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a car’s engine or powering its lighting system. Among other things, the Batteries Directive prohibits placing batteries and accumulators with a certain mercury or cadmium content on the market and establishes rules for the collection, recycling, treatment, and disposal of waste batteries and accumulators.255 The Directive also specifies collection and recycling efficiency rates for certain types of batteries. For industrial batteries, collection rates are not quantified; instead it is stated that “The disposal of industrial and automotive batteries and accumulators in landfill sites or by incineration should be prohibited.” With regards to recycling efficiency rates, the Directive stipulates that ‘other waste batteries’ – including li-ion – should achieve a minimum recycling efficiency of 50%. This rate is weight-based, which means that 50% of the weight of the battery must be recycled, and does not guarantee the recovery of particular elements.256 In addition to the above, the Batteries Directive also requires vehicle manufacturers to assist in collecting and recycling EV batteries at the end of vehicle life; a concept called extended producer responsibility (EPR).257 However, the Directive provides no indication regarding battery repurposing and second-life usage, leaving the responsibility for recycling at the end-of-the-second-life out of the legislative framework.258 As part of a process that could lead to the Directive’s revision, the European Commission recently completed an evaluation of the Batteries Directive, the results of which were published in April 2019.259 In the light of technical and scientific progress, the evaluation concluded that the current classification of lithium batteries under ‘other batteries’ does not reflect their growing importance. The evaluation also concluded that the recycling efficiency target for ‘other’ batteries (50%) is not appropriate to ensure a high level of material recovery, and that valuable components of batteries other than lead and cadmium (e.g., cobalt lithium or critical raw materials) are not specifically considered. As noted in the report268 of the evaluation, “these batteries contain significant amounts of lithium and cobalt, but the Directive’s current provisions do not set strong incentives to promote their recovery. This is a growing issue in particular in light of the expected increased electric vehicles deployment in the next years...” Another key finding was that the Directive does not address the second- life of advanced batteries: “Second life of batteries is currently not considered in the Directive as it is an unexpected technical development that current legislation cannot incorporate.”260 255 https://circular-impacts.eu/sites/default/files/D4.4_Case-Study-EV-batteries_FINAL.pdf 256 Drabik, E., and V. Rizos. 2018. “Prospects for electric vehicle batteries in a circular economy.”PDF Image | Reuse and Recycling of Batteries Employed in Electric Vehicles
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