seeing green

Houston company advances electronics recycling mission with new accreditation

CompuCycle reports that it's the only service provider in the country that can provide a recycling solution for both metals and plastics in-house. Courtesy of CompuCycle

An innovative Houston company focused on sustainable tech recycling has expanded.

CompuCycle describes its unique Plastics Recycling System as the first and only certified, single solution e-waste recycling business. The company's unique process can now break down discarded technology products into single polymers that can then be reused in the manufacturing process.

“Properly managing all components of electronics is a cornerstone of sustainability and environmental responsibility,” Kelly Adels Hess, CEO of CompuCycle, says in a news release. “Making single polymer plastics that original equipment manufacturers (OEMs) can reuse to produce new electronics or other products, while adhering to international recycling standards, is a gamechanger for domestic companies and those that need their plastics shipped globally.”

As of now, CompuCycle reports that it's the only service in the country that can provide a recycling solution for both metals and plastics in-house. The company has met the Environmental Protection Agency’s two accredited certification standards, e-Stewards and R2 certification requirements, per the release.

“We saw an opportunity to solve an industry challenge by creating the first domestic, sustainable, single-solution e-waste plastics program that reduces the amount of plastic negatively impacting the environment, while also making it advantageous for companies to recycle and reuse. It’s truly a win for everyone involved,” adds Clive Hess, president at CompuCycle.

CompuCycle, which has over a 20-year history, added recycling electronics to its toolkit in 2019. While CompuCycle has focused on responsible electronics disposal since Kelly's father-in-law, John Hess, founded the company in 1996, certain recent events have increased the need to recycle more efficiently.

"China is no longer accepting scrap, which is where a lot of materials would go after it was dismantled," Kelly told InnovationMap in 2019. "That's why we've created this solution to be able to responsibly handle it here in the U.S."

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A View From HETI

First responders need to know exactly which hazardous materials are on a train so they can look it up in the government's official guidebook and make sure they have the right protective gear and firefighting tools. Photo by Stefan Gabriel Naghi/Pexels

A new federal rule finalized Monday aims to ensure first responders can find out what hazardous chemicals are on a train almost immediately after a derailment so they can respond appropriately. Texas, a major hub for chemical development, will be affected by the ruling.

Too often in past disasters like last year's fiery Norfolk Southern derailment in East Palestine, Ohio, firefighters risked their lives trying to extinguish a blaze without knowing the right way to respond. The local fire chief in charge of the response said it took him 45 minutes to learn exactly what was in the 11 burning tank cars on the train, but some firefighters from neighboring departments that came to help said they didn't know what they were dealing with until two hours after the February 3, 2023, crash.

First responders need to know exactly which hazardous materials are on a train so they can look it up in the government's official guidebook and make sure they have the right protective gear and firefighting tools, said Tristan Brown, deputy administrator of the Pipelines and Hazardous Materials Safety Administration agency that proposed the rule.

Knowing what chemical is involved and how much of it is aboard also affects how big of an evacuation zone might be required to protect the public.

“There are so many different types of hazardous materials being transported across the country on any given day — one in 10 goods that move across the United States — and each one, poses unique risks and hazards, certainly to the folks who are running towards a fire,” Brown said. “But certainly as well for anybody who may be living or working in that vicinity.”

The rule was published just one day ahead of the National Transportation Safety Board's final hearing on the East Palestine derailment, where they will discuss exactly what caused that crash and recommend steps to prevent similar disasters.

Train crews have long carried lists of their cargo in the cabs of their locomotives, but in the middle of the chaos after a derailment those engineers and conductors, who might have moved their locomotives miles down the track, can't always be found right away.

That's part of why the largest freight railroads developed an app called AskRail roughly a decade ago that enables firefighters to quickly look up the details of what each train carries. But not every firefighter had the app, and cell phones don't always have a signal strong enough to work in a disaster.

Regulators want the railroads to continue expanding access to that app, including to 911 centers, so information reaches first responders sooner. The railroads have been expanding access over the past year. The Association of American Railroads trade group estimates some 2.3 million first responders now have access to that information as a result of the effort to expand into dispatch centers.

The six biggest railroads also make train cargo information immediately available through the chemical industry's hazardous materials hotlines in the U.S. and Canada known as the CHEMTREC and CANUTEC, emergency call centers.

Norfolk Southern said that in addition to AskRail it is working with a different program called RapidSOS that will allow the railroad to directly send information about its trains to first responders after a derailment — instead of forcing them to look up the details in AskRail. The railroad said its work fits well with the new rule.

But the new federal rule also applies to the hundreds of smaller railroads that aren't involved in AskRail. Even railroads that only have one or two employees now must have a plan to get the crucial details of their cargo to the local fire department quickly, even if its as simple as having the fire chief's cell phone number at the ready. Railroads also must test their plan at least once a year.

“In a hazmat incident, firefighters and first responders arriving on scene need to know what kind of hazardous materials are present so they can protect themselves and their communities,” U.S. Transportation Secretary Pete Buttigieg said.

It's not clear how this rule might have changed the outcome in East Palestine, but more information could have helped responding firefighters.

The derailment prompted a nationwide reckoning over railroad safety and prompted Congress to propose changes and regulators like Buttigieg to urge railroads to do more to prevent derailments.

The Federal Railroad Administration has issued various advisories about different aspects of railroad operations, but the reforms in Congress have stalled because Republicans wanted to wait for the final NTSB report and regulators have had only limited success making changes.

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