End-of-Life Infrastructure Economics for "Clean Vehicles" in the United States

Rising fuel prices and concern over emissions are prompting automakers and legislators to introduce and evaluate "clean vehicles" throughout the United States. Hybrid electric vehicles (HEVs) are now on the roads, electric vehicles (EVs) have been test marketed, and niche vehicles such as high-fuel-economy microcars are being considered for introduction. As these vehicles proliferate and mature, they will eventually reach their end of life (EOL). In the United States, an extensive recycling infrastructure exists for conventional, internal combustion engine (ICE) vehicles. Its primary constituents are the disassembler and the shredder. These industries, as well as battery recyclers, are expected to play integral roles in the EOL processing of clean vehicles.
A model of the automobile-recycling infrastructure and goal programming techniques are used to assess the materials streams and process profitabilities for several different clean vehicles. Two-seat EVs with lead-acid or NiMH batteries are compared with two- and four-seat HEVs and microcars. Changes to the nonferrous content in the vehicle bodies are explored and compared for the effect on processing profit-ability. Despite limitations associated with the linearity of goal programming techniques, application of this tool can still provide informative first-order results. Results indicate that although these clean vehicles may not garner the same profit levels as conventional ICE vehicles, they are profitable to process if there are markets for parts and if there are sufficient quantities of nonferrous materials.     

Economic Consequences of Increasing Polymer Content for the U.S. Automobile Recycling Infrastructure

Environmental awareness regarding resource use and emissions over the life cycle of the automobile has heightened the concerns for end-of-life (EOL) vehicle disposal. With increasing use of lighter materials to enhance fuel economythe steel dominated content of automobiles is changing to include a greater fraction of polymers. In light of impending regulations for vehicle disposal, various alternatives for remanufacturing and reuse of components and material disposal are under investigation. For example, if shredder operations are used to reclaim metallic materials, then the extent of disassembly will significantly affect proftability as well as the environment.
Using goal programming, we explore changes to the current US. vehicle recycling infrastructure for their effects on dismantler and shredder proftabilities. To investigate the effect of lightweighting on the profrtabilrty of the recycling infrastructure, two specific vehicle designs are compared: a steel unibody and a polymer-intensive vehicle. Other scenarios examine the outcomes for mandating removal of polymer materials during disassembly and for increasing the disposal cost of scrap polymer to that of hazardous waste. The results indicate that, if properly controlled, the current automobile recycling infrastructure in the United States can remain economically viable while it improves with respect to environmental considerations. Alternatively, implementation of certain policies that reduce profitability could cause disastrous consequences, resulting in the economic collapse of the infrastructure.     

Greenhouse Gas Emissions Payback for Lightweighted Vehicles Using Aluminum and High‐Strength Steel

In this article we consider interactions between life cycle emissions and materials flows associated with lightweighting (LW) automobiles. Both aluminum and high‐strength steel (HSS) lightweighting are considered, with LW ranging from 6% to 23% on the basis of literature references and input from industry experts. We compare the increase in greenhouse gas (GHG) emissions associated with producing lightweight vehicles with the saved emissions during vehicle use. This yields a calculation of how many years of vehicle use are required to offset the added GHG emissions from the production stage. Payback periods for HSS are shorter than for aluminum. Nevertheless, achieving significant LW with HSS comparable to aluminum‐intensive vehicles requires not only material substitution but also the achievement of secondary LW by downsizing of other vehicle components in addition to the vehicle structure. GHG savings for aluminum LW varies strongly with location where the aluminum is produced and whether secondary aluminum can be utilized instead of primary. HSS is less sensitive to these parameters. In principle, payback times for vehicles lightweighted with aluminum can be shortened by closed‐loop recycling of wrought aluminum (i.e., use of secondary wrought aluminum). Over a 15‐year time horizon, however, it is unlikely that this could significantly reduce emissions from the automotive industry, given the challenges involved with enabling a closed‐loop aluminum infrastructure without downcycling automotive body structures.     

Strategies for Meeting EU End-of-Life Vehicle Reuse/Recovery Targets

Disposal of end-of-life vehicles (ELVs) is a relatively new focus of the European policy community. Technical requirements for car design and minimum reuse and recovery rates for end-of-life vehicles are the subject of a recent European Union directive on ELVs. This directive is expected to induce changes in the infrastructure required for ELV processing, and presents a substantial challenge to maintaining such an infrastructure as economically viable.
This paper assesses current and emerging ELV recycling technologies, in order to provide guidelines for the development of future ELV recycling strategies. Emphasis is given to technologies dedicated to automobile shredder residue (ASR) recovery, as an alternative/complement to more labor-intensive dismantling activities. The ultimate goal is to develop a vision of the type of ASR processing technology that could emerge in the future.
The analysis is based on a model developed to simulate ELV processing infrastructures, and shredding data are taken from full-scale experiments. The results obtained show that ASR mechanical separation and recycling technologies may enable more extensive recycling and contribute to achieving European Union recycling targets, and can thus be considered as far more promising than technologies based on energy recovery.     

Epidemiology,Evolution, and Recent Outbreaks of Avian Influenza Virus in China

Novel reassortants of H7N9, H10N8, and H5N6 avian influenza viruses (AIVs) are currently circulating in China''s poultry flocks, occasionally infecting humans and other mammals. Combined with the sometimes enzootic H5N1 and H9N2 strains, this cauldron of genetically diverse AIVs pose significant risks to public health. Here, we review the epidemiology, evolution, and recent outbreaks of AIVs in China, discuss reasons behind the recent increase in the emergence of novel AIVs, and identify warning signs which may point to the emergence of a potentially virulent and highly transmissible AIV to humans. This review will be useful to authorities who consider options for the detection and control of AIV transmission in animals and humans, with the goal of preventing future epidemics and pandemics.     

Economic Assessment of Greenhouse Gas Emissions Reduction by Vehicle Lightweighting Using Aluminum and High‐Strength Steel

The life cycle greenhouse gas (GHG) reduction benefits of vehicle lightweighting (LW) were evaluated in a companion article. This article provides an economic assessment of vehicle LW with aluminum and high‐strength steel. Relevant cost information taken from the literature is synthesized, compiled, and formed into estimates of GHG reduction costs through LW. GHG emissions associated with vehicle LW scenarios between 6% and 23% are analyzed alongside vehicle life cycle costs to achieve these LW levels. We use this information to estimate the cost to remove GHG emissions per metric ton by LW, and we further calculate the difference between added manufacturing cost and fuel cost savings from LW. The results show greater GHG savings derived from greater LW and added manufacturing costs as expected. The associated production costs are, however, disproportionately higher than the fuel cost savings associated with higher LW options. A sensitivity analysis of different vehicle classes confirms that vehicle LW is more cost‐effective for larger vehicles. Also, the cost of GHG emissions reductions through lightweighting is compared with alternative GHG emissions reduction technologies for passenger vehicles, such as diesel, hybrid, and plug‐in hybrid electric powertrains. The results find intensive LW to be a competitive and complementary approach relative to the technological alternatives within the automotive industry but more costly than GHG mitigation strategies available to other industries.     

The consequences of climate change at an avian influenza ‘hotspot’

Avian influenza viruses (AIVs) pose significant danger to human health. A key step in managing this threat is understanding the maintenance of AIVs in wild birds, their natural reservoir. Ruddy turnstones (Arenaria interpres) are an atypical bird species in this regard, annually experiencing high AIV prevalence in only one location—Delaware Bay, USA, during their spring migration. While there, they congregate on beaches, attracted by the super-abundance of horseshoe crab eggs. A relationship between ruddy turnstone and horseshoe crab (Limulus polyphemus) population sizes has been established, with a declining horseshoe crab population linked to a corresponding drop in ruddy turnstone population sizes. The effect of this interaction on AIV prevalence in ruddy turnstones has also been addressed. Here, we employ a transmission model to investigate how the interaction between these two species is likely to be altered by climate change. We explore the consequences of this modified interaction on both ruddy turnstone population size and AIV prevalence and show that, if climate change leads to a large enough mismatch in species phenology, AIV prevalence in ruddy turnstones will increase even as their population size decreases.     

Influenza A viruses in American White Pelican (Pelecanus erythrorhynchos)

The role of many wild waterbird species in the ecology and epidemiology of avian influenza viruses (AIV) remains unclear. We report the first isolation of AIV from American White Pelicans (Pelecanus erythrorhynchos; Pelecaniformes) in North America. Two H13N9 AIVs were isolated from hatchling birds in breeding colonies in Minnesota, USA, during 2007 and 2008. Based on molecular sequencing of the hemagglutinin and neuraminidase genes, the 2008 virus was genetically related to AIVs previously isolated from gulls and shorebirds in North America. The 2007 isolate was most related to AIVs from Eurasian gulls and North American ducks, reflecting both global movement of these viruses and reassortment between viruses associated with duck and gull reservoirs.     

Comparative Pathogenesis of an Avian H5N2 and a Swine H1N1 Influenza Virus in Pigs

Pigs are considered intermediate hosts for the transmission of avian influenza viruses (AIVs) to humans but the basic organ pathogenesis of AIVs in pigs has been barely studied. We have used 42 four-week-old influenza naive pigs and two different inoculation routes (intranasal and intratracheal) to compare the pathogenesis of a low pathogenic (LP) H5N2 AIV with that of an H1N1 swine influenza virus. The respiratory tract and selected extra-respiratory tissues were examined for virus replication by titration, immunofluorescence and RT-PCR throughout the course of infection. Both viruses caused a productive infection of the entire respiratory tract and epithelial cells in the lungs were the major target. Compared to the swine virus, the AIV produced lower virus titers and fewer antigen positive cells at all levels of the respiratory tract. The respiratory part of the nasal mucosa in particular showed only rare AIV positive cells and this was associated with reduced nasal shedding of the avian compared to the swine virus. The titers and distribution of the AIV varied extremely between individual pigs and were strongly affected by the route of inoculation. Gross lung lesions and clinical signs were milder with the avian than with the swine virus, corresponding with lower viral loads in the lungs. The brainstem was the single extra-respiratory tissue found positive for virus and viral RNA with both viruses. Our data do not reject the theory of the pig as an intermediate host for AIVs, but they suggest that AIVs need to undergo genetic changes to establish full replication potential in pigs. From a biomedical perspective, experimental LP H5 AIV infection of pigs may be useful to examine heterologous protection provided by H5 vaccines or other immunization strategies, as well as for further studies on the molecular pathogenesis and neurotropism of AIVs in mammals.     

Genetic Structure of Avian Influenza Viruses from Ducks of the Atlantic Flyway of North America

Wild birds, including waterfowl such as ducks, are reservoir hosts of influenza A viruses. Despite the increased number of avian influenza virus (AIV) genome sequences available, our understanding of AIV genetic structure and transmission through space and time in waterfowl in North America is still limited. In particular, AIVs in ducks of the Atlantic flyway of North America have not been thoroughly investigated. To begin to address this gap, we analyzed 109 AIV genome sequences from ducks in the Atlantic flyway to determine their genetic structure and to document the extent of gene flow in the context of sequences from other locations and other avian and mammalian host groups. The analyses included 25 AIVs from ducks from Newfoundland, Canada, from 2008–2011 and 84 available reference duck AIVs from the Atlantic flyway from 2006–2011. A vast diversity of viral genes and genomes was identified in the 109 viruses. The genetic structure differed amongst the 8 viral segments with predominant single lineages found for the PB2, PB1 and M segments, increased diversity found for the PA, NP and NS segments (2, 3 and 3 lineages, respectively), and the highest diversity found for the HA and NA segments (12 and 9 lineages, respectively). Identification of inter-hemispheric transmissions was rare with only 2% of the genes of Eurasian origin. Virus transmission between ducks and other bird groups was investigated, with 57.3% of the genes having highly similar (≥99% nucleotide identity) genes detected in birds other than ducks. Transmission between North American flyways has been frequent and 75.8% of the genes were highly similar to genes found in other North American flyways. However, the duck AIV genes did display spatial distribution bias, which was demonstrated by the different population sizes of specific viral genes in one or two neighbouring flyways compared to more distant flyways.     

Host Restrictions of Avian Influenza Viruses: In Silico Analysis of H13 and H16 Specific Signatures in the Internal Proteins

Gulls are the primary hosts of H13 and H16 avian influenza viruses (AIVs). The molecular basis for this host restriction is only partially understood. In this study, amino acid sequences from Eurasian gull H13 and H16 AIVs and Eurasian AIVs (non H13 and H16) were compared to determine if specific signatures are present only in the internal proteins of H13 and H16 AIVs, using a bioinformatics approach. Amino acids identified in an initial analysis performed on 15 selected sequences were checked against a comprehensive set of AIV sequences retrieved from Genbank to verify them as H13 and H16 specific signatures. Analysis of protein similarities and prediction of subcellular localization signals were performed to search for possible functions associated with the confirmed signatures. H13 and H16 AIV specific signatures were found in all the internal proteins examined, but most were found in the non-structural protein 1 (NS1) and in the nucleoprotein. A putative functional signature was predicted to be present in the nuclear export protein. Moreover, it was predicted that the NS1 of H13 and H16 AIVs lack one of the nuclear localization signals present in NS1 of other AIV subtypes. These findings suggest that the signatures found in the internal proteins of H13 and H16 viruses are possibly related to host restriction.     

禽流感病毒感染鸽的流行病学与致病机理研究进展

禽流感病毒(Avian influenza virus,AIV)不仅严重危害禽类,而且对人类生命健康造成严重威胁。鸽作为留鸟,具有作为AIV从野生鸟类传播至人类中间宿主的潜能。鸽对AIV的易感性以及在病毒传播中的作用却存在争议。通过分析AIV自然感染、人工感染鸽的流行病学以及实验研究数据,同时回顾了禽流感病毒感染鸽的机制,发现随着病毒的进化和时间的推移,鸽群AIV的感染率也在递增;尤其随着近年具有双受体结合特性的高致病性禽流感病毒(highly pathogenic avian influenza virus,HPAIV)clade2.3.4.4分支H5Nx毒株的出现,其感染鸽后排毒量上升以及鸽体间直接接触传播能力增强。为了有效防控AIV的跨种间传播,有必要加强对鸽感染AIV的流行病学监测和传播特性的研究,特别需要密切关注具双受体结合特性的H5Nx和H7N9 HPAIV对鸽易感性的发展趋势。     

Environmental impacts of end-of-life vehicles’ management: recovery versus elimination

Purpose

In Portugal, the management of end-of-life vehicles (ELV) is set out in targets of the European Union policy for the year 2015, including 85 % recycling, 95 % recovery, and maximum of 5 % landfilling. These goals will be attained only through more efficient technologies for waste separation and recycling of shredder residues or higher rates of dismantling components. Focusing on this last alternative, a field experiment was carried out. There is potential for additional recycling/recovery of 10 %.

Methods

Three scenarios were proposed for the management of ELV wastes: (1) scenario 1 corresponds to the baseline and refers to the current management, i.e., the 10 % of ELV wastes are shredded whereby some ferrous and non-ferrous metals are recovered and the remaining fraction, called automotive shredder residues (ASR), is landfilled, (2) scenario 2 wherein the ASR fraction is incinerated with energy recovery, and (3) scenario 3 includes the additional dismantling of components for recycling and for energy recovery through solid recovered fuel, to be used as a fuel substitute in the cement industry. The environmental performance of these scenarios was quantified by using the life cycle assessment methodology. Five impact categories were assessed: abiotic resource depletion, climate change, photochemical oxidant creation, acidification, and eutrophication.

Results and discussion

Compared to the other scenarios, in scenario 1 no benefits for the impact categories of climate change and eutrophication were observed. Scenario 2 has environmental credits due to the recycling of ferrous and non-ferrous metals and benefits from energy recovery. However, this scenario has a significant impact on climate change due to emissions from thermal oxidation of polymeric materials present in the ASR fraction. A net environmental performance upgrading seems to be ensured by scenario 3, mainly due to replacing fossil fuel by solid recovered fuel.

Conclusions

The proposed additional dismantling of ELV (scenario 3) not only brings environmental benefits but also meets the European recovery and recycling targets. The associated increase of dismantling costs can be compensated by the additional recycling material revenues as well as social benefits by a rise in employment.     

Technoecological analysis of energy carriers for long‐haul transportation

Long‐haul transportation demand is predicted to increase in the future, resulting in higher carbon dioxide emissions. Different drivetrain technologies, such as hybrid or battery electric vehicles, electrified roads, liquefied natural gas and hydrogen, might offer solutions to this problem. To assess their ecological and economic impact, these concepts were simulated including a weight and cost model to estimate the total cost of ownership. An evolutionary algorithm optimizes each vehicle to find a concept specific optimal solution. A model calculates the minimum investment in infrastructure required to meet the energy demand for each concept. A well‐to‐wheel analysis takes into account upstream and on‐road carbon dioxide emissions, to compare fully electric vehicles with conventional combustion engines. Investment in new infrastructure is the biggest drawback of electrified road concepts, although they offer low CO₂ emissions. The diesel hybrid is the best compromise between carbon reduction and costs.     

Homologous recombination as an evolutionary force in the avian influenza A virus

Avian influenza A viruses (AIVs), including the H5N1, H9N2,and H7N7 subtypes, have been directly transmitted to humans,raising concerns over the possibility of a new influenza pandemic.To prevent a future avian influenza pandemic, it is very importantto fully understand the molecular basis driving the change inAIV virulence and host tropism. Although virulent variants ofother viruses have been generated by homologous recombination,the occurrence of homologous recombination within AIV segmentsis controversial and far from proven. This study reports threecirculating H9N2 AIVs with similar mosaic PA genes descendedfrom H9N2 and H5N1. Additionally, many homologous recombinantsare also found deposited in GenBank. Recombination events canoccur in PB2, PB1, PA, HA, and NP segments and between lineagesof the same/different serotype. These results collectively demonstratethat intragenic recombination plays a role in driving the evolutionof AIVs, potentially resulting in effects on AIV virulence andhost tropism changes.     

Are Poultry or Wild Birds the Main Reservoirs for Avian Influenza in Bangladesh?

Avian influenza viruses (AIV) are of great socioeconomic and health concern, notably in Southeast Asia where highly pathogenic strains, such as highly pathogenic avian influenza (HPAI) H5N1 and other H5 and H7 AIVs, continue to occur. Wild bird migrants are often implicated in the maintenance and spread of AIV. However, little systematic surveillance of wild birds has been conducted in Southeast Asia to evaluate whether the prevalence of AIV in wild birds is higher than in other parts of the world where HPAI outbreaks occur less frequently. Across Bangladesh, we randomly sampled a total of 3585 wild and domestic birds to assess the prevalence of AIV and antibodies against AIV and compared these with prevalence levels found in other endemic and non-endemic countries. Our study showed that both resident and migratory wild birds in Bangladesh do not have a particularly elevated AIV prevalence and AIV sero-prevalence compared to wild birds from regions in the world where H5N1 is not endemic and fewer AIV outbreaks in poultry occur. Like elsewhere, notably wild birds of the orders Anseriformes were identified as the main wild bird reservoir, although we found exceptionally high sero-prevalence in one representative of the order Passeriformes, the house crow (Corvus splendens), importantly living on offal from live bird markets. This finding, together with high sero- and viral prevalence levels of AIV in domestic birds, suggests that wild birds are not at the base of the perpetuation of AIV problems in the local poultry sector, but may easily become victim to AIV spill back from poultry into some species of wild birds, potentially assisting in further spread of the virus.     

Investigation of Avian Influenza Infections in Wild Birds,Poultry and Humans in Eastern Dongting Lake,China

We investigated avian influenza infections in wild birds, poultry, and humans at Eastern Dongting Lake, China. We analyzed 6,621 environmental samples, including fresh fecal and water samples, from wild birds and domestic ducks that were collected from the Eastern Dongting Lake area from November 2011 to April 2012. We also conducted two cross-sectional serological studies in November 2011 and April 2012, with 1,050 serum samples collected from people exposed to wild birds and/or domestic ducks. Environmental samples were tested for the presence of avian influenza virus (AIV) using quantitative PCR assays and virus isolation techniques. Hemagglutination inhibition assays were used to detect antibodies against AIV H5N1, and microneutralization assays were used to confirm these results. Among the environmental samples from wild birds and domestic ducks, AIV prevalence was 5.19 and 5.32%, respectively. We isolated 39 and 5 AIVs from the fecal samples of wild birds and domestic ducks, respectively. Our analysis indicated 12 subtypes of AIV were present, suggesting that wild birds in the Eastern Dongting Lake area carried a diverse array of AIVs with low pathogenicity. We were unable to detect any antibodies against AIV H5N1 in humans, suggesting that human infection with H5N1 was rare in this region.     

Neuraminidase Subtyping of Avian Influenza Viruses with PrimerHunter-Designed Primers and Quadruplicate Primer Pools

We have previously developed a software package called PrimerHunter to design primers for PCR-based virus subtyping. In this study, 9 pairs of primers were designed with PrimerHunter and successfully used to differentiate the 9 neuraminidase (NA) genes of avian influenza viruses (AIVs) in multiple PCR-based assays. Furthermore, primer pools were designed and successfully used to decrease the number of reactions needed for NA subtyping from 9 to 4. The quadruplicate primer-pool method is cost-saving, and was shown to be suitable for the NA subtyping of both cultured AIVs and uncultured AIV swab samples. The primers selected for this study showed excellent sensitivity and specificity in NA subtyping by RT-PCR, SYBR green-based Real-time PCR and Real-time RT-PCR methods. AIV RNA of 2 to 200 copies (varied by NA subtypes) could be detected by these reactions. No unspecific amplification was displayed when detecting RNAs of other avian infectious viruses such as Infectious bronchitis virus, Infectious bursal disease virus and Newcastle disease virus. In summary, this study introduced several sensitive and specific PCR-based assays for NA subtyping of AIVs and also validated again the effectiveness of the PrimerHunter tool for the design of subtyping primers.