Daniel B. Müller

Exploring the engine of anthropogenic iron cycles

Stocks of products in use are the pivotal engines that drive anthropogenic metal cycles: They support the lives of people by providing services to them; they are sources for future secondary resources (scrap); and demand for in-use stocks generates demand for metals. Despite their great importance and their impacts on other parts of the metal cycles and the environment, the study of in-use stocks has heretofore been widely neglected. Here we investigate anthropogenic and geogenic iron stocks in the United States (U.S.) by analyzing the iron cycle over the period 1900–2004. Our results show the following. (i) Over the last century, the U.S. iron stock in use increased to 3,200 Tg (million metric tons), which is the same order of magnitude as the remaining U.S. iron stock in identified ores. On a global scale, anthropogenic iron stocks are less significant compared with natural ores, but their relative importance is increasing. (ii) With a perfect recycling system, the U.S. could substitute scrap utilization for domestic mining. (iii) The per-capita in-use iron stock reached saturation at 11–12 metric tons in ≈1980. This last finding, if applicable to other economies as well, could allow a significant improvement of long-term forecasting of steel demand and scrap availability in emerging market economies and therefore has major implications for resource sustainability, recycling technology, and industrial and governmental policy.

Patterns of Iron Use in Societal Evolution

A dynamic material flow model was used to analyze the patterns of iron stocks in use for six industrialized countries. The contemporary iron stock in the remaining countries was estimated assuming that they follow a similar pattern of iron stock per economic activity. Iron stocks have reached a plateau of about 8-12 tons per capita in the United States, France, and the United Kingdom, but not yet in Japan, Canada, and Australia. The global average iron stock was determined to be 2.7 tons per capita. An increase to a level of 10 tons over the next decades would deplete about the currently identified reserves. A subsequent saturation would open a long-term potential to dramatically shift resource use from primary to secondary sources. The observed saturation pattern implies that developing countries with rapidly growing stocks have a lower potential for recycling domestic scrap and hence for greenhouse gas emissions saving than industrialized countries, a fact that has not been addressed sufficiently in the climate change debate.

Moving Toward the Circular Economy: The Role of Stocks in the Chinese Steel Cycle

As the worlds largest CO(2) emitter and steel producer, China has set the ambitious goal of establishing a circular economy which aims at reconciling economic development with environmental protection and sustainable resource use. This work applies dynamic material flow analysis to forecast production, recycling, and iron ore consumption in the Chinese steel cycle until 2100 by using steel services in terms of in-use stock per capita as driver of future development. The whole cycle is modeled to determine possible responses of the steel industry in light of the circular economy concept. If per-capita stock saturates at 8-12 tons as evidence from industrialized countries suggests, consumption may peak between 2015 and 2020, whereupon it is likely to drop by up to 40% until 2050. A slower growing in-use stock could mitigate this peak and hence reduce overcapacity in primary production. Old scrap supply will increase substantially and it could replace up to 80% of iron ore as resource for steel making by 2050. This would require advanced recycling technologies as manufacturers of machinery and transportation equipment would have to shift to secondary steel as well as new capacities in secondary production which could, however, make redundant already existing integrated steel plants.

The Roles of Energy and Material Efficiency in Meeting Steel Industry CO2 Targets

Identifying strategies for reducing greenhouse gas emissions from steel production requires a comprehensive model of the sector but previous work has either failed to consider the whole supply chain or considered only a subset of possible abatement options. In this work, a global mass flow analysis is combined with process emissions intensities to allow forecasts of future steel sector emissions under all abatement options. Scenario analysis shows that global capacity for primary steel production is already near to a peak and that if sectoral emissions are to be reduced by 50% by 2050, the last required blast furnace will be built by 2020. Emissions reduction targets cannot be met by energy and emissions efficiency alone, but deploying material efficiency provides sufficient extra abatement potential.

Carbon emissions of infrastructure development.

Identifying strategies for reconciling human development and climate change mitigation requires an adequate understanding of how infrastructures contribute to well-being and greenhouse gas emissions. While direct emissions from infrastructure use are well-known, information about indirect emissions from their construction is highly fragmented. Here, we estimated the carbon footprint of the existing global infrastructure stock in 2008, assuming current technologies, to be 122 (-20/+15) Gt CO2. The average per-capita carbon footprint of infrastructures in industrialized countries (53 (± 6) t CO2) was approximately 5 times larger that that of developing countries (10 (± 1) t CO2). A globalization of Western infrastructure stocks using current technologies would cause approximately 350 Gt CO2 from materials production, which corresponds to about 35-60% of the remaining carbon budget available until 2050 if the average temperature increase is to be limited to 2 °C, and could thus compromise the 2 °C target. A promising but poorly explored mitigation option is to build new settlements using less emissions-intensive materials, for example by urban design; however, this strategy is constrained by a lack of bottom-up data on material stocks in infrastructures. Infrastructure development must be considered in post-Kyoto climate change agreements if developing countries are to participate on a fair basis.

The Steel Scrap Age

Steel production accounts for 25% of industrial carbon emissions. Long-term forecasts of steel demand and scrap supply are needed to develop strategies for how the steel industry could respond to industrialization and urbanization in the developing world while simultaneously reducing its environmental impact, and in particular, its carbon footprint. We developed a dynamic stock model to estimate future final demand for steel and the available scrap for 10 world regions. Based on evidence from developed countries, we assumed that per capita in-use stocks will saturate eventually. We determined the response of the entire steel cycle to stock saturation, in particular the future split between primary and secondary steel production. During the 21st century, steel demand may peak in the developed world, China, the Middle East, Latin America, and India. As China completes its industrialization, global primary steel production may peak between 2020 and 2030 and decline thereafter. We developed a capacity model to show how extensive trade of finished steel could prolong the lifetime of the Chinese steelmaking assets. Secondary steel production will more than double by 2050, and it may surpass primary production between 2050 and 2060: the late 21st century can become the steel scrap age.

The Role of Automobiles for the Future of Aluminum Recycling

To reach required product qualities with lowest costs, aluminum postconsumer scrap is currently recycled using strategies of downgrading and dilution, due to difficulties in refining. These strategies depend on a continuous and fast growth of the bottom reservoir of the aluminum downgrading cascade, which is formed by secondary castings, mainly used in automotive applications. A dynamic material flow model for the global vehicle system was developed to assess the likelihood, timing, and extent of a potential scrap surplus. The results demonstrate that a continuation of the above-mentioned strategies will lead to a nonrecyclable scrap surplus by around 2018 ± 5 if no additional measures are taken. The surplus could grow to reach a level of 0.4-2 kg/cap/yr in 2050, corresponding to a loss of energy saving potential of 43-240 TWh/yr electricity. Various intervention options for avoiding scrap surplus are discussed. Effective strategies need to include an immediate and rapid penetration of dramatically improved scrap sorting technologies for end-of-life vehicles and other aluminum applications.

Centennial evolution of aluminum in-use stocks on our aluminized planet.

A dynamic material flow model was developed to simulate the evolution of global aluminum stocks in geological reserve and anthropogenic reservoir from 1900 to 2010 on a country level. The contemporary global aluminum stock in use (0.6 Gt or 90 kg/capita) has reached about 10% of that in known bauxite reserves and represents an embodied energy amount that is equivalent to three-quarters of the present global annual electricity consumption. The largest proportions of in-use stock are located in the U.S. (28%), China (15%), Japan (7%), and Germany (6%) and in sectors of building and construction (40%) and transportation (27%). Industrialized countries have shown similar patterns of aluminum in-use stock growth: once the per-capita stocks have reached a threshold level of 50 kg, they kept a near linear annual growth of 5-10 kg/capita; no clear signs of saturation can yet be observed. The present aluminum in-use stocks vary widely across countries: approximately 100-600 kg/capita in industrialized countries and below 100 kg/capita in developing countries. The growing global aluminum in-use stock has significant implications on future aluminum demand and provides important recycling opportunities that will be critical for greenhouse gas emissions mitigation in the aluminum industry in the coming decades.

Mapping the global journey of anthropogenic aluminum: a trade-linked multilevel material flow analysis.

Material cycles have become increasingly coupled and interconnected in a globalizing era. While material flow analysis (MFA) has been widely used to characterize stocks and flows along technological life cycle within a specific geographical area, trade networks among individual cycles have remained largely unexplored. Here we developed a trade-linked multilevel MFA model to map the contemporary global journey of anthropogenic aluminum. We demonstrate that the anthropogenic aluminum cycle depends substantially on international trade of aluminum in all forms and becomes highly interconnected in nature. While the Southern hemisphere is the main primary resource supplier, aluminum production and consumption concentrate in the Northern hemisphere, where we also find the largest potential for recycling. The more developed countries tend to have a substantial and increasing presence throughout the stages after bauxite refining and possess highly consumption-based cycles, thus maintaining advantages both economically and environmentally. A small group of countries plays a key role in the global redistribution of aluminum and in the connectivity of the network, which may render some countries vulnerable to supply disruption. The model provides potential insights to inform government and industry policies in resource criticality, supply chain security, value chain management, and cross-boundary environmental impacts mitigation.

Long-Term Strategies for Increased Recycling of Automotive Aluminum and Its Alloying Elements

Aluminum recycling currently occurs in a cascading fashion, where some alloys, used in a limited number of applications, absorb most of the end-of-life scrap. An expected increase in scrap supply in coming decades necessitates restructuring of the aluminum cycle to open up new recycling paths for alloys and avoid a potential scrap surplus. This paper explores various interventions in end-of-life management and recycling of automotive aluminum, using a dynamic substance flow analysis model of aluminum and its alloying elements with resolution on component and alloy level (vehicle-component-alloy-element model). It was found that increased component dismantling before vehicle shredding can be an effective, so far underestimated, intervention in the medium term, especially if combined with development of safety-relevant components such as wheels from secondary material. In the long term, automatic alloy sorting technologies are most likely required, but could at the same time reduce the need for magnesium removal in refining. Cooperation between the primary and secondary aluminum industries, the automotive industry, and end-of-life vehicle dismantlers is therefore essential to ensure continued recycling of automotive aluminum and its alloying elements.