Practical dehalogenation of automobile shredder residue in NaOH/ethylene glycol with an up-scale ball mill reactor
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ORIGINAL ARTICLE
Practical dehalogenation of automobile shredder residue in NaOH/ ethylene glycol with an up‑scale ball mill reactor Jiaqi Lu1 · Siqingaowa Borjigin1 · Shogo Kumagai1 · Tomohito Kameda1 · Yuko Saito1 · Yasuhiro Fukushima2 · Toshiaki Yoshioka1 Received: 28 October 2019 / Accepted: 6 May 2020 © Springer Japan KK, part of Springer Nature 2020
Abstract Effective and efficient dehalogenation for automobile shredder residue (ASR) was successfully carried out in an NaOH/ ethylene glycol solvent at 190 °C with an up-scale ball mill reactor. The element content and plastic in different fractions of ASR samples were analyzed. 1.2 ± 0.4 wt% Cl and 0.1 ± 0.1 wt% Br were measured in the fine mixture of ASR; consequently, dehalogenation was essential to mitigate the formation of hazardous compounds during thermal treatment. Sufficiently high dechlorination and debromination capacities were obtained by adjusting ball numbers and NaOH content, and the effectiveness of the treatment for throughput scale-up was confirmed. Dehalogenated ASR achieved lower than 0.1 wt% of Cl and negligible Br content, making the product suitable for feedstock recycling to recover metals and petrochemicals. We performed a life cycle assessment on the up-scale dehalogenation process and identified two beneficial impacts in comparison with the landfilling of ASR: reductions in carcinogenic effects and ecotoxicity. To mitigate impacts on climate change and resource depletion, improving dehalogenation efficiency by scaling up the throughput, enhancing the heat insulation system, and including a process for ethylene glycol recycling need to be considered. Keywords Automobile shredder residue · Dechlorination · Debromination · Ball milling · Life cycle assessment
Introduction Automobiles are considered essential durable goods. Worldwide automobile production reached 93 million units in 2017 [1]; meanwhile, large numbers of end-of-life vehicles (ELVs) were also generated. For example, in 2010, there were 12 million ELVs in the United States [2]; in 2015, there were 3.5 million units in Japan [3]; in 2016, there were 6.0 million units in European Union [4]; and in 2017, there were 10 million units in China [5]. Therefore, the waste Electronic supplementary material The online version of this article (https://doi.org/10.1007/s10163-020-01052-z) contains supplementary material, which is available to authorized users. * Shogo Kumagai [email protected] 1
Graduate School of Environmental Studies, Tohoku University, 6‑6‑07 Aoba, Aramaki‑aza, Aoba‑ku, Sendai, Miyagi 980‑8579, Japan
Graduate School of Engineering, Tohoku University, 6‑6‑07 Aoba, Aramaki‑aza, Aoba‑ku, Sendai, Miyagi 980‑8579, Japan
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management of ELVs should be well constructed for sustainable development. Currently, the ELV components that can be reused, such as engines and batteries, are separated by de-pollution and dismantling processes [2, 6]. The ELV hulk is then processed by shredding to recycle ferrous and nonferrous metals [7]. The portion of the ELV tha
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