TiO2 (Titanium Dioxide) is a pure white material and most people would recognise it as it is the main pigment used in paint, it is used in two-thirds of all pigments; there is an enormous global demand for the material. 

However, its production is somewhat wasteful. Even the most efficient plants produce more waste than TiO2.  Typically, waste reaches up to 1.5 tonnes per tonne of product produced, but it can rise up to 5 tonnes per tonne. 

Currently, this waste is being landfilled. 

There are two ways to produce TiO2. One uses Hydrochloric Acid and another that uses Sulphuric Acid. Both result in a waste liquor that is highly acidic and contains unreacted ore, dissolved metals and carbon. 

This is then neutralised due to the very low pH levels. Once this neutralisation has occurred, the material is then landfilled. 

“This is disappointing because the titanium ore contains traces of vanadium, scandium, niobium and zirconium, all of which are very useful materials that can easily be extracted from the liquor or neutralised solids,” says Michael Grimley, Managing Director of GSA. 

“Landfilling also has to be carried out into controlled facilities, as the vanadium materials are hazardous. This has recently been made worse as TiO2 has been classified as a category 2 carcinogen in certain jurisdictions – both in a solid and liquid form.” 

GSA has developed a way to efficiently extract raw materials from TiO2 waste, preventing it being buried back into the earth, which is not only wasteful but can have a detrimental effect on the planet.

“It’s important to try and recover the materials from TiO2 waste for fairly simply, obvious reasons,” Michael adds.

“Put crudely, the more you can take out of raw materials, such as ore or oil, the better.”

With Scandium, niobium, zirconium and vanadium all on many country’s lists of “critical materials” – meaning any substance or technology that is subject to supply risks and that has no easy substitutes – it’s crucial that we recover them from existing waste, rather than digging them out of the ground. 

Read more about Scandium and its uses in aerospace.

GSA has developed and patented a zero solid waste route for the TiO2 process, which would only result in a benign saline liquor that could suitably pass into the sea. 

Read more about our zero-waste approach to TiO2 production.

On top of this, we also have the capacity to return TiO2 back into the production system and improve the overall production and efficiency of TiO2. 

If you would like to find out more about our Zero Solid Waste for TiO2 production, please contact a member of our team today. 

We pride ourselves with having the knowledge and resources to tailor a process route to a particular client. We are open-minded because we’re not users for the end product, and therefore we consider all of the useful materials extracted, rather than only on one particular element.

GSA has recently completed several rounds of research to successfully recover vanadium and nickel from gasifier cinder. 

We’ve concluded that if the metals in the cinder were to be recovered, it would prevent 27,000 tonnes of vanadium pentoxide and 11,000 tonnes of nickel oxide going into landfill each year. 

“Recovering metals like vanadium and nickel is crucially important as not only does it prevent tonnes of ash waste being poured into the ground, but it also means we make use of in-demand materials like vanadium and nickel, that have a number of significant applications in transport, construction and energy,” explains Michael Grimley, Managing Director of GSA. 

“On top of this, by extracting vanadium and nickel from waste before it’s landfilled, we can get a higher quantity of the resources when compared to digging for it out of the ground. Why dig for vanadium ore when we have the material right here in gasification waste?” 

Easy sources of vanadium would become a valuable enabler for growing the green energy storage market by providing lower-cost raw materials for VRFB technologies. 

You can find out more about Vanadium and its many uses in the energy sector here, and its uses in the transport sector.

To further discuss our research on recovering vanadium and nickel from waste materials, please contact a member of our team.

Currently, TiO2 waste is neutralised and eventually landfilled.  Although the term used is neutralised, it tends to remain alkaline and hazardous because of its vanadium and TiO2 content. 

GSA has developed and patented a route whereby TiO2 waste can be separated to recover useful elements, such as vanadium, scandium and niobium as main products. It also produces several co-products, such as goethite, gypsum, aluminium hydroxide, into which any radio-nucleotides that may be present are attracted, where they remain below their threshold levels for concern. 

The key benefit here is no waste goes into landfill. 

As well as a process that results in no solid waste for landfill, metals recovery is maximised by treating the aqueous effluent to recover and recycle useful metal ions.  This leads to a liquid waste stream that is suitable for sea and/or river discharge. 

The GSAe metals extraction plant in Harwich, UK, was built and operated at a Site of Special Scientific Interest, which should provide some indication of the cleanliness of the liquid effluent.

After all, why dig limestone out of the ground to neutralise acidic waste, only to then bury the solids back into the ground, when you can utilise the elements within it? 

Instead of throwing useful raw materials away, we should all be striving to reduce landfill and make our waste more efficient. 

Find out how vanadium can be used in many industries, including aerospace, construction and energy. 

To find out more, contact a member of our team today.

Discovered in 1831, Vanadium is a metal named after the Swedish Goddess of Beauty and Fertility due to the brilliant and attractive colours of the chemical compounds in which it was first found. 

Today, Vanadium is less known for its visual beauty and instead for its strength, weldability and resistance to corrosion and high temperatures when alloyed with steel. 

However, as you’ll see from this article, Vanadium’s application in the energy sector, especially future renewables, could once again see this element shine as bright as it did almost 200 years ago.

Vanadium lights up rooms. 

Power plants and vanadium.

The element’s ability to sustain the strength of steel at high temperatures makes it an essential addition to much of the steel that is used in power generation and power plants. 

Vanadium carbides have been used for over five decades in electricity generation, serving to reinforce the steel that’s used in critical parts of steam turbines and boilers. 

Incredibly, vanadium can provide resistance to creep corrosion and fatigue of turbine casting, rotors and disk blades at extreme temperatures of 580°C. Meanwhile, it also resists erosion from water droplets in low-pressure turbines where temperatures can plummet to 350°C.

Transmission towers and vanadium.

Once the electricity is generated, it must be carried to towns and cities by copper and aluminium cables. These cables are supported by steel poles and towers, forming “transmission routes” to any area that requires electricity. 

Naturally, some of these routes are long, covering a lot of difficult and remote terrain, so it’s essential that the towers are as lightweight and as easy to transport and erect as possible.

You’ve guessed it, vanadium steps in again to reduce the weight of the steel transmission towers while retaining strength and durability. 

Oil/gas pipelines and vanadium.

And, it’s not just electrical energy generation and distribution that Vanadium plays a huge role in, the element’s ability to strengthen and resist corrosion while still being weldable makes it a perfect choice for oil and gas pipelines. 

These pipelines are commonly laid in the arctic region, where ambient temperatures are very low and cause brittleness in regular steel. 

Vanadium steel is also weldable and not susceptible to hydrogen cracking, which is essential for producing pipelines, as well as the valves and bends required for their operation. 

Renewable energy and vanadium.

Vanadium has saved the traditional energy sector a lot of money and resources over the past few decades when it comes to producing and transporting electricity, oil and gas. But, the element continues to make waves in the renewable energy sector too, and Vanadium is arguably one of the most important metals in our future. 

In a similar way to how transmission towers benefit from Vanadium steel’s lightweight and durable properties, wind turbine towers are also frequently made with vanadium microalloyed HSLA steel plates. 

There are also ongoing investigations researching how Vanadium could be used in fusion reactors. 

Vanadium Redox Flow Batteries.

Aside from this though, Vanadium is also being used in Vanadium Redox Flow Batteries (VRFB), which are particularly suited for community-scale green energy storage thanks to their long-life cycles, ability to be discharged for long periods of time and safe, non-flammable properties. 

VRFB charge and discharge without wearing out in the same way that lithium-based batteries do, making them ideal for storing energy from renewable sources like solar, wind and wave power and then releasing it as and when it’s required. 

At GSAe, our core technology supports this future by recovering vanadium from ‘secondary sources’, such as refinery residues (heavy ends, vacuum residue catalysts etc), ash created in oil-fired power stations and desalination plants, and TiO2 waste. 

This is a more environmentally-beneficial method to traditional means as it recovers the vanadium (and other metals) from a source that has already been extracted and would otherwise be wasted in landfill. This does not replace other methods of production in terms of scale, but adds to and improves raw material usage.

Find out more about what we do at GSAe by giving us a call today.

Vanadium’s ability to add strength and weldability to steel when the two are alloyed together, alongside its corrosive resistant properties makes it the perfect companion to modern-day transport. 

Today, we’re taking a closer look at how the element is becoming more important in the aerospace, automotive, shipping and rail industries. 

Vanadium is helping increase the fuel efficiency of aeroplanes.

Thanks to its high strength, low density and ability to sustain high temperatures without corrosion, vanadium is used throughout the aerospace sector, for materials used for aero-engine gas turbines and airframes. 

As you can imagine, high strength and the retention of this strength at increasing temperatures is crucial for things like gas turbines used in aircraft.

For example, the bearings in aero-engine gas turbines are often made from steel, but also contain 1% vanadium to ensure its stable enough to withstand 550°C. Other elements, such as tungsten (at 18% in this case) and chromium (4%) are also used to strengthen the steel. 

On top of this, vanadium is also being used in the development of new titanium alloys, which have the potential to reduce the weight of aircraft and therefore increase fuel efficiency. 

As an example, 8% vanadium alloys boast high strength while remaining extremely flexible, so titanium allows can now replace traditional, heavier steel springs. 

Vanadium is used for high-strength suspension in motorsports. 

The car and vehicle manufacturing industry benefits from using vanadium in a similar way. Materials used in vehicles must also be reliable, strong, easy to manufacturer and also be light enough to reduce fuel consumption. 

An interesting example of vanadium in action is for motorsport cars with high-powered engines. Lightweight, high-strength titanium-vanadium alloy connecting rods are used to create super-strong, yet light, suspension and valve springs. 

Vanadium is building stronger bridges. 

Vanadium is not only being used in our cars but also on the bridges that connect our towns and cities. Again, its toughness, strength and weldability make vanadium the ideal addition to HSLA steel that is used to make steel bridges. 

Vanadium reduces railway disruption.

Our railways experience a lot of wear and fatigue, which eventually results in disruption to passengers and a lot of time spent repairing and maintaining. 

By using special vanadium steels, we can increase the life of the rails and reduce the amount of time wasted due to disruption and repairs. 

As we see more high-performance and high-speed railway lines laid in countries across the world, vanadium will begin playing a huge role in the manufacturing of rail lines. 

Vanadium is a practical alternative in shipbuilding. 

While cars, planes and trains are getting faster, so too are our ships. Vanadium is being used in ship plates as a practical alternative to other micro alloys, delivering high strength and excellent weld toughness. 

At GSAe, our core technology supports this future by recovering vanadium from ‘secondary sources’, such as refinery residues (heavy ends, vacuum residue catalysts etc), ash created in oil-fired power stations and desalination plants, and TiO2 waste. 

This is a more environmentally-beneficial method to traditional means as it recovers the vanadium (and other metals) from a source that has already been extracted and would otherwise be wasted in landfill. This does not replace other methods of production in terms of scale, but adds to and improves raw material usage.

Find out more about what we do at GSAe by giving us a call today.

How can Scandium positively affect the aerospace industry when used as an alloy with Aluminium?

Scandium was first used in aircraft by the Soviet Union during the cold war.

The Russians produced Scandium Oxide from various sources and supplied to the military. The Scandium oxide was then developed and used in lightweight, high-performance AlMgLi-Sc materials for MIG 29 fighter jets which first entered service in 1985 being used in components such as nose cones, missiles, engines, wings, etc.

Aluminium has been critical to aerospace from the first flight to improve performance by reducing weight

1903 – The Wright Flyer

Although the Wright Flyer I was made mainly out of wood, in order to make the engine light enough, it had an aluminium crankcase.

1915 – First Metal Aircraft

Duralumin was used to build the first all-metal plane, the Junkers J1, developed in 1915 by Hugo Junkers, the famous German aircraft designer. 

1920s – The Golden Age of Aviation

Al production became much cheaper allowing aluminium alloys to become the mainstream material for aerospace development

1930s – New Streamlined Aircraft

A new streamlined aircraft shape emerged, enabled because of the use of Aluminium.

The Modern Era – Boing 737

The best -selling commercial jet airliner in history, the Boeing 737, was launched in 1967, using mainly the Al2000 series aluminium alloy.

Today – Al 2024/Al 7075

Until now the most widely used aluminium alloy in aerospace is Al2024 although there has been further refinement.

The future – AlSc AlLi Composites

Nowadays, the focus is on improved emissions.  Boeing and Airbus continue to work on new aluminium alloys such as AlLi or AlSc which promise even greater weight reduction and efficiency improvements.  High-strength Aluminium alloys remain key airframe materials.

Example – AIRBUS A320

• Operating empty weight (OEW) – approx. 40mt
• 10% weight reduction using Aluminium-Scandium
• 4mt of aircraft weight eliminated
• Anticipation that every 1kg reduction results in 4000 litres of fuel-saving over the entire lifetime of the aircraft – or 16 million litres of fuel.

Alongside aviation, scandium is used in –

• Solid-state fuel cells
• Sports Equipment
• Automotive industry
• Welding wire
• Metal halide lighting
• Piezoelectrics
• Weapons
• Lasers

As a resource, Scandium is mainly produced as a co-product alongside other ores.  However, the use of Scandium is limited by price due to this – a scandium mine is an expensive venture!

GSA Environmental has developed significant expertise in recovering Sc2O3 from titanium dioxide manufacturing plants; patenting their techniques as a ZERO WASTE OPTION.  Recovering the scandium, vanadium, niobium as oxides, iron as goethite, aluminium and titanium hydroxides and in some cases also producing gypsum.

GSAe hydrometallurgy is much lower in capital and operating costs; as well as utilising what would otherwise be another landfilled waste material. 

For further information and insight please contact Michael Grimley (mgrimley@gsa-env.co.uk).

A crucial part of the future of renewable, clean energy, Vanadium Redox Flow Batteries are a type of rechargeable battery that is particularly suited for community-scale green energy storage. 

VRFB is just one of the many uses of vanadium, which can be extracted along with other metals from titanium dioxide waste, power station ash and refinery residues. 

Today, we’re taking a closer look at some of the key benefits of VRFB and how they could be the answer to cleaner, greener and sustainable energy.

How does a VRFB work? 

The batteries use vanadium ions in particular oxidation states to store chemical potential energy, and by altering the vanadium between oxidation states, they release some of this energy as electricity. 

As excess electricity is being generated, VRFBs use the opposite mechanism to store electricity. The batteries are particularly suitable for green energy storage into a power grid or ‘behind the meter’ high power users. 

But, how does this tie in with renewable energy?

Long-life cycle. 

A core feature of VRFB that helps it stand out from other batteries is its decades-long operating life. 

As the vanadium electrolyte in different states is stored in separate parts of the battery – separated by a proton exchange membrane – energy can flow between the electrolyte on either side without degradation of the material. 

In short, this means that there’s no chemical change and allows the battery to operate indefinitely without losing activity. 

A safe option. 

VRFBs are also less likely to overheat and catch fire than traditional batteries, because 50% of the electrolyte is made from water, making it non-flammable. 

So, even in cases of damage, intense heat, high pressure or short-circuiting, the battery is unlikely to catch fire. Of course, some heat may be discharged from a VRFB, but not at a level that is unsafe.

Can be discharged for a long time. 

As part of a wider energy mix, VRFBs can provide large-scale energy to multiple users over hours of demand, without the need for large banks of cells. 

Reusable materials. 

As there is no degradation, 100% of the vanadium can be reused once the battery is removed. This has led to some discussion in the industry about leasing arrangements for the material, rather than a pure sale, to reduce upfront battery costs.

A key part of our renewable future. 

While lithium-based batteries are well suited to consumer electronics and electric vehicles, their lifetimes can be limited. As discussed earlier, VRFBs charge and discharge cycles without wearing out. This is an important factor when matching a varied set of energy demands.

By relying on a vanadium electrolyte solution held in storage tanks, vanadium redox flow batteries can store energy from renewable sources, including solar, wind or wave power, and release it when required. 

At GSAe, our core technology supports this future by recovering vanadium from ‘secondary sources’, such as refinery residues (heavy ends, vacuum residue catalysts etc), ash created in oil-fired power stations and desalination plants, and TiO2 waste. 

This is a more environmentally-beneficial method to traditional means as it recovers the vanadium (and other metals) from a source that has already been extracted and would otherwise be wasted in landfill. This does not replace other methods of production in terms of scale, but adds to and improves raw material usage.

Find out more about what we do at GSAe by giving us a call today.

Sources: 

• https://www.energy.gov/sites/prod/files/VRB.pdf
• https://www.bushveldenergy.com/technology/advantages 
• https://www.mining.com/energy-deprived-areas-benefit-vanadium-redox-batteries/
• https://www.smart-energy.com/industry-sectors/storage/the-vanadium-redox-flow-battery-a-game-changer-for-energy-storage-safety/

Meet our Managing Director Michael Grimley. Born in Scunthorpe, Michael has grown up with a keen interest in science and technology. Now, he leads the team at GSAe by day, while spending his spare time with his family, playing rugby, squash and football.

For National Boss Day, we caught up with him to find out more about his role at GSAe.

What first interested you in chemical/process engineering?

In my mid-teens, I did some work experience in chemistry labs as a metallurgist carrying out non-destructive testing and CAD operating. It was around this time that I quickly realised that the only people I knew who still retained a sense of job fulfilment, alongside an interest in what they were doing and a desire to improve the environment – broadly speaking – engineers. 

My father is a chemical engineer, and I had met a lot of his colleagues, so I saw a broad set of opportunities. It seemed like a good idea when I was looking to go to university to choose something that would be fulfilling through my whole working life. 

What’s an average day look like for the Managing Director of GSA?

I enjoy my ability to retain a technical role within the company. 

Mostly, this is providing technical authority type observations and directing the projects at a high level, and then input to the research and development programme that we have at our laboratories in Lincoln.

Sometimes, I’m able to get a proper look at elements because of particular experience from my project background, which is also rewarding. If I can do that 50% of my time then I’m happy. 

The other 50% tends to be liaising with clients, potential clients and partners about contracts and business opportunities that we are pursuing around the world.

There’s also the strategic work within the executive management team looking at cash flow, personnel and the laboratories. If I could add more % then I would as there is an ever-expanding demand for time, due to telecommunications and the geographic spread of our business opportunities.

What do you do outside of the office?

I look after my wife, children, house, garden and – very occasionally – myself; in that order! 

What’s your favourite thing about the job?

Honestly, I enjoy the fact that the work we do could/should and will make a difference to the environment, given the unavoidable truth that we are – as a planet – reliant on power.

What’s your least favourite thing about the job?

Travel can be a burden. Although I enjoy visiting new countries, it takes you away from what’s important. Video- and teleconferencing do make a massive improvement to this, but sometimes, you just have to get on a plane and work away from home. 

If you didn’t go down this career path, what would you see yourself doing instead?

There are two answers here really – at the time I made my choices I was very keen on being a barrister. However, if I were allowed to choose again and it had to be different, then I think I would have liked to be a teacher in subjects I enjoy such as history and maths.

Want to find out more about what we do? Speak with Michael today.

GSAe Ltd has been awarded a contract for Technical Engineering Support for the relocation of a manufacturing process between UK locations.

GSAe Ltd have signed a Memorandum of understanding with the Saudi Electricity company.

The intention of the MOU is to study and evaluate the development and localization  in the KSA of a Fly Ash treatment Facility.