to ensure that the work complements current research and to maximize the benefits relative to committed funding of each organiza tion. The CRADA partners have identified key technology gaps, conducted research to address these gaps, and determined the technical and economic feasibility of the various tec hnologies needed to fill those gaps.

1.4 SCOPE

The scope of the research encompassed the following items: (1) examination of the issues and factors that prevent total recycling of scrap cars; (2) identification of desirable but undeveloped or unavailable technology that, if successfully developed and implemented, would enable recycling of components of scrap cars that are not recycled at present; (3) development and demonstration of separation technologies to recove r materials and resources from automotive shredder residue; (4) examination of options for design modifications that could provide for more effective disassembly of comp onents for recycling; and (5) examination of alternative materials to increase materials re cycling. The effort conducted under this CRADA consisted of four key tasks:

Task 1. Baseline Technology Assessment and Infrastructure Analysis Task 2. Material Recovery Technolo gy Development and Demonstration Task 3. Recovered Material Perf ormance and Market Evaluation Task 4. CRADA Reporting

The progress achieved on these Tasks is di scussed in Sections 2–4. Section 6 lists the publications resulting from this work.3 2 TASK 1. BASELINE TECHNOLOGY ASSESSMENT AND
INFRASTRUCTURE ANALYSIS

The objective of this task was to establish the baseline or state of the art for automotive materials recovery/recycling technology. More sp ecifically, this task i nvolved (1) benchmarking the automotive materials recycling industry an d (2) compiling information on the status of existing and emerging recycling technology and re search in an accessibl e format. The focus of the work under this task was to (1) develop the tools and document the information necessary to make effective decisions relativ e to technology needs to facilita te sustainable future vehicle recycling and (2) make effective decisions regard ing allocation of R&D resources. The following main products resulte d from this task:

• Report reviewing the state of the art,

• An annotated bibliography of relevant publications,

• Life-cycle analysis studies,

• Recyclability calculations,

• A website for dissemination of information to the automotive recycling community, and

• Infrastructure analysis.

2.1 REVIEW REPORT ON THE STATE OF THE ART

We reviewed the state of the art of worldwide automotive materials recovery/recycling technologies and associated resource recovery infr astructures to identify available technologies, technologies under development, and technology ga ps and needs and to identify differences in automotive recycling strategies between the Unit ed States, Europe, and Asia. Technologies that are included in this review include, but are not limited to, post-shred materials-recovery technologies, pre-shred materials-recovery tech nologies, materials identification technologies, automated dismantling technologies, technologies for the recycling of specific components of vehicles (such as bumpers), and thermoch emical conversion tec hnologies. Promising technologies that need further development a nd/or demonstration to fully understand the technical and economic feasibility of the technolog y were identified. Conclusions of the study are summarized below.

1. The complexity of the composition of shredder residue, the entanglement of its numerous constituents, and the substances of concern that it contains hamper efforts to recover materials from it for reuse.4 2. The lack of sustainable markets for materials that coul d be recovered from shredder residue (such as plastics) is an additional hurdle to overcome.

3. Despite the difficulties stated in items 1 and 2, several technologies have reached an advanced stage of development. The two areas that received most attention are:

• Recovery and recycling of polymers and • Conversion to fuels and energy.

4. The consensus among many of the work ers in this field is that organic material must be separated from the inorganic material in shredder residue through some degree of bulk mechani cal separation before technologies to separate and recover polymers or to c onvert the shredder residue to fuels can be implemented.

5. A pre-separated fraction of shredder residue has been used in many places as a landfill cover.

6. Several separation technolo gies have been tested for possible application to automotive materials. Mechanical separa tion technologies have been able to separate the mostly inorganic fines and residual ferrous and non-ferrous metals from shredder residue and produce a polymer concentrate.

7. Polymer separation technologies (such as froth flotation) have successfully separated and recovered the polyolefins and engineered plastics (such as acrilonitrile-butadiene-styrene, or ABS) from the polymer concentrate. Dry and wet processes can also recover a mixed-rubber fraction.

8. Gasification, pyrolysis, and depolymer ization/hydrolysis processes proved that diesel-grade and other fuels ca n be produced from shredder residue.

9. The organic fraction of shredder residue has been showing promising results as a reducing agent (as well as an energy source) when used in blast furnaces.

10. In spite of recent technical advancem ents, essentially all of the about 5 million tons of shredder residue generated every year in the United States is disposed of in landfills. In Europe and Japan, some of shredder residue is disposed of by incineration. The primary reason for in cineration is that available recycling technologies are not economical.

11. Recently proposed regulations (most of which are not implemented) in Europe have increased interest in developing recycling technologies for shredder residue. However, economic drivers are likely to continue to lead the way to successful implementation of the recycling technologies.5 12. In the United States, developing reliable and economic technologies for removing the polychlorinated biphenyls (PCBs) is necessary for recycling the automotive polymers.

13. An economical solution to recycling sh redder residue is likely to be an integrated system of many technolog ies to produce quality products at the lowest cost.

The report is posted on the CRADA team website and can be accessed at http://www.es.anl.gov/Energy_systems/CRADA_ Team_Link/publications/Recycling_Report_ (print).pdf

2.2 BIBLIOGRAPHY OF RELEVANT PUBLICATIONS

An extensive literature search was c onducted, and summaries and publications and profiles of available and emerging recycle tec hnologies were compiled into a working document that was updated as new information became availa ble. The bibliography is an expandable PDF that provides abstracts and references to publicati ons relevant to the recycling of ELVs. It has 240 entries and is organized into the following 17 sections.

• Recycle Infrastructure • Legal and Regulatory Issues • Disassembly Technolog ies and Case Studies • Reuse of Automotive Parts and Subassemblies • Recycling Case Studies • Mechanical Separation Technology • Thermo-Chemical Conversion Technology • Advanced Materials Recycle Technology • Environmental Issues • Design for Recycle • Research Programs • Remanufacturing • Substances of Concern • Life Cycle Analysis • Lightweighting Metals • Energy Recovery Technology • Other Technology

The bibliography is posted on the US ELV CRADA Team website: http://www.es.anl.gov/Energy_systems/CRADA_Team _Link/Index.html and can be accessed at http://www.es.anl.gov/Energy_systems/CRADA_T eam_Link/recycle_bibliography/Recycle%20 Reference%2001-31-09% 20web%20version.pdf6 2.3 LIFE-CYCLE ANALYSIS STUDIES

The objective is to use life-cycle analysis to assess the environmental impacts of various separation and alternative end-of-life recycling technologies. Th is information will then be used to create a flexible, computerized life-cycle inve ntory model, which is pr ocess-specific and yet can be modified to include additional recycling technologies and various material inputs. Lifecycle analysis involves assessing all of the ups tream burdens associated with the production of the materials and energies used in the process, including the transport of all materials to the facility.

PE Europe GmbH, a company that is expe rienced in conducting life-cycle assessments and in model development using its own GaBi (Ganzheitliche Bilanzerung) software, was contracted to perform these analyses. Four an alyses have been completed for (1) Salyp NV’s mechanical separation process, (2) Changing World Technologies’ (CWT’s) thermal conversion process, (3) Argonne mechanical and froth flotation process, and (4) automotive recycling infrastructure analysis. Data were collected for each of the analysis, including all energy, water, and material inputs, plus data on emissions to air and water, wastes, and products produced. The four sets of data were entered into the GaBi soft ware to create a flexible model of the process. PE Europe developed a flexible end-of-life model, and the model was used to compare the different approaches to recycling shredder residue . The model allows the user to run simulations on shredder residue separation within diff erent boundary conditions. The following boundary conditions can be modified: (1) shredder residue co mposition, (2) location of the facility, (3) type and distance of transportation, (4) market values for the separated fractions, (5) new potential applications for separated fractions, and (6) utilization ratio of the facility

In the case of the Salyp separation proce ss, three different scenarios for handling the various materials recovered from shredder residue were determined. These scenarios included using specific material fractions as fuel for ce ment kilns (energy recovery), as well as using mixed plastics to replace such products as wood pallets and polypropylene (PP) pellets (material substitution). The various scenarios were assessed by using a variety of impact categories, including primary energy demand and CO 2 emissions. In the case of primary energy demand, all scenarios showed a net credit in total energy use. For the three scenarios studied, substituting recovered polypropylene/polyethylene (PP/PE) in a new PP application yielded the greatest benefit. However, if the mixed plastic stream was used to replace wood (e.g., decking material, park benches, wood pallets, and other products), the benefits to primary energy demand were less than if the recovered materials were simply used for energy recovery. In terms of CO 2 emissions, the PP application again resulted in the greatest benefit. Substituting PP for wood applications was next with a lower benefit, while the energy recovery scenario showed an increase in CO 2 emissions.

In the case of the CWT process, two basic scenarios were assessed. They involved using the light hydrocarbon oil generated by the process for fuel oil used in power plants to generate electricity and substituting light hydrocarbon oil fo r diesel oil (both with and without an added hot-oil processing step). While the oil product genera ted is more refined than an actual crude oil, it would require additional steps before it could be considered a true diesel oil. Therefore, reality is probably located somewhere between scenarios 1 and 2. In this study, the impact on primary7 energy demand resulted in a benefit in all cases. The benefits in the diesel substitution case were slightly greater than in the fuel oil case. All scenarios showed a reduction in CO 2 emissions. However, in terms of CO 2 emissions, the diesel substitution case had a greater benefit than the fuel oil substitution case.

Life-cycle analysis of the Argonne process considered both the mechanical separation of the shredder residue to produce a polymer concentr ate and recover residual metals, followed by froth flotation to separate plastics from the polymer concentrate for recycling as plastics (material substitution). The report is available at the CRADA team website. 1 The analysis concluded that both the mechanical and the froth flotation processes re sulted in environmental benefits (Figure 1). The environm ental benefits of the Argonne pr ocess were also compared with those of Salyp (Table 1) and CWT processes (Tab le 2). The environmenta l benefits associated with the Argonne process are greater than those for the Salyp process (except for the acidification potential) and for the CWT process (except for the impact category EP and NO
x emissions). In terms of energy use, the Argonne process was the most advantageous. Interestingly, the analyses concluded that the be st results can be obtained by combining both the Argonne and CWT processes, in which the organi c fractions separated by Argonne that do not meet the requirements for materi al substitution (such as mixed plastics and rubber by-products) are processed by CWT for fuel production.

Impact categories ARGONNE plant

-100%

-80% -60% -40% -20%

0% 20% 40%

AP EP GWP100 POCP Mechanical Separation Plant Plastic Separation Plant

FIGURE 1 Impact Categories of the Argonne Plant. (AP is acidification potential, EP is eutrophication [depletion of oxygen in water] potential, GWP is global warning potential, and POCP is photochemical ozone creation potential). (Y axis indicates impact.)

1 http://www.es.anl.gov/Energy_systems/CRADA_Team_Link/publications/Final%20Report_ANL%20LCA%20

report_09292006.pdf.8 TABLE 1 Comparison of the Argonne and Salyp Processes — Relative Environmental Impact. (A negative value indicates a reduction in the pollution category [an environmental benefit], while a positive value indicates an increase in the pollution category.)

Parameter a Argonne Process (mechanical and froth flotation) Salyp Process

AP (lb SO 2 -equivalent) -0.0060 -0.0165 EP (lb phosphate-equivalent) -0.00011 0.00148 GWP100 (lb CO 2 -equivalent) -1.354 0.861 POCP (lb ethene-equivalent) -0.0026 0.0126

a AP is acidification potential, EP is eutrophication (depletion of oxygen in water) potential,

GWP is global warning potential, and POCP is photochemical ozone creation potential

TABLE 2 Comparison of the Argonne and CWT Processes — Relative Environmental Impact. Both processes require mechanical separation of the inorganic fraction. (A negative valu e indicates a reduction in pollution category [a benefit], while a positive value indicates an increase.)

Parameter a Argonne Process (Froth Flotation b ) CWT Process

AP (lb SO 2 -equivalent) -0.01103 -0.00662 EP (lb phosphate-equivalent) -0.00055 -0.00079 GWP100 (lb CO 2 -equivalent) -4.167 -0.309 POCP (lb ethene-equivalent) -0.0088 -0.0044

a AP is acidification potential, EP is eutrophication (depletion of oxygen in water)

potential, GWP is global warning potential, and POCP is photochemical ozone creation potential

b Comparison is done here only with the froth flotation process because both Argonne’s

froth flotation process and the CWT process require mechanical separation of the inorganic materials

2.4 RECYCLABILIT Y CALCULATIONS

Recyclability studies were conducted to examine the effect of using automotive lightweighting material on recyclability. A Toyota Prius hybrid was selected as a reference case. This vehicle is a second-generation hybrid with a gas/electric powertrain. Evaluating the recyclability of this vehicle and its new technology was a step in identifying changes that will impact end-of-life recycling of vehicles of th e future. In collaboration with Johnson Controls, Inc. (JCI), the VRP dismantled the vehicle according to VRP procedures to single material components and entered data for each part into a database. A material list that identified the breakdown of materials into separa te classifications (such as fe rrous and nonferrous metals, as9 well as composite materials and plastics) was prepared. The ma terials breakdown is summarized in Table 3. For comparison, the materials co mposition of a production Ford Taurus is summarized in Table 4.

Three different recyclability calculations were made (Table 5). The Federal Trade Commission (FTC) recyclability number is the percentage by weight of the material that is currently being recycled, and it includes metals, fluids less fuel, and batteries. The European guidelines include FTC materials plus fuel at 90 % of a full tank, plastics that could be recycled, and up to 10% by weight energy recovery. Note that Europe requires 95% recyclability for new vehicles. The feasibility-to-recycle number includes the FTC materials plus plastics that can be recycled. Changes to the current infrastructure would be required to increase recycling beyond the current FTC percentage.

To estimate the impact of lightweighting materials on the reference case recyclability calculations, the 2004 Toyota Prius is compared w ith a proposed aluminum-intensive lightweight vehicle and a proposed composite lightweight ve hicle, both of which are also based on the 2004 Prius. The production 2004 Toyota Prius hybrid vehicle body was steel with an aluminum hood and decklid. The suspension was of steel, except for an aluminum steering knuckle on the front suspension. This vehicle was used as the base case for this study.

TABLE 3 Materials Breakdown for 2004 Toyota Prius

Materials Mass (lb) Percent

Ferrous metals 1,713 60.6
Nonferrous metals 507 17.9
Plastics 341 12.1
Elastomers 87 3.1 Inorganic material 77 2.7
Other 62 2.2 Organic materials 42 1.5 Vehicle mass (less fluids) 2,829 100.010 TABLE 4 Materials Breakdown for 2004 Ford Taurus

Materials Mass (lb) Percent

Ferrous metals 2,223 70.4
Plastics 340 10.8
Nonferrous metals 312 9.9
Elastomers 152 4.8 Inorganic material 90 2.9
Other 38 1.2 Organic materials 4 0.1 Vehicle mass (less fluids) 3,159 100.0

TABLE 5 Reference Case Recyclability: 2004 Toyota Prius

Calculation Method Recyclability (%)

Federal Trade Commission 80.86 European 97.61 Feasibility of recycling 85.58
Ref. 2000 Ford Taurus 80.50

The aluminum alternative is for a 2004 To yota Prius with an aluminum body and a magnesium engine cradle and a rear axle substit uted for the production parts. In addition, seat frames, body brackets, and the inst rument panel cross car beam have been changed from steel to aluminum. As a result, the weight has been re duced by approximately 630 lb, or 21%. Because the weight reduction is entirely in the currently recycled portion of the vehicle, the recyclability is reduced from 80.86% to 76.10%. No changes were made to the currently non-recycled portion of the vehicle. Aluminum replaced steel at 50% by weight of the original steel.

The composite alternative is for a 2004 Toyota Prius that consists of (1) a carbon fiber body with 40% carbon fiber and 60% thermoset polyurethane/urea resin by volume, 49.72% carbon, and 50.28% thermoset polyurethane/urea resin by weight and (2) a magnesium engine cradle and rear axle substituted for the production parts. In add ition, seat frames, body brackets, and the instrument panel cross car beam have be en changed from steel to composite. As a result, the weight has been reduced by approximately 711 lb, or 24%. Because the weight reduction is entirely in the currently recycled portion of th e vehicle, the recyclability is reduced from 80.86% to 57.20% if none of the composite is recycled or to 74% if all of the composite material is recycled. No changes were made to the currently non-recycled portion of the vehicle. The composite material replaced steel at 40 we ight percent (wt%) of the original steel.11 There are reductions in all three recyclability calculations for vehicles with lightweighting materials, even though the rest of the vehicle is not changed (Table 6). Where the aluminum and composite material is being recy cled, the same amount of material would be disposed of in landfills in each of the three scenarios. The only difference is that the recycled portion of the vehicles with lig htweighting materials would be lighter. Although the recyclability would be lower, there would be no difference in the amount of material disposed of in landfills, and the lighter vehicles would use less fuel during their life. As can be seen, using lightweighting materials in automobiles presents challenges in the European market. Note that these calculations do not take into account the downsizing of related components that would accompany any lightweight vehicle, such as powertrains, brak es, and tires. Because the downsized components are high in metallic content, downsizing will further reduce recyclability and make it difficult to meet the European requirement of 95% recyclability.

These results demonstrate the need for t echnology to recycle lightweight automotive materials if recycling mandates are to be met and to ensure that lightweighting materials are not excluded because of the inability to recycle them. In terestingly, even if the lightweighting metals that replace steel and iron are recycled at the same rate as steel and iron, the overall recyclability rate of the obsolete vehicle will decrease because the relative weight of the metals in the vehicle will decrease. Therefore, to maintain high ve hicle-recycling rates, it is important that nonmetallic materials that are not recycled at present, such as polymers, be recycled.

TABLE 6 2004 Toyota Prius Recyclability, Reference Case vs. Aluminum and Composite Body Materials

Calculation Method As Produced (%) Aluminum Body (%) Composite Body (%)

FTC 80.9 76.1 74.0 a European 97.6 96.0 94.5 a Recycling feasibility 88.3 85.6 83.9 a

a If the composite material were not recycled, then the numbers would be

FTC, 57.2%; European, 78.2%; and feasibility of recycling, 67.1%. Recycling of the composite material would require significant changes in the current recycling infrastructure. In addition, a market for the recycled carbon fibers would need to be developed. Current technology for recycling carbon fibers results in a 20% loss in fiber properties and would limit their reuse to short fiber applications.12 2.5 WEBSITE DEVELOPMENT AND LAUNCHING

A website was launched in 2006 to provide for better communication and networking with stakeholders and other research team s: http://www.es.anl.gov/Energy_systems/CRADA_ Team_Link/Index.html. The website provides an update of the CRADA progress and provides access to relevant information and publications, including a bibliography of mechanical, thermochemical conversion, and energy recovery techno logies for recycling automotive materials. The website is updated periodically with more information, including access to additional information sources.

In addition, the CRADA team

• Held media events;

• Made numerous presentation and publications;

• Met with representatives of the Institu te of Scrap Recyclin g Industries (ISRI), the Automobile Recycling Association (ARA), and shredder operators to brief them on the CRADA objectives and pr ojects and to encourage their participation;

• Published a one-page CRADA summary and a CRADA brochure; both are available at the website; and

• Conducted project reviews and workshops.

2.6 INFRASTRUCTURE ANALYSIS

The CRADA team conducted a thorough analysis of the infrastructure of the automotive recycling industry. Figure 2 illustrates this infrastructure and summarizes the activities that govern the automotive recycling process. Automob iles are one of the most recycled products in the world. Today, cars that reach the end of their useful service life in the United States are profitably processed for materials and parts reco very by an existing well-established recycling infrastructure. That infrastructure includes over 15,000 automotive dismantlers and automotive remanufacturers and over 200 scrap processors (shredders). The dismantlers recover useable parts for repair and reuse. The dismantlers also recover some of the automotive fluids, including the refrigerants and the engine oil. The refrigerants can be purified and reused. Facilities for recycling engine oil also exist. The oil can be used as an energy source, or it could be refined and used to make new engine oil. Remanufacture rs remanufacture a full range of components, including starters, alternators, transmissions, and engines to replace defective parts. The scrap processors recover ferrous and non-ferrous metals from the remaining auto “hulk.”13 FIGURE 2 Infrastructure of the Automotive Recycling Industry in the United States

The analysis indicated that:

• The recyclability of the plastics and elastomers of ELVs is limited at presentby the lack of (1) commercially proven technologies to identify and costeffectively separate materials and components and (2) profitable post-use markets.

• The presence of PCBs on the plastics severely limits their end use.

• During the next 20 years, ELVs are expected to be more prevalent and complex, posing significant challenges to the existing recycling infrastructure.

• The automobile of the future will use significantly greater amounts of lightweighting materials (e.g., ultra-high-strength steels, aluminum, magnesium, titanium, plastics, and composites) and more sophisticated/complex compone nts, such as fuel cell stacks, hydrogen storage systems, and electronic controls.14 3 TASK 2. MATERIAL RECOVERY TECHNOLOGY
DEVELOPMENT AND DEMONSTRATION

The goal of this task is to establish the business case for automotive materials recycling of ELVs of the future. Development of technology that can lower the cost of recycling and meet the financial and institutional requirements of the market is critical to improving the recycling rate of automotive materials. Technology de velopment and demonstration, along with an analysis of infrastructure requirements, is the cornerstone of this program and served as the program’s focal point. The activities under this ta sk were organized into the following four subtasks:

Subtask 6.1. Post-Shred Materials Recovery Technology Demonstra tion and Development Subtask 6.2. Development of Technology for Rem oval of PCBs and Other Toxics (Substances of Concern, or SOCs) from Shredder Residues Subtask 6.3. Integration of the Technologies Subtask 6.4. Dismantling Process Improvement

The key accomplishments are discussed below.

• Development of technology for the sepa ration of polymers a nd residual metals from shredder residue,

• Development of technology for remova l of PCBs and other toxics (SOCs) from shredder residues, and

• Identification of the needs of the dismantling industry.

3.1 POST-SHRED MATERIALS RECO VERY TECHNOLOGY DEMONSTRATION AND DEVELOPMENT

The objective of this project was to develop technology for the cost-effective recovery of materials from post-shred residues. Figure 3 is picture of a typical shredder residue sample. Research was conducted to provide data essential to establishing a business case for sustainable recycling of automotive materials from post-shred residue. This includes the determination of the performance (e.g., yield, purity, efficiency, and cost ) of these emerging technologies such that an optimized and integrated process for recovering these materials from shredder residues can be developed. The approach followed in this effort consists of:

• Characterization of shredder residue fr om a number of sources to determine composition variability,

• Building and operating a pilot plant fo r the separation of shredder residue to recover materials for market evaluation and to provide “control” samples for testing of alternative technologies,15 FIGURE 3 Picture of Typical Shredder Residue Samples

• Conduct of cost and performance anal ysis of alternative technologies to establish the business case for the t echnologies and to identify technology gaps, and

• Conduct of bench-scale and large-scale process/technology te sts to benchmark other technologies.

A wide range of materials recovery technolog ies are at various stages of development. Certain technologies specific to the recovery of materials from post-shred materials streams were evaluated to fully understand their commercial viability. Technologies specific to the recovery of materials from post-shred materials were benchmarked to determine their commercial viability. The performance (e.g., yield, purity, efficien cy, and cost) of emerging technologies was determined to enable the development of an integrated process for recovering materials from shredder residue. Research wa s conducted on the Salyp, MBA, Troy Polymers, VW-SiCon, CWT, and Energy Anew approaches, in a ddition to Argonne’s separation processes.

3.1.1 Characterization of Shredder Residue

Over 130 tons of residues from eight facilities were processed in Argonne’s mechanical plant. A detailed material balance on the shredde r residue and on its major components was also performed. Table 7 summarizes the results after the plant was optimized.

Relatively large variations in fines, meta ls, rubber, and wood and less variation in the composition of the plastics fraction were obs erved. The weight percent of the polymer concentrate recovered from eight runs totaling 80,000 lb of shredder residue from a given source conducted over a six-month peri od was reasonably consistent (41%, 26%, 36%, 39%, 45%, 37%, 43%, and 45%; average 40%). The composition of the different polymer concentrates was also similar. Therefore, a standard design can be developed for the shredding industry.16 TABLE 7 Streams Produced by Mechanical Separation of an Average Shredder Residue

Component
or Parameter Shredder Residue Oversized Heavies Oversized Foam Rich Fines a Ferrous Rich NonFerrous

Rich Lights Polymer
Concentrate

Weight (lb) 40,000 2,148 756 17,640 656 1,468 1,968 10,044 PP 1,075 0 0 0 17 33 129 897 PP (filled) 403 0 0 0 0 0 9 393

ABS 763 0 0 0 5 9 13 737

PE 941 0 0 0 9 18 85 830

HIPS 261 0 0 0 4 8 15 234 Nylon 379 0 0 0 4 9 19 347

PVC 512 0 0 0 0 0 0 511

PPO 139 0 0 0 0 0 4 135

PC-ABS 151 0 0 0 0 0 1 150

PC 212 0 0 0 0 0 12 200
Other Plastics 597 0 0 0 1 0 17 579 Rubber 4,505 20 0 0 6 172 61 4,246

PU 273 3 0 0 1 23 9 237
Wood 239 0 0 0 0 0 0 239 Metals 2,911 1,117 0 0 590 954 0 249 Foam, fiber, and others 21,320 1,008 756 17,640 19 241 1,597 59

Moisture 5,320 0 0 0 0 0 0 0 Total 40,000 2,148 756 17,640 656 1,468 1,968 10,044

a Fines are material smaller than 0.25 in. in size and contain some polymers and metals.

3.1.2 Argonne Pilot Plant

A pilot plant having a design capacity of 2 ton/h of shredder residue was built at Argonne and was operated to gather relevant data on recycling materials from shredder residue. The pilot plant consisted of a dry mechanical-separation facility and a wet density/froth-flotation separation facility. The pilot plant was used to:

1. Recover materials from shredder residue, 2. Conduct process improvement studies, 3. Generate design and scale up data, 4. Produce samples for evaluation by other technologies, 5. Define the effectiveness of alterna tive separation technologies and systems, and 6. Serve as a user/demonstration facility.17 3.1.2.1 Mechanical Separation Pilot Facility

The mechanical separation facility processes raw shredder residue to yield a polymer concentrate, ferrous and non-ferrous concentrates , a fines fraction, and other fractions. The plant achieved over 90% recovery of the plastics targeted for recovery as a polymer concentrate and over 95% recovery of the metals in the shre dder residue. The polymer concentrate included varying amounts of wood and rubber. Wood wa s about 1–4 wt%, and rubber was about 10–15% of the shredder residue. Figure 4 is a picture of the mechanical separation facility. The facility equipment includes a 36-in.-diameter two-st age trommel, a 30-hp shredder, a 3,000-lb/h granulator, an eddy current separator, several magnetic separators, and a feeding hopper with a gate valve for feeding the material after it is shredded. Figure 5 illustrates the sequence of operation of the basic plant. The actual se quence varies for different materials.

The output streams from the mechanical separation facility are summarized in Figure 6. The polymer concentrate is then fed to the wet density/froth-flotation separation facility to separate the individual plastic s or groups of compatible plastics from the concentrate.

FIGURE 4 Picture of Argonne’s Mechanical Separation Facility18 FIGURE 5 Sequence of Operation of th e Basic Mechanical Separation Plant

FIGURE 6 Product Fractions from the Mechanical Separation Plant

3.1.2.2 Wet Density/Frot h Flotation Facility

The original facility contained six conti nuous stages for the separation of targeted plastics. The design capacity of the first two stages was 1,000 lb/h of mixed materials. The design capacity of each of the other four stages was 500 lb/h. Figure 7 is a picture of a section of that facility. A shakedown of the facility wa s conducted by using 4,000 lb of post-consumer electronics and appliance mixed plastics and by using a mixture of colored plastics. Over 35,000 lb of polymer concentrate from shredder residue were then processed in this facility. The recovered fractions are described below. Figure 8 illustrates the basic operation of the facility. The actual number of stages used depends on th e composition of the starting material. Table 8 summarizes the recoverable plastics from a ty pical shredder residue (based on 10,000 lb of polymer concentrate feed). Shredder Residue

Polymer concentrate, 25–40%

Ferrous metal concentrate, 2–4% Non-ferrous metal concentrate, 3

– 6% Polyurethane foam pieces >3 in., 2

– 3% Large objects: metals, rocks, 1–3%

Moisture, 5–10% Others: glass, small foam,

fibers, wood, 20–25%19 FIGURE 7 A Picture of the Original Wet Density/Froth Flotation Facility

FIGURE 8 Sequence of Operation of the Basic MechanicalSeparation Plant

When conventional gravitati onal separation techniques were applied to the polymer concentrate from shredder residue, none of the fractions produced a potentially recyclable plastics material. As shown in Figure 9, each fraction contained a number of species. Most species were found in several fractions. For exam ple, polypropylene was found in every fraction. This is because these polymers are not pure re sins — they contain fillers, modifiers, and colorants, among other materials, which causes the density of these materials to overlap. Therefore, other techniques are required to separate them. The large number of species present in the polymer concentrate from shredder residue further complicates the development of a separation technique that is selective toward one of the species. Froth flotation techniques were applied after the polymer fractions were furthe r concentrated by using conventional sink/float techniques. The recovered frac tions are described below.20 TABLE 8 Composition of an Average Polymer Concentrate and Recovered Polymer Fractions

Parameter or Component Polymer
Concentrate PP/PE Product ABS Product ABS/PC Product a Rubber Product HIPS/ABS b

Concentrate Mixed Plastics Mixed
Stream a

Weight (lb) 10,044 1,736 141 108 689 856 1,203 5,311

PP 897 827 0 0 0 0 63 7 PP (filled) 393 0 0 0 11 43 194 146

ABS 737 0 105 2 0 365 176 88

PE b 830 787 0 0 10 12 21 0

HIPS b 234 0 2 0 0 186 25 21 Nylon 347 0 5 0 0 5 42 296

PVC b 511 0 0 0 3 0 123 385

PPO b 135 0 13 1 0 62 21 37

PC-ABS b 150 0 0 6 0 0 0 143

PC 200 0 0 85 1 0 19 94
Other Plastics 579 0 9 2 2 12 8 547 Rubber 4,246 90 2 9 628 104 263 3,149

PU b 237 21 4 2 18 0 96 96
Wood 239 0 1 0 17 66 146 8
Metals 249 0 0 0 0 0 0 249 Foam, Fiber 59 10 0 0 0 1 5 42 Total 10,044 1,736 141 108 689 856 1,203 5,311

a Rubber and metals are recovered from these streams.

b PP is polypropylene, HIPS is high-impact polystyrene, PVC is polyvinyl chloride, PPO is polyoxyethylene, PC is

polycarbonate, and PU is polyurethane.

3.1.3 Recovered Fractions fr om Pilot Plant Operation

3.1.3.1 Recovered Polyethylene/Pol ypropylene (PP/PE) Fraction

The basic Argonne process recovered a polyo lefins-rich fraction (~65% polyolefins, 10% wood, and 25% rubber, as well as small quantities of other plas tics). The conditions in the separation tank were set such that most of the wood will float with the polyolefins so that the wood can be separated in a single step. Wood, rubber, and other pl astics were then separated to recover the polyolefins (see Section 3.1.3.2). More than 5,000 lb of an unfilled PP/PE fraction that is over 95% PP/PE was consistently produc ed. It contained less th an 0.2% wood and less than 4% rubber. However, when the material wa s pelletized, most of the rubber in this fraction was found to be compatible with the PP/PE. The recovered PP/PE has prop erties similar to those of some commercially available PP materials. The unfilled PP/PE produ ct constituted about 5– 6% of the starting shre dder residue weight.21 0 20 40 60 80 100 120

<1 1<SG<1.05 1.05<SG<1.1 1.1<SG<1.15 1.15<SG<1.2 SG>1.2Wt%

Specific Gravity PP

PE PS PP PE

Rubber

Wood PU PU PS PP

Rubber Rubber Rubber PP

PU

Non Polymer Rubber

Wood ABS

ABS

Others Metals PC ABS/PC

PU Non Polymer

ABS PMMA

Foam Others PPO

PVC
PMMA Others

Others PC PPO ABS PMMA Nylons

Nylons ABS/PC Non Polymer

PP PP

PVC PPO

FIGURE 9 Flotation Characteristics of Shredder Residue Polymers based on Density Gradients

3.1.3.2 Separation of Wood and Rubber from the Recovered PP/PE

Trials using commercial air aspirators, air classifiers, gravity tables, and mineral jigs to remove wood and/or rubber from the polymer concentrate, as well as from the PP/PE fraction, did not yield satisfactory results. Trials using wet methods removed almo st 100% of the wood and over 90% of the rubber with a nominal loss (~5%) of the polyolefins. The process also separated other plastics, including polystyrene ( PS) and ABS, which floated with the polyolefins and the wood in the basic process. The process c onsisted of altering the density of the porous particles so that their overall dens ity increases, causing them to sink.

A modular dry process for separating rubber fro m plastics was also tested at rates of up to 200 lb/h of polymer concentrate. The process separated over 75% of the rubber and produced a rubber fraction containing less th an 10% of non-rubber material.

3.1.3.3 Filled ABS Fraction

ABS that has a specific gravity less than 1.1 was isolated by the basic froth flotation process as an ABS concentrate (Table 8). It contained 50% ABS, 20% rubber, 10% rigid urethane rubber, and 20% of other materials. Removing wood and rubber increased the ABS concentration to 70% and reduced the concentra tions of rubber and uret hane to 3% and 2%, respectively. When this material was blende d with virgin ABS at 10% and 25% recovered material, the properties of the bl ends were slightly different fro m the properties of the virgin ABS. Laboratory tests have established process conditions to increase the ABS concentration to22 over 90%. MBA polymers established that this fr action can be separated to produce recyclable products.

3.1.3.4 Unfilled ABS and PS

A fraction of ABS and PS that has a specif ic gravity between 1.0 and 1.07 (43% ABS, 22% PS, 7% PPO, and 28% other ma terials, including rubber and some wood) was produced by using the basic process. Laboratory tests separate d this fraction and produced fractions with over 90% ABS and over 85% PS/PPO.

3.1.3.5 PC-ABS/PC Alloy

Laboratory tests produced a PC-ABS/PC fraction that had a combined concentration of over 85%. Work is ongoing to isolate a larg e sample of ABS/PC-PC fraction for further evaluation.

3.1.3.6 PVC

Recovery of the above fractions leaves be hind a fraction made of high-specific-gravity materials. Rubber constitutes over 50% of the total, and metals represents about 5%. Separating rubber, metals, glass, and rocks from this stream leaves a fraction containing over 50% PVC. It is also rich in filled nylons.

3.1.3.7 Rubber

The recovered rubber fraction was upgraded by using the Argonne dry rubber separation process to over 90% rubber. The other 10% was mostly plastics.

In summary, we have recovered the unfilled polyolefins and isolated the filled ABS, unfilled ABS/PS, PC-ABS/PC, and PVC into more manageable fractions. A 5,000-lb/h flotation module was built and tested by using over 10,000 lb of mixed polymers.

3.1.4 Development of a Large-Scale Validation Plant

An agreement has been reached with a shredder to build a 20-ton/h validation plant that will perform both mechanical separation and frot h flotation on shredder residue to recover plastics and residual metals.23 3.1.5 Benchmarking and Evaluation of Other Technologies

In addition to the process development re search conducted at Ar gonne, bench-scale and large-scale tests were conducted to benchmark an d evaluate different pr ocesses/technologies and evaluate equipment that could be used for recycling certain parts of shredder residue. These are discussed below.

3.1.5.1 Evaluation of Color and Infra-Red (IR) Sorters

We conducted performance testing and cost anal ysis of color sorter and IR sorters. The following systems were tested: (1) Satake (chip monochromatic and IR), (2) Key (chip full color and laser), (3) MSS (full color and IR), (4) S+S Separation and Sorting (full color and IR), (5) NRT (chip full spectrum and IR), and (6) PROTEC (chip full spectrum). On the basis of the results of these tests, it appeared that, at this time, these systems cannot recover marketable polymer products from shredder residue, nor can they separate wood and rubber from the recovered polymer fractions without significan t loss of the product. The primary reason these processes were not successful is that using the optical sorters resulted in a high loss of the targeted plastics. Argonne’s we t separation process for wood and rubber removal appears to be the most economical process for separating the wood and the rubber from the plastics.

3.1.5.2 Processing of Polymer Concentrate at MBA Polymers

Salyp built a mechanical separation plant that started with Argonne’s original mechanical separation system and added an optical sorter and a plastics washing system. Salyp’s starting shredder residue contained less rubber and wood than the U.S. residue. MBA processed about 40,000 lb of Salyp’s polymer concentrate and recove red five materials: polyolefin “A” and “B”, filled PP, ABS, and HIPS. The total yield was estima ted to be 48.5% of the plastics-rich fraction. This yield is 88% of the amounts of these plas tics in the feed material. The products were extruded, molded, and tested. Th e properties were reported to be “encouraging,” and it is expected that most of the products could be used in some durable goods applications.

3.1.5.3 Changing World Technologies (CWT)

CWT processed the organic fraction of sh redder residue stream after separating the < 1/16-in. fines (~36% by weight). About 700 lb of the remaining material were processed, along with 80 lb of tires and 1,700 lb of used motor oil. The products were hydrocarbon oil (84%), a fuel-gas (10%), and a solid carbon product (6%). Distillation of the oil-ge nerated gasoline (12%), diesel (32%), heavy hydrocarbon oils (15%), and 3% as gas (mainly methane). PCBs in the input shredder residue represented 21.8 ppm, and in th e products, PCBs were below the detection limit. These results indicate that the PCBs degraded during the process. The char contained several metals. The heavy oil from the dissolver contained about 3,200 ppm of total chlorine, but no chlorine was found in the light distillates, a nd only 14 ppm was found in the heavier distillate and 11 ppm in the distillate bottoms. Bromine was found in the heavy oil from the dissolver24 (~135 ppm) and in the char (87 ppm). None was found in the output liquid products. The analysis also indicates that sulfur compounds degraded in the process. A test using about 1,000 lb of a pre-processed organic fraction deri ved from about 2,000 lb of shredder residue has been completed. The results confirmed the ability of the CWT process to produce an 18,000-Btu/lb diesel oil, a 12,000-Btu/lb solid carbon, and a 5,000-Btu/lb fuel gas; the largest fraction was methane. CWT also completed a la rge-scale (2,000-lb) test using actual shredder residue material. The results confirmed the results of the earlier small-scale tests.

3.1.5.4 Troy Polymers Glycolysis Process (TPI)

The process converted foam from shredder residue to polyol initiators at yields of 88% and 72%, for clean and dirty foam, respectively. Activated carbon reduced the concentration of PCBs in the products to < 2 ppm. Over 100 ga l of polyol initiator we re produced from about 1,200 lb of foam. Twenty gallons of the polyol in itiator were propoxylated and tested for making rigid foams. They required less or no catalyst and had better flame resistance than the foams made with virgin polyols. Initia l economic analysis indicated th at the process is potentially economical. TPI is working with an industrial part ner to demonstrate the technology in the field.

3.1.5.5 Energy Anew Recycling of Fines

Energy Anew conducted tests on 300-lb sample s of fines (< 1 in.). Shredder residue was screened by using a 7/8-in. screen, and the materi al that passed the screen was processed to yield organic- and inorganic-rich fractions. Energy An ew subsequently constructed a mobile cyclonic system to process shredder fines with a th roughput capability of about 3 ton/h. The system successfully sorted approximately 2,000 lb of fi ne fraction samples in to a non-ferrous metal concentrate, ferrous metal concentrate, polyolefin concentrate, styrenic plastic concentrate, and an organic fluff fraction for energy recovery. The process can be used in combination with coarse size reduction systems to produce enrich ed plastic products from a wide variety of raw materials, including automotive shredder residue and shredded appliance, electronic, and packaging scrap. Non-ferrous concentrates of greater than 75% metal content have been demonstrated with the use of a dditional downstream grinding and sorting. Economic analysis of the process shows that recovery of plastic co ncentrates, metals, and sand from windshield glass may be viable.

3.1.5.6 Co-Combustion of Plastics Co ntaining Material with Biomass

The ACC-Plastics Division co-funded a study wi th Plastics Europe to study the synergies of co-combustion of solid recovered fuel (SRF) and biomass. SRF is a fuel prepared from nonhazardous (combustible) waste. It is usually a mix of paper, wood, and plastic waste. The plastics share is usually around 20% by mass and 50% by en ergy. The study concluded that the benefits include fast drying and ignition of the biomass, higher furnace temperature, and improved combustion efficiency. The study noted that chlorine and metallic aluminum contents in the fuel25 mixture should be compatible with the boiler type . The study was presented at the International Thermal treatment Technologies Confer ence (IT3) in Cincinnati on May 19, 2009.

3.2 DEVELOPMENT OF TECHNOLOGY FO R REMOVAL OF PCBS AND OTHER TOXICS (SUBSTANCES OF CONCERN, SOCS) FROM SHREDDER RESIDUES

The objective of this subtask is to devel op techniques and/or technology to identify, quantify, and/or cost-effectively remove PCBs and other substances of concern (SOCs) from recycled automotive materials. SOCs can impact the recyclability of automotive materials in a number of ways. Certainly, their presence in either recycled materials and/or the materials source stream impacts the overall costs of recovering recyclable materials. In some cases, their presence at parts-per-million levels, such as in the case of PCBs, can prevent the reuse of the recovered materials. The strategy that is required for controlling the SOCs may vary regionally. For example, requirements are different in Europe , North America, and Asia for various SOCs. Strategies for controlling SOCs can also de pend on the technology used for recycling the automotive material and the end use of the materials. The focus of the work was on the development of technology for the removal of PCBs from polymers recovered from shredder residue. PCBs, at parts-per-million levels, are routinely found in sh redder residue. The source of the PCBs is not completely understood, but histor ically it has been associated with liquid PCBcontaining capacitors, ballasts, and transformers that inadvertently escape the inspection and control process at the shredders. Unless PCBs ar e removed from the recovered materials, with the exception of metals, introducing the recovered materials into commerce will not be possible. The criteria for the selection of a cleaning me thod must include (1) impact of the cleaning process on the properties and marketability of the polymers, (2) nature and cost of disposal of the waste generated by the process, and (3 ) overall cost of the cleaning process.

3.2.1 Bench-Sc ale Testing

A review was conducted of available t echnology options for controlling SOCs. Benchscale testing of selected processes was then carried out to determine the efficacy of those processes. An important component of this work turned out to be validation of analytical methods for PCBs. Working with Argonne, Troy Polymers, Inc., completed a bench-scale screening study of 11 commercially available surfactants and three organic solvents for the removal of PCBs and other contaminants from di rty plastics and polyurethane foam derived from ASR. Surfactant TRITON RW 50, which is manuf actured by Dow Chemicals, was found to be the most efficient surfactant among the ones tried. PCB concentrations in plastics washed with this surfactant were reduced to below 2 ppm. The concentration of PCBs in the washed foam was at 2 ppm. The results for heavy metals were inconclusive. We believe that this is because the heavy metals are not evenly distributed in and on the plastics. A tiny sliver of a given metal or its oxides or salts can render the analyzed sample non-representative.26 3.2.2 Testing of Commercially Available Equipment

Cleaning/washing tests were carried out on a bout 100 lb of plastic chips, and each test involved using aqueous solutions and surfactants in commercially available equipment. The objective was to identify the limitations of the various types of existing washing equipment. Testing was done by using an ALMCO rotary dr um washer equipped with a dryer and SeKoN centrifuge equipment. The chips were between 0.2 and 0.5 in. in size. Under a CRADA contract, GraPar Corporation built, for Troy Polymers, Inc. (TPI), and tested a specially designed machine that has a design capacity of about 300 lb/h of plas tics. In each of these tests, the washed material was “visually” clean. However, the results of PCB analyses were highly variable, indicating that in some cases, the PCBs concentration had increased after washing. The results suggest that existing aqueous-based equipment, as is, is not likely to reduce the concentration of PCBs to acceptable levels.

3.2.3 Testing of Proprietary Processes

Three companies with equipment and/or propr ietary washing solvents and solutions that could potentially be used for the non-aqueous rem oval of PCBs from plastics were identified by Troy Polymers, Inc. (TPI): Environmental Technology Unlimited (Wilmington, North Carolina); Cool Clean Technologies, Inc. (Burnsville, Minnesota); and itec Environmental Group, Inc. (Oakdale, California). Each company was supplied with a sample of plastics that had a PCB concentration of 11 ppm. Samples were washed at the three companies, and the washed samples were evaluated for PCB levels. Environmenta l Technology Unlimited perf ormed six treatments of shredder residue plastics, and five out of the six washed samples reduced the PCBs concentration to below 2 ppm. Unfortunately, th e company did not have equipment to conduct large-scale testing of the process using plastic s. Cool Clean Technologies technology used CO 2 only. The washing failed to remove the PCBs . itec Environmental Group (name changed to
ECO 2 ) reduced PCB levels in the plastics from 11 ppm to 2.8 ppm via solvent washing; no CO 2 treatment, which normally follows the basic process, was used.

3.2.4 Testing of Other Potential Routes

Bench-scale testing was also conducted on the following processes: catalyzed ozonation/UV treatment, washing using a propr ietary bio-degradable solvent, and devolatilization in a vacuum extruder. None of these processes gave satisfactory results.

3.2.5 Testing a Devolat ilization Process with a Vacuum Extruder

Energy Anew, with the sponsorship of ACC PD, conducted a series of vacuum devolatilization tests at Midl and Compounding on polyolefin sa mples recovered from shredder residue by using a 30-mm twin-screw vacuum ex truder. An experimental design was developed to test the impact of three variables on th e PCB removal process: screw speed (high, 300 revolutions per minute [rpm], and low, 100 rpm), feed rate (high, 20 lb/h, and low, 10 lb/h),27 and temperature (high, 325°C, and low, 250°C) . A mid-point at 200 rpm, 15 lb/h, and 287°C with and without vacuum was also tested. The apparatus is shown in Figure 10. The results are summarized in Table 9. The results indicate that devolatilization alone was not sufficient to remove PCBs from the polyolefin blend. The IZ OD property of the treated polymers did not change.

Energy Anew conducted additional tests at Midland Compounding, where high-pressure water or water/glycol/NaOH were injected to help de-chlorinate and steam strip the polymer after the samples were first homogenized by extrusion and post-blending. The extruder was sectioned into three zones: high-pressure liquid injection, atmospheric vent, and then a vacuum vent. The concentration of PCBs was still greater than 2 ppm; however, addition of water andwater/glycol mixtures was shown to increase Izod impact strength by as much as 68%. Hightemperature water or water ethylene glycol in the extrusion environment appeared to attack inclusions in the polyolefin matrix that had resulted in stress concentrations. Elimination of the inclusions by hydrolysis raised impact properties. Samples with at least 3% water addition also showed a smaller increase in melt flow index, indicating that water may react with or degrade agents that cause a reduction in molecular weight. Table 10 gives the physical properties associated with the addition of water and ethyle ne glycol during extrusion. The concentration of PCBs was still greater than 2 ppm.

FIGURE 10 Extruder with Die and Vacuum Knockout Pot Used in the Devolatilization Testing28 TABLE 9 PCBs and Impact Test Results from Vacuum Devolatilization Testing

Sample

No. Temperature (°C) Screw
RPM Feed
Rate (lb/h) PCB
1242 (ppm)

1 325 300 20 18.2

2 325 300 10 13.6

3 325 100 20 16.9

4 325 100 10 16.2

5 287 200 15 12.4

6 a 287 200 15 12.6

7 250 300 20 17.9

8 250 300 10 19.7

9 250 100 20 17.7

10 250 100 10 15.4

11 b 287 200 15 21.4

12 c - - - 22.2

a no vacuum

b water at feed

c raw feed

TABLE 10 Physical Test Results with Water and Water/Ethylene Glycol (50:50) Addition

Sample Starting Material 20 Mesh
Screen Vacuum Water Injection Mass Fraction EG/H2O 50:50 Injection Mass Fraction Melt Flow
Rate (230°C/3.8 kg) Izod Impact (ft-lb/in.)

A Blended Flake Yes No No No 7.4 10

B Blended Flake No No No No 10.3 6.8

C B (above) No Yes 3.60% No 10.9 6.7 D B (above) No Yes 5.00% No 10.9 7.7 E B (above) No Yes No No 13.6 4.7 F B (above) No Yes No 5.00% 13.8 5.7 G B (above) No Yes No 8.00% 11.6 7.929 3.2.6 Development of a New Process at Argonne

The work done on cleaning polymers recove red from shredder residue suggested that different washing methods and solu tions appear to be able to reduce the concentration of PCBs to about 5–10 ppm in a reasonably short time. Furt her reduction in the c oncentration of PCBs required more extensive and prol onged washing in fresh solution. In addition to added cost, prolonged washing, particularly in organic solvents, is further complicated by the absorption of the solvent by the plastics, which may alter the properties and the value of the plastics. This behavior suggests that the PCBs on the plastics are present as result of more than one mechanism. Some of the PCBs are in the oils and dirt that are on the plastics, and some are adsorbed on the plastics; they do not desorb easily during washing. We tested this hypothesis in the laboratory. We conducted washing tests by using several washing solutions and solvents, including a non-flammable solvent to wash the plastics under conditions that minimized the absorption of the solvent by the plastics. This process reduced the concentrations of PCBs from about 30 ppm to about 5–10 ppm under a range of operating conditions. The washed plastics were then processed in an environment that indu ces desorption (high temperature with or without reduced pressure). The concentration of PCBs was consistently reduced from 5–10 ppm to below 2 ppm. Tests were also conducte d in which unwashed samples were exposed to the same environment that induces desorption. The PCBs c oncentration could not be reduced below 2 ppm under the same operating conditions.

A two-stage process, based on this concept, has been developed and tested first at the bench scale at Argonne and then in a 5-lb reactor that processed 5 lb of plastics per test. It has repeatedly reduced the concentration of PCBs in PP/PE samples to less than 2 ppm. For example, at sufficient residence times and temperature conditions that do not cause the plastics to oxidize, we were able to reduce the concentration of PCBs on the recovered polyolefins from about 32 ppm to as low as 0.58 ppm. It was then decided to run larger batch tests (5 lb per test). We designed and built the apparatus (Figure 11) and conducted more tests. Sa mples of the processed polymers were analyzed, and the results are summarized in Table 11.

FIGURE 11 Experimental Apparatus for Testing the Argonne Two-Stage
Process30 TABLE 11 Results of Argonne’s Two-Stage PCB Removal Process

Sample PCB concentration Sample PCB concentration Sample PCB
concentration

1 25 1 10 1 1.1

2 25 2 27 2 1.9

3 30 3 9 3 2.9 Average 27 Average 15 Average 2

Sample PCB concentration Sample PCB concentration Sample PCB
concentration
1 9 1 0.6
2 11 2 0.5
3 6 3 <0.4 Average 25 Average 8 Average 1

Sample PCB concentration Sample PCB concentration Sample PCB
concentration

1 7 1 1.0

2 8 2 <0.4

3 10 3 <0.4
Average 23 Average 8 Average 1 Recovered

Olefin

Feed Trial 2

Trial 3 1 25

1 23 Trial 1

Wash

Wash Wash Desorb

Desorb

Desorb

3.2.7 Evaluation of the Variability of PC B Sampling and Analytical Procedures

Experiments were performed to explain the variability in the results and to develop a consistent procedure for the determination of th e concentration of PCBs. The variability may be due to a number of factors, including sample size , size of plastic particles, procedure used for PCB extraction, analytical procedures, and/or interference from other compounds. A one-day seminar was held and attended by analytical experts from the United States and overseas to develop recommendations for improved sampling and analysis techniques specific to plastics chips.

To investigate the possible interference of phthalates in the analysis of PCBs, a sample of plastic chips derived from shredder residue wa s thoroughly mixed and then divided into four parts. The first part was analyzed by us ing Gas Chromatography and an Electron Capture Detector (GC-ECD) and by using Gas Chromato graphy/Mass Spectroscopy (GC/MS). The other three parts were spiked with different quantitie s of phthalates, as shown in Table 12, and the spiked samples were analyzed by using the same two methods. The results show no interference of the phthalates in the analysis of PCBs. Interestingly, the GC/MS results were always higher than the GC-ECD results.31 TABLE 12 Effect of Phthalates on Analysis of PCBs

Weight-Percent

of Phthalates Added PCB Concentration (ppm) by GC/ECD PCB Concentration (ppm) by GC/MS

0 4.6+/-0.3 7.9+/-1.0
0.5 4.7+/-0.3 7.4+/-0.2
1.0 5.1+/-0.6 7.0+/-0.4
2.5 4.8+/-0.3 7.4+/-0.3

To investigate the effects of plastics particle size on extraction efficiency of PCBs, a series of laboratory experiments were conducted at TPI on 300-g samples of plastics with two different particle sizes (one made of chips about 0.2 in. in si ze and the other was granulated to about 0.04–0.08 in. in size). Typically in PCBs anal yses, extractions are done on a few grams of material, even though the dirt, oil, and the PCBs are not evenly di stributed on the shredder residue plastics. Samples of the plastics before and after washing were analyzed directly by three different laboratories by using standard pro cedures for analyzing PCBs. Extracts from nine sonications of 300-g samples were also analyzed for PCBs by three laboratories. The results showed that:

1. The results from the three laboratories are fairly consistent for each set of samples.

2. Direct analysis of the samples from the three laboratories showed that the concentration of PCBs in the granulatedplastics was about 5 ppm, and for the ungranulated, it was 10 ppm. Obviously, the gra nulated samples have larger surface area per unit mass than the other samples. Therefore, more efficient extraction of PCBs from the plastics would be expected in the case of the granulated chips. Because this was not the case, the results indicate that the particle size does not affect the extraction of PCBs. After extraction, the sa mples all had less than 2 ppm of PCBs, except for one sample that showed 2.8 ppm.

3. Calculation of the concentra tion of PCBs in the original samples on the basis of the determined PCBs in the hexane extracts (pre pared via 9 sonications of 300-g samples) showed that the concentrations of PCBs in the granulated samples were comparable with those of the un-granulated samples. Th ese results further indicate that the PCBs are predominantly on the surface; otherwis e, the granulated samples would have shown higher concentrations.32 Two of the laboratories identified Aroclo r 1242 as the only PCB present. The third found Aroclors 1232 and 1254 as the only two present. TPI also conducted an analysis of various plastics samples by using GC-E CD and GC-MS methods. The results are compared in Table 13. Results from the two methods are in reasonab le agreement, even though the GC-MS method showed higher values.

3.2.7.1 Evaluation of Soxhlet Method for PCBs Extraction

Successful commercializati on of technology for recovering polymers from shredder residue depends on a reliable and inexpensive t echnique to analyze samples for PCBs in the field. The U.S. EPA and European protocols for PCBs analysis were reviewed and experiments were conducted to understand th e requirements for on-site anal ysis. A Soxhlet-based method appears to be appropriate for testing because of its simplicity and because it is among the methods specified in both the U.S. EPA protocol s and in the European protocols (Table 14). Limited experiments to define the operating conditions for the Soxhlet method we re conducted. The results are discussed below.

TABLE 13 PCBs Analysis by GC-ECD and GC-MS (extraction using hexane at 2,000 PSIA and 100°C)

Sample Type PCB Concentration, Using GC-ECD (ppm) PCB Concentration, Using GC-MS (ppm)

Ungranulated chips 7.55 9.67 Ungranulated chips 3.70 5.07 Ungranulated chips 1.50 3.3 Ungranulated chips 1.35 2.66

Granulated chips 7.56 9.37 Granulated chips 0.93 1.82 Granulated chips 0.82 2.11

Hexane solution 9.93 9.50
Hexane solution 8.3 11.13
Hexane solution 1.41 1.72
Hexane solution 0.78 0.92
Hexane solution 0.53 0.6533 TABLE 14 Protocols for PCBs Analysis

Parameter European Protocols U.S. EPA’s Protoc ols Recommended Protocols

Particle size (mm) 0.5 Not specified 1

Sample size for extraction (g) 3 30 30

Extraction equipment Soxhlet Sonication Soxhlet Pressurized fluid Soxhlet

Extraction time Not specified Not specified >/= 4 h Siphoning cycles at 8–10-min intervals

Solvent Toluene Hexane 50/50 Hexane/acetone 50/50 Methylene chloride/acetone Hexane

Analytical method MS GC/ECD
MS MS

Quantification method 6 congeners multiplied by 5 Aroclors Aroclors

3.2.7.2 Selection of a Solvent

Two solvents were tested: hexane and tolu ene. Three 120-g samples were extracted with hexane for 8 h, and another thr ee 120-g samples were extracted w ith hexane for 24 h. Similarly, three 120-g samples were extracted with toluen e for 8 h, and another three 120-g samples were extracted with toluene for 24 h. All extractions were carried out while maintaining the siphoning time at 8–10-min intervals. This procedure resulted in 24 sample s of extracts and 12 samples of extracted plastics that were analyzed. The results indicated that hexane is a better solvent than toluene.

3.2.7.3 Determination of Re quired Extraction Time

Three additional 120-g samples were extracted with hexane for 4 h each. This procedure resulted in six samples of extracts and three samples of extracted plastics that were analyzed. The results indicated that a Soxhlet extraction time of 4 h is adequate because it reduced the concentration of PCBs in the extracted plastics to below the detectable limits in two of the three34 samples and reduced it in the third to 1 ppm, ev en though these samples apparently had more PCBs initially, as evidenced by the higher level of PCBs in the solvent.

3.2.7.4 Determination of Adequate Sample Size

In addition to the six 120-g samples extract ed for 24 h discussed above, six 60-g samples and six 30-g samples were processe d and sampled in the same mann er as before (24-h extraction time and same siphoning inte rvals) by using hexane. The results indicate that a sample size of 30 g appears to be adequate.

3.2.7.5 Comparison of the U.S. EPA and the European Quanti fication Methods

Four of the extracts from the 120-g samples th at were extracted with hexane for 24 hours and two of the 120-g samples that were extracted with hexane for 8 hours were also quantified by using the European method. The results were e ssentially identical within analytical errors (Table 15). These results lead to the following conclusions:

1. A conventional Soxhlet extract or using hexane is effective for the extraction of PCBs from plastics.

2. A total extraction time of 4 h with siphoni ng intervals of 8–10 min is adequate for complete extraction of the PCBs.

3. The EPA and the European quantificati on methodologies yield close results.

TABLE 15 Comparison of the U.S. EPA and the European Quantification
Methods

PCBs (ppm)

Extract Time (h) EPA Method European Method

24 10.8 9.8

24 9.8 10.9

24 8.0 10.7

24 11.2 11.5

8 11.7 12.3

8 10.8 10.835 3.3 INTEGRATION OF THE TECHNOLOGIES

A general-process conceptual design for a 20-ton/ h plant was developed. The process steps for the conceptual design include (1) a device to separate large metals and rocks; (2) a screen to separate large pieces of fabrics, foam, and tire rubber; (3) a shredder; (4) a screen or a trommel to separate “fines”; (5) a magnet and eddy current to separate metals; (6) a granulator; and (7) an air classifier to remove “lights” from the granulated material. Tests, using shredder residue, were conducted to evaluate the performan ce and cost of various equipment used in the design. We conducted economic analysis of the pr ocess and a sensitivity study of the cost of producing the polymer concentrate to yield per to n of shredder residue, va lue of the by-products (ferrous, non-ferrous, etc.), cost of utilities, number of operating shifts, and cost of capital, among other parameters. The cost can be as lo w as $0.02/lb of polymer concentrate for a plant operating three shifts per day and when the polym er concentrate is about 45% of the shredder residue to over $0.075/lb for a plant operating one shift per day and when the polymer concentrate is only 15% of the shredder residue . The value of the recovered metals has a significant impact on the overall cost. The value of the metals depends on their concentration in shredder residue and on the compositi on of the metal fraction produced.

A general-process conceptual design for the fl otation part of the plant was also developed for the separation of the polymer concentrate generated from 20 ton/ h shredder residue. The process steps for the general-flotation conceptual design include (1) a feeding system to feed the tanks, (2) flotation tanks, (3) conveyors, (4) de watering units, (5) a wood and rubber separation subsystem, and (5) dryers. Tests were conducted to evaluate the performance and cost of various equipment used in the design.

3.4 IMPROVEMENTS TO DISMANTLING PROCESS

The objective of this project was to identify and evaluate improvements to present automobile-dismantling practices that could result in an overall increase in the recycling of vehicles by overcoming some of the obstacles f acing dismantlers related to parts containing lightweighting materials, such as polymers and composites.

ELVs are typically processed first by automotive dismantlers. In North America, there are more than 15,000 auto dismantling facilities. The va st majority of the EL Vs that are recycled start their final journey at one of the dismantlin g facilities in the United States. Some, because of their age or condition, go directly to the shre dders. At the dismantling facility, useable parts (such as radios, batteries, bumpe rs, windshields, whole car seats, door panels, transmissions, and engines) are manually removed for direct resale a nd reuse. Such parts as starters and alternators may be removed, refurbished, or remanufactured and sold. At the dismantling yard, useable parts are recovered from the vehicle for resale and/or remanufacturing. The dismantling operation provides low-cost replacements pa rts to repair shops, parts broke rs, and individual customers. Direct reuse of a part, such as a door panel or trunk lid, conserves the materials and energy that would otherwise be required to produce the replaceme nt part from virgin materials, as well as the manufacturing energy required to stamp th e part and assemble the component.36 Remanufacturing is an importa nt component of the existing recycle infrastructure. Many automotive components are remanufactured to suppl y lower-cost replacement parts to maintain the domestic fleet. For example, most of the replacement starters and alternators are remanufactured. Other automotive parts that ar e typically remanufactured include engines, transmissions, brake systems, and water pumps. Di smantlers also collect several other items for recycling by others, as described below.

• Car batteries are collected for recycling of their lead, sulfuric acid, and polypropylene content.

• Catalytic converters are recycled for their precious metal catalysts.

• Dismantlers experimented with dismantling bumpers for recycling. Among the problems encountered in recycling the bumpers are the paint on the bumpers and the many different materials sometimes used in making an individual bumper. Repair shops and so me dismantlers collect polypropylene and TPO bumpers for recycling.

• Dismantlers tried to manually recover some plastics and seat foam from vehicles for resale. These efforts were quickly terminated because the operations were not economical. The co st was high, and the plastics markets were not readily available. The storage of scrap plastics and foam also required a large amount of space that interfered with more conventional dismantling operations. In addition, the am ounts that would be collected by an average dismantler would be small a nd, therefore, difficult to market.

• Dismantlers also extract refrigerants and fuel from the vehicle. These generally end up being reused in some applications after purification and upgrading. Other automotive fluids, such as engine and transmission oils, are removed when required for environmental reasons.

Dismantling is generally done manually, and therefore, except for items that can be resold as is, dismantling is not economical. Dism antling for the recovery of such materials as polyurethane foam, plastics, and rubber is not cost -effective, primarily be cause (1) dismantling is labor-intensive and (2) only a small amount of ma terial can be recovered at each of the more than 15,000 dismantling yards in the United States, and, therefore, the storage and transportation costs for most such materials are generally prohibitive. However, future automotive parts and systems that contain expensive materials of construction, such as batteries used in hybrid vehicles, will contain enough value to justify th eir dismantling. Further, keeping such items on the hulk is not advisable because shredding of such items may introduce new substances of concern in the shredder residue. This will complicate the recycling of materials, such as polymers and even metals, from the shredder residue. Therefore, they are likely to be dismantled before shredding. Potential impr ovements that can assist the dismantling industry increase the recycling of vehicles include (1) training the dismantler’s employees in identifying and recognizing parts and materials of value in ELVs, (2) identifying and recognizing potential hazards, and (3) increasing industry awareness of environmental regulations and guidelines.37 Other potential improvements include:

• Automation of the dismantling process to improve efficiency and/or reduce cost;

• Special requirements for dismantling lightweight parts and components;

• Proper tools to dismantle parts, such as bumpers, windshields and window glass, and instrument panels;

• Rapid identification techniques to facilitate the recovery of single material components;

• Technology that can be implemented on- site to upgrade dismantled materials, such as cleaning of parts and materials and separation of impurities;

• Participation of repair shops, dealerships, and remanufacturing shops in recycling damaged lightwei ght dismantled parts; and

• Design modifications that will facilitate dismantling.

Repair and remanufacturing shops can also pl ay a positive role in repairing and recycling damaged, dismantled lightweight parts (e.g., cracke d composite panels, dent ed aluminum parts). Design modification of vehicles, including reducing the number of materials of construction, to facilitate dismantling has been the subject of discussion for many years. However, little progress has been made, except perhaps in the development of approaches driven by economics, such as replacing some of the more expensive polymers with polypropylene.

Designing vehicles for more efficient recovery of parts and materials from ELVs can have a major impact on dismantling. Such a strategy can include the following:

1. Reduce the number of incompatible mate rials used (primarily polymers). For example, many gas tanks are made of multiple incompatible layers.

2. Make parts more accessible and easier to di smantle either by design or by developing the appropriate tools (or both). For example, to install a water pump on some models of vehicles, the whole engine needs to be dropped. The operator needs to get under the vehicle to reach many of the parts.

3. Eliminate or minimize the use of hazardous materials.

4. Eliminate or minimize the use of metal fasteners and attachments on polymer parts.38 Examples of how dismantling can be made easier by design include the following:

• Instrument panels contain about 25 lb of plastics available for potential recycling (Mark 2001) 2 . If the instrument panel can be built by using a single plastic material (such as polypropylene), then polypropylene will be less expensive to separate and recover. If in strument panels can be made so that they are easy and economical to remove, the dismantler will consider removing them and recycling the plastics. The precious metals can be recycled by precious metal recyclers. The economics of the process will still depend on other costs, including those for storage and transport.

• If all bumpers used by a car company are made of one material, such as TPO, the dismantler will be able to separate those panels by just knowing the car maker.

The USCAR/VRP conducted an extensive dismantling study over several years. The objective was to evaluate the feasibility and viability of collecting and recycling automotive polymers from ELVs. The project identified North American ELV recycling practices; explored scenarios for plastic material handling and local transportation; and evaluated sorting, processing, and compounding of the recovered pl astics. Recovered ABS an d PP plastic materials were formulated to Original Equipment Manuf acturer (OEM) specifications and molded by using production tooling to establish the viabilit y and economics of the pur suit of these materials as a commercial enterprise. The study also examined the way in which reuse contributes to recyclability. The results of this study found that the sale of used parts played a significant role in vehicle recycling and will continue to play an essential role. The st udy found that while the recovered materials and parts are acceptable (the PP is useful, and the ABS is potentially useful with some additives), the economic incentives and altered logistics ne eded to support this endeavor will not be borne by existin g market economics in North America.

2 Mark, E.E., 2001, “Optimization of Instrument Panels to Assist Recycling Quota Dismantling/Mechanical

Recycling vs. ASR Treatment/Chemical Recycling,” SAE paper 2001-01-3741.39 4 TASK 3. RECOVERED MATERIAL PERFORMANCE AND
MARKET EVALUATION

The objective of this task was to evaluate the market opportunity for recycled lightweight automotive materials. The effort involved (1) determination of the properties of recovered automotive materials and (2) molding trials by using recovered materials to confirm the technical and economic feasibility of using those materials in value-added applications. Limitations to the reuse of many of the materials as recovered and the need for post-processing technology to upgrade the recovered materials to meet the requirements of the market were identified. The analysis focused on the feasibility of reuse of th e recovered polymers in automotive applications. The properties of recovered polym ers were determined, and molding trials of actual parts from recovered polymers to determine their viab ility for commercializati on were conducted. The project focused on establishing the properties of polymeric materials that were recovered from shredder residue. Regardle ss of the effectiveness of the recovery technology, the recovered materials are, on average, 10–15 years old and de rived from different sources (automobiles, home appliances, and others). The performance properties of the recovered polymers were compared vis-à-vis new or virgin materials and bl ends of virgin and regrind materials. Physical property testing was conducted by Midland Compounding, Inc.

Blending and pelletizing of the PP/PE rec overed from shredder residue by Argonne was tested by Palmer Plastics, Inc. Molding trials using the recovered PP/PE were also done by MGV Enterprises.

4.1 POLYMER PHYSICAL PROPERTI ES AND MATERIALS COMPOSITION ANALYSIS

Typically, about 10-lb samples of recovere d materials are used to define physical properties and to characterize the composition of a material. To quantify the physical properties of a recovered material, a sample is extruded on a single-screw extruder, melt screened through a 40-mesh screen, molded into American Society for Testing and Materials (ASTM) test bars and plaques, and tested. The molded parts and a rand om selection of regrind chips from each sample are evaluated for material identification by using infrared spectroscopy. Common physical properties that are measured for each sample include the following:

• Melt flow rate, • Izod impact, • Flexural modulus, • Tensile strength at yield, • Tensile strength at rupture, • Elongation at rupture, • Deflection temperature, • Gardner impact, and • Specific gravity.40 4.1.1 Physical Properties and Composition of the PP/PE Recovered from Shredder Residue

The physical properties of PP/PE recovered from different shredder residues by Argonne and by others were determined for several samples. The results for the Argonne materials are given in Table 16. Properties of commercially available PP and PE virgin resins and for PP from dismantled automobiles are presented in Table 17 for comparison. The Izod impact of the recovered material is about three times that of the virgin resins, while the tensile strength of the recovered material is lower than the tensile stre ngth of the virgin resins by about 30%. This phenomenon may be attribut ed, at least in part, to the pres ence of thermoplastic olefins (TPO) and rubber in the recovered material, which act as impact modifiers. Recovered samples 8, 9, and 10 listed in Table 16 contained a bout 2% rubber, while samples 1 through 7 contained about 4% rubber. The results for the more than 20 PP/P E samples recovered by Salyp from different European and U.S. shredder residues are give n in Table 18. The properties of the Salyprecovered PP/PE are equivalent to the properties of the Argonne-recovered PP/PE.

TABLE 16 Properties of PP/PE Recovered by Argonne from Different Shredder Residues

Property Sample 1 Sample 2 Sample 3 Sample 4 Sample 5 Sample 6 Sample 7 Sample 8 Sample 9 Sample 10 Average

MFR (g/10min,
230  C, 2.16 kg) 10.5 14.9 7.7 10.1 11.4 7. 2 8.7 7.2 8.7 7.2 9.4

Izod impact (ft-lb/in., 73  F) 12.3 10.5 11.9 10.8 9 10.7 13.2 1.7 2.8 3.3 8.6

Flex mod. (1% secant, 1,000 psi) 83 73 89 84 82 101 112 126 127 113 99.0

Tensile strength at yield (1,000 psi) 2.6 2.2 2.7 2.6 2.4 2. 8 3.1 3.4 3.3 3.1 2.8

Tensile strength at rupture (1,000 psi) 0.8 1.2 2.1 1.9 1.4 2. 5 2.0 3.1 3.1 2.9 2.1

Elongation at yield (%) 23.0 20.8 21.1 22.8 20. 6 20. 6 17.1 **   24.3

Elongation at rupture (%) 132 78 233 154 82 251 229 12 14 13 119.8

DTUL (°F) (at 66 psi) 131 131 134 134 138 147 155 **  171 160 145

Gardner impact (73  F, in.- lb) 104 88 136 96 56 144 184 20 32 40 90.0

SG (g/cc) 0.94 0.95 0.94 0.95 0.94 0.93 0.93 0.94 0.94 0.94 0.94

** Not tested41 TABLE 17 Commercial Grades of PP and PE (Boedeker) (http://www.boedeker.com/mtable.htm), Unless Specified Otherwise

Property PP HomoPolymer PP CoPolymer PP-FR StandardPP Copolymer LDPE HDPE

MFR (g/10 min; 230  C) 0.5–136 a Izod impact (ft-lb/in.) 1.9 7.5 0.65 0.7 No Break 3 Flex Mod (1,000 psi) 180 160 145 120 200 125 Tensile strength (1,000 psi) 4.8 4.8 4.3 5.2 2.0 4.6 Elongation (%) 12 23 28 600 600 900 DTUL (  F) (at 66 psi) 210 173 106 210 110 -- SG (g/cc) 0.905 0.897 0.988 0.90 0.92 0.95 Gardner impact (73  F, in.- lb) 0.9–22*

a Data from http://www.ed-cam.com/materials/propylene_molded.asp. Ranges are for with and without

additives.

TABLE 18 Properties of PP/PE Recovered by Salyp from Different Shredder Residues

Property Salyp Data

MFR (g/10 min; 230  C) 2.3–4.6 Izod impact (ft-lb/in.; 73  F) 4.7–13.3 Flex mod. (1%, secant, 1,000 psi) 81.7–116.5 Tensile strength at yield (1,000 psi) 2.4–2.9 Tensile strength at rupture (1,000 psi) 2.2–2.8 Elongation at rupture (%) 19–57 DTUL (  F at 66 psi) 150–169 Gardner impact (73  F, in.-lb) 190–240 Specific Gravity (g/cc) 0.9342 4.1.2 Physical Properties and Composition of the Recovered Filled ABS

Filled ABS recovered by the Argonne froth fl otation process followed by removal of the rubber by the Argonne dry mechanical proces s contained 70% filled ABS (specific gravity greater than 1.07 and less than 1.1), 1.5% PS, 8% PPO, 3% rubber, 3% PP, 7% nylon, and 7.5% other materials. The physical properties of this recovered filled ABS were determined (Table 19) and were compared with properties of a commercia lly available virgin ABS. Table 19 also shows the properties of two blends of the recovered ABS with virgin ABS (25% recovered/75% virgin and 10% recovered/90% virgin). Interestingly, except for elongation at rupture and Gardner Impact, the properties of the blends were very close to the properties of the virgin material.

4.1.3 Physical Properties of the Polymers Recovered by MBA Polymers

The physical properties of the MBA r ecovered fractions (s ee Section 6.1.5.2) were determined by MBA Polymers. The results are given in Table 20.

4.1.4 Physical Properties of Polymers after Processing to Remove the PCBs

Samples of the polyolefins used in the devolatilization testing at Midland Compounding to remove the PCBs (see Section 3.2.5) were sent for IZOD analysis. The results are summarized in Table 21. The value for the different samples is 10.8 +/-1.8 with a sta ndard deviation of 0.3. The value for the material before processing was 10.2. Therefore, this processing did not negatively impact the IZOD value of the samples.

4.2 POLYMER PHYSICAL PROPERTIES DATABASE

A physical properties database has been compiled so that the physical properties of the recovered polymers can be compared with ge neral-purpose virgin polymers. General-purpose physical properties have been compiled for the following plastics:

• ABS; • Nylon (6 cast, 6/6 extruded, 30% glass filled); • PPO [polyphenylene oxide] (unfilled, 30% glass filled); • Polycarbonate polyethylene, low-dens ity polyethylene (LDPE), high-density polyethylene (HDPE), and ultra- high-molecular-weight (UHMW) polyethylene; • Polypropylene; • Polystyrene (general purpose, high impact); and • Polyvinyl chloride (PVC).43 TABLE 19 Properties of Recovered Filled ABS, Virgin ABS, and Blends of the Two Materials

Property Recovered Filled ABS Virgin ABS (342 EZ) 90% Virgin/ 10% Recovered 75% Virgin/ 25% Recovered

MFR (g/10 min; 230°C, 3.8 kg) 3.9 6.5 7.6 6.4 Izod Impact (ft-lb/in.; 73°F) 0.9 3.8 3.0 2.6 Flex Mod (1% secant; 1,000 psi) 324 296 299 302 Tensile strength at yield (psi) 4982 5546 5392 5312 Tensile strength at rupture (psi) 4956 4459 4544 4930 Elongation at rupture (%) 2 56 9 6 DTUL (  F, at 264 psi) 162 165 166 164 Gardner Impact, (73°F; in.-lb) 0 >320 32 8 SG (g/cc) 1.08 1.05 1.05 1.06

TABLE 20 Properties of Plastics Recovered by MBA

Sample ABS HIPS PP Filled PP Unfilled

MFR (g/10 min; 230°C, 3.8 kg) N/A N/A N/A 5.5 MFR (g/10 min; 200°C, 5 kg) N/A N/A 2.5 N/A MFR (g/10 min; 230°C, 2.16 kg) 4.6 7.9 N/A N/A Izod Impact (ft-lb/in.; 73°F) 10.3 1.6 1.8 3.4 Flex Mod (1% secant; 1,000 psi) 130 293 315 361 Tensile strength at yield (psi) 3029 3779 4319 6291 Tensile strength at rupture (psi) 1773 2365 4011 5623 Elongation at rupture (%) 50 32 19 6 DTUL (  F, at 264 psi) N/A N/A 162 170 DTUL (  F, at 66 psi) 150 232 N/A N/A Gardner Impact (73°F; in-lb) 216 64 16 16 SG (g/cc) 0.94 1.07 1.05 1.0644 TABLE 21 Impact Test Results from Vacuum Devolatilization Testing

Sample Number Temperature (°C) Screw
RPM Feed (lb/h) Notes IZOD (ft-lb/in)

1 325 300 20 9.94

2 325 300 10 8.97

3 325 100 20 12.6

4 325 100 10 11.11

5 287 200 15 10.65

6 287 200 15 No vacuum 11.55

7 287 200 15 Water added at feed 11.81

8 250 300 20 10.23

9 250 300 10 11.66

10 250 100 20 10.06

11 250 100 10 9.85

12 Polymer flakes before treatment 10.16

The Vehicle Recycling Partnership had previ ously compiled physical properties data on selected polymers that were recovered during the U.S. field trials. These materials were recovered by disassembly. The data from these polymers are included in the database so that the physical properties of materials recovered by disassembly can be compared with those of materials that are recovered from post-shred operations. 3 Table 22 gives the properties of PP dismantled from automobiles as part of the USCAR U.S. field trial. The recovered PP was reported to have a specific gravity of 0.915 and was made of 99.2% PP, 0.4% PE, and 0.4% ABS. The differences in the properties of th e dismantled PP and the PP/PE recovered from shredder residue are also compared in Table 23.

The differences are not significant and do not affect the usefulness of the material. For example, the specific gravity of the material recovered at Argonne is about 0.94 compared to 0.915 for the dismantled material. The MFR reflects the largest difference: 17 for one of the two samples of the dismantled flakes versus about 9.4 for the material recovered from shredder residue. The USCAR study also found that the properties of the dism antled PP responded as expected when additives were added to the PP. For example, the Izod increased from less than 2 ft-lb/in. to about 11 when 10% of an impact modifier was added and to about 14 when 20% was added 4

.

3 “USCAR U.S. Field Trial for Automotive Polymers Recycling,” by W.W. Gallmeyer, C.M. Duranceau,

R.L. Williams, and G.R. Winslow, SAE Paper Number 2003-01-0645, 2003

4 “USCAR U.S. Field Trial for Automotive Polymers Recycling: Interim Findings,” by W.W. Orr, SAE Paper

Number 2000-01-0735, 2000.45 TABLE 22 Comparison of the Properties of PP Dismantled of Cars as Part of the USCAR U.S. Trial a with PP Recovered by the Argonne Process from Shredder Residue

Property Recovered, Extruded Recovered Flakes, Sample #1 Average Properties of Recovered PP/PE b

MFR (g/10 min; 230  C 0 19.9 17 9.4 Izod impact (ft-lb/in.); 73  F 0 1.8 1.8 8.6 Flex. Mod. (1%, secant; 1,000 psi) 136.9 131.9 99 Tensile Strength at Yield (1,000 psi) 3.130 3.136 2.8 Elongation at Yield (%) 19 18 24.3 Tensile Strength at Rupture (1000 psi) 2.388 2.384 2.1 Elongation at Rupture (%) 59 60 119.8 DTUL (  F, at 66 psi) 129.7 136.5 145

a SAE Paper Number 2003-01-0645, “USCAR U.S. Field Trial for Automotive Polymers Recycling,” by

W.W. Gallmeyer, C.M. Duranceau, R.L. Williams, and G.R. Winslow

b From Table 16

TABLE 23 Properties of Recovered PP/PE when Mixed with Regrind

Property Argonne, As Recovered Sample 9 (see Table 16) Regrind As Is Pelletized Blend

MFR (g/10 min; 230  C) 8.7 3.1 9.2 Izod impact (ft-lb/in.; 73  F) 2.8 13.6 10.4 Flex. mod. (1%, secant; 1,000 psi) 127 157 136 Tensile strength at yield (1,000 psi) 3.3 3.7 3.4 Tensile strength at rupture (1,000 psi) 3.1 2.9 2.3 Elongation at rupture (%) 14 125 57 DTUL (  F, at 66 psi) 171 197 176 Gardner impact (73  F; in.-lb) 32 >320 132 SG (g/cc) 0.94 0.91 0.9246 4.3 RECOVERED RUBBER/PLASTICS MATERIAL

A mixed-rubber fraction with about 20% by weight mixed plastics was recovered. A sample of the recovered material was sent for testing by the “TireCycle” process used for recycling rubber. Preliminary te sts done on the recovered material indicated that it may be suitable for making construction pr oducts, such as roofing shingles. The presence of the plastics in the mixed-rubber material appear ed to improve its ove rall properties, especially its stiffness.

4.4 BLENDING AND PELLETIZING OF RECOVERED PP/PE

Two hundred fifty pounds of PP/PE recovered by Argonne were blended with 750 lb of supplemental PP copolymer regrind for 15 min. The blended material was then run through an extruder and pelletized. The general appearance of the final pellet was excellent (Figure 12). Properties of the propert ies of the regrind and of the resu lting pellets are shown in Table 23. Standard pelletizing conditions were us ed. Barrel heats were set from 365  F at the rear barrel zone and increased progressively to 390  F at the front, with six heat zones in between. Screen changer and breaker plate heats were set at 405  F, and die heats were set at 395  F. Melt temperature was recorded as 460  F, and drive load and screw speed were set at 60% and 67.5% of the maximum values, respectively. Material output was recorded as 1,400 lb/h. Extra-fine screen packs were used (20/20/20/60/100/20 mesh screens) to remove impurities because this was the first time this material has been tried.

FIGURE 12 Pelletized PP/PE Product Recovered from Shredder Residue

Screen changes are typically performed at pressure differences between 500 psi and 1,000 psi. In this test, changes were done when it exceeded 500 psi to safeguard against puncturing a screen pack and losing material. Becau se extra-fine screen packs were used in the test, screen changes were required approximately every five minutes. The results indicated that the recovered PP/PE can be blended with other ol efinic regrind and pelletized by using standard processes and equipment.47 4.5 MOLDING TRIALS

Three types of auto parts were molded by MGV Enterprises by using Argonne-recovered PP/PE from shredder residue: knee bolsters, ba ttery trays, and steering column covers (Figure 13). A standard molding machine was used in these trials. No changes to the standard conditions were required to run the recovered material. The limite d testing done on the recovered PP/PE fraction shows that quality products, includi ng auto parts, may be produced from the recovered materials. Additives and/or modifiers ma y be added to meet the specifications of some products.

FIGURE 13 Auto Parts Molded from PP/PE Recovered from Shredder Residue48 5 TASK 4. CRADA REPORTING

The Contractor, with input from the Partic ipants, prepared and submitted to DOE annual progress reports. This document is the CRADA final report.49 6 CRADA TEAM PUBLICATIONS

2009

Impact of Recycling Automotive Lightweighting Materials on Sustainability, B.J. Jody, J.A. Pomykala Jr., J.S. Spange nberger, and E.J. Daniels, 2009 SA E World Congress, Detroit, MI, April 20–23, 2009.

2008

Developing a Technical Roadmap for Auto motive Lightweight Metals Recycling, J.A.S. Green, Light Metal Age, December 2008.

2007

Automotive Recycling in the United States: Energy Conservation and Environmental Benefits

, B.J. Jody, J.A. Pomykala Jr., J.S. Spangenberg er, and E.J. Daniels, The Journal of Metals, Vol. 59, No. 11, pp. 41–45, Nov. 2007.

Technologies for Recycling Shredder Residue, B.J. Jody and E.J. Daniels, SAE Paper No. 2007- 01-0526, SAE World Congress, Detroit, MI, April 2007.

Mass Balance and Composition Analysis of Shredder Residue, J.A. Pomykala Jr., B.J. Jody, J.S. Spangenberger, and E.J. Daniels, SA E Paper No. 2007-01-0527, 2007 SAE World Congress, Detroit, MI, April 2007.

Mass Balance and Composition Analysis of Shredder Residue , J.A. Pomykala Jr., B.J. Jody, J.S. Spangenberger, and E.J. Daniels, SAE Paper No. 2007-01-0527, 2007 SAE Transactions Journal of Materials & Manufacturing, August 2008.

Metal Recovery from Shredder Residue Fines, T. Allen, SAE Paper No. 2007-01-0528, 2007 SAE World Congress, Detroit, MI, April 2007.

Thermoplastic Separation and Recovery from Va rious Mixed Scrap by the Argonne Developed Froth Flotation Technology, J.A. Pomykala Jr., B.J. Jody, and E.J. Daniels, Proc. of the
13 th Annual Global Plastics Environmental C onference (GPEC), Orlando, FL, March 6–7, 2007.

A Mechanical Separation Process to Recover Metals and Polymers fr om Shredder Residue, J.A. Pomykala Jr., B.J. Jody, E.J. Daniels, J. Yang, and J.S. Spangenberger, TMS 2007 Annual Meeting & Exhibition, Orlando, FL, Feb. 25–March 1, 2007.50 2006

Recovery and Recycling of Po lymers from Shredder Residue, B.J. Jody, J.A. Pomykala Jr., J.S. Spangenberger, and E.J. Daniels, The Jour nal of Solid Waste Technology and Management, Vol. 23, No. 4, Nov. 2006, pp. 228–236.

Scale Up Study on Converting and Recycli ng Shredder Residue into a Fuel Oil , G.R. Winslow, G.R. Appel, B.S. Adams, T.N. Simon, N.L. Duranceau, C.M. Wheeler, and S. Candace, SAE Paper No. 2006-01-1580, SAE 2006 Worl d Congress, Detroit, MI, 2006.

Recycling of Polyurethane Foams Recovered Fr om Shredder Residue Vi a Glycolysis Process Into Polyurethanes , V. Sendijarevic, I. Sendijarevic, K. Mayne, G.R. Winslow, C.M. Duranceau, N.L. Simon, and C.S. Wheeler, SAE Paper No. 2006-01-1579.

A Life Cycle Look at Making Oil from End-of-Life Vehicles, C.S. Wheeler, N.L. Simon, M. Binder, G.R. Winslow, and C.M. Duranceau, SAE Pape r No. 2006-01-0374, SAE 2006 World Congress, Detroit, Michigan, 2006.

The R&D of the FreedomCAR Materials Program , J.A. Carpenter Jr., E.J. Daniels, P.S. Sklad, C.D. Warren, and M.T. Smith, Proc. of the In ternational Auto Body Congress, Novi, MI, September 19, 2006.

Market Driven Technology Development for Su stainable End-of-Life Ve hicle Recycling: A Perspective from the United States , E.J. Daniels, B.J. Jody, J.A. Pomykala Jr., and J.S. Spangenberger, presented at the 6th In ternational Automobile Recycling Congress, Amsterdam, Netherlands, March 15–17, 2006.

2005

Chemical Recycling of Mixed Polyurethane F oam Recovered from Shredder Residue into Polyurethane Polyols, V. Sendijarevic, I. Sendijarevic, G. R. Winslow, C.M. Duranceau, N.I. Simon, and C.S. Wheeler, SAE Paper No. 2005-01-0850.

Industry and Government Collaboration to Facilit ate Sustainable End-of-L ife Vehicle Recycling

, E.J. Daniels, 2005 ASME International Mechanical Engineering Congress & Exposition, BRTD-4: Sustainability Applications in Pr oduct Design and Manufacture, Orlando, FL, November 5–11, 2005.

Modular Life Cycle Model — Basis for Analyzin g the Environmental Performance of Different Vehicle End-of-Life Options , M. Binder, N.L. Simon, C.M. Duranceau, C.S. Wheeler, and G.R. Winslow, Proc. of the 5 th International Automobile Recycling Congress, Amsterdam, March 9–11, 2005.51 Modular Life Cycle Model of Ve hicle End-of-Life Phase — Basis for Analysis of Environmental Performance, C.S. Wheeler, N.L Simon, C.M. Duranceau, G.R. Winslow, and M. Binder, SAE Paper No. 2005-01-0847.

United States National Life Cycle Invent ory Database Project, A Status Report, J.L. Sullivan, C.S. Wheeler, and N.L. S imon, SAE Paper No. 2005-01-0852.

Recycling Shredder Residue Containing Plas tics and Foam Using a Thermal Conversion Process, G.R. Winslow, B.S. Appel, T. Adams, N.I. Simon, C.M. Duranceau, C.S. Wheeler, and V. Sendijarevic, SAE Paper No. 2005-01- 0848.

Overview of Washing Systems for Commercial Cl eaning of Plastics Separated from Automotive Shredder Residue, I. Sendijarevic, V. Sendijarevic, G.R. Winslow, C.M. Duranceau, N.L. Simon, S.F. Niemiec, and C.S. Wh eeler, SAE Paper No. 2005-01-0851.

2004

Advanced Separation of Plas tics from Shredder Residue, G.R. Winslow, N.L. Simon, C.M. Duranceau, R. Williams, C.S. Wheeler, M. Fisher, A. Kistenmacher, and I. VanHerpe, SAE Paper No. 2004-01-0469

Recycling Automotive Shredder Residue and Plastics Using the CWT Thermal Process, G.R. Winslow and T. Adams, Proc. of the 10 th Annual Global Plas tics Environmental Conference (GPEC), Detroit, MI, February 18, 2004.

Screening Study to Evaluate Shredder Residue Materials , G.R. Winslow, C.S. Wheeler, R.L. Williams, C.M. Duranceau, N.L. Simon, and D.R. Schomer, SA E Paper No. 2004-01-0468.

Market Driven Automotive Recycling in North America , C. Duranceau, presented at the Institute of Scrap Recycling Indus tries Shredder Meeting, Dallas, TX, Oct. 30, 2004.

Sustainable End-of-Life Vehicl e Recycling: R&D Collaboration between Industry and the
U.S. DOE , E.J. Daniels, J.A. Carpenter Jr., C. Duranceau, M. Fisher, C. Wheeler, and G. Winslow, JOM, The Mineral, Metals & Materials Society, Vol. 56, No. 8, pp. 28–32, Aug. 2004.

Market Driven Automotive Recycling in North America , C. Duranceau, (USCAR), J. Carpenter, (U.S. DOE), and M. Fisher, American Plastics Council, keynote at the 2004 International Car Recycling Workshop, Washington, D.C., May 19, 2004.

Screening Study to Evaluate Shredder Residue Materials , V. Sendijarevec, N. Simon, C. Duranceau, G. Winslow, R. Williams, C. Wheeler, S. Niemiec, and D. Schomer, SAE Paper
No. 2004-01-0468.52 2003

Automotive Materials Recycling: A Status Re port of U.S. DOE and Industry Collaboration

, E.J. Daniels, Ecomaterials and Ecoprocesses, Pr oc. of the International Symposium on Ecomaterials and Ecopro cesses, Vancouver, BC, Ca nada, August 24–27, 2003, pp. 389–402.

Effects of Transportation on the Ecosystem , J.A. Carpenter Jr., Ecomat erials and Ecoprocesses, Proc. of the International Sy mposium on Ecomaterials and Ecoprocesses, Vancouver, BC, Canada, August 24–27, 2003, pp. 13–22.

Automotive Technology: Looking Forward , R. Sullivan, D. Hamilton, and J.A. Carpenter Jr., Ecomaterials and Ecoprocesses, Proc. of the International Symposium on Ecomaterials and Ecoprocesses, Vancouver, BC, Canada, August 24–27, 2003, pp. 49–67.

Processes for Recycling the Non-Metallic Portion of Obsolete Automobiles , B.J. Jody, E.J. Daniels, and J.A. Pomykala Jr., U.S. Environment-2003 On-Line Conference, July 14–25,
2003.

Cost Effective Recovery of Thermoplastics From Mixed Scrap , B.J. Jody, J.A. Pomykala Jr., and E.J. Daniels, Materials Technol ogy, Vol. 18, No. 1, pp. 18–24, March 2003.

Separation and Recovery of Thermoplastics From Mixed-Scrap Plastics , J.A. Pomykala Jr., B.J. Jody, E.J. Daniels, and J. Greminger, Proc. of the 9 th Annual Global Plas tics Environmental Conference (GPEC), Detroit, MI, pp. 7–16, February 26–27, 2003.Argonne National Laboraory is a U.S. Department of Energy laboratory managed by UChicago Argonne, LLC 

### Energy Systems Division Argonne National Laboratory 9700 South Cass Avenue, Bldg. 362 Argonne, IL 60439-4815

www.anl.gov