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Figure 9 shows the directions of utilising ELV materials through different processes, such as reuse, recovery and recycling. The analysis is broken down into several waste types, that is, tyres, oil filters, other materials arising from depollution, metal components, large plastic parts, glass, other materials arising from dismantling, batteries and accumulators (Eurostat, 2017). The analysis of data showed that parts of other materials arising from dismantling and metal components represent the highest percentage for the reuse operation. However, for the recovery and recycling operations, the comparison analysis showed that tyres, metal components and batteries are the highest elements that have been utilised in these operations. The data indicated that significant plastic parts and glass are slightly involved in all operations. By contrast, oil filters and other materials arising from depollution have not been utilised in these processes, as well as other processes, such as disposal and incineration/energy. Figure 9: Reuse, recovery and recycling percentages from 2012 to 2014 in the EU.

Figure 9 shows the directions of utilising ELV materials through different processes, such as reuse, recovery and recycling. The analysis is broken down into several waste types, that is, tyres, oil filters, other materials arising from depollution, metal components, large plastic parts, glass, other materials arising from dismantling, batteries and accumulators (Eurostat, 2017). The analysis of data showed that parts of other materials arising from dismantling and metal components represent the highest percentage for the reuse operation. However, for the recovery and recycling operations, the comparison analysis showed that tyres, metal components and batteries are the highest elements that have been utilised in these operations. The data indicated that significant plastic parts and glass are slightly involved in all operations. By contrast, oil filters and other materials arising from depollution have not been utilised in these processes, as well as other processes, such as disposal and incineration/energy. Figure 9: Reuse, recovery and recycling percentages from 2012 to 2014 in the EU.

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The rapid growth of population and development in Malaysia has increased the production of waste tha becomes a major source of pollution. The Global Environment Centre (20 his figure is estimated to incre elucidated that approximately 900 rivers in Malaysia have been po Malaysia, 2015) (Figure 1). I than 23,000 tonnes of waste every day. T management (Department of Environmen’ metric tonnes of scheduled wastes. The Selangor produced the largest amount of Terengganu (12.5%), Pulau Pinang (7.5% represent one of the major waste streams t Department of scheduled wast ) and the rest o hat are inapprop be discarded when they reach their end of and soil pollution (Ahmed et al., 2014). Researchers expect that th ife (Ahmed et a million by 2020 (Tian & Chen, 2014). In Malaysia, waste in landfill sites. T he incineration process poses several environmenta ase to 30,000 tonnes in 2020. 7) indicated that Malaysia produces more ndication: uted because of improper solid waste n 2015, Malaysia generated 2,918,478.34 Environment Malaysia (2015) asserted that the state o! es (33.1%), fo f the states (14. owed by Johor (18.3%), Perak (14.1%). 5%). In fact, end-of-life vehicles (ELVs, riately managed ., 2014). ELVs . ELVs refer to vehicles that are meant tc are a leading factor in excessive air, wate! e number of global ELVs would exceed 10( reatment methods are based on incineration and dumping problems in the form of fly and bottom ashe: that contain heavy metal impurities (Tian & Chen, 2014). The waste problem arises when landfill spaces are insufficient, whic tyres are dumped h leads to the illegal dumping of automotive shred Bhd (2011) validated that scrap tyre management in Peninsular Mala with regular household waste in Malaysian land fill si der residue (ASR). Chemsain Konsultant Sdr ysia lacks disposal facilities. Most of the scrar tes. Moreover, the disposal of tyres is ¢ challenging issue as non-biodegradable waste materials that occupy substantial landfill spaces (Figure 1). [able 1: Production and assembly of passenger and commercial vehicles in Malaysia 1980-2016 (Malaysian Automotive Association, 2017).
The rapid growth of population and development in Malaysia has increased the production of waste tha becomes a major source of pollution. The Global Environment Centre (20 his figure is estimated to incre elucidated that approximately 900 rivers in Malaysia have been po Malaysia, 2015) (Figure 1). I than 23,000 tonnes of waste every day. T management (Department of Environmen’ metric tonnes of scheduled wastes. The Selangor produced the largest amount of Terengganu (12.5%), Pulau Pinang (7.5% represent one of the major waste streams t Department of scheduled wast ) and the rest o hat are inapprop be discarded when they reach their end of and soil pollution (Ahmed et al., 2014). Researchers expect that th ife (Ahmed et a million by 2020 (Tian & Chen, 2014). In Malaysia, waste in landfill sites. T he incineration process poses several environmenta ase to 30,000 tonnes in 2020. 7) indicated that Malaysia produces more ndication: uted because of improper solid waste n 2015, Malaysia generated 2,918,478.34 Environment Malaysia (2015) asserted that the state o! es (33.1%), fo f the states (14. owed by Johor (18.3%), Perak (14.1%). 5%). In fact, end-of-life vehicles (ELVs, riately managed ., 2014). ELVs . ELVs refer to vehicles that are meant tc are a leading factor in excessive air, wate! e number of global ELVs would exceed 10( reatment methods are based on incineration and dumping problems in the form of fly and bottom ashe: that contain heavy metal impurities (Tian & Chen, 2014). The waste problem arises when landfill spaces are insufficient, whic tyres are dumped h leads to the illegal dumping of automotive shred Bhd (2011) validated that scrap tyre management in Peninsular Mala with regular household waste in Malaysian land fill si der residue (ASR). Chemsain Konsultant Sdr ysia lacks disposal facilities. Most of the scrar tes. Moreover, the disposal of tyres is ¢ challenging issue as non-biodegradable waste materials that occupy substantial landfill spaces (Figure 1). [able 1: Production and assembly of passenger and commercial vehicles in Malaysia 1980-2016 (Malaysian Automotive Association, 2017).
Table 2: Comparison of ELV management between nations (Azmi et al., 2013). Malaysia Automotive Institute (2017) verified that 5,000 small-scale companies in association with the Malaysia Automotive Recyclers Association conduct ELV recycling in Malaysia. However, Raja Mamat et al. (2016) proved that most of the small-scale companies lack standard practices. In fact, the Malaysian government initiated the ELV scrapping scheme to support Proton and Perodua automakers in 2009. UEM Environment Sdn Bhd is the first company to operate a systematic ELV disposal management system in Malaysia (UEM Environment, 2011). In this ELV programme, Proton/Perodua supplied the collected ELVs to Special Builders Sdn Bhd (SBSB), a subsidiary company of UEM Environment Sdn Bhd. SBSB was appointed to dispose ELVs properly in a plant in Bandar Proton, Tanjung Malim, Perak (Raja Mamat et al., 2016; UEM Environment, 2011). Since its establishment, SBSB has resolved the issues of ELVs without proper deregistration with the government authorities. However, the non-valuable ELV components were simply dumped in domestic landfill (UEM Environment, 2011). In Malaysia, ELV directives do not exist despite the vast expansion of the local automotive industry in recent years (Table 2). Amelia et al. (2009) conducted interviews with three selected automaker companies to understand the current practices and problems in implementing ELV reuse in Malaysia. The findings prove that all respondents are not keen on reusing ELV parts in newly manufactured vehicles. Stringent quality requirements, such as warranty, brand protection and clients’ satisfaction, are the primary factors in not integrating reusable parts in new products. Therefore, the management of ELVs is a critical issue that must be addressed because of global warming impacts, carbon footprint and economic awareness (Ahmed et al., 2014).
Table 2: Comparison of ELV management between nations (Azmi et al., 2013). Malaysia Automotive Institute (2017) verified that 5,000 small-scale companies in association with the Malaysia Automotive Recyclers Association conduct ELV recycling in Malaysia. However, Raja Mamat et al. (2016) proved that most of the small-scale companies lack standard practices. In fact, the Malaysian government initiated the ELV scrapping scheme to support Proton and Perodua automakers in 2009. UEM Environment Sdn Bhd is the first company to operate a systematic ELV disposal management system in Malaysia (UEM Environment, 2011). In this ELV programme, Proton/Perodua supplied the collected ELVs to Special Builders Sdn Bhd (SBSB), a subsidiary company of UEM Environment Sdn Bhd. SBSB was appointed to dispose ELVs properly in a plant in Bandar Proton, Tanjung Malim, Perak (Raja Mamat et al., 2016; UEM Environment, 2011). Since its establishment, SBSB has resolved the issues of ELVs without proper deregistration with the government authorities. However, the non-valuable ELV components were simply dumped in domestic landfill (UEM Environment, 2011). In Malaysia, ELV directives do not exist despite the vast expansion of the local automotive industry in recent years (Table 2). Amelia et al. (2009) conducted interviews with three selected automaker companies to understand the current practices and problems in implementing ELV reuse in Malaysia. The findings prove that all respondents are not keen on reusing ELV parts in newly manufactured vehicles. Stringent quality requirements, such as warranty, brand protection and clients’ satisfaction, are the primary factors in not integrating reusable parts in new products. Therefore, the management of ELVs is a critical issue that must be addressed because of global warming impacts, carbon footprint and economic awareness (Ahmed et al., 2014).
One of the critical strategic activities set by the MAI is to identify opportunities to expand the local automotive industry and to increase competitiveness at the local and global levels ( Malaysia Automotive Institute, 2017). Hence, the management of ELV waste is a critical issue in Malaysia. Instead of treating ELVs as waste, it could be a valuable resource for building constructions and applications (Tian & Chen, 2014). In Malaysia, only a limited number of projects utilised ELV waste as building components, such as shipping containers and tyres. By contrast, the global construction industry is recently witnessing issues with the declining availability of raw materials (Liu et al., 2017). Therefore, the Construction Industry Development Board Malaysia (CIDB) focused on the domestic construction industry to be sustainable, productive and competitive globally (CIDB Malaysia, 2017). CIDB sets up the construction industry transformation programme CITP 2016-2020 to transform the construction industry to be highly productive and environmentally sustainable. In addition, the CIDB implemented the Malaysian Carbon Reduction and Environmental Sustainability Tool (MyCREST) to promote sustainable construction. One of the initiatives outlined in MyCREST is to reduce the irresponsible waste in the construction industry and to ease the integration of sustainable practices across the country.
One of the critical strategic activities set by the MAI is to identify opportunities to expand the local automotive industry and to increase competitiveness at the local and global levels ( Malaysia Automotive Institute, 2017). Hence, the management of ELV waste is a critical issue in Malaysia. Instead of treating ELVs as waste, it could be a valuable resource for building constructions and applications (Tian & Chen, 2014). In Malaysia, only a limited number of projects utilised ELV waste as building components, such as shipping containers and tyres. By contrast, the global construction industry is recently witnessing issues with the declining availability of raw materials (Liu et al., 2017). Therefore, the Construction Industry Development Board Malaysia (CIDB) focused on the domestic construction industry to be sustainable, productive and competitive globally (CIDB Malaysia, 2017). CIDB sets up the construction industry transformation programme CITP 2016-2020 to transform the construction industry to be highly productive and environmentally sustainable. In addition, the CIDB implemented the Malaysian Carbon Reduction and Environmental Sustainability Tool (MyCREST) to promote sustainable construction. One of the initiatives outlined in MyCREST is to reduce the irresponsible waste in the construction industry and to ease the integration of sustainable practices across the country.
study analysed the waste operations in the European Union (EU) based on the Eurostat database under the waste operations category for 3 years. The analyses targeted waste operations, percentages of reuse, recovery and recycling and total ELVs by waste types that could meet the demands of the construction industry. Subsequently, the study covered the fundamental requirements for assessing ELVs as construction products to develop the proposed framework for prioritising the development of building products in ELV processing in Malaysia. 3. Evaluation of ELVs
study analysed the waste operations in the European Union (EU) based on the Eurostat database under the waste operations category for 3 years. The analyses targeted waste operations, percentages of reuse, recovery and recycling and total ELVs by waste types that could meet the demands of the construction industry. Subsequently, the study covered the fundamental requirements for assessing ELVs as construction products to develop the proposed framework for prioritising the development of building products in ELV processing in Malaysia. 3. Evaluation of ELVs
Figure 3: Typical ELV processing flow in the (a) EU (Vermeulen et al., 2011) and (b) Japan (Yoshida & Hiratsuka, 9012).
Figure 3: Typical ELV processing flow in the (a) EU (Vermeulen et al., 2011) and (b) Japan (Yoshida & Hiratsuka, 9012).
Figure 5: Malaysian ELV processing flow proposed by the MAI (Malaysia Automotive Institute, 2017). Figure 5 illustrates a proposed Malaysian ELV processing flow by the Malaysian Automotive Association. The processing flow is fairly similar to that of other countries where the deregistration process should be done before the dismantling of the ELVs. The ELV collectors must issue a COD to the vehicle owners and payment based on fixed scrap value. Parties conduct the dismantling of ELVs including vehicle-dismantling companies, parts remanufacturers, recyclers, shredding companies and disposers. The local government (Environmental and Waste Disposal) monitors the processes from dismantling to final disposal. Vendors and remanufacturers will manage parts that are usable, whereas the relevant industries for new products will handle other materials that must be processed and recycled.
Figure 5: Malaysian ELV processing flow proposed by the MAI (Malaysia Automotive Institute, 2017). Figure 5 illustrates a proposed Malaysian ELV processing flow by the Malaysian Automotive Association. The processing flow is fairly similar to that of other countries where the deregistration process should be done before the dismantling of the ELVs. The ELV collectors must issue a COD to the vehicle owners and payment based on fixed scrap value. Parties conduct the dismantling of ELVs including vehicle-dismantling companies, parts remanufacturers, recyclers, shredding companies and disposers. The local government (Environmental and Waste Disposal) monitors the processes from dismantling to final disposal. Vendors and remanufacturers will manage parts that are usable, whereas the relevant industries for new products will handle other materials that must be processed and recycled.
Figure 6: Views of different samples from the shredder (Schmid, Naquin & Gourdon, 2013). Table 3: Material compositions of ELVs under different material fraction categories (Delogu et al., 2017)
Figure 6: Views of different samples from the shredder (Schmid, Naquin & Gourdon, 2013). Table 3: Material compositions of ELVs under different material fraction categories (Delogu et al., 2017)
TOTAL END-OF-LIFE VEHICLES BY WASTE OPERATIONS IN EUROPEAN COUNTRIES FROM 2012-2014
TOTAL END-OF-LIFE VEHICLES BY WASTE OPERATIONS IN EUROPEAN COUNTRIES FROM 2012-2014
Figure 8: (a) ELV waste operations for 3 years on average in percentage (2012 to 2014) in the EU. (b) ELV wast operations for 3 years on average in metric tonnes (2012 to 2014) in the EU.
Figure 8: (a) ELV waste operations for 3 years on average in percentage (2012 to 2014) in the EU. (b) ELV wast operations for 3 years on average in metric tonnes (2012 to 2014) in the EU.
Figure 10 shows the total ELVs as an average of 3 years by waste types in the EU. Metal components are reported to be the most waste processed out of the eight types of wastes identified. The rates were contributed by recycling (146,157 metric tonnes), recovery (145,053 metric tonnes) and reuse (107,879.7 metric tonnes) mostly because 75% of the overall ELV weight is mainly metal components, which are commonly recyclable in the EU. The demand for ELV tyres appeared to be fairly high, with recycling of 54,671 metric tonnes, recovery of 94,358 metric tonnes and reuse of 21,509.16 metric tonnes, followed by other materials, such as batteries and accumulators, glass and large plastic parts. In Europe, extended producer responsibility (EPR) has received increasing attention with the increasing problems from the production of waste and pollution. The main objectives of EPR are to internalise the environmental externalities that are linked with final product disposal through incentives to curb waste production and to promote eco-design products and recycling practices (Ferrao et al., 2008). For instance, the Spanish Association for the Environmental Treatment of ELVs conducted a study in 2010 to determine the level of ELVs recovered in Spain by studying 1100 vehicles recovered by 10 ATFs (Figure 11). The study proved that 86.5% of the total waste was recovered while approximately 13% of the total ELV waste went to landfills. The 13% waste (other materials) that was meant to be landfilled was targeted to be reduced to at most 5% by 2014.
Figure 10 shows the total ELVs as an average of 3 years by waste types in the EU. Metal components are reported to be the most waste processed out of the eight types of wastes identified. The rates were contributed by recycling (146,157 metric tonnes), recovery (145,053 metric tonnes) and reuse (107,879.7 metric tonnes) mostly because 75% of the overall ELV weight is mainly metal components, which are commonly recyclable in the EU. The demand for ELV tyres appeared to be fairly high, with recycling of 54,671 metric tonnes, recovery of 94,358 metric tonnes and reuse of 21,509.16 metric tonnes, followed by other materials, such as batteries and accumulators, glass and large plastic parts. In Europe, extended producer responsibility (EPR) has received increasing attention with the increasing problems from the production of waste and pollution. The main objectives of EPR are to internalise the environmental externalities that are linked with final product disposal through incentives to curb waste production and to promote eco-design products and recycling practices (Ferrao et al., 2008). For instance, the Spanish Association for the Environmental Treatment of ELVs conducted a study in 2010 to determine the level of ELVs recovered in Spain by studying 1100 vehicles recovered by 10 ATFs (Figure 11). The study proved that 86.5% of the total waste was recovered while approximately 13% of the total ELV waste went to landfills. The 13% waste (other materials) that was meant to be landfilled was targeted to be reduced to at most 5% by 2014.
Figure 11: ELV waste recovery level in percentage breakdown in Spain for 1100 ELVs in 2010 (Lopez, 2011).
Figure 11: ELV waste recovery level in percentage breakdown in Spain for 1100 ELVs in 2010 (Lopez, 2011).
Table 4: Quantity of scheduled waste generated in Malaysia in 2015. (Department of Environment Malaysia, 2015)
Table 4: Quantity of scheduled waste generated in Malaysia in 2015. (Department of Environment Malaysia, 2015)
In Malaysia, the government has set ELV objectives only through the Malaysian Automotive Institute MAI) to generate new business models in ELV recycling and disposal. The use of recycled materials is promoted tc educe production costs (Malaysia Automotive Institute, 2017) (Figure 12). The new NAP 2014 sets a target for the xport of recycled materials and remanufactured components amounting RM 2 billion in year 2020 from nothing oday. This clearly shows that the local government has recognised the opportunity in local recycling operations Malaysian Automotive Association, 2014).
In Malaysia, the government has set ELV objectives only through the Malaysian Automotive Institute MAI) to generate new business models in ELV recycling and disposal. The use of recycled materials is promoted tc educe production costs (Malaysia Automotive Institute, 2017) (Figure 12). The new NAP 2014 sets a target for the xport of recycled materials and remanufactured components amounting RM 2 billion in year 2020 from nothing oday. This clearly shows that the local government has recognised the opportunity in local recycling operations Malaysian Automotive Association, 2014).
Table 5: Classification of products recycled from ELV materials globally.
Table 5: Classification of products recycled from ELV materials globally.
Practices on ELV waste recycling in housing construction have been implemented in other countries many ears ago. For instance, the earth-sheltered houses by Architect Michael Reynolds were built using rammed earth yre walls that act as a thermal mass to insulate against hot summers (Freney, 2009; Grindley & Hutchinson, 1996). ‘esilata, Bulut and Turgut (2011) conducted an experimental study on a concrete building structure using exterior yalls that were made of tyres rubber pieces, which improved the indoor air temperature by 12% compared with a tructure without the tyres rubber pieces. In Malaysia, various parties in building construction have recycled waste yres, which can act as a heat sink for concrete and reduce driveway surface temperature once buried as a oundation. Various developers and builders have developed eco-home projects using waste tyres to lower the urface temperature (Aziz, Rao & Salleh, 2013). Smart and Cool Home Developer explored various methods to y»wer the indoor temperature for their housing projects by burying waste tyres as a building foundation and using erated concrete blocks, double layer glass windows and ‘Bernoulli Effect’ ceiling (Muhammad Azzam & Fahanim, 011). An investigation of the heat sink was conducted on a driveway exposed to sun in one of the pilot houses built y the Smart and Cool Home Developer. The surface of the driveway that was embedded with three layers of waste yres laid around ground beams beneath the concrete slab was proven to be cool under the scorching afternoon Figure 14). Subsequently, a local developer, Mainstay Development, applied the same technology and used pproximately 220,000 tyres to form the foundation of a new shopping complex, Space U8 in Shah Alam, Malaysia. ‘his revolutionary construction technique creates a heat sink that helps cool the interior of the building naturally by raining heat through autoclaved aerated concrete bricks (Cheang, 2009). Practices on ELV waste recycling in housing construction have been implemented in other countries many
Practices on ELV waste recycling in housing construction have been implemented in other countries many ears ago. For instance, the earth-sheltered houses by Architect Michael Reynolds were built using rammed earth yre walls that act as a thermal mass to insulate against hot summers (Freney, 2009; Grindley & Hutchinson, 1996). ‘esilata, Bulut and Turgut (2011) conducted an experimental study on a concrete building structure using exterior yalls that were made of tyres rubber pieces, which improved the indoor air temperature by 12% compared with a tructure without the tyres rubber pieces. In Malaysia, various parties in building construction have recycled waste yres, which can act as a heat sink for concrete and reduce driveway surface temperature once buried as a oundation. Various developers and builders have developed eco-home projects using waste tyres to lower the urface temperature (Aziz, Rao & Salleh, 2013). Smart and Cool Home Developer explored various methods to y»wer the indoor temperature for their housing projects by burying waste tyres as a building foundation and using erated concrete blocks, double layer glass windows and ‘Bernoulli Effect’ ceiling (Muhammad Azzam & Fahanim, 011). An investigation of the heat sink was conducted on a driveway exposed to sun in one of the pilot houses built y the Smart and Cool Home Developer. The surface of the driveway that was embedded with three layers of waste yres laid around ground beams beneath the concrete slab was proven to be cool under the scorching afternoon Figure 14). Subsequently, a local developer, Mainstay Development, applied the same technology and used pproximately 220,000 tyres to form the foundation of a new shopping complex, Space U8 in Shah Alam, Malaysia. ‘his revolutionary construction technique creates a heat sink that helps cool the interior of the building naturally by raining heat through autoclaved aerated concrete bricks (Cheang, 2009). Practices on ELV waste recycling in housing construction have been implemented in other countries many
Table 6: Latest study about recycling ELV materials for building applications in Malaysia. Recently, refurbished and fabricated second-hand containers are rapidly gaining popularity in the built environment in Malaysia. These containers have been used as container cafe, container living room, container hotel rooms, container office, container storage and container shutter (Ismail et al., 2015; MK United Resources Sdn Bhd, 2017). Container can be used for other purposes, such as exhibitions, building construction site, temporary storage
Table 6: Latest study about recycling ELV materials for building applications in Malaysia. Recently, refurbished and fabricated second-hand containers are rapidly gaining popularity in the built environment in Malaysia. These containers have been used as container cafe, container living room, container hotel rooms, container office, container storage and container shutter (Ismail et al., 2015; MK United Resources Sdn Bhd, 2017). Container can be used for other purposes, such as exhibitions, building construction site, temporary storage
and shipping. Various types of containers are available, such as cargo worthy containers (used for storage), seaworthy containers (used for storage in ships) and standard containers carried by road vehicles (Figure 15). Container traders offer a wide range of services to potentia users, which include container leasing, purchase and retail of second-hand containers, depot services, logistic service, project cargo handling and fabrication of custom- made containers to fit specific market requirements (MK United Resources Sdn Bhd, 2017). Container homes have become increasingly popular due to several factors: durabi flexible in terms of architectural design due to its modular ity, modularity and cost-effectiveness. Containers are nature and adaptability. They are also proven robust, which satisfies international strength and safety standards; t hey are fireproof and hurricane proof; they satisfy the uniform building by law (UBBL) codes and are easily customised, low maintenance and affordable (Housetec Malaysia, 2014; Ismail et al., 2015). Figure 15(b) illustrates the container homes designed by a Malaysian architect that incorporated rainwater harvesting and natural ventilate d design and daylight harvesting design to create an energy and water efficient building (Bridgette Meinhold, 2010). Several technical challenges should be overcome in the construction industry to elevate the circularity of materials at the highest value and performance (Geng & Doberstein, 2008). Challenges may exist in the products, materials and building level (Wallace & Raingold, 2012; Llompart et al., 2013). Poulikidou et al. (2015) proposed a developed framework for life-cycle based materials selection for vehicles. It consists of five major steps: definition of design target, selection of material families and candidate materials, weight minimisation, life cycle modelling and assessment and results analysis and material selection, as shown in Figure 16. Underlying questions regarding the conditions of ELVs should be noted to introduce the recycling of ELVs for building products. The analysis of conditions ensured that the selected» materials satisfy the application performance requirements. Several key elements regarding material:characteristics that are highlighted below should be considered.
and shipping. Various types of containers are available, such as cargo worthy containers (used for storage), seaworthy containers (used for storage in ships) and standard containers carried by road vehicles (Figure 15). Container traders offer a wide range of services to potentia users, which include container leasing, purchase and retail of second-hand containers, depot services, logistic service, project cargo handling and fabrication of custom- made containers to fit specific market requirements (MK United Resources Sdn Bhd, 2017). Container homes have become increasingly popular due to several factors: durabi flexible in terms of architectural design due to its modular ity, modularity and cost-effectiveness. Containers are nature and adaptability. They are also proven robust, which satisfies international strength and safety standards; t hey are fireproof and hurricane proof; they satisfy the uniform building by law (UBBL) codes and are easily customised, low maintenance and affordable (Housetec Malaysia, 2014; Ismail et al., 2015). Figure 15(b) illustrates the container homes designed by a Malaysian architect that incorporated rainwater harvesting and natural ventilate d design and daylight harvesting design to create an energy and water efficient building (Bridgette Meinhold, 2010). Several technical challenges should be overcome in the construction industry to elevate the circularity of materials at the highest value and performance (Geng & Doberstein, 2008). Challenges may exist in the products, materials and building level (Wallace & Raingold, 2012; Llompart et al., 2013). Poulikidou et al. (2015) proposed a developed framework for life-cycle based materials selection for vehicles. It consists of five major steps: definition of design target, selection of material families and candidate materials, weight minimisation, life cycle modelling and assessment and results analysis and material selection, as shown in Figure 16. Underlying questions regarding the conditions of ELVs should be noted to introduce the recycling of ELVs for building products. The analysis of conditions ensured that the selected» materials satisfy the application performance requirements. Several key elements regarding material:characteristics that are highlighted below should be considered.
Figurel6: Developed framework for life-cycle based materials selection (Poulikidou et al., 2015).
Figurel6: Developed framework for life-cycle based materials selection (Poulikidou et al., 2015).
Table 7: Classifications of proposed building products that could be recycled from ELV materials in Malaysia.
Table 7: Classifications of proposed building products that could be recycled from ELV materials in Malaysia.
Figure 17: Proposed concept of the ELV processing framework from the automotive to the construction industry.
Figure 17: Proposed concept of the ELV processing framework from the automotive to the construction industry.
Related topics:
BusinessEngineeringEnvironmental EngineeringCleaner ProductionManufacturing EngineeringIndoor environmental qualityInterdisciplinary EngineeringSustainable ProcessingEnd-of-Life Vehicles
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