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.     

A comparison among different automotive shredder residue treatment processes

Background and purpose  

European Community claims for end-of-vehicles (ELVs) targets of at least 85% recycling and 95% recovery rate by 2015. At present, only about 80% of ELV total weight is being recycled, whereas the remaining fraction of 20%, which is called automotive shredder residue (ASR), is disposed by landfilling in most of the EU countries. In this study a comparison has been carried out among five ASR management strategies, chosen after a screening of the most common technologies suitable and available nowadays, aiming at proposing alternatives to the current disposal in terms of benefits resulting from the conservation of nonrenewable resources and reduction of wastes disposal. These scenarios are ASR landfill disposal, the current status quo for a further nonferrous metals recovery, ASR incineration with energy recovery, an advanced material recovery followed by thermal treatment of ASR residue and a feedstock recycling by means of gasification.     

Using LCA to Assess Eco-design in the Automotive Sector: Case Study of a Polyolefinic Door Panel (12 pp)

Goal, Scope and Background The new European legislation concerning End-of-Life Vehicles (ELVs) will allow, in 2015, the landfilling of only 5% of the average vehicle weight, which means that the automotive industry must make a great effort in order to design their products taking into account their recyclability when they become waste. In the present work, LCA is used to assess an existing automotive component, a plastic door panel, and to compare it with a designed-for-recycling prototype panel, based on compatible polyolefins. Main Features A \\\'cradle to grave\\\' LCA is carried out for the panel currently produced and the prototype. The following scenarios are analyzed for plastic waste: landfilling (current practice in Spain), energy recovery in a MSW incinerator or in a cement kiln, and mechanical recycling. Results and Discussion The production and use phases together contribute more than 95% in most impact indicators. When the current and prototype products are compared, a decrease in the environmental impact appears for the prototype in the production phase and also at end-of-life if recycling is considered with full substitution of virgin polymers. The overall impact reduction ranges from 18% in the toxicity indicators to 80% in landfill use. Energy recovery in cement kilns appears as a good alternative to recycling in some indicators, such as landfill use or resource depletion. A sensitivity analysis is performed on the quality of recycled plastic, and the results suggest that the benefits of recycling are substantially reduced if full substitution is not achieved. Conclusion LCA has been shown to be a very useful tool to validate from an environmental point of view a redesigned automotive component; in addition, it has allowed one to identify not only the benefits from increased recyclability, but also improvements in other life cycle phases which were not previously expected. Recommendation and Perspective From this case study several recommendations to the company have been drawn in order to design environmentally friendly components for car interiors, and ecodesign is expected to be introduced in the company procedures. - Glossary ABS: Acrilonitrile-butadiene-styrene; ASR: Automobile shredder residue; DEHP: Di(ethylhexyl)phtalate; ELV: End-of-life vehicles; EPDM: Ethylene propylene diene monomer; MSW: Municipal solid waste; MSWI: Municipal solid waste incinerator; NEDC: New European driving cycle; PA GF: Polyamide glass fiber reinforced; PE: Polyethylene; PES: Polyester; POM: Polyoxymethylene; PP T16: Polypropylene 16% talc filled; PUR: Polyurethane; PVC: Polyvinyl chloride; TPO: Thermoplastic olefin     

Strategic Responses to Environmental Regulation in the U.K. Automotive Sector: The European Union End-of-Life Vehicle Directive and the Porter Hypothesis

As of 1 January 2006 all automotive OEMs (original equipment manufacturers) and component manufacturers operating within the European Union will need to comply with the End-of-Life Vehicle Directive (referred to hereafter as the EU ELV Directive). The EU ELV Directive compels all OEMs to take back and dismantle all motor vehicles for domestic use at the end of their useful lives. Each component part will then be either reused or recycled. To this end, the ultimate goal of the EU ELV Directive is that all motor vehicles for domestic use will have a reuse or recyclable content of 85% at the end of their useful lives, moving toward 95% by 2015. The burden of the EU ELV Directive falls on both the OEMs and their component manufacturers, forcing them to innovate and "design for disassembly." This being the case, it offers a unique real world example with which to test the Porter Hypothesis. Porter asserts that strict, correctly formulated environmental regulation can offer a firm secondary benefits through improved product design and the reduction of waste. This in turn allows the firm to offset the cost of compliance. Because the EU ELV Directive has been fashioned to force firms into a process of innovation and redesign, the magnitude of these so-called offsets can be judged. This article employs Rugman and Verbeke's 1998 strategic matrix of firm response to environmental regulation to examine qualitative details of the strategic response of automotive component manufacturers and OEMs in the United Kingdom to the demands of the directive to judge the volume of offsets generated. This analysis shows no support for the Porter Hypothesis and challenges the assumptions of Rugman and Verbeke's model.     

Life cycle assessment of lightweight and end-of-life scenarios for generic compact class passenger vehicles

Goal, Scope and Background  The automotive industry has a long history in improving the environmental performance of vehicles - fuel economy and emission improvements, introduction of recycled and renewable materials, etc. The European Union also aims at improving the environmental performance of products by reducing, in particular, waste resulting from End-of-Life Vehicles (ELVs) for example. The European Commission estimates that ELVs contribute to approximately 1 % of the total waste in Europe [9]. Other European Union strategies are considering more life cycle aspects, as well as other impacts including resource or climate change. This article is summarizing the results of a European Commission funded project (LIRECAR) that aims at identifying the environmental impacts and relevance for combinations of recycling / recovery and lightweight vehicle design options over the whole life cycle of a vehicle - i.e. manufacturing, use and recycling/recovery. Three, independent and scientific LCA experts reviewed the study according to ISO 14040. From the beginning, representatives of all Life Cycle Stakeholders have been involved (European materials & supplier associations, an environmental Non-Governmental Organization, recycler’s association). Model and System Definition  The study compared 3 sets of theoretical vehicle weight scenarios: 1000 kg reference (material range of today’s end-of-life, mid-sized vehicles produced in the early 1990’s) and 2 lightweight scenarios for 100 kg and 250 kg less weight based on reference functions (in terms of comfort, safety, etc.) and a vehicle concept. The scenarios are represented by their material range of a broad range of lightweight strategies of most European car manufacturers. In parallel, three End-of-Life (EOL) scenarios are considered: EOL today and two theoretical extreme scenarios (100% recycling, respectively, 100% recovery of shredder residue fractions that are disposed of today). The technical and economical feasibility of the studied scenarios is not taken into consideration (e.g. 100% recycling is not possible). Results and Discussion  Significant differences between the various, studied weight scenarios were determined in several scenarios for the environmental categories of global warming, ozone depletion, photochemical oxidant creation (summer smog), abiotic resource depletion, and hazardous waste. However, these improvement potentials can be only realized under well defined conditions (e.g. material compositions, specific fuel reduction values and EOL credits) based on case-by-case assessments for improvements over the course of the life cycle. Looking at the studied scenarios, the relative contribution of the EOL phase represents 5% or less of the total life cycle impact for most selected impact categories and scenarios. The EOL technology variations studied do not impact significantly the considered environmental impacts. Exceptions include total waste, as long as stockpile goods (overburden, tailings and ore/coal processing residues) and EOL credits are considered. Conclusions and Recommendations  LIRECAR focuses only on lightweight/recycling, questions whereas other measures (changes in safety or comfort standards, propulsion improvements for CO₂, user behavior) are beyond the scope of the study. The conclusions are also not necessarily transferable to other vehicle concepts. However, for the question of end-of-life options, it can be concluded that LIRECAR cannot support any general recommendation and/or mandatory actions to improve recycling if lightweight is affected. Also, looking at each vehicle, no justification could be found for the general assumption that lightweight and recycling greatly influence the affected environmental dimension (Global Warming Potential or resource depletion and waste, respectively). LIRECAR showed that this general assumption is not true under all analyzed circumstances and not as significant as suggested. Further discussions and product development targets shall not focus on generic targets that define the approach/technology concerned with how to achieve environmental improvement (weight reduction [kg], recycling quota [%]), but on overall life cycle improvement). To enable this case-by-case assessment, exchanges of necessary information with suppliers are especially relevant.     

Strategic, Financial, and Design Implications of Extended Producer Responsibility in Europe: A Producer Case Study

Extended producer responsibility (EPR) legislation, making producers responsible for financing and organizing take-back and recycling of waste batteries, packaging, end-of-life vehicles (ELVs), and waste electrical and electronic equipment (WEEE), has been or is currently in the process of being implemented in 29 different countries in Europe following introduction of European Union directives. This article reviews the potential impacts of EPR for waste batteries, packaging, and WEEE on producers distributing products in Europe through a case study of Sony Computer Entertainment Europe (SCEE)—responsible for marketing and distribution of PlayStation products.
There are presently more than 250 producer responsibility organizations (PROs) established to meet EPR obligations in Europe, which contrasts to the single national recycling schemes founded in the late 1990s. SCEE estimates it avoided anetcostof €408,000 in 2005 by introducing competitive review of PRO services (against a total net take-back cost of €401,000).To meet increasingly extensive compliance obligations, SCEE has initiated new activities, with considerable implications for the company's legal, sales data administration, procurement, accounting, and product and packaging approval practices.
Considering the ultimate aim of EPR to establish economic incentives for improved product design, several significant political and practical obstacles are described from SCEE's case and industry situation. Although the principle of EPR is indeed interesting, its practical application in Europe may require refinement. Producers, given adequate support by policy makers, still have opportunities to develop new processes under the WEEE Directive to facilitate design for the environment.     

Vehicles and Critical Raw Materials: A Sustainability Assessment Using Thermodynamic Rarity

The changing material composition of cars represents a challenge for future recycling of end‐of‐life vehicles (ELVs). Particularly, as current recycling targets are based solely on mass, critical metals increasingly used in cars might be lost during recycling processes, due to their small mass compared to bulk metals such as Fe and Al. We investigate a complementary indicator to material value in passenger vehicles based on exergy. The indicator is called thermodynamic rarity and represents the exergy cost (GJ) needed for producing a given material from bare rock to the market. According to our results, the thermodynamic rarity of critical metals used in cars, in most cases, supersedes that of the bulk metals that are the current focus of ELV recycling. While Fe, Al, and Cu account for more than 90% of the car's metal content, they only represent 60% of the total rarity of a car. In contrast, while Mo, Co, Nb, and Ni account for less than 1% of the car's metal content, their contribution to the car's rarity is larger than 7%. Rarity increases with the electrification level due to the greater amount of critical metals used; specifically, due to an increased use of (1) Al alloys are mainly used in the car's body‐in‐white of electric cars for light‐weighting purposes, (2) Cu in car electronics, and (3) Co, Li, Ni, and rare earth metals (La, Nd, and Pr) in Li‐ion and NiMH batteries.     

Extended Producer Responsibility for Waste Electronics: An Example of Printer Recycling in the United Kingdom

In February 2003, European Union (EU) policy makers implemented a Directive that will make producers responsible for waste electrical and electronic equipment at end-of-life (known as the "WEEE" Directive). Under this new legislation, producers are required to organize and finance the take-back, treatment, and recycling of WEEE and achieve mass-based recycling and recovery targets. This legislation is part of a growing trend of extended producer responsibility for waste, which has the potential to shift the world's economies toward more circular patterns of resource use and recycling. This study uses life-cycle assessment and costing to investigate the possible environmental effects of the WEEE Directive, based on an example of printer recycling in the United Kingdom.
For a total of four waste management scenarios and nine environmental impact categories investigated in this study, results varied, with no scenario emerging as best or worst overall compared to landfilling. The level of environmental impact depended on the type of material and waste management processes involved. Additionally, under the broad mass-based targets of the WEEE Directive, the pattern of relationships between recycling rates, environmental impacts, and treatment and recycling costs may lead to unplanned and unwanted results. Contrary to original EU assumptions, the use of mass-based targets may not ensure that producers adapt the design of their products as intended under producer responsibility.
It is concluded that the EU should revise the scope of consideration of the WEEE Directive to ensure its life-cycle impacts are addressed. In particular, specific environmental objectives and operating standards for treatment and recycling processes should be investigated as an alternative to mass-based recycling and recovery targets.     

Economic Impact of Aluminum-Intensive Vehicles on the U.S. Automotive Recycling Infrastructure

The use of aluminum alloys in automobile production is growing as automakers strive to lower vehicle fuel consumption and reduce emissions by substituting aluminum for steel. The current recycling infrastructure for end-of-life vehicles is mature, profitable, and well suited to steel-intensive vehicles; increased use of cast and wrought aluminum, however, will present new challenges and opportunities to the disassembler and shredder, who now comprise the first stages of the vehicle recycling infrastructure.
Using goal programming techniques, a model of the auto recycling infrastructure is used to assess the materials streams and process profitabilities for several different aluminum-intensive vehicle (AIV) processing scenarios. The first case simulates the processing of an AIV in the current recycling infrastructure. Various changes to the initial case demonstrate the consequences to the disassembler and shredder profitabilities whenever the price of nonferrous metals changes; greater fractions of the vehicle are removed as parts; the parts removed by the disassembler have increased aluminum content; the quantity of polymer removed by the disassembler is increased; the disassembly costs increase; the disposal costs for shredder residue and hazardous materials increase; the shredder processing costs increase; and different AIV designs are considered. These profits are also compared to those achieved for a steel unibody vehicle to highlight the impact of introducing AIVs into the existing infrastructure. Results indicate that the existing infrastructure will be able to accommodate AIVs without economic detriment.     

Unintentional Flow of Alloying Elements in Steel during Recycling of End‐of‐Life Vehicles

Alloying elements in steel add a wide range of valuable properties to steel materials that are indispensable for the global economy. However, they are likely to be effectively irretrievably blended into the steel when recycled because of (among other issues) the lack of information about the composition of the scrap. This results in the alloying elements dissipating in slag during steelmaking and/or becoming contaminants in secondary steel. We used the waste input‐output material flow analysis model to quantify the unintentional flows of alloying elements (i.e., chromium, nickel, and molybdenum) that occur in steel materials and that result from mixing during end‐of‐life (EOL) processes. The model can be used to predict in detail the flows of ferrous materials in various phases, including the recycling phase by extending steel, alloying element source, and iron and steel scrap sectors. Application of the model to Japanese data indicates the critical importance of the recycling of EOL vehicles (ELVs) in Japan because passenger cars are the final destination of the largest share of these alloying elements. However, the contents of alloying elements are rarely considered in current ELV recycling. Consequently, the present study demonstrates that considerable amounts of alloying elements, which correspond to 7% to 8% of the annual consumption in electric arc furnace (EAF) steelmaking, are unintentionally introduced into EAFs. This result suggests the importance of quality‐based scrap recycling for efficient management of alloying elements.     

BEVSIM: Battery electric vehicle sustainability impact assessment model

To achieve climate neutrality ambitions, greenhouse gas emissions from the transport sector need to be reduced by at least 90% by 2050. To support industry and policy makers on mitigating actions on climate goals it is important to holistically compare and reduce life cycle environmental impacts of road passenger vehicles. A web-based sustainability assessment tool named battery electric vehicle sustainability impact assessment model, BEVSIM, is developed to assess the environmental, circularity, and economic performance of the materials, sub-systems, parts, and individual components of battery electric vehicles and internal combustion engine vehicles. This tool allows to measure and compare impacts resulting from recycling technologies, end-of-life scenarios, and future scenarios resulting from changes in grid mixes. This paper explains the purpose of the tool, its functionality and design as well as the underlying assumptions.     

Life cycle assessment of Australian automotive door skins

Background, aim, and scope  Policy initiatives, such as the EU End of Life Vehicle (ELV) Directive for only 5% landfilling by 2015, are increasing the pressure for higher material recyclability rates. This is stimulating research into material alternatives and end-of-life strategies for automotive components. This study presents a Life Cycle Assessment (LCA) on an Australian automotive component, namely an exterior door skin. The functional unit for this study is one door skin set (4 exterior skins). The material alternatives are steel, which is currently used by Australian manufacturers, aluminium and glass-fiber reinforced polypropylene composite. Only the inputs and outputs relative to the door skin production, use and end-of-life phases were considered within the system boundary. Landfill, energy recovery and mechanical recycling were the end-of-life phases considered. The aim of the study is to highlight the most environmentally attractive material and end-of-life option. Methods  The LCA was performed according to the ISO 14040 standard series. All information considered in this study (use of fossil and non fossil based energy resources, water, chemicals etc.) were taken up in in-depth data. The data for the production, use and end-of-life phases of the door skin set was based upon softwares such as SimaPro and GEMIS which helped in the development of the inventory for the different end-of-life scenarios. In other cases, the inventory was developed using derivations obtained from published journals. Some data was obtained from GM-Holden and the Co-operative research Centre for Advanced Automotive Technology (AutoCRC), in Australia. In cases where data from the Australian economy was unavailable, such as the data relating to energy recovery methods, a generic data set based on European recycling companies was employed. The characterization factors used for normalization of data were taken from (Saling et. al. Int J Life Cycle Assess 7(4):203–218 2002) which detailed the method of carrying out an LCA. Results  The production phase results in maximum raw material consumption for all materials, and it is higher for metals than for the composite. Energy consumption is greatest in the use phase, with maximum consumption for steel. Aluminium consumes most energy in the production phase. Global Warming Potential (GWP) also follows a trend similar to that of energy consumption. Photo Oxidants Creation Potential (POCP) is the highest for the landfill scenario for the composite, followed by steel and aluminium. Acidification Potential (AP) is the highest for all the end-of-life scenarios of the composite. Ozone Depletion Potential (ODP) is the highest for the metals. The net water emissions are also higher for composite in comparison to metals despite high pollution in the production phases of metallic door skins. Solid wastes are higher for the metallic door skins. Discussion  The composite door skin has the lowest energy consumption in the production phase, due to the low energy requirements during the manufacturing of E-glass and its fusion with polypropylene to form sheet molding compounds. In general, the air emissions during the use phase are strongly dependent on the mass of the skins, with higher emissions for the metals than for the composite. Material recovery through recycling is the highest in metals due to efficient separation techniques, while mechanical recycling is the most efficient for the composite. The heavy steel skins produce the maximum solid wastes primarily due to higher fuel consumption. Water pollution reduction benefit is highest in case of metals, again due to the high efficiency of magnetic separation technique in the case of steel and eddy current separation technique in the case of aluminium. Material recovery in these metals reduces the amount of water needed to produce a new door skin set (water employed mainly in the ingot casting stage). Moreover, the use of heavy metals, inorganic salts and other chemicals is minimized by efficient material recovery. Conclusions  The use of the studied type of steel for the door skins is a poor environmental option in every impact category. Aluminium and composite materials should be considered to develop a more sustainable and energy efficient automobile. In particular, this LCA study shows that glass-fiber composite skins with mechanical recycling or energy recovery method could be environmentally desirable, compared to aluminium and steel skins. However, the current limit on the efficiency of recycling is the prime barrier to increasing the sustainability of composite skins. Recommendations and perspectives  The study is successful in developing a detailed LCA for the three different types of door skin materials and their respective recycling or end-of-life scenarios. The results obtained could be used for future work on an eco-efficiency portfolio for the entire car. However, there is a need for a detailed assessment of toxicity and risk potentials arising from each of the four different types of door skin sets. This will require greater communication between academia and the automotive industry to improve the quality of the LCA data. Sensitivity analysis needs to be performed such as the assessment of the impact of varying substitution factors on the life cycle of a door skin. Incorporation of door skin sets made of new biomaterials need to be accounted for as another functional unit in future LCA studies. Discussion contributions to this article from the readership would the highly welcome. The authors     

Producer Responsibility Organizations Development and Operations

Extended producer responsibility (EPR) regulations are now in effect in 27 European Union member states and are applicable to up to 100 million tonnes of waste packaging, batteries, automobiles, and electrical and electronic products annually. This article investigates the implementation of EPR through a case study of European Recycling Platform (ERP) UK Ltd., the UK arm of one of the largest producer responsibility organizations (PROs) in Europe, recycling more than 1.5 million tonnes of waste electrical and electronic equipment to date. Previous research is extremely limited on the detailed operations of PROs. This case is presented as an example illustrating typical operational challenges PROs face in implementing EPR, such as how PROs gain an understanding of the waste management infrastructure and legislation in each country, collect sufficient volumes of waste using cost‐effective arrangements, and maintain uninterrupted collection, treatment, and recycling services. The case study provides new insights and context on the practical implementation of EPR regulations relevant for both policy makers and researchers.     

Supporting environmentally sound decisions for waste management with LCT and LCA

Introduction  

The amount of waste generated in Europe and, beyond, by our production and consumption patterns is significant. A proper waste management is essential in order to reduce detrimental environmental impacts. For the European Union, the general principles of good waste management are outlined in the Waste Framework Directive (2008/98/EC). This directive establishes a five-step hierarchy of waste management starting with the preferred option of waste prevention followed by preparing waste for reuse, recycling and other recovery with disposal (such as landfill) as the last resort.     

Closed‐Loop Supply Chains for Photovoltaic Panels: A Case‐Based Approach

Photovoltaic (PV) waste is expected to significantly increase. However, legislation on producer responsibility for the collection and recovery of PV panels is limited to the European Union (EU) Waste Electrical and Electronic Equipment Directive Recast, which lays down design, collection, and recovery measures. Academic knowledge of closed‐loop supply chains (CLSCs) for PV panels is scarce. We analyze the supply chain using multiple cases involving the main stakeholders in the design, production, collection, and recovery of PV panels. Our article answers two research questions: How does the PV supply chain operate, and what are critical factors affecting the reverse supply chain management of used panels? Our research seeks to fill the gap in the CLSC literature on PV panels, as well as to identify barriers and enablers for PV panel design, collection, and recycling.     

Life Cycle Assessment of a Personal Computer and its Effective Recycling Rate (7 pp)

Background, Aims and Scope Telecommunication and information technology, dramatically emerged during the last decade, has generated environmental problems by accelerating mass production, mass consumption, and mass disposal of personal computers (PCs) in Korea. In addition, it has led the Korean new economy. The Korean government has encouraged researchers and industry to study the environmental impact, adequate disposal treatment, and the reasonable recycling rate of an end-of-life personal computer. The main purpose of this research is to investigate the life cycle environmental impact of PCs and to determine the desirable or feasible recycle rate of an end-of-life PC. An LCA on a PC was performed based on different recycling scenario. Target audiences are new product developers, designers, product recovery managers and environmental policy makers who are interested in the environmental impact of PCs and recycling of end-of-life products. Methods A target product is a Pentium IV personal computer made in Korea in 2001, excluding the monitor and peripheral equipment. The procedure of the LCA followed the ISO14040 series. System boundary includes the entire life cycle of the product, including pre-manufacturing (the electrical parts and components manufacturing), manufacturing, transportation, use, and disposal. The LCI and impact assessment database for a PC was constructed using SIMAPRO version 4.0 software and LCI information was compiled by site-specific data and the Korean national database. The LCA was performed on different recycling scenarios: one being that of the current recycling rate of 46%, and the other being the ideal condition of a 100% recycling rate. Results and Discussion Abiotic depletion, global warming, ecotoxicity, human toxicity, acidification, ozone layer depletion, photo-oxidant formation, and eutrophication are adopted as the impact categories. The pre-manufacturing stage was a significant stage for all of the environmental parameters, besides human toxicity potential. PC manufacturing consists of rather simple processes such as assembly and packaging. For improving the environmental performance of PCs, environmental management approaches of design for the environment and green procurement are recommended. The use stage had a significant potential due to the electricity consumption produced by burning fossil fuel. The disposal stage's contribution to environmental impact was largest in human toxicity, and second largest in ozone layer depletion potential. The PC recycling was shown to inhibit all environmental impacts with the exception of the ozone depletion and ecotoxicity potential. The increase of light oil, nitric acid, sulfuric acid, and deoxidating agent consumption during the recycling process contributes to the environmental impact of ozone and ecotoxicity parameters. Current recovery and recycling technologies should be taken into account for enhancing the benefits of recycling. Anyway, the effectiveness of recycling was highlighted by this study. PC recycling reduces the total environmental impact of the product. The PC recycling is recommended to be raised up to at least 63% in order to reduce the environmental burdens of a PC in other life cycle stages. Conclusion and Recommendation This study implies that design for the environment (DfE) in the product design stage and green procurement are recommended for improving the entire environmental performance of electronic equipment such as PCs. The recycling of waste PCs clearly reduces the environmental burden. There are, however, trade-offs among environmental parameters according to the PC recycling rate. Current recycling methods are not effective in reducing ozone depletion and ecotoxicity environmental impact. The product recovery is another key for efficient recycling. Efficient reverse logistics to collect and transport end-of-life PCs should be taken into account to enhance recycling effects. There were several electrical parts not included in this assessment, due to the unavailability of adequate data. Further studies with more detail and reliable inventories for electrical parts and sub-components are recommended. Furthermore, costs of recycling should also be treated in further research.     

NATURA 2000 – The influence of the European directives on the development of nature-based sport and outdoor recreation in mountain areas

In all member countries of the European Community, the influence of European directives is increasing. This is especially the case with directives on the conservation of natural habitats and wild fauna and flora (European Council Directive 92/43 EEC from 1992 (Council of the European Union 1992) and the directive on the conservation of wild birds (European Council directive 79/409 EEC from 1979 (Council of the European Union 1979). These directives are expected to influence the future development of nature-based sport and outdoor recreation significantly. Many German sport organisations are expecting negative consequences for the future development of nature-based sport in mountain areas. This paper summarises key findings of a study commissioned by the German Sport Association.

This project develops guidelines for the application and interpretation of these directives, as well as for their practicable use and management. The study shows that the potential negative effects of nature-based sport and outdoor recreation activities can be categorised into three general types. Furthermore, large sport events should be evaluated separately in the future. Finally, the crucial role of management plans is discussed, which are essential if NATURA 2000 areas are to be established successfully. The management plan assists in the selection of suitable measures, helps to resolve conflicts, and increases the level of acceptance and its transparency for the public. This paper will demonstrate that the consultation and participation of local people including members of sport and recreational organisations is essential to achieve the best result in the interest of nature conservation in general and conservation of endangered habitats or species specifically.     

Environmental Assessment of Freight Transportation in the U.S. (11 pp)

Goal, Scope and Background This study provides a life cycle inventory of air emissions (CO2, NOx, PM10, and CO) associated with the transportation of goods by road, rail, and air in the U.S. It includes the manufacturing, use, maintenance, and end-of-life of vehicles, the construction, operation, maintenance, and end-of-life of transportation infrastructure, as well as oil exploration, fuel refining, and fuel distribution. Methods The comparison is performed using hybrid life cycle assessment (LCA), a combination of process-based LCA and economic input-output analysis-based LCA (EIO-LCA). All these components are added by means of a common functional unit of grams of air pollutant per ton-mile of freight activity. Results and Discussion Results show that the vehicle use phase is responsible for approximately 70% of total emissions of CO2 for all three modes. This confirms that tailpipe emissions underestimate total emissions of freight transportation as infrastructure, pre-combustion, as well as vehicle manufacturing and end-of-life account for a sizeable share of total emissions. Differences between tailpipe emissions and total system wide emissions can range from only 4% for road transportation's CO emissions to an almost ten-fold difference for air transportation's PM10 emissions. Conclusion Rail freight has the lowest associated air emissions, followed by road and air transportation. Depending on the pollutant, rail is 50-94% less polluting than road. Air transportation is rated the least efficient in terms of air emissions, partly due to the fact that it carries low weight cargo. It emits 35 times more CO2 than rail and 18 times more than road transportation on a ton-mile basis. It is important to consider infrastructure, vehicle manufacturing, and pre-combustion processes, whose life-cycle share is likely to increase as new tailpipe emission standards are enforced. Recommendation and Outlook Emission factors, fuel efficiency, and equipment utilization contribute the most to uncertainty in the results. Further studies are necessary to address all variables that influence these parameters, such as road grade, vehicle speed, and vehicle weight. A focus on regional variation, end-of-life processes, fuel refining processes, terminals, as well as more accurate infrastructure allocation between freight and passenger transportation would strengthen the model.     

Platinum Group Metal Flows of Europe, Part II

A model of the use of the platinum group metals (PGMs) platinum, palladium, and rhodium in Europe has been developed and combined with a model of the environmental pressures related to PGM production. Compared to the base case presented in Part I of this pair of articles, potential changes in PGM production and use are quantified with regard to cumulative and yearly environmental impacts and PGM resource use, for the period 2005–2020. Reducing sulfur dioxide (SO₂) emissions of PGM producer Norilsk Nickel could cut the cumulative SO₂ emissions associated with the use of PGMs in Europe by 35%. Cleaner electricity generation in South Africa could reduce cumulative SO₂ emissions by another 9%. Increasing the recycling rate of end-of-life catalytic converters to 70% in 2020 could save 15% of the cumulative primary PGM input into car catalysts and 10% of the SO₂ emissions associated with PGM production. In 2020, PGM requirements and SO₂ emissions would be, respectively, 40% and 22% lower than the base case.
Substituting palladium for part of the platinum in diesel catalysts, coupled with a probable palladium price increase, could imply 15% more cumulative SO₂ emissions if recycling rates do not increase.
A future large-scale introduction of fuel cell vehicles would require technological improvements to significantly reduce the PGM content of the fuel cell stack. The basic design of such vehicles greatly influences the vehicle power, a key parameter in determining the total PGM requirement.