Thursday, 22 June 2017

EU ELV DirectiveDevelopment and Impact on Lead and Lead Battery Industry20. INTERNATIONAL LEAD CONFERENCE

BERLIN

Dr.-Ing. Tobias Bahr

Environmental Policy Director

ACEA MEMBERS

ACEA COMMERCIAL VEHICLE MEMBERS

12.6 million Europeans work in the automotive sector

3.3 million jobs in automotive manufacturing

€396 billion in tax revenues (EU15)

€50.1 billion in R&D spending, largest private investor

€90 billion positive net trade contribution

KEY FIGURES ABOUT THE INDUSTRY

4

GLOBAL REGULATORY CHALLENGES

5

• Industry faces an increase in substance related regulations:o New Countries

o More Chemicals

o Different approaches

• Overlapping regulations for many products the EU – e.g. batteries

2000 2002 2004 2006 2008 2010 2012 2014 2017

Today

recovery 95% hereof min. 85%

material recycling

1/2015

Cost free take back for all cars

1/2007

Recovery 85%, hereof min. 80%

material recycling

Type approval -85%

recyclability, 95%

recoverability

1/2006

Prohibition of Hg, Cr6+, Cd, Pb,

Exemptions Annex II

7/2003

License requirements for treatment

facilities

7/2002

Publication of ELV-Directive

1/2000

1/2006

MAIN REQUIREMENTS OF EU-ELV-DIRECTIVE

EUROPEANEND OF LIFE VEHICLES DIRECTIVE 2000/53 EC

7

Art. 4.2 (a)

[…] Member States shall ensure that materials and components of vehicles put on the market after 1 July 2003 do not contain lead, hexavalent chromium, cadmium and mercury other than in cases listed in Annex II under the conditions specified therein;

8

Phase out triggered by technological change, innovation, and the economics of the End of Life Vehicle directive 2000/53/EC

PHASE OUT OF LEAD, CHROMIUM (VI), CADMIUM AND MERCURY

1strevisonannex II

2ndrevision annex II

3. revision annex II

4. revision annex II

5. revision annex II

7.revision annex II

6. revision annex II

8.revision annex II

expected

ELV Directivewith 1st

annex II started

Start HeavyMetal

ban

HEAVY METAL PHASE OUT ACHIEVEMENTS

9

• Phase out of Cadmium, Cr(VI) accomplished.

• Phase out of Mercury completely finished soon.

In 2009 life cycle related lead emissions have been reduced by 99,6 % (OekoInstitut study).

• Lead in batteries are used in a closed loop system. Many studies confirm that they are no issues, if proper handled.

• Car batteries need a large volume of available lead on the market but there is nearly no release of lead emissions

Potential contribution to heavy metals reductions in EU has been realized successfully. (ERA study)

• >30 exemptions (vehicles and spare parts) and sub exemptions for lead in current annex II for applications still necessary for technical reasons. E.g. entry 8f enables specific use of 0,2 t Pb/a for in total 12 Mio. vehicles.

CHANGE IN LEAD EMISSIONS FOR SECTORS [%] (1990–2014)

10

-77.84

-32.75

-88.19

-98.44

-50.86

-73.93

-23.42

-95.62

1.53

-100 -80 -60 -40 -20 0 20

Energy production and distribution

Energy use in industry

Non-road transport

Road transport

Commercial, institutional and households

Industrial processes and product use

Agriculture

Waste

OtherOthers 1.53

Source: https://www.eea.europa.eu/data-and-maps/daviz/sector-split-of-emissions-of-8#tab-chart_3

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Lead batteries are

• reliable

• low cost solutions

• a vital contribution to the Circular Economy

Remain esential for current and future generation of modern cars

SAFETY ASPECTS

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• Safety has to be considered on both –component and vehicle level

• Lead-batteries are well understood and are inherently safe (aqueous electrolyte)

• High energy density of other battery chemistries (flammable organic solvent electrolytes) makes battery integrity more challenging

• To ensure minimum power supply auxiliary batteries are required (EV)

VEHICLE DESIGN AND BOARDNET

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• vehicle and electrical architecture and design standards are closely linked to lead battery functionality

• Platform design evolved around lead-based batteries

• Adoption of a new single-battery technology would challenge the current state of the art and requires significant innovation in platform design.

PERFORMANCE UNDER EXTREME COLD AND HEAT

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• Cold cranking is part of OEM vehicle specifications to ensure reliable vehicle operation in very cold weather conditions, in northern countries

• Lead-based batteries have an unrivalled and robust cranking and charging ability

• Lead-based batteries can withstand internal temperatures, which cover all realistic scenarios

• General operating temperature range for other battery chemistries can be significantly lower and might require additional cooling systems

EFFICIENT RECYCLING OF LEAD BATTERIES

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CONCLUSION OF JOINT INDUSTRY CONTRIBUTIONS

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• Lead-based batteries are not ready for substitution yet and a minimum time of five years until the next review is required.

• Lead-based batteries are vital for Starter-lighting-ignition (SLI), On-board supply and Start-stop and micro hybrid applications

• Remaining challenges for mass market solution are :

Safety

Vehicle design

Winter performance

Durability at high temperatures

Sustainable recycling

Low combined cost

• In addition to the technical and scientific arguments, socio-economic impacts should be taken into consideration : Europe has a long-established and globally competitive lead-based automotive battery industry supplying all major customers in Europe.

8. REVISION OF ANNEX II – EXEMPTION 5

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Proposed amendment – European Commission Materials and Components Scope and expiry date of

the exemptionACEA comments

a) lead batteries in high voltage systems (that have a voltage of > 75VDC as defined in the Low Voltage Directive (LVD) 2006/95/EC) that are used only for propulsion in M1 and N1 vehicles

vehicles type approved before 1 January 2019 and spare parts for these vehicles

Acceptable for ACEA

b) lead in batteries for battery applications not included in entry 5(a)

Review in 2021 Acceptable for ACEA even if ACEA in 2014 recommended a 8 years review period

ANNEX II – REVISION PROCESS

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Launch of Stakeholder Consultation

Legal provision: This exemption shall be reviewed in 2015

Sept.-Dec. 2014

Additional Questions and Stakeholder Meeting

until summer 2015

Report of Consultant April 2016

Proposed Amendment from EC

March 2017

Public Consultation until April 2017

WTO notification until April 2017

Vote of TAC (Committee for the

Adaption to Scientific and technical progress)

until 4 July 2017

Scrutiny Period for European Parliament

Summer 2017

Publication of amendet Annex II

Autumn 2017 ??

Expected outcome: This exemption shall be reviewed in 2021

ANNEX II – REVISION PROCESS - FUTURE

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Launch of Stakeholder Consultation

Legal provision: This exemption shall be reviewed in 2021

Autumn 2021

Additional Questions and Stakeholder Meeting

Report of Consultant

Proposed Amendment from EC

Public Consultation

WTO notification

Consultation of TAC –no vote

2 months Scrutiny Period for Parliament + Council

Publication of amendet Annex II

Expected outcome: ??

WAY AHEAD

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• More and more splits of existing entries are proposed.

• The draft for the 8th annex II revision sets again review dates for several entries.

• Without contributions, based on solid and convincing technical arguments, the exemptions will expire.

• Support of suppliers, associations, OEMs in the industry expert groups heavy metals is very appreciated and essential to get exemptions.

• Preparations towards the next revisions have started. Joint association expert groups are open to welcome new members.

@ACEA_euwww.ACEA.be

THANK YOU FOR YOUR ATTENTION