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This study aims to analyze the implications of the recent European Union Regulation 2023/1542 on the circular economy and stakeholder strategies within the electric vehicle lithium-ion battery (EV-LIB) sector. It aims to explain the policy intentions, recommend practical strategies for stakeholders and examine how the new regulation exerts pressure on stakeholders to transition from older directives to more sustainable practices and operational standards, while also highlighting policy gaps.

The research employs a dual-method approach, combining text analysis of EU legislation with semi-structured interviews of industry stakeholders. This methodology allows for a comprehensive understanding of the regulatory impacts by integrating legislative intent with practical, on-the-ground insights from key players in the EV-LIB sector.

Our findings show that the three aggregated dimensions of operational sustainability, R&D and new technologies and collaborative dynamics are the key dynamics underlying the intended outcomes. The findings also highlight the policy’s historical development, the stakeholder categories, the implications for each and practical recommendations in responding to the policy requirements. Additionally, the findings identify policy gaps, such as weak incentives and broad economic operator classifications, with examples from international markets. The regulation creates proactive stakeholders driving innovation and collaboration and reactive ones adapting to changes, where static implicit implications may affect their viability by imposing unequal burdens.

To the best of the authors’ knowledge, this paper is the first to analyze the new EU Regulation 2023/1542, offering novel insights into the strategic responses required by stakeholders to adapt to the regulatory pressures. By focusing on the latest regulatory framework and its practical implications, the study bridges the gap between policy and practice, providing valuable guidance for industry players navigating the evolving regulatory environment.

• (1)

  EU’s policy shift from Directive to Regulation (EU) 2023/1542 has extended implications on the Electric Vehicles battery sector.

• (2)

  Duel qualitative methods of text analysis and semi-structured interviews validated three aggregate dimensions and policy gaps.

• (3)

  R&D with advancing technology, Operational sustainability and safety and Collaboration dynamics are dominating the scene.

• (4)

  Emergence of Proactive vs Reactive stakeholder dynamics.

• (5)

  The broad classification of “economic operators” and insufficiently detailed incentives, hinting at potential competitive imbalances and underexplored roles of end-users in achieving circular economy goals are appearing policy’ gaps.

EU’s policy shift from Directive to Regulation (EU) 2023/1542 has extended implications on the Electric Vehicles battery sector.

Duel qualitative methods of text analysis and semi-structured interviews validated three aggregate dimensions and policy gaps.

R&D with advancing technology, Operational sustainability and safety and Collaboration dynamics are dominating the scene.

Emergence of Proactive vs Reactive stakeholder dynamics.

The broad classification of “economic operators” and insufficiently detailed incentives, hinting at potential competitive imbalances and underexplored roles of end-users in achieving circular economy goals are appearing policy’ gaps.

The paper concludes with showing that in the most optimistic scenario, end-of-life (EOL) batteries will account for 86% of energy storage for wind and 36% for solar PV in 2040.

With the growing demand for electric vehicles (EVs), the stock of discarded batteries will increase dramatically if no action is taken for their reuse or recycling. One potential avenue is to reuse them as energy storage systems (ESS) to mitigate the intermittent generation of renewable energy such as solar PV and wind. In a sense, the reliability for solar PV and wind energy can increase if energy storage systems become economically more attractive, making solar and wind systems more attractive through economies of scale.

The paper concludes with showing that in the most optimistic scenario, EOL batteries will account for 86% of energy storage for wind and 36% for solar PV in 2040.

The projection of scenarios can contribute to the information of policies, standards and identification of environmental promotion and promotion related to efficient management for EOL batteries.

With the UK’s accelerating plans to transition to electric mobility, this paper aims to highlight the need for policies to prepare for appropriate management of electric vehicle (EV) lithium-ion batteries (LIBs) as they reach the end of their life.

This is a regulatory review based on projections of EV LIBs coming off the market and associated problems of waste management together with the development of a servitisation model.

Circular economy in EV LIBs is unlikely to shape itself because LIB recycling is challenging and still in development. LIB volumes are insufficient for recycling to be currently profitable, and a circular economy here will need to be driven by regulatory intervention. Ignoring the problem carries potentially high environmental and health costs. This paper offers potential solutions through new EV ownership models to facilitate a circular economy.

The authors suggest a new EV ownership model. However, despite environmental benefits, re-shaping the fundamentals of market economies can have disruptive effects on current markets. Therefore, further exploration of this topic is needed. Also, the data presented is based on future projections of EV markets, battery lifespan, etc., which are uncertain at present. These are to be taken as estimates only.

The paper proposes regulatory interventions or incentives to fundamentally change consumer ideas of property ownership for EVs, so that EV automotive batteries remain the property of the manufacturer even when the consumer owns the car.

Recycling and reuse of the electric vehicle (EV) batteries are ways to extend their limited lives. If batteries can be traced from production to recycling, it is beneficial for battery recycling and reuse. Using blockchain technology to build a smart EV battery reverse supply chain can solve the difficulties of lack of trust and data. The purpose of this study is to discuss the behavioural evolution of a smart EV battery reverse supply chain under government supervision.

This study adopts evolutionary game theory to examine the decision-making behaviours of the government, EV manufacturers with recycled used batteries and third-party EV battery recyclers lacking professional recycling qualification.

On the smart reverse supply chain integrated by blockchain technology, a cooperative recycling strategy of the third-party EV battery recycler is the optimal choice when the government tends to actively regulate. The probability of the EV manufacturer choosing the blockchain adoption strategy exceeds (below) the threshold, and the government prefers negative (positive) supervision. According to numerical analysis, in the mature stage in the EV battery recycling industry, when the investment cost of applying blockchain is high, EV manufacturers' willingness to apply blockchain slows down, the government accelerates adopting a negative supervision strategy and third-party EV battery recyclers prefer cooperative recycling.

The results of this study provide opinions on the strength of government supervision and the conditions under which EV manufacturers and third-party EV battery recyclers should apply blockchain and cooperate. On the other hand, this study provides theoretical analysis for promoting the application of blockchain technology in smart reverse supply chain.

Compared with previous research, this study reveals the relevance of government supervision, blockchain application and cooperation strategy in smart EV battery reverse supply chain. In the initial stage, even if the subsidy (subsidy reduction rate) and penalty are high and the penalty reduction rate is low, the EV manufacturer should rather give up the application of blockchain technology. In the middle stage in the EV battery recycling industry, the government can set a lower subsidy (subsidy reduction rate) combined with a penalty or a higher penalty (penalty reduction rate) combined with a subsidy to supervise it. The third-party EV battery recycler is advised to cooperate with the EV manufacturer when the subsidy is low or the penalty is high.

The purpose of this study is to demonstrate how decision-makers can enhance citizens’ sustainable disposal of e-waste through bin proximity and ad hoc communication. Specifically, the authors discuss a two-year research project that took place in Northern Italy, where the authors documented the number of products disposed of sustainably in four towns.

The project involved five main groups of stakeholders: i) four municipalities, ii) one social purpose organisation employing people with disabilities, (i.e. Andromeda), iii) one provider of bins (i.e. PubliCittà), iv) another social purpose organisation entity (i.e. Fondazione CRT) and v) the University of Portsmouth. After conducting three online pilot tests to confirm expectations of this study regarding how to enhance citizens’ sustainable disposal of e-waste, the authors have implemented the field pilot programme in a small municipality and successively in other three towns. Finally, the authors measured the impact of the programme on the actual recycling rate of citizens in the three target municipalities.

The authors found that the positioning of drop-off bins in such a way as to reduce the distance from as many households as possible, along with the use of communication that facilitates the understanding of information related to sustainable disposal schemes, can improve the sustainable behaviour of citizens. The sustainable disposal of exhausted batteries after the intervention improved by 135% on average in the three municipalities that adopted the disposal scheme (Saluggia, San Benigno Canavese and Santhiá). The disposal rate of toners and electronics increased by 204.0% and 318.75% (San Benigno Canavese) and 138.7% and 85.4% (Santhiá), respectively.

The authors believe it would be cautious to consider potential differences in terms of recycling cultures and facilities before implementing the programme in other countries.

The authors’ contribution shows decision-makers how to effectively design disposal schemes to enhance citizens' sustainable behaviour. The authors demonstrate how the thoughtful and responsible use of marketing levers can affect environmental sustainability and impact social development.

This paper has an actual impact on society by changing citizens’ behaviour, reducing harm to the environment and human well-being and supporting the inclusion of disadvantaged people in sustainability-oriented programmes.

The structured and equitable engagement of scholars with multiple stakeholders can lead to the co-creation of societal value and knowledge and improve the well-being of multiple stakeholders. The collaboration between academics and practitioners enables the definition of effective strategies by observing the actual behaviour of individuals (i.e. citizens) and offers a direct and measurable impact on society. The involvement of social purpose organisations reinforces the shared primary aim of achieving measurable social and environmental impact.

Electric cars represent the most energy efficient technical option available for passenger cars, compared to conventional combustion engine cars and vehicles based on fuel cells. However, this requires an efficient charging infrastructure and low carbon electricity production as well. Combustion engine cars which were converted to electric cars decreased lifecycle CO₂-equivalent emissions per passenger-km travelled down to one third of before, when powered by green electricity. However, through an analysis of 78 scientific reports published since 2010 for life cycle impacts from 18 aggregated impact categories, this chapter finds that the results are mixed. Taken together, however, the reduced environmental impacts of electric cars appear advantageous over combustion engine cars, with further room for improvement as impacts generated during the production phase are addressed. When it comes to battery components, Cobalt (Co) stands out as critical. Assessing the impact of electric cars on the local air quality, they are not ‘zero emission vehicles’. They emit fine dust due to tyre and brake abrasion and to dust resuspension from the street. These remaining emissions could be easily removed by adding an active filtration system to the undercarriage of electric vehicles. If electric cars are operated with electricity from fossil power plants nearby, the emissions of these plants need to be modelled with respect to possibly worsening the local air quality.

The operation state of lithium-ion battery for vehicle is unknown and the remaining life is uncertain. In order to improve the performance of battery state prediction, in this paper, a joint estimation method of state of charge (SOC) and state of health (SOH) for lithium-ion batteries based on multi-scale theory is designed.

In this paper, a joint estimation method of SOC and SOH for lithium-ion batteries based on multi-scale theory is designed. The venin equivalent circuit model and fast static calibration method are used to fit the relationship between open-circuit voltage and SOC, and the resistance and capacitance parameters in the model are identified based on exponential fitting method. A battery capacity model for SOH estimation is established. A multi-time scale EKF filtering algorithm is used to estimate the SOC and SOH of lithium-ion batteries.

The SOC and SOH changes in dynamic operation of lithium-ion batteries are accurately predicted so that batteries can be recycled more effectively in the whole vehicle process.

A joint estimation method of SOC and SOH for lithium-ion batteries based on multi-scale theory is accurately predicted and can be recycled more effectively in the whole vehicle process.

This paper aims to explore the use of digital technologies in enabling circular ecosystems. We apply supply network (SN) configuration theory and a novel resource pooling lens, more typically used in financial systems, to identify inventory pools, information repositories and financial exchange models among network actors.

Five in-depth circular SN case studies are examined where digital technologies are extensively deployed to support circularity, each case representing alternative SN configurations. Data collection involved semi-structured interviews to map SN and resource pooling configurations across each circular ecosystem, with cross-case analysis used to identify distinct pooling and digital strategies.

Results suggest three digitally enabled circular ecosystem archetypes and their related governance modalities: consortia-based information pooling for resource recovery, intermediary-enabled material and financial pooling for remanufacturing and platform-driven information, material and financial pooling for resource optimisation.

Drawing on SN configuration and resource pooling literature, we recognise distinct configurational, stakeholder and resource pooling dimensions characterising circular ecosystems. While this research is exploratory and the identified archetypes not exhaustive, the combination of resource pooling and configuration lenses offers new insights on circular ecosystem configurations and the critical role of resource pools and enabling digital technologies.

We demonstrate the utility of the resource pooling and configuration approach in the design of digitally enabled circular ecosystems. These archetypes provide practitioners and policymakers with alternative design frameworks when considering circular SN transformations.

This paper introduces a resource netting and pooling configuration lens to circular ecosystems, analogous to financial systems, where cyclical flows and stock are critical and enabled through digital technologies.