Suchergebnisse

Ponencia presentada en el XIV Congreso Internacional de Ingeniería de Proyectos celebrado en Madrid, 30 de junio, 1 y 2 de julio de 2010 ; Spain is one of the major producers of construction and demolition (C&D) waste in the European Union, however, presents a low level of C&D waste recovery (about 17%) which is well below the target level established by the Waste Framework Directive for the year 2020 (recovery of 70% of non-hazardous C&D waste). This paper presents the drawbacks of C&D waste management in Spain and expounds some strategies to improve the current situation, some of which are being promoted in other countries with satisfactory results. Firstly, we present some waste minimization strategies to incorporate at the early stages of project (design and planning considering waste minimization). Secondly, we detail some measures to reduce waste generation during project implementation and to improve the efficiency of subsequent treatments (material control, separate collection on-site and selective demolition). Thirdly, we describe new high-efficient recovery technologies (integrated treatment plants). Finally, we discuss some measures to boost the competitiveness of the market for recycled products (establishing quality standards, defining applications for recycled products, etc.), emphasizing the role of Government to promote the development of the measures raised (taxes for landfilling, incentives for recycling, etc.). ; España es uno de los principales productores de residuos de construcción y demolición (RCDs) de la Unión Europea, sin embargo, presenta un nivel de recuperación reducido (en torno al 17%) y muy distante del objetivo de la Directiva Marco de Residuos para el año 2020 (recuperación del 70% de RCDs no peligrosos). Esta comunicación expone los inconvenientes de la gestión de RCDs en España y plantea estrategias para mejorar la situación actual, algunas de las cuales se están impulsando en otros países con resultados satisfactorios. En primer lugar, se presentan estrategias de minimización de residuos a incorporar al inicio del proyecto (diseño y planificación considerando la minimización de residuos). En segundo lugar, se describen medidas para reducir la generación de residuos durante la ejecución del proyecto y favorecer los tratamientos posteriores (control de materiales, separación en origen y demolición selectiva). En tercer lugar, se exponen nuevas tecnologías de recuperación más eficientes (plantas de tratamiento integral de RCDs). Finalmente, se comentan algunas medidas para impulsar la competitividad del mercado de productos reciclados (establecer estándares de calidad, determinar aplicaciones para productos recuperados, etc.), enfatizando el papel de la Administración para promover todas las medidas planteadas (tasas de vertido, incentivos al reciclado, etc.).

Ponencia presentada en el XIV Congreso Internacional de Ingeniería de Proyectos celebrado en Madrid, 30 de junio, 1 y 2 de julio de 2010 ; European Union, by means of Directive 2000/53/EC on end-of-life vehicles, limits the deposit of waste materials coming from vehicles in landfills. Directive 2000/53/EC provides that, by 1st January 2015, maximum 5% by weight of the vehicle will be deposited in landfills at the end of its useful life. That is, at least 95% by weight of the vehicle must be recovered. Currently, Spain recovers over 85% of vehicle weight. Almost all metallic materials are recovered. That represents approximately 75% of the vehicle. On the other hand, Spain recovers only half of plastics and composites, setting 10% of vehicle weight. If current situation doesn 't change, the increasing use of plastics and composites in the automotive sector will increase the waste deposited in landfills. To reverse this situation it is necessary to consider the end-of-life of the product during the design stage of future vehicles. This paper discusses those design methodologies that consider the end-of-life and recovery process of complex products as key design aspects. Their study will reveal relevant considerations to the vehicle design process using plastics and composites. ; La Unión Europea, a través de la Directiva 2000/53/CE relativa a los vehículos al final de su vida útil, limita el depósito de sus residuos en vertedero. La Directiva 2000/53/CE establece que, como muy tarde el 1 de enero de 2015, como máximo un 5% del peso del vehículo al final de su vida útil sea depositado en vertedero. Es decir, el 95% del peso del vehículo deberá ser recuperado. Actualmente en España se recupera más del 85% del peso del vehículo. La práctica totalidad de materiales metálicos son recuperados –aproximadamente el 75% del vehículo. Por el contrario, sólo se recupera la mitad de plásticos y composites –entorno al 10% del peso del vehículo. Si no se modifica la actual situación, la creciente utilización de plásticos y composites en el sector del automóvil supondrá un aumento de los residuos depositados envertedero. Para revertir esta situación, es necesario considerar el fin de vida del producto durante la etapa de diseño de los futuros vehículos. En este trabajo se analizan las metodologías de diseño que consideran el fin de vida y la recuperación de productos complejos como aspectos de diseño fundamentales. Su estudio permitirá establecer aquellas consideraciones útiles para el diseño de vehículos utilizando plásticos y composites.

The life cycle assessment (LCA) methodology was used to calculate the environmental impacts of the current chemical pre-treatment with chromium (VI) for electroplating acrylonitrile butadiene styrene (ABS). The inventory comprised: the procurement of chemicals; the manufacturing process with successive baths and rinses that requires, in addition to chemicals, energy to heat baths, air agitation, filtration, and so forth, wastewater treatment and air emissions; and also the treatment of sludges from wastewater treatment and exhausted baths. Chromic acid was almost the unique responsible of eco-toxicity (97.5%) and human toxicity-cancer (99.8%) and it was one of the highest contributor to climate change, cumulative energy demand, fossil fuel depletion, human toxicity non-cancer, and in abiotic depletion. ; Authors gratefully appreciate the financial support from Eco-innovation Initiative of the European Union for the project ECO/11/304394 "Cost effective industrialization of an eco-friendly pre-treatment for plastic chrome plating using self-assembly nanotechnology".

A comprehensive life cycle assessment of panels for aircraft interiors was conducted, including both a conventional glass fiber-reinforced panel and different novel sustainable panels. The conventional panel is made of a glass fiber-reinforced thermoset composite with halogenated flame retardant, whereas the sustainable panels are made of renewable or recyclable polymers, natural fiber reinforcements, and nonhalogenated flame retardants. Four different sustainable panels were investigated: a geopolymer-based panel; a linseed-oil–based biopolymer panel; and two thermoplastic panels, one with polypropylene (PP) and another with polylactic acid (PLA). All of the sustainable panels were developed to fulfil fire resistance requirements and to be lighter than the conventional panels in order to reduce fuel consumption and air pollutant emissions from the aircraft. The environmental impacts associated with energy consumption and air emissions were assessed, as well as other environmental impacts resulting from the extraction and processing of materials, transportation of materials and waste, panel manufacturing, use, maintenance, and end of life (EoL). All the sustainable panels showed better environmental performance than the conventional panel. The overall impacts of the sustainable panels were offset by the environmental benefits in the use stage attributed to weight reduction. One square meter of the novel panels could save to 6,000 kilograms of carbon dioxide equivalents. The break-even point (in months) at which the use of sustainable panels would yield an environmental benefit relative to the impacts arising in production and EoL was as follows: 1.2 for the geopolymer panel; 1.7 for the biopolymer panel; 10.4 for the PLA panel; and 54.5 for the PP panel. ; This research is part of the project CAYLEY, which was co-funded by the Eco-innovation Initiative of the European Union with contract no. ECO/10/277239.