Essential information for end of life vehicle dismantling, depollution and recycling

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How EVs add complexity to the depollution and dismantling process

Electric vehicles (EVs) bring new challenges to depollution and dismantling processes, compounding existing hazards from traditional Internal Combustion Engine (ICE) vehicles. Mark Jones from ELV Training discusses the complexities, emphasising the need for HV awareness, accurate research, specialised training, and careful handling to ensure safety as the industry continuously evolves.

 

How EVs add complexity to the depollution and dismantling process p one
Mark Jones

Depolluting and dismantling traditional Internal Combustion Engine (ICE) vehicles already presents a multitude of hazards. Petrol, Diesel, chemicals, lubricants, oils, dusts, carcinogens, acids, alkalis, sources of ignition, pyrotechnic devices, explosive atmospheres, confined space working, hot work, environmental contamination etc. Incorporating electric vehicles (EVs) into an already hazardous work activity presents the industry with its biggest challenge to date.

With 38.3 million cars and vans on UK roads, of which only a small proportion are battery electric (<900,000), we are still years away from the seesaw tipping in favour of EVs. The reality is that, just like they do on our roads, these technologies will need to be able to coexist, meaning longstanding dismantling procedures will inevitably have to be adapted to accommodate both.

The considerations highlighted in this article are by no means exhaustive, but they may provide a useful starting point for any feasibility study into incorporating electric vehicles into a typical dismantling operation.

Hybrids are likely to present the recycling industry with its first large-scale challenge. Their growth in the UK since 2018 has been strong, and they are set to continue as a stopgap for many consumers who have yet to make the jump to full battery electric.

How EVs add complexity to the depollution and dismantling process p two

Whether hybrid or full battery EV, it’s all high voltage (HV) and lethal if handled incorrectly, with the potential to compound the hazards already presented by traditional ICE vehicle depollution. It’s for that reason that HV awareness training should be provided for all, not just the technicians. Batteries store energy, not produce it, meaning that the vehicle’s HV system retains these lethal voltages even when a vehicle is switched off. There are well-publicised fire risks, the potential for explosive, toxic gases and harmful liquids being released into the atmosphere, if the HV system is compromised. Less obvious hazards include the silent operation of the electric motors and the large magnetic forces generated, affecting both pacemakers and machinery.

Ensuring that Hybrid / Electric vehicles (H/EVs) are safely isolated is paramount and should take priority when a vehicle arrives on site, a minimum distance away from where other depollution is performed.

Fire Prevention Planning, risk assessments, environmental aspects, and impacts register will all need to be reviewed. It may also be necessary to consult with your local environment agency to ensure you are continuing to be fully compliant with the requirements of your permit.

Do the research

How EVs add complexity to the depollution and dismantling process p three
Emergency Response Guide

It is imperative that the vehicle-specific information accessed is accurate and thoroughly researched for any H/EV vehicle, in advance of handling it.

If providing recovery services, drivers will require their own occupation specific H/EV safety training, insulated PPE and Specialist tooling. They are likely to be the first employees to have to safely manage the vehicle, with limited support, and in a potentially hazardous environment and must, therefore, be capable of managing the risk appropriately.

Always use the Emergency Response Guides and Manufacturer / Model specific data to know exactly what is being dealt with and what vehicle specific precautions are needed to work safely.

Performing visual checks

Vehicles must first be visually checked for signs of damage to the high voltage electrical components or cabling by a trained technician using specialist HV tooling and PPE.

HV batteries are often mounted in vulnerable areas of the vehicle and are particularly susceptible to damage in road traffic collisions. If the integrity of the battery is likely to have been compromised, heat signatures will need to be monitored from the battery using infrared equipment. Any shorting or loss of electrolyte may present ignition sources in the event of fuel spillage.

Things to ask include: have the fire services made the vehicle safe? Was an extraction performed, and if so, has this compromised the structure of the vehicle? Has the vehicle been submerged in water, as this significantly increases the risk of electric shock.

Transporting HV vehicles

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Fire blanket

Transporting a damaged H/EV with a hazardous energy source or self-ignitable components carries risk. The vehicle should be wrapped in a high voltage safety blanket during transportation. Towing should always be avoided unless it is safe to do so, as dangerous voltages can be generated by movement of the drive wheels. Once the vehicle arrives on site, it must be immediately quarantined for 48 hours to reduce the risk of fire.

Moving and transporting an H/EV needs careful consideration. The HV system, especially the battery, contributes to the overall weight of a vehicle, meaning H/EVs can weigh significantly more than their internal combustion counterparts, and available equipment must be able to safely manage this weight.

It is common practice to move ELVs around the work area straddled across the forks of a lift truck. Most Battery EVs are designed with the battery under the vehicle, taking up most of the undercarriage and making these lifting techniques impossible. Never support the weight of an EV by using the battery itself to support the vehicle, as damage or short circuits could be caused, running the risk of fire, explosion and electrocution.

Damaged or Suspected Damaged HV vehicles

How EVs add complexity to the depollution and dismantling process p five
Quarantine area

Any outside quarantine area for suspected damaged H/EVs where the vehicle can be monitored for up to 48 hours before any dismantling needs to be a distance away from other ATF operations.

Treatment facilities will have to consider the construction of a bespoke outdoor H/EV quarantine area using non-combustible interlocking concrete blocks with hard standing. Infrared technology will need to be adopted to monitor HV battery temperature for abnormalities.

Shutting down the HV system

It’s not only the battery that stores voltage, so when preparing to disassemble, the power stored in HV components, such as the invertor, must be discharged (drained) for a qualified technician to safely work on the vehicle.

Manufacturers adopt one of two ways to discharge power stored in the invertor; active or passive. Active discharge dissipates voltage automatically when the ignition is turned off, draining in a matter of a few seconds. Passive discharge only occurs when the power is shut off to the invertor, meaning technicians must reference the vehicle specific information for disconnection to verify the required discharge time.

Lifting an HV vehicle

The battery packs on H/EVs are large and heavy. As a result, the recommended lifting points are often on the far edges of the vehicle frame. Traditional depollution lifts typically cannot accommodate these vehicles. A vehicle lift will be needed that has sufficient rated capacity and the capability to engage with the lifting points. Then, to safely remove a high-voltage battery pack from the vehicle, an independent lifting table is required.

Storing batteries

Storing a removed Lithium-ion battery presents challenges of its own. They must not be exposed to direct sunlight or other heat and ignition sources and must be kept well ventilated.

Most EV batteries from full battery electric vehicles require a large means of containment. Lithium-ion battery fires spread quickly and are notoriously difficult to control, and the bigger the battery, the bigger the blaze. With the limited availability of facilities for recycling these units currently in the UK, it’s likely that these batteries may spend considerable time at an ATF before being shipped off for processing, so adequate storage and monitoring are essential.

How EVs add complexity to the depollution and dismantling process p six

To find out more, please visit www.elvtraining.com or call Mark on 07393 732483.

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e2e Total Loss Vehicle Management [e2e] is the UK’s only salvage and automotive recycling network with nationwide, environmentally compliant sites delivering performance resilience and service reliability to the insurance and fleet markets.  The network’s online salvage auction www.salvagemarket.co.uk drives strong salvage resale values and faster sales.  e2e’s salvage clients have access to the network’s stocks of over 5 million quality graded, warranty assured reclaimed parts. 

The power of the network model means e2e has the ability to influence industry standards and is committed to continually raising the bar whilst redefining the role and perceived value of the salvage operator.  Network members adhere to robust service level agreements, against which they are audited, in order to ensure performance consistency and a market leading customer experience.  

The salvage and recycling operating environment is evolving rapidly, and e2e is anticipating, listening and responding to changing market needs.  Regulatory compliance, ESG, reclaimed parts, customer experience, EVs, new vehicle technologies, data and reputation risk are just some of many considerations linked to the procurement of salvage services.  e2e will drive further added value to clients and members through the adoption and application of emerging technologies, continuing to differentiate its proposition and position salvage services as a professional partnership. 

Owain Griffiths

Owain Griffiths

Head of Circular Economy at Volvo Cars

Owain joined Volvo Cars in June 2021 to lead Circular Economy in the Global Sustainability Team. The company has committed to being a circular business by 2040 and has financial, recycled content and CO2 based targets for 2025, all of which Owain is working across the company to make happen. Owain previously worked for circular economy consultancy Oakdene Hollins where he advised businesses on evidence led circular economy implementation. 

Turning into a circular business and the importance of vehicle reuse and recycling.

The presentation will cover the work Volvo Cars is doing to achieve 2025 but mainly focus on the transformational work towards 2040 and the business and value chain changes being considered. Attention will be paid to the way vehicles are being dealt with at the end of life and the complexities of closing material and component loops. Opportunities and challenges which Volvo Cars is facing will be presented including engagement with 3rd parties and increasing pressure from stakeholders.

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