Post on 28-Dec-2015
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Life Cycle Management (LCM) Methodology for the Auto Sector
Life Cycle Management Methodology - Need
• Suppliers and OEM’s need common recognized process
• Need to be “Quick” for business decision making purposes
Life Cycle Management Methodology - Need
• Support Strategic Decision making – Intended to be screening methodology– Used for relative comparisons; – Not intended to generate quantitative or absolute
comparisons (i.e. green labeling)
Life Cycle Management Methodology - Need
• Used by suppliers to identify potential product life cycle Issues
• Screening methodology which may lead to more in- depth and focused LCA
Life Cycle Management Methodology - Need
Auto Sector - Life Cycle Management Screening Methodology
• Promote facilitated identification, discussion and resolution of product Environmental issues between OEM’s and supply chain
• Provides methodology to ensure Environmental impacts are not being shifted from one product phase to another (between OEM and supply chain)
• Establishes forum for development and refinement of Life Cycle / sustainability tools for the auto sector
Objective
National LCI Database
CommonManufacturing Modules
CommonRaw Material Data Modules?
QuantitativeVehicle /ProductSpecific LCA• Vehicle Specific Components •Vehicle Specific In-Use• Vehicle Specific End of Useful Life
Peer Reviewed Method / data
SP Life Cycle Screening MethodologySupplier SpecificManufacturingModels / data
Supplier SpecificProduct ScenarioModels / data
Common VehicleIn-use ; End of Useful LifeAssumptions / Model
Qualitative / Relative Component Contribution to Life cycle Impact of Hypothetical Vehicle(s)
SP Screening ResultMay Lead to Deeper DiveBy OEM / Specific Supplier
Box in Red is what we need to build
Supplier Product Engineering
Supplier Product Manufacturing
Raw Material & Energy Production
Disposal of ELV
Dismantle/Disassembly Shredding
Landfilling
Metal Recycling: -- Ferrous ~70%
Material RecoveryReUse
Spare Part SaleRecycle
De-Pollute
Metal Recycling: -- NonFerrous ~3-8%
Incinerate for Energy recoveryNon – Metal (polymer)
Material Separation
Metal Material Separation
Fluids Solids
Engine oilgearbox oildifferential oilbrake liquidsteering liquidcooling liquidfuelcooling fluid
BatteriesFiltersCatalytic ConverterTires & wheelsPowertrain (engine & transmission)Fuel TankAir BagsRadiator
End of Life Vehicle Process
In-UseVehicle Phase
Components outlined in Red are what we need to build
USE Phase Modeling Assumptions
Fuel: unleaded, no oxygenatesTotal Vehicle Miles Traveled 100,000Life expectancy: 10 yearsFuel Economy: CAFE standard for given classFuel Consumption Ratio 0.6 (i.e., weight reduction of 10% results in fuel consumptions reduction of 6%)Mass of Vehicle: 1500 kgTailpipe Emissions: EU4 2005 Emission Standards
Federal Emission Standards for vehicle classMaintenance: Consider scope of study. Include if modeling part/component that is reasonably expected to influence maintenance life cycle impacts
Vehicle In-Use Phase Screening Methodology Assumptions March 1st USCAR Meeting Result
Fluids Solids
Engine oilgearbox oildifferential oilbrake liquidsteering liquidcooling liquidfuelcooling fluid
BatteriesFiltersCatalytic ConverterTires & wheelsPowertrain (engine & transmission)Fuel TankAir BagsRadiator
Disposal of ELV
Dismantle/Disassembly Shredding
Landfilling
Metal Recycling: -- Ferrous ~70%
Material RecoveryReUse
Spare Part SaleRecycle
De-Pollute
Metal Recycling: -- NonFerrous ~3-8%
Incinerate for Energy recovery
* Possible regional variances ( Europe vs. N.America vs. Japan)
End of Life Vehicle Process*
Non – Metal (polymer) Material Separation
Metal Material Separation
Economic Rules of Thumb:
• Shredder value $0.06 per kg mass shredded
• ~ $0.057 per kg used to recover energy from ASR
• ~ $0.08 to $0.11 per kilogram to recycle plastics
• BMWs Suitability for Recycling:KE (%) = cost of equivalent new material + disposal
cost of dismantling + reprocessing + logistics
End of Life Rules of Thumb Options– all non metallic waste landfilled
– ~18% fluff undergoes combustion (either in blast furnace, cement kiln, or MSW incinerator)
– end of life vehicle consumes between 0.1 and 1% of the total energy requirements of the life cycle, and 80+% of CO2 emissions are associated with the use phase
– impact of car’s end of life between 1 and 5 orders of magnitude less than the total life cycle
– End of life as a % of total life cycle impact: global warming 2%, acidification 0.01%, natural resource depletion 1%, eutrophication 11%
– from Funazaki et al. JARI 2001 & 2003 ELV studies, EOL stage had the following impact indicators, with recycling rate of 78%:
• Energy 1 to 6 GJ (0.3 to 1.4% of total for impact category; 18% Production; 81% Use)
• GWP 0.6 to 3 ton CO2 (2 to 9% of total for impact category; 17% Production, )
• AP 0.3 kg SO2 (0.6% of total for impact category)
• Air Pollution 0.4 kg SO2 (0.5% of total for impact category)
• Ozone depletion 418 g-CFC11 (74% of total for impact category; 26% Use phase)
End of Life Conclusions
• Literature values available for energy and other impacts at end of life
• No available studies on contribution of ELVs to landfill emissions
• LCA software packages offer some end of life treatment values
• Developing a simple end of life model will take a lot more work – due to technical /non technical challenges and data gaps
Fluids Solids
Engine oilgearbox oildifferential oilbrake liquidsteering liquidcooling liquidfuelcooling fluid
BatteriesFiltersCatalytic ConverterTires & wheelsPowertrain (engine & transmission)Fuel TankAir BagsRadiator
End of Life Vehicle Process*Disposal of ELV
Dismantle/Disassembly Shredding
Landfilling
Metal Recycling: -- Ferrous ~70%
Material RecoveryReUse
Spare Part SaleRecycle
De-Pollute
Metal Recycling: -- NonFerrous ~3-8%
Incinerate for Energy recovery
* Possible regional variances ( Europe vs. N.America vs. Japan)
Non – Metal (polymer) Material Separation
Metal Material Separation
Recycle
Energy Recovery• BTU value of recovered Hydrocarbon• Combustion by-products env fate/ impact • solid waste
Three eventual fates of End of useful life vehicle components Five Components of EoL Model That Must be Considered
Landfill• Env fate of chemical constituents• Env / health impact
Dismantle Shred / Separate
Japan North America
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B C
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Auto Sector - Life Cycle Management Screening Methodology
Dismantle / Re-Use / Recycle Component Part List
1) Parts that must be removed by law:Fluids drainedRefrigerant (required by law cause of CFCs)Oil filters (crushed after fluid removal)BatteriesFuel TanksTires (state dependent)Hg Switches (state dependent)Pyrotechnic devicesAirbag(s) deployed
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2) Parts that are Typically Removed:Re-manufactured parts (refer to VRP list)TransmissionsEnginesRadiatorsCatalytic ConvertersAl & Mg wheels (resale/sale of material)
3) Items that could be removed:
IDIS parts (for Europe)
Auto Sector - Life Cycle Management Screening Methodology
Dismantle / Re-Use / Recycle Component Part List1 2
Auto Sector - Life Cycle Management Screening Methodology
Shredding/Separation Component Technology Assumptions
• Metals• Most shredders pull out steel• Depending on price of Al eddy current at end of shredder• Mg, Zinc, etc are also removed with eddy current• Most shredders have pickers i. Pull out Cu, Al, etc and put into specific bins ii. Large pieces of metal & commingled metals that magnets won’t take iii. Stainless steels also removed• Technology will leave about 3% material behind• Non-metals separation assumptions
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Auto Sector - Life Cycle Management Screening Methodology
Additional Components Which Need to be investigated
• Material Incineration Component - Energy Recovery & Impact assumptions
• Landfill Material Component - Chemical Fate Assumptions
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Supplier Product Engineering
Supplier Product Manufacturing
Raw Material & Energy Production
Disposal of ELV
Dismantle/Disassembly Shredding
Landfilling
Metal Recycling: -- Ferrous ~70%
Material RecoveryReUse
Spare Part SaleRecycle
De-Pollute
Metal Recycling: -- NonFerrous ~3-8%
Incinerate for Energy recoveryNon – Metal (polymer)
Material Separation
Metal Material Separation
Fluids Solids
Engine oilgearbox oildifferential oilbrake liquidsteering liquidcooling liquidfuelcooling fluid
BatteriesFiltersCatalytic ConverterTires & wheelsPowertrain (engine & transmission)Fuel TankAir BagsRadiator
End of Life Vehicle Process
In-UseVehicle Phase
• Investigate need for common Inventory / Chemical Emission – Fate / Impact Assumptions• Facilitate Relative Risk Comparisons and Use of Method as Common Auto Sector Screening tool
Supplier Product Engineering
Supplier Product Manufacturing
Raw Material & Energy Production
Disposal of ELV
Dismantle/Disassembly ShreddingLandfilling
Metal Recycling: -- Ferrous ~70%
Material RecoveryReUse
Spare Part SaleRecycle
De-Pollute
Metal Recycling: -- NonFerrous ~3-8%
Incinerate for Energy recovery
Non – Metal (polymer) Material Separation Metal Material
SeparationFluids Solids
Engine oilgearbox oildifferential oilbrake liquidsteering liquidcooling liquidfuelcooling fluid
BatteriesFiltersCatalytic ConverterTires & wheelsPowertrain (engine & transmission)Fuel TankAir BagsRadiator
End of Life Vehicle Process In-UseVehicle Phase
Why? What is the Value?Why? What is the Value?
• Support Auto Sector DFE & Greening of the Supply Chain activities
• Understand Possible Environmental Trade Offs of Chemical bans, substitutions, customer specifications
• Possibly influence proposed / future chemical regulation of auto sector
• Maximize Environmental Benefit of our Environmental dollars
Next Steps
• Refine Decision Tree Approach to EoL Model Components
• Finalize first draft of Dismantled Part List
• Define Shredder / Separation Technology Component AssumptionsThursday May 6th 2:00pm @ USCAR
• Investigate need / practicality of including Incineration and Landfill Component chemical fate assumptions
• Draft Overall Screening Methodology guidance
• Run test cases through screening methodology to identify additional needs