Knowledge
Transfer
Network
Materials
MaDE-ELV
The MaDE
Project for
End of Life
Vehicles
DESIGN INNOVATION
FOR THE CIRCULAR ECONOMY
design innovation
for the circular economy
contents
2
1. Setting the Scene
4
2. A View from Jaguar Land Rover
5
3. Impacts on Recyclers
European Metal Recycling
7
4. An Example of Best Practise for Product Recycling
Kyocera Document Solutions
8
5. whitewater Organisation
innovation
a.
Identifying barriers to extracting more value
b.
Increased functionality with reduced material usage
c.
Designing for disassembly
14
6. Concepts worthy of further consideration
18
7. Consideration for Next Steps
20
8. appenDICES and figures
1
innovation
whitewater design
innovation
event
for the circular
economy
End of Life
Vehicles
1. Setting
the Scene
The Materials and Design Exchange (MaDE)
Group within the Knowledge Transfer
Network (KTN) has teamed up with Jaguar
Land Rover (JLR) on a project to review what
happens to vehicle materials at the end of
a vehicle’s life. The goal of the project is to
innovatively combine materials and design
expertise to improve opportunities to reuse
materials at the end of life.
The idea of Design for Disassembly is
familiar and much work has been focussed
on making products easier to take apart at
end of life. However, the reality for scrapped
cars at present is that they are shredded,
resulting in a jumbled tangle of different
materials. The shredded material is difficult
to separate out into different material types,
especially for polymers and soft materials,
and so many components of ELVs are hard
to recycle and are often downgraded in
quality. Thus, the EU legislation target of
95% reuse and recovery of ELVs by 2015 is a
big challenge that needs to be addressed by
all stages of the vehicle supply chain, from
design to recyclers.
The first phase of the project, an “Autopsy”
event, was attended by design and
engineering students and senior lecturers
from a number of universities as well as
JLR specialists (Appendix 6). The students
determined what it takes to disassemble
different parts from past and present Land
Rover and Range Rover vehicles right down
to their individual components. Teardown
Teams started to understand some of the
impacts that all the components have, and
how design needs to be changed to reduce
complexity and reduce material content.
To answer the question ‘are there alternative
uses for a dismantled door component’, a
student design competition ‘New Life from
Old’ was held after the Autopsy in spring
2013 (Appendix 7). Students were invited to
design a new product that utilised one or
more items from a dismantled Land Rover
door. An extensive range of ideas were
submitted which demonstrated the re-use
opportunity in high-value products.
In October 2013, a small team of MaDE and
JLR representatives embarked on site visits to
a Land Rover dealership and European Metal
Recycling (EMR) facilities (Appendix 8). This
enabled a better understanding of the current
waste streams for end-of-life vehicles.
An open innovation workshop – ‘Whitewater’
– was held in January 2014 and drew
together all the project work streams to date.
Materials specialists, engineers, designers
and representatives from different industries
worked together to identify technological
priorities for future materials re-use.
2
3
design innovation
for the circular economy
2. A View
from
Jaguar
Land
Rover
Modern vehicles contain complex
components that can use high performance
materials. This is to ensure that customer
expectations are not only met but also
exceeded in vehicle attributes including
safety, lower emissions, robustness,
refinement, luxury and great driving
dynamics. Reductions in tailpipe emissions
are being achieved in part by vehicle weight
reduction but this is driving greater use of
higher value materials (e.g. aluminium).
The increasing challenge for vehicle makers
and the whole supply chain is to minimise
the environmental impact in the production
and End-of-Life Vehicle (ELV) phases of
the vehicle life cycle. A significant part
of this will be to retain the quality and
value embedded in components and the
associated materials. This is the challenge
that the MaDE-ELV project is developing in
conjunction with the Materials KTN.
on high value parts. There is opportunity
to include this new thinking in the next
generation of vehicle architectures to further
reduce the environmental impact during the
vehicle life cycle.
The latest generation of vehicles use a
wider range of high quality components
when compared with equivalent older
vehicles (circa 25 years old).The future
challenge for designers and engineers
and the whole supply chain is to develop
innovative solutions by exploiting
sustainable value chains. Projects of this
type are essential in supporting a reduction
in industry emissions to meet long term
targets by the UK Government and to
reduce manufacturing’s carbon footprint.
Adrian Tautscher
Jaguar Land Rover
This MaDE project has conducted practical
studies and visits to evaluate vehicle
disassembly, re-use, ELV shredding and
wider vehicle component waste streams.
This has allowed the team to establish
aspects of current technology/infrastructure
and identify opportunities that could
influence future vehicle design. Life Cycle
Assessment (LCA) tools will increasingly
influence materials selection and design to
increase consideration of ELV. Benefit can
arise from reduced part complexity and a
simplified range of materials, leading to
possible re-use/re-manufacture particularly
4
3. Impacts
on
Recyclers
European Metal
Recycling
5
design innovation
for the circular economy
At present cars at the end of their life are
sent to Approved Treatment Facilities (ATFs)
where they are de-polluted before being
shredded into pieces. During the twenty
minute de-pollution process, operating
fluids are extracted and batteries, wheels
and hazardous parts are removed. A scrap
car is valued at approximately £150 and
it is not currently economically viable
for cars to be manually dismantled any
further. Therefore the entire, de-polluted
car is put through a shredder at a rate of
approximately 150 cars per hour.
The output from the shredder is an assorted
mix of fist-sized pieces of material where
parts and components are no longer
recognisable. Extensive equipment and
technology is then used to undertake the
mammoth task of separating all the different
materials so that they can be recycled. The
components of a car are roughly made up of
75% metal and the majority of metals from
cars are recovered and recycled, especially
ferromagnetic materials such as steel
that can be easily sorted using a magnet.
However, historically the non-metallic
components of the car have not been
recovered and go to landfill.
Therefore recycling companies are striving
to ensure that more non-ferrous waste
is recycled. European Metal Recycling
(EMR) has recently opened a new £100
million plant which aims to ensure that
99% of ELV waste will not go to landfill.
Approximately 50-60% of the mixed nonferrous material is recovered for recycling
and reuse and the remaining material
is used to make syngas, which is then
combusted to recover the energy in the
material by producing electricity.
European Metal Recycling (EMR)
shredding facility in Birmingham, UK (top)
Non-ferrous shredder output (bottom)
6
4. An
Example
of Best
Practise
for
Product
Recycling
Kyocera
Document
Solutions
According to a Design Council report,
80% of environmental costs are predetermined during the product conception
and design stage. Thoughtful product
design can substantially reduce the lifetime
environmental impact of a product, as well
as facilitating resource recovery at the end
of its life.
Conventional printer cartridges are
inefficient by design as they are made of
over 70 components which are made of
a wide range of different materials. Thus,
these are hard to recycle and as a result
47 million cartridges - enough to cover 17
football pitches - go to landfill in the UK
annually. Kyocera Document Solutions has
developed the use of an innovative, highly
durable drum material which has enabled
resource-efficient cartridge free printers to
be introduced. This innovation caused:
•
Waste down by up to 85%
•
Consumables carbon footprint
down 55%
•
Consumables cost down typically 50%
•
Total print cost over 500,000 pages
down 54%
Kyocera also takes end of life impacts into
account at the product design stage. A new
model of a multifunctional printer, one of
the first to be introduced specifically for the
home consumer market, has been designed
for disassembly. The need to keep device
prices low is often cited as an excuse for
resource inefficient design. However, no
compromises have been made for this
product, which is built to meet a highly
competitive price point. All materials are
labelled with the material code, all fixings
can be removed using a standard crosshead screwdriver and many of the panels
simply clip together – there are even arrows
embossed into the panels to show where
to apply pressure. This has resulted in a
product that can be easily disassembled at
the end of its life.
Kyocera printer
7
design innovation
for the circular economy
5. whitewater
Organisation
Polymer shredder output (below)
8
Drawing upon a wide range of
interdisciplinary experience and expertise
and within a facilitated workshop, a group of
individuals can often generate a broad range
of innovative ideas to resolve an issue.
Similar events covering fields as diverse as
copper theft and light weighting of aircraft
interiors have demonstrated the capability
from such a technique. In this specific
case (Appendix 1 & 2) a programme of
familiarisation, captured in the earlier part
of this report, was followed by innovative
brainstorming across three broad themes:
a.
Identifying the barriers to extracting
more value from ELVs
b. Increasing vehicle functionality with
reduced material usage
c.
Designing vehicles for disassembly
Teams during the ‘Sort My Scrap’ hands on
activity at the Whitewater event
9
design innovation
for the circular economy
Three separate groups (Appendix 4)
examined opportunities to develop the
needs for each of the themes a), b) and
c). These groups later converged to
discuss and extend their own findings. The
results were then reviewed by the entire
workshop team and through this process;
the summaries in sections 6a, 6b and
6c were constructed. In all parts of this
process, no attempt was made to assess
the cost or technology readiness of these
ideas. Importantly, the group established
50 concepts to be further assessed. A
number of the ideas were radical and would
probably benefit from exploration with other
communities or individuals who were not
available for this exercise. One feature of the
event (the inclusion of a practical “hands
on” activity to sort scrap (see Appendix 3)),
resolved that all of the shredder outputs
still contained a very diverse mixture of
materials and in many cases high value
materials had not been segregated and were
in danger of being lost.
Theme a. – Group outputs and idea generation
Q. What are
the barriers
to extracting
more value
from ELVs?
1.
Improvements to recycling and
separation technology required
2.
Ill-defined markets for recycled
materials and low market demand
needs change
3.
Improve infrastructure and supply
chain for recycled materials
4. Change designer perception that
recycled materials are poor quality /
don’t perform as well as virgin materials
5.
Adopt new thinking rather than
evolution of old designs
6. Change poorly framed legislation
for recycling
7.
8.
Make it easier to identify the grade of
material used in different components
within the car
Change the balance so that commercial
deals favour recycled materials over
virgin materials
9. Enhance cross-industry collaboration
and transferable technologies
11. Change the corporate desire to recycle
12. Costs for manual separation are
too great compared to the value of
the scrap car – automate using new
disassembly technologies
13. Change design methodology which
is not currently focussed on ease of
recycling/reuse/disassembly
14. Reappraise the contamination of
materials which could make them
unrecyclable e.g. Plastic petrol tank
15. Improve education, knowledge and
communication about reuse/recycling
16. Develop methods for tracking recycled
goods for consistency and assurance
17. Improve collaboration between design
and production departments to raise
recycling agenda
18. Establish a broader menu of materials
for designers to encourage the use of
recycled materials and reuse
10. Restrict the variety of materials and
different grades of material used
in vehicles
10
Theme b. – Group outputs and idea generation
Q. How do
we provide
improved
functionality
with reduced
material usage?
19. Design cars for extended life
20. Incorporate upgrade ability and refurbish potential into design
21. Develop a new business model e.g.
Lease model rather than ownership,
increase service intervals
22. Use a modular design to allow for
customisation and upgrade as well as
easier recycling
23. Design minimalist, low feature cars –
cut down on aesthetics and only have
functional components in the car
24. Use multifunctional materials and
design multifunctional components
25. Simplify the materials used in cars e.g.
Fewer grades of polymers and different
types of alloy
26. Reduce amount of onboard equipment
e.g. Plug in own mobile phone for
entertainment, navigation
27. Develop driverless technology to allow
removal of crash structure
28. Remanufacture parts and reuse for
new build
11
design innovation
for the circular economy
29. Use lightweight structures
e.g. honeycomb
30. Look to nature and use more natural
materials that can be more easily
recycled
31. Incorporate less toxic material in
design so no de-pollution is required
32. Downsize powertrains in cars
33. Look back to history – may be good
ideas long since discontinued
Theme c. – Group outputs and idea generation
Q. How do we
encourage
design
methodology
to achieve
improved
disassembly?
34. Collaboration between design
and engineers – use of
multifunctional teams
35. Promote driving experience with better
environmental performance
36. Develop marketing campaigns –
less is more
37. Provide policy intervention /
government incentives for disassembly
38. Generate tax incentives based on
life cycle analysis (LCA) as well as
tailpipe emissions
39. Encourage access to recycled/reused
materials rather than virgin materials –
virgin material tax?
40. Design for disassembly as well as for
manufacture – ‘disassembly’ line as
well as production line?
43. Shift consumer and designer
perception towards sustainability
44. Develop and use new joining/
separating technology e.g. Smart glues
45. Focus on function and rationalise/
minimise the use of different materials
– a one material car
46. Ensure designers have good materials
knowledge, experience and exposure to
recycling practises
47. Think globally for recyclability of cars
48. Avoid use of non-recyclable materials
49. Pay people or apply discounts for
materials when they don’t want them –
monetary incentives for recycling
50. Improve dismantling of materials and
components by having a longer depollution process before shredding
41. Create a modular design that
is adaptable to suit changing
customer needs
42. Use virtual teardown technology
before vehicle is engineered to see
which materials/components are best
for disassembly
12
13
design innovation
for the circular economy
6. Concepts
worthy of
further
consideration
Reflecting upon the range and variety of
ideas to improve the sustainability of endof-life vehicles, delegates invited to the
Whitewater event were asked to rank all
ideas in Lists 5a, 5b and 5c, on a scale of 0
to 100. A score of 0 would suggest very little
confidence that this concept would make
a difference to the overall material reuse/
recovery/recycling from end-of-life vehicles.
Conversely a score of 90 or 100 would
suggest an idea with considerable potential.
Each concept was scored by each of the
Whitewater delegates regardless of their
direct involvement in the generation and
discussion of the idea. Gathering the scores,
an average result was calculated for each
idea, and this was fed back to all delegates
to provide an opportunity to reflect and
modify their original score.
Reviewing the concepts in 6a, 6b and 6c,
there is a clear message regarding the
need for increased collaboration between
designers and engineers, improving
education and knowledge about recycling and
a recycling focused design methodology.
This Delphic analysis was valuable to
generate a series of preferred concepts to
take further. Of the 18 ideas generated in
order to break down barriers to extracting
more value from ELVs (List 5a), a shortlist
of 10 has been created (List 6a) through the
Delphic survey. Of the 15 ideas generated in
order to increase vehicle functionality with
reduced material usage (List 5b), and of the
17 ideas generated to encourage design for
disassembly (List 5c), shortlists of 5 and 10
respectively have been created for each (List
6b and List 6c).
Dismantled components of a Land Rover door
(opposite)
14
Identifying
the barriers
to extracting
more value
15
design innovation
for the circular economy
Ideas in priority order following Delphic Analysis
Priority
Ranking
Original
IDEA No
IDEA
1
17
Improve collaboration between design and
production departments to raise recycling
agenda
2
13
Change design methodology which is not
currently focussed on ease of recycling/
reuse/disassembly
3
15
Improve education, knowledge and
communication about reuse/recycling
4
9
Enhance cross-industry collaboration and
transferable technologies
5
3
Improve infrastructure and supply chain for
recycled materials
6
4
Change designer perception that recycled
materials are poor quality / don't perform
as well as virgin materials
7
1
Improvements to recycling and separation
technology required
8
12
Costs for manual separation are too
great compared to the value of the scrap
car - automate using new disassembly
technologies
9
11
Change the corporate desire to recycle
10
18
Establish a broader menu of materials for
designers to encourage the use of recycled
materials and reuse
How do
we provide
improved
functionality
with reduced
material usage?
Ideas in priority order following Delphic Analysis
Priority
Ranking
Original
IDEA No
IDEA
1
22
Use a modular design to allow for
customisation and upgrade as well as
easier recycling
2
21
Develop a new business model e.g. Lease
model rather than ownership, increase
service intervals
3
20
Incorporate upgrade ability and re-furbish
potential into design
4
25
Simplify the materials used in cars e.g.
Fewer grades of polymers and different
types of alloy
5
26
Reduce amount of onboard equipment
e.g. Plug in own mobile phone for
entertainment, navigation
16
How do we
encourage
design
methodology
to achieve
improved
disassembly?
What missing?
17
design innovation
for the circular economy
Ideas in priority order following Delphic Analysis
Priority
Ranking
Original
IDEA No
IDEA
1
34
Collaboration between design and
engineers - use of multifunctional teams
2
46
Ensure designers have good materials
knowledge, experience and exposure to
recycling practises
3
48
Avoid use of non-recyclable materials
4
42
Use virtual teardown technology before
vehicle is engineered to see which
materials/components are best for
disassembly
5
38
Generate tax incentives based on life cycle
analysis (LCA) as well as tailpipe emissions
6
43
Shift consumer and designer perception
towards sustainability
7
45
Focus on function and rationalise/minimise
the use of different materials - a one
material car
8
47
Think globally for recyclability of cars
9
40
Design for disassembly as well as for
manufacture - 'disassembly' line as well as
production line?
10
35
Promote driving experience with better
environmental performance
7. Consideration
for Next
Steps
To progress a material solution, further
discussion with an enlarged interdisciplinary
team is required.
Specific involvements are needed with:
Automotive designers and the supply chain
To understand the recycling process at car
dealerships in more detail would also be
valuable. A workshop is to be planned which will
attempt to develop:
•
Knowledge exchange between the
entire supply chain for a particular
component
•
The ease by which these new ideas
could be implemented
•
The collaboration partners most
valuable to a future programme
•
Potential funding streams for
development work
•
Links to other countries where similar
problems could enable collaboration to
accelerate progress
18
19
design innovation
for the circular economy
8. appenDICES & figures
1
Programme for the WHITEWATER Day
2
Team Members (WHITEWATER)
3
‘Sort my Scrap’ practical activity
4
Innovation Working Groups
5
Intellectual Property Statement
6
Autopsy
7
‘New Life from Old’ Design Competition
8
MaDE Visit to Dealership and European
Metal Recycling
Dismantled components of a Land Rover door
(opposite)
20
appendix 1
WHITEWATER
Programme
for the Day
21
design innovation
for the circular economy
10:00 Registration
10:20 Welcome & Introduction
Bernie Rickinson, Sector Leader of MaDE
10:30 Setting the Scene
Adrian Tautscher and Jamie Shaw, Jaguar Land Rover
Why are we interested?
Rob Chaddock, European Metal Recycling
The granulating process
Autopsy video
Tracey Rawling-Church, Kyocera Document Solutions
Our approach to product recycling from design
11:30 Tea & coffee
12:00 ‘Sort my Scrap’
Hands on activity to better understand the present
recycling routes
13:00 Lunch
13:30 Open Innovation
Team discussions to highlight future development needs
15:45
Tea & coffee
appenDIX 2
Team Members
(WHITEWATER)
Teams for practical ‘Sort my Scrap’ activity
BLUE TEAM
YELLOW TEAM
GREEN TEAM
Lead
Andrew Haggie
Lead
Chris McDonald
Lead
Jamie Shaw
Adrian Tautscher
Keith Watkinson
Matthew Clarke
Nick Coleman
Rob Chaddock
Stuart Preston
Viki Taylor
Xiangyin Yao
Derek Wilkins
Ebby Shahidi
Emma Griffiths
Inkook Jung
Jiwon Yun
Martin Jarrett
Rachel Waugh
Wendy Eldred
Andrew Wilkinson
Bernie Rickinson
Brian McCarthy
Neil Quinn
Ian Warrington
Minwoo Hwang
Emmanuel Beslin
Tracey Rawling-Church
22
appendix 3
Sort my
scrap
Hands on
activity
to better
understand
the present
recycling
routes
The four outputs from the shredding
process (ferrous metal, non-ferrous residual,
polymer fraction and light ‘fluffy’ fraction)
were provided in four different storage
containers. Teams had 10 minutes to look at
each container of scrap and think about the
following questions:
Answers to question 1 (supplied by
European Metal Recycling):
1.
What is the total value of the
containers’ contents? Individually and
cumulatively?
Light ‘fluffy’ fraction = – £80 per tonne
2.
Is there anything in the container
that shouldn’t be there? Is this a
downstream problem? Is this a
financial problem?
3.
What parts can you identify that had
high process energy embedded within
them before shredding?
Ferrous Metal = £220 per tonne
Non-ferrous residual = £4–500 per tonne
Polymer fraction = £80 per tonne
Teams during the ‘Sort My Scrap’ hands on
activity at the Whitewater event (opposite)
23
design innovation
for the circular economy
24
appendix 4
Innovation
Working
Groups
25
design innovation
for the circular economy
GROUP A
GROUP B
GROUP C
Lead
Adrian Tautscher
Lead
Martin Jarrett
Lead
Tracey Rawling-Church
Bernie Rickinson
Brian McCarthy
Derek Wilkins
Jiwon Yun
Linda Barron
Matthew Clarke
Minwoo Hwang
Nick Coleman
Andrew Wilkinson
Ebby Shahidi
Emma Griffiths
Jamie Shaw
Matteo Conti
Rob Chaddock
Stuart Preston
Wendy Eldred
Chris McDonald
Andrew Haggie
Neil Quinn
Ian Warrington
Inkook Jung
Keith Watkinson
Emmanuel Beslin
Rachel Waugh
appendix 5
End-of-Life
Vehicles
Innovation
Workshop
To all Whitewater rafters
During our event today (January 30th
2014) the objective will be to develop as
many innovative ideas as possible that will
increase the amount of recovery, recycling
and reuse from end of life vehicles. From
previous experience with this type of event,
questions have been raised regarding the
ownership of any intellectual property. Our
solution is both straightforward and simple.
All new IPR developed at the event will be
held by the Materials KTN on the basis
that such IPR may be subsequently used
by any participant on a royalty free and non
exclusive basis.
26
appendix 6
Autopsy
The project’s first event – Autopsy – was
held at the Institute of Materials, Minerals
and Mining’s Boilerhouse facility in
Grantham on Monday 11 June 2012. To
find out just how hard it is to dismantle a
car down to its component parts, Autopsy
tasked 25 students from vehicle design and
engineering, industrial design and service
design departments to get to work on the
doors, seats and instrument panels from
both brand new and 20 year-old Range
Rovers. Each item took teams of three or
four at least two hours to take apart. “We
had no idea how much stuff was inside this
seat”, said one Teardown Team member,
“there are seven electric motors for a start”.
Materials, engineering, sustainability and
design specialists from JLR were joined
by staff and students from the Royal
College of Art, Oxford Brookes University,
Loughborough University and University of
the Arts London. Recycling specialist SIMS
was also represented.
Dismantled components of a Land Rover
door (right) and Range Rover Evoque central
console at Autopsy (opposite)
27
design innovation
for the circular economy
28
appendix 7
‘New Life from
Old’ Design
Competition
To answer the question ‘are there alternative
uses for dismantled car components’, a
student design competition ‘New Life from
Old’ was held after the Autopsy in spring
2013. Materials and design students from
leading UK universities participated in the
design competition to produce outline ideas
for novel reuse of one or more parts of a
dismantled Range Rover door.
An extensive range of ideas were submitted
which demonstrated the re-use opportunity
in high-value products. From the range
of ideas submitted, six designs were
shortlisted for further judging. The designs
provided a wonderful array of re-use
opportunity in high-value products. The
exercise clearly demonstrated the second
life opportunities that could be designed
into the structure when the original car is
produced. The winning entry, the Jaguar
Land Rover Lux desklight, was announced
on 4 June 2013 at a special reception at the
House of Lords.
29
design innovation
for the circular economy
30
appendix 8
MaDE Visit
to a Jaguar
Land Rover
Dealership
and European
Metal Recycling
facilities
In October 2013, a small team of MaDE and
JLR representatives embarked on site visits
to a JLR dealership in Coventry and two
European Metal Recycling (EMR) facilities in
the Birmingham area. This enabled a better
understanding of the current waste streams
for end of life vehicles.
The dealership dealt with both servicing
and accident repairs and therefore the team
observed what happens to parts and fluids
removed from the car. For example, old
parts taken off the car were separated and
put into either the ‘ferrous metal’, ‘nonferrous metal’ or ‘general waste’ skips.
At the first European Metal Recycling
site the team observed how ELVs are depolluted and then shredded to produce
three basic shredder outputs; ferrousmetal, non-ferrous residue and ‘light’
material. The ferrous metal output is then
transported directly to steel manufacturers,
while the other fractions are sent to plants
for further separation. The second EMR
site was a brand new, state-of-the-art
facility for the separation of polymers and
non-ferrous metals. The site also included
a gasification plant that converted any
other material, including rubber, fabric and
foams, into syngas which can be burnt to
produce electricity.
Scrap pile of end-of-life vehicles at the EMR
shredder site, Birmingham (opposite)
31
design innovation
for the circular economy
32
For further information
please contact:
Keith Watkinson
[email protected]
or Adrian Tautscher
[email protected]
design innovation
for the circular economy