<p>Biomass liquefaction is a nascent field within biorefinery research and has arisen in response to the bottleneck created from materials handling at the front end of the biorefinery. The basic concept is that if the biomass were to be converted into a flowable slurry at the front-end of the process, then the material could smoothly flow into the biorefinery pretreatment and down time due to the material forming a plug would be minimized or eliminated. Three liquefaction routes were studied in this work. These routes were: enzyme route, enzyme mimetic route, and a combined route of enzyme and enzyme mimetic. Through a Techno-economic assessment (TEA), it is possible to determine which route is most-economical to scale up and also to understand the extent to which liquefaction increases/decreases of the price of the biorefinery product.</p> <p>Gasification is a bio-based technology that has recently acquired more attention as it is an efficient conversion process for a variety of feedstocks. As new techniques and process routes are discovered, it is important to analyze which process technique is feasible for commercial scale up, as the highest performing technique may not be the most economical option to pursue. Along the same philosophy, a process concept was developed on Aspen Plus® to treat syn-gas impurities and also recycle the spent solvents. A TEA study was performed to determine the unit cost of treatment and to explore avenues of cost saving.</p>

<p dir="ltr"><a href="" target="_blank">The electrification of the transportation sector is pivotal in reducing greenhouse gas emissions and decreasing dependence on fossil fuels. Central to this transition are battery electric vehicles (BEVs) and other clean energy technologies, which rely heavily on critical materials (CMs) such as cobalt, lithium, neodymium, and nickel. </a>These materials are essential for the performance of batteries, advanced electronics, and other components in BEVs. <a href="" target="_blank">However, the limited availability of these CMs poses potential constraints on the widespread adoption of such technologies.</a></p><p dir="ltr">This research delves into the implications of widespread BEV adoption on the demand for CMs in the United States, with a focus on both light-duty vehicles (LDVs) and medium- and heavy-duty vehicles (MHDVs). Various market penetration scenarios were analyzed, revealing that while MHDVs require more CMs per vehicle, the sheer volume of LDV sales drives the overall CM demand, particularly in a scenario with 100% BEV adoption. Key findings highlight that cobalt, graphite, lithium, neodymium, and nickel are critical for BEVs, whereas palladium and rhodium are more crucial for internal combustion engine vehicles (ICEVs). Also explored is the impact of lightweighting on LDVs, revealing that while substituting steel with aluminum increases the total CM quantity per vehicle, it reduces the vehicle's mass, operational energy consumption, and the demand for high-concern battery-related CMs. Additionally, changing the battery cathode chemistry from NMC622 to LFP significantly reduces CM use but increases the demand for strategic materials like copper and phosphorus due to the lower energy density of LFP-based batteries.</p><p dir="ltr">The research also highlights the importance of rare earth permanent magnets (REPMs), <a href="" target="_blank">particularly Neodymium-Iron-Boron (NdFeB) magnets, in clean energy technologies such as electric vehicles and wind turbines.</a> Neodymium, a critical material, faces supply chain risks. To lessen these risks, circular economy strategies have been proposed, including the recovery of needed materials from end-of-life (EoL) products. <a href="" target="_blank">A dynamic material flow analysis (MFA) model was developed to forecast such EoL flows for products containing REPMs and assess the recoverable neodymium from these EoL products. </a>The results indicate that even a modest recycling efficiency of 15% could meet 12% of the Nd demand for EVs by 2050, with reuse meeting up to 70% of the demand.</p><p dir="ltr">With the dynamic MFA model showing that circular economy principles could meet up to 70% of future neodymium demand in 2050, the next step was to investigate the techno-economic feasibility of recycling REPMs. A techno-economic assessment model was developed for establishing a magnet-to-magnet recycling facility for REPMs. Results revealed a net present value (NPV) of $8,867,111 over 20 years, a payback period of 3 years, and an internal rate of return (IRR) of 53%, providing a compelling case for investment in recycling infrastructure. Sensitivity analyses point to the selling price of recycled magnets, feedstock purchase price, facility throughput, and labor costs as the most influential factors on profitability.</p><p dir="ltr"><a href="" target="_blank">Additionally, this research explored the challenges and opportunities in the disassembly and recycling of EoL EV components, particularly traction motors containing REPMs. The complexity of disassembly, driven by varying component sizes and designs, is identified as a significant barrier. By evaluating manual disassembly times and proposing potential automation solutions, the study aims to streamline the disassembly process, thus facilitating more efficient recycling and remanufacturing operations.</a></p><p dir="ltr">The key contributions of this research are summarized as follows:</p><p dir="ltr">· Evaluated the vehicle CM demand of ICEVs and BEVs for LDVs and MHDVs and explored the impact of lightweighting and changing the battery cathode chemistry from NMC622 to LFP on CM demands.</p><p dir="ltr">· Developed a dynamic material flow analysis (MFA) model to forecast end-of-life (EoL) flows of products containing REPMs and assess the recoverable neodymium from these EoL products.</p><p dir="ltr">· Developed a techno-economic assessment (TEA) model to evaluate the viability of a magnet-to-magnet recycling facility.</p><p dir="ltr">· Performed disassembly analysis to assess the ease with which EoL BEV transmissions can be disassembled with a specific focus on the retrieval of traction motors (which house the REPMs) for potential reuse or remanufacturing.</p>