# End-of-Life Impact on the Cradle-to-Grave LCA of Light-Duty Commercial Vehicles in Europe
## 2 Materials and Methods
### Waste Management Scheme  
For both the EoL scenarios, for each vehicle configuration, a detailed multilevel waste management scheme was developed in compliance with the 2000/53/CE directive and the ISO 22628 standard. All the relevant waste management stages involved were identified: depollution, dismantling, shredding, and postshredding. As a summary, a flowchart of the material and components recovered for each vehicle configuration is reported in Figure 2. The assumptions that have guided the subdivision of the material flows are detailed hereafter. The first step of the waste management scheme is the depollution stage (referred to as pretreatment in the ISO 22628). This stage is mandatory to remove hazardous components, which could hinder some of the subsequent EoL stages (in the case of airbags, for example, the hazardous components, if not removed during the depollution stage, might hamper the subsequent shredding process) [7]. Components removed in this stage are mainly reused or are characterized by dedicated recycling routes (e.g., batteries). Lead-acid and Li-ion batteries, CNG tanks, and all types of fluids and airbags are assumed to be removed in this stage. As can be seen in Figure 2, a significant part of the weight is removed in the depollution stage for the CNG-ICEV (254 kg) and BEV (483 kg) configurations due to the CNG tanks and Li-ion batteries, respectively. The second stage of the waste management scheme is the dismantling stage, which aims at removing the components and parts to be recycled. The following components are assumed to be removed in this stage: electric and electronic components, metal components containing copper, aluminum, and magnesium (e.g., steering shaft, brake disc, shock absorber, steering wheel, antilock braking system, seats, gearbox, clutch control, engine, and all the components containing magnesium alloys), tires, exhaust systems, BEV powertrain, glass, and all components that could represent a source of income (e.g., spare parts). Figure 2: Flowchart of the waste management scheme of the three vehicles. In addition, Directive 2000/53/EC also mentions plastic components from \"bumpers, dashboard, fluid containers\" to be removed in this stage. According to [46], the amount of plastic and elastomers removed in the dismantling stage corresponds to the 2% of the total ELV weight; thus, this value was used. At this point, the remaining wrecks are shredded. A detailed description of the shredding material breakdown is provided in [10], in which three campaigns of deconstruction were conducted on 90 ELV samples. According to [10], considering the C3 campaign (maximum removal share of components), it was assumed that the share of ASR in the output of the shredding process corresponds to the 24.9% in weight of the shredding input mass. As can be seen in Figure 2, the remaining part of the shredding input (75.1%) is constituted by ferrous and nonferrous metal fractions. The ASR fraction is finally involved in a postshredding stage to further promote recycling. It was assumed, in this stage, that the ASR fraction is divided into three parts: metallic, polymeric, and nonidentified (mainly constituted by textiles and fines). Percentage by weight of the metallic ASR fraction was based on [10] and is reported in Table 1. Consequently, the percentages by weight of the polymeric and nonidentified ASR fractions are estimated and reported in Table 1.  
Percentages by weight of material removed in each stage for each vehicle configuration are reported in Table 2. The role of the depollution stage is particularly significant for the CNG and BEV configurations due to the removal of the CNG tanks and Li-ion batteries. The role of the postshredding stage also appears to be significant. The contribution of both the shredding and postshredding stages is about 64-72%, depending on the configuration chosen. This is in line with [7]. Material Fate  
After the division of the material flows, it is necessary to assume material fate.