Aplinkos tyrimai, ininerija ir vadyba, 2006.Nr.1(35), P.52-60 Environmental research, engineering and management, 2006.No.1(35), P.

52-60

ISSN 1392-1649

Comparison of End-of-life Tyre Treatment Technologies: Life Cycle Inventory Analysis

Inga Silvestraviit1,2, Inga Karalinait1
1 2

Institute of Environmental Engineering, Kaunas University of Technology Ekokonsultacijos Ltd

(received in August, 2005; accepted in February, 2006) The paper analyses five end-of-life tyre treatment technologies co-incineration in cement kiln, thermolysis, and three alternatives of mechanical recycling: conventional, baro-destructive and ultrasound mechanical recycling methods. Methodologies of environmental impact assessment and life cycle assessment were chosen for evaluation of environmental impacts caused by these technologies. Results of the preliminary life cycle inventory analysis based on data of environmental impact assessment are presented. Alternative end-of-life tyre treatment technologies were compared and all life cycle inventory data were recalculated per functional unit, which was defined as recovery of 1 tonne of end-of-life tyres. Key words: waste management, recycling, recovery, end-of-life tyres, life cycle assessment, inventory analysis, environmental impact assessment.

1.

Introduction these materials in a cost-effective manner is extremely difficult [1]. Scrap vehicle tyres make a significant contribution to the generation of waste. The rate of scrap tyre generation in EU countries is approximately 7 kg per capita (~9 kg per capita in the USA) [2, 3]. It is estimated that 2.8 million tonnes of used tyres per year are generated in the EU member states 2.5 million tonnes in North America and 1 million tonnes in Japan. Lithuanian production of waste tyres should be up to17 000 tonnes per year considering, that the annually generated amount of end-of-life tyres is a difference between the import and export of tyres. 2. Legal enforcement and possible response

The disposal of used tyres is an environmental problem nowadays. The challenge of scrap tyre management arises mainly from the technical and commercial issues relating to tyres both as a product and as a waste. Tyres are made from a mixture of materials including synthetic and natural rubber, textiles, steel, carbon black, aromatic extender oils and various chemical additives, which are vulcanised at a high temperature during the manufacturing process. The result is a particularly stable product that requires a great deal of energy to break it down. For instance, tyres are more difficult to combust than conventional fuels (even though the energy content is higher than that of most coals and similar to that of natural gas), and therefore tyres require higher temperatures and/or longer residence times to promote a complete breakdown of the hydrocarbon content into carbon dioxide and water. A significant amount of energy is also needed to mechanically reduce the size of tyres, in order to produce materials that are suitable to be recycled into engineering, commercial or industrial products. So while tyres represent a feedstock with a high energy content, which contain potentially valuable constituents such as carbon black, organic oils and steel, extracting

Since 1989 post-consumer tyres have been designated as a priority waste stream in the EU due to their potential damage to the environment. In 1999-2000, three Directives were enacted regarding post-consumer tyres. The EU Landfill Directive [4] banned the landfilling of whole tyres from 2003 and will ban the landfilling of shredded tyres in 2006. Moreover, the indirect impact of the European End-

Comparison of End-of-life Tyre Treatment Technologies: Life Cycle Inventory Analysis

of-life Vehicle (ELV) Directive [5] of 2002 (which requires that 85% of ELVs must be reused or recycled by 2006 and additional 10% by 2015), will have a significant effect on the quantity of tyres requiring treatment. The Waste Incineration Directive [6] was adopted with the aim of preventing or limiting emissions from incineration and co-incineration of waste. The Directive sets more stringent emission standards for a number of pollutants including dust, HCl, HF, NOx, dioxins and heavy metals. Since thermal recovery in cement kilns and power plants is one important route for disposal of scrap tyres, the Waste Incineration Directive may compel some current users of tyre-derived fuel to refurbish their emission control systems. Although this Directive is not thought to have a significant impact on the incineration or co-incineration of waste tyres, scrap tyre pyrolysis, gasification and co-incineration in wet cement kilns may not be able to meet the set criteria and limit values. It is estimated that all the above-mentioned legal restrictions will incur an additional amount of over 1 million tonnes of scrap tyres requiring appropriate treatment in the EU. At the moment, the most signicant methods and technologies developed for waste tyre recovery and/or disposal are: reusing in the original form; retreading of worn tyres; shredding operations to get a powdered or scrapped form; thermal treatments to perform material and/or energy recovery; utilisation in building applications; other treatments; landlling, heaping and abandonment. From the prescriptive frame, it comes out that the general criteria normally applied to the waste management problem rstly encourage the minimisation of waste production during the manufacturing process, secondly reusing in the original form, recycling the materials and/or energy recovery and, nally, disposal as the last choice. Scientists all around the world are developing new technologies for end-of-life tyre treatment and are engaged in research of the application of recovered materials in an innovative way. Conventional and modern technologies for scrap tyre treatment are implemented in practice and, according to the last trends in the EU waste management strategy, waste tyre recycling / recovery market will remain dynamic in the nearest decade. All waste tyre treatment technologies more or less affect the environment and human health as well. For this reason, a comparative study of five end-of-life tyre treatment technologies was performed and preliminary results of this study are presented in the article.

3.

Object of the study

3.1 Goal and scope of the study The treatment of scrap tyres is associated with diverse potential environmental impacts. From a very general point of view, a significant effect is caused due to the material flow within an industrial society. The recovery of energy or secondary materials that can substitute primary resources is associated both with benefits and threats that can originate from additional processes. The protection of natural resources is likely to be the main ecological justification for recovery of used tyres. The main objective of the study was to evaluate and compare five different end-of-life tyre treatment technologies and their environmental impacts. 3.2. Description of the systems under study Five different technologies for recovery of used tyres were analysed in this study: 1. Co-incineration in cement kiln. 2. Thermolysis. 3. Mechanical recycling (conventional). 4. Baro-destructive recycling. 5. Mechanical recycling (ultrasound). Co-incineration in cement kiln. The energy recovery of scrap tyres in a long wet process rotary cement kiln ( 5.0 x 185 m) was analysed in this study, as this technology is available in Lithuania. The basic primary fuel in this cement kiln is pulverised coal with a possibility to supplement 4-6% of scrap tyres of the total amount of fuel (up to 1 tonne per hour). Generally, there exist two feeding types of used tyres into the cement kiln: 1) shredded tyres are introduced into the kiln burning zone through a burner or compressed tyres are thrown to the agglomeration zone, and 2) whole tyres are introduced into the kilns calcining zone through the feeder on the side of the kiln with an automatic closure. The latter method was analysed in this research, i.e. when scrap tyres are introduced into the calcining zone (~80 m away from the kiln burning zone). When the kiln rotates and the feeder approaches the upper side, the closure is automatically opened and the whole tyre is placed into the kiln calcination zone. The temperature of raw materials in the calcining zone is approximately 900 950C, while in the flow of gases it reaches 1300 14000C. The tyre along with raw materials (limestone) moves down the incline of the kiln at a speed of 0.61 m/min. Subsequently, the increased temperature of gas flow gradually increases the temperature of materials and a tyre burns down releasing a high amount of energy. The tyre exposure time is approximately 1.2 hour in the kiln (from the feeder till the clinker exit).

53

I. Silvestraviit, I. Karalinait

The burning of whole tyres may increase CO emissions. To prevent this undesirable effect, the kiln is equipped with an additional fan for air supply. Exhaust gases from the kiln are cleaned in an electrostatic precipitator to reduce dust emissions. The dust collected in the electrostatic precipitator is returned back into the kiln to be processed [7]. Co-incineration of used tyres in a cement kiln is attractive, because steel and other products of combustion are absorbed by the process due to the extremely high temperature generated in the kiln. Besides, earlier researches [8] have indicated that coincineration of used tyres does not make any negative effect on the quality of clinker. The main characteristics of clinker, such as binding, taking and strength are sustained. The only properties that are changed are a darker colour and better granulation. Thermolysis. Thermolysis involves the application of superheat steam (400-5000C) and a high pressure to break down the organic component of the rubber into its original monomers or constituent chemicals: medium calorific power gases (gas fuel), high calorific carbon residue and synthetic oils (liquid fuel). The used tyres (without any pre-treatment) are loaded into the special wagons and are transported into the pre-heating chamber (temperature 60 1000C). Wormed-up tyres are fed into the thermolysis reactor (temperature 3005000C, pressure 11.2 atm). The superheat steam is continuously supplied to the reactor in order to reduce pressure and to remove volatile hydrocarbons. Volatile hydrocarbons together with steam are directed to the condenser where part of the volatile hydrocarbons (up to 8085%) and steam condensate at a temperature below 1000C and are collected in the precipitator. The condensate of steam is separated from the liquid fraction of hydrocarbons and after filtration is returned to the steam generator. The remaining volatile products from the condenser are recycled back to the heater to produce water steam [9]. The thermolysis process may continue from 1 up to 3 hours. In the end of the process, wagons are cooled down to 70800C in a special cooling chamber and removed from the technological line. Carbon residues (technical carbon) are separated from metal remains [9]. Mechanical recycling (conventional). During mechanical recycling, scrap tyres pass through different shredding, grinding, milling as well as separation and fractionation stages. In a conventional mechanical recycling plant, tyres are first processed using a primary shredder. The tyre chips then enter a granulator where they are reduced to a size of less than 10 mm while liberating most of steel and fibre from the rubber granules. Upon leaving the granulator, steel is removed magnetically, and the fibre fraction is removed by a combination of shaking screens and wind sifters. Most ambient grinding plants involve a number of consecutive grinding steps to produce fine granulate or rubber powder of a proper size. The machines most 54

commonly used for fine grinding in ambient plants are secondary granulators, high-speed rotary mills, extruders or screw presses, cracker mills [2, 10]. Scrap tyre grinding is performed at ambient conditions in all the three mechanical recycling technologies analysed. Baro-destructive recycling. The barodestructive tyre recycling technology is based on rubber pseudo liquefaction under high pressure. The whole or cut tyres are fed into a high-pressure chamber from where pseudo-liquefied rubber flows out through the special holes in it. Therefore, outflowing rubber is partly separated from textile and metal cord. More than 90% of the metal is removed at the first level of the recycling process. The rubber and textile mixture then passes through shredding and separation stages in order to get pure rubber, metal and textile fractions. Dusty air is cleaned in two fabric filters [11]. Mechanical recycling (ultrasound). The ultrasound tyre recycling method is based on grinding tyres in the ultrasound environment. This technology enables to grind tyres in one cycle. Whole tyres are fed into a special rotary mill (disintegrator) where ultrasound is generated and tyres are pulverised into particles of 2 m. Metal powder is separated in a magnetic separator, therefore the final product consists of a fine rubber and textile powder. After removal of dust in the scrubber, clean air is returned back to the system [12]. 4. Methodology

At the moment, there exist numerous technologies for recovery of used tyres. In order to determine which way of treatment could be considered as the friendliest for the environment, we need to evaluate all the positive and negative effects that may occur. Different methodologies have been developed as support tools for the decision-making process concerning environmental issues. The subject and goal of the analysis as well as the main environmental issues under consideration are the key factors for choosing the most appropriate methodology. In this study, assessment of the environmental impacts caused by the treatment of used tyres has been undertaken using a multiple approach including: Environmental impact assessment (EIA) of local impacts of the used tyres recovery. Life cycle assessment (LCA) that takes into account general benefits and limitations of the total recovery system from cradle to grave. Environmental impact assessment identifies and describes relevant impacts of the project regarding the environmental media and compartments. The EIA method is suitable when site-specific issues of concrete projects are analysed. It is less useful for assessing techniques or operating procedures (e.g., recovery of used tyres) in general. Life Cycle Assessment provides a way of assessing the environmental burdens associated with

Comparison of End-of-life Tyre Treatment Technologies: Life Cycle Inventory Analysis

the whole life cycle of a product or service from cradle to grave. LCA methodology is based on the defining of general system boundaries and recalculating the material and energetic inputs and outputs in relation to one functional unit allowing a comparison of different systems [13, 14]. The environmental impact assessment methodology and data were chosen as the main source of initial inventory data, because only one of the analysed technologies is already in operation in Lithuania; the other technologies are still in the implementation process, but EIA has been conducted for all of them. 4.1. Functional unit and system boundaries One of the most important elements in a LCA study is a clear description of the systems function and, derived from it, the functional unit for the study. In comparative studies, it is essential that the systems are compared on the basis of the same function. In the present study, the functional unit was considered to be the recovery of 1 tonne of end-oflife tyres. Another important issue is the definition of system boundaries. A life cycle process diagram of tyres is presented in Fig.1. The definition of the tyre recovery system boundaries has been based on the assumption that production, use and collection stages in tyre life cycle are equivalent, therefore these processes were not included in the study. However, evaluation of five different technologies of scrap tyre
Resource acquisition and manufacture of materials

recovery necessitated collection of quite a number of different data and information. Several more assumptions had to be made in relation to the analysed technologies: its very difficult to distinguish air emissions caused by the combustion of a tyre from the ones caused by the cement production process. At this stage of the research, air emissions of tyre combustion in the cement kiln were separated from the process air emission flow and were estimated according to the emission rate from the combustion of a tyre alone [15]. This decision was based on the choice of the worst case; in case of co-incineration in the cement kiln, energy consumption for lifting the tyres into the feeder was not evaluated, as these data were not available; there has been made an assumption that the calorific value of thermolysis gas is equal to the calorific value of natural gas in calculations of energy balance; the definition of products is based on an assumption that all materials generated during the recovery process are considered as products if they have any practical application; all calculations were based on the assumption that used tyres were of average quality and composition and that the analysed technologies were of an average to advanced level for tyre waste treatment.

Raw materials Energy

Production of tyre Secondary raw materials

Transport

Use of tyre Reuse End-of-life tyre collection Emissions to air Emissions to water Solid waste Products Thermolysis Mechanical recycling (ultrasound) Waste treatment materials/ energy recovery Mechanical recycling Baro-destructive recycling

Co-incineration in cement kiln

Fig. 1.

Tyre life cycle diagram and boundaries of life cycle analysis

55

I. Silvestraviit, I. Karalinait

4.2. Life cycle inventory analysis The first step in life cycle assessment is an inventory analysis, which includes and quantifies material and energy use and emissions to the environment [14]. This article is aimed to present only the results of this LCA phase. Primary data on the inputs and outputs were taken from EIA carried out in advance to estimate the local impact of the recovery systems chosen for this study. The data used in IAE were calculated according to appropriate methodologies adopted in Lithuania or modelled according to the method of analogy, i.e. estimated on the basis of analogous technologies used in other countries. Data gaps were filled with information from supplementary technical documents and other literature sources.
1 t of scrap tyres CO-INCINERATION IN CEMENT KILN (Annual capacity 8000t of scrap tyres) Air emissions: 1 kg dust 100 kg CO 7 kg NOx 140 kg SO2

All life cycle inventory data were recalculated per functional unit, i.e. per recovery of 1 tonne of end-of-life tyres. The main types of environmental impacts during the scrap tyre recovery processes are: 1. Consumption of energy. 2. Emissions to air. 3. Solid waste. 4. Consumption of water. 5. Results

Environmental impact assessment was conducted for all analysed technologies [7, 912], and the proposed economic activities by virtue of their nature and environmental impacts can be executed in the chosen sites in Lithuania.

1 t of scrap tyres Energy: 11 kWh electricity 50 kg natural gas 42 l water THERMOLYSIS (Annual capacity 12000 t of scrap tyres)

Air emissions: 1.9 kg CO

0.6 kg NOx

Products: 100 kg metal 400 kg technical carbon 400 kg liquid hydrocarbons 100 kg thermolysis gas

1 t of scrap tyres Energy: 480 kWh electricity 50 l water MECHANICAL RECYCLING (CONVENTIONAL) (Annual capacity 7000 t of scrap tyres) Products: 571 kg rubber granulate/powder 200 kg textile 229 kg metal Energy: 100 kWh electricity 10 l water Energy: 522 kWh electricity

1 t of scrap tyres BARO-DESTRUCTIVE RECYCLING (Annual capacity 6000 t of scrap tyres) Air emissions: 0.035 kg dust Solid waste: 2.3 kg

Air emissions: 0.054 kg dust

Products: 567 kg rubber granulate/powder 198 kg textile 233 kg metal 1 t of scrap tyres

MECHANICAL RECYCLING (ULTRASOUND) (Annual capacity 10000 t of scrap tyres)

Solid waste: 20 kg

Products: 740 kg mix of rubber and textile powder 250 kg metal Fig. 2. Inventory analysis the main input and output data [7, 912]

56

Comparison of End-of-life Tyre Treatment Technologies: Life Cycle Inventory Analysis

The life cycle inventory analysis of end-of-life tyre recovery was performed according to the LCA methodology [14]. The general view of the main input and output data is outlined in Fig. 2. All inventory data are expressed per functional unit.
Rubber Scrap metal Liquid hy drocarbons 1000 900 800 Material output, kg 700 600 500 400 300 200 100 0 1 2 3 4 5 Textile Technical carbon Gas hydrocarbons

incineration of tyres is presented in Fig. 4. As it cannot be expressed in mass parameters, it is compared with energy output that can be gained during the combustion of thermolysis products gas and liquid fuels.
Co-incineration in cement kiln Thermolysis

9,3

4,6

Energy output, MWh

Fig. 4.

Fig. 3.

Material outputs per functional unit (from recovery of 1 tonne of tyres): 1 co-incineration in cement kiln; 2 thermolysis; 3 mechanical recycling (conventional); 4 baro-destructive recycling; 5 mechanical recycling (ultrasound)

Energy output from co-incineration of 1 tonne of scrap tyres in cement kiln and potential energy output from thermolysis of combustible products from 1 ton of tyres

Mechanical recycling, thermolysis and coincineration of waste tyres in a cement kiln produce different products: energy, gas and liquid fuels, rubber, metal, textile and technical carbon. A comparison of the material outputs was made on the basis of mass yield (Fig. 3). Energy output of co2000 1000 0 -1000 -2000 Energy, kWh -3000 -4000 -5000 -6000 -7000 -8000 -9000 -10000 -9304 Co-incineration in cement kiln 580 11 Thermoly sis

Comparison of energy consumption and production of all analysed technologies (Fig. 5) shows that the highest demand of electric power is needed by the baro-destructive method of recycling of used tyres, while the highest amount of heat energy is generated during direct tyre co-incineration.

480 M echanical recycling (conventional)

522 Baro-destructive recy cling

100 M echanical recy cling (ultrasound)

-4625

From thermop ly sis gas - 989 kWh, from liquid hy drocarbons - 3636 kWh

Energy outp ut Consump tion of heat energy Consump tion of electricity

Fig. 5.

Comparison of energy consumption and production per functional unit (recovery of 1 tonne of tyres)

57

I. Silvestraviit, I. Karalinait

Water is used in three analysed technologies: for steam production in the thermolysis process, for tyre watering in conventional mechanical recycling, and for dust removal in the scrubber in the ultrasound recycling process. Water consumption is relatively low in all technological processes (Fig. 6), although water re-circulation is applied only in thermolysis. It should be mentioned that no industrial wastewater is discharged in either of the cases. Pseudo-latex pulp from scrubber of ultrasound technology is landfilled as well as dust from fabric filters of the barodestructive method (Fig. 7). The dust collected in the electrostatic precipitator in a cement plant as well as in fabric filters of conventional mechanical recycling is returned back into the processes.
50 45 40 Water, l 35 30 25 20 15 10 5 0 1 2 3 4 5

20 18 16 Waste, kg 14 12 10 8 6 4 2 0 1 2 3 4 5 0 0 0 2,3 1 20

Fig. 7.

Waste generation per functional unit (recovery of 1 tonne of tyres): 1 co-incineration in cement kiln; 2 thermolysis; 3 mechanical recycling (conventional); 4 baro-destructive recycling; 5 mechanical recycling (ultrasound).

Fig. 6.

Water consumption per functional unit (recovery of 1 tonne of tyres): 1 co-incineration in cement kiln; 2 thermolysis; 3 mechanical recycling (conventional); 4 baro-destructive recycling; 5 mechanical recycling (ultrasound)

Co-incineration of tyres in cement kiln generates the biggest amount of direct air emissions (Table 1) compared with the other analysed technologies of crap tyre treatment. However, air emissions from the cement kiln co-incinerating scrap tyres insignificantly differ from emissions generated by the combustion of main fuel (pulverised coal): NOx emissions decrease approximately by 510%; SO2 emissions may increase up to 10%; possible peaks of CO emissions (at the moment of whole tyre feeding into the kiln); dust emissions may increase by 1520% [8].

Table 1. No. 1 2 3 4 5

Water consumption per functional unit (recovery of 1 tonne of tyres) End-of-life tyres treatment technology Co-incineration in cement kiln Thermolysis Mechanical recycling (conventional) Baro-destructive recycling Mechanical recycling (ultrasound) Dust 1 0 0.054 0.035 0 Air emissions, kg CO NOx 100 7 1.9 0.6 0 0 0 0 0 0 SO2 140 0.0 0 0 0

6.

Discussion and conclusions

Results of the preliminary life cycle inventory analysis showed that the end-of-life tyre treatment technologies under consideration are associated with diverse potential environmental impacts due to different energy demand and pollution generated during the processing. The baro-destructive method of used tyre recycling requires the highest amount of electric power (522 kWh per 1 tonne of scrap tyres to be recovered) while the highest amount of heat energy is generated during direct tyre co-incineration in a cement kiln (energy recovery of 1 tonne of scrap tyres equals to 9304 kWh). From the energetic point of view, the co-incineration process in a cement kiln recovers approximately 2 times more energy 58

compared to the energetic value of combustible products of thermolysis. Water consumption and industrial waste generation are relatively low in all the technological processes of scrap tyre recovery, under analysis. Co-incineration of tyres in cement kiln generates the biggest amount of direct air emissions compared with other tyre treatment methods, however, no absolute or relative comparisons should be made at this stage of the study, because the estimation of air emissions according to the emission rate from the incineration of a tyre alone [15] shall be revised. Air emissions from a cement kiln coincinerating scrap tyres insignificantly differ from main fuel (pulverised coal) combustion. However, life cycle inventory analysis is only a quantitative assessment of different options, i.e. the

Comparison of End-of-life Tyre Treatment Technologies: Life Cycle Inventory Analysis

first step towards a comparison of the potential environmental impact. The methodological choices made during this study, e.g., simplification of the systems by exclusion of identical life cycle stages (tire production, use, maintenance and collection), limit the use of the results in the comparison of the chosen five alternatives. Another limiting factor which could, however, be improved in the future research is limitation of data availability. Data on upstream energy production (inputs and outputs) were not included in this study; however, these data will be employed in the next step of the research. References
1. Archer E., Klein A., Whiting K., 2004. The scrap tyre dilemma. Can technology offer commercial solutions? Waste Management World. January February: 17 27. Reschner, K. 2003. Scrap tyre recycling. Market overview and outlook. Waste Management World. JulyAugust: 57-66. Stanikis, J. K, 2004. Integrated waste management. Kaunas: Technologija. 367 pp. (in Lithuanian). Council Directive 1999/31/EC of 26 April 1999 on the landfill of waste. Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end-of-life vehicles. Directive 2000/76/EC of the European Parliament and of the Council of 4 December 2000 on the incineration of waste. Report of Environmental Impact Assessment of use of scrap tyres as a fuel in the cement kiln No. 7 at JSC Akmens cementas. JSC Akmens cementas, Institute of Environmental Engineering, 2002 (In Lithuanian). Silvestraviit I., leinotait-Budrien L, 2002. Possibility to use scrap tyres as an alternative fuel in cement industry. Environmental research, engineering and management 3(21): 3848. Kaunas: Technologija (in Lithuanian).

9. 10. 11.

12. 13. 14. 15.

Report of Environmental Impact Assessment of scarp tyres thermolysis. JSC Ekoela, JSC Baltijos konsultacin grup, 2005 (in Lithuanian). Environmental Impact Assessment of recycling of scrap tyres. JSC Transausa, SPPC, 2003 (in Lithuanian). Report of Environmental Impact Assessment of shredding of scrap tyres on the basis of barodestructive method. JSC Metaloidas, Institute of Environmental Engineering, 2003 (in Lithuanian). Environmental Impact Assessment of shredding of scrap tyres on the basis of ultrasound method. JSC Torgita, 2005 (in Lithuanian). EN ISO 14040:1997. Environmental management Life cycle assessment Principles and framework (ISO 14040:1997). EN ISO 14041:1998. Environmental management Life cycle assessment Goal and scope definition and inventory analysis (ISO 14041:1998). Methodology for evaluation of environmental damage from combustion of rubber waste, approved by the Resolution of the Minister of Environment No. 127 on 4 April 2000 (in Lithuanian).

2. 3. 4. 5. 6. 7.

M.Sc. Inga Silvestraviit, project manager at Ekokonsultacijos Ltd. Main research areas: waste management, end-of-life tyre treatment, environmental impact assessment (EIA). Address: J. Galvydio str. 3, LT- 08236 Vilnius, Lithuania. Tel./fax. + 370 5 274 54 91 E-mail: inga@ekokonsultacijos.lt M.Sc. Inga Karalinait, PhD candidate at the Institute of Environmental Engineering, Kaunas University of Technology. Main research areas: life cycle assessment (LCA), integrated pollution prevention and control (IPPC). Address: Teatro str. 8-16, LT- 03107 Vilnius, Lithuania. Tel./fax.: + 370 5 264 91 75 E-mail: inga.karaliunaite@apini.lt

8.

59

I. Silvestraviit, I. Karalinait

Netinkam naudoti padang tvarkymo technologij palyginimas: bvio ciklo inventorin analiz
Inga Silvestraviit1,2, Inga Karalinait1
1 2

KTU Aplinkos ininerijos institutas UAB Ekokonsultacijos

(gauta 2005 m. rugpjio mn.; atiduota spaudai 2006 m. vasario mn.)

Straipsnyje nagrinjamos netinkam naudoti padang tvarkymo technologijos padang naudojimas kurui cemento pramonje, padang termoliz ir trys mechaninio perdirbimo alternatyvos: tradicinis smulkinimas, baro-destrukcinis bei ultragarsinis metodai. Nagrint technologij sukeliamas poveikis aplinkai buvo vertintas pasitelkus poveikio aplinkai vertinimo bei bvio ciklo vertinimo metodikas. Straipsnyje pateikti pradiniai bvio ciklo inventorins analizs rezultatai, paremti poveikio aplinkai vertinimo duomenimis. Technologij palyginimas atliktas funkcinio vieneto pagrindu, kuris io tyrimo metu buvo apibrtas kaip 1 tonos padang atliek naudojimas (mediag perdirbimas/ naudojimas energijai gauti).

60