The Ministry of Environment, Forest and Climate Change (MoEFC), Government of India, has issued a notification on rules for battery waste management in view of the shift to electric vehicles. Anticipating a need to have an organised channel for the safe disposal and recycling of batteries, the rules, called the Battery Waste Management Rules, 2022, are applicable to the producer, dealer, consumer, entities involved in collection, segregation, transportation, refurbishment and recycling of waste batteries. 

All types of batteries, regardless of their chemistry, shape, volume, weight, material composition and use are covered under the rules. The rules also have a provision for penal action in case of a violation and imposition of environmental compensation. The ministry has also set a minimum recovery percentage target for recovered materials out of dry weight batteries. 

The recovered materials will be then used to produce new batteries. For FY2024-25, the recovery target is set at 70 percent whereas for FY2025-26, it is 80 percent. The target for FY2026-27 is 90 percent. Mentioning that the recovery target may be reviewed by the committee once every four years to revisit the minimum levels of recovered battery materials in light of technical and scientific progress and emerging new technologies in waste management, the notification is expected to contribute towards enhancing each and every EV’s cost to the environment in India. This is especially in connection with the fact that nearly 1.4 million EVs as of July 2022 are said to operate in India if the data shared by the ministry of road transport and highways is relied upon. More than half of this volume is claimed to consist of electric three-wheelers followed by two-wheelers and passenger cars. 

The PLI scheme and other policy changes in terms of manufacture and sale of electric vehicles, it is clear that a strong battery ELV and disposal policy has to be in place. From the cost to the environment point of view, a policy extension in terms of the manufacture of such batteries locally down to the fuel cell level should also taking into view the ability of the battery to perform efficiently through out its lifecycle, thus staying alive for longer and when it does die, it should be recyclable to a great extent. 

Dr Akshay Singhal, Founder and CEO of Log9 Materials, averred. “The newly introduced Battery Waste Management standards by the Government under the Extended Producer Responsibility (EPR) concept addresses two important concerns. An efficient and effective waste management of all Li-Ion batteries that are nearing the end of their useful life and are expected to end up in landfills in a few years, avoiding any residual pollution impact. Second is the emphasis on investing in and nurturing the recycling of such used batteries, reducing the reliance on fresh resource mining.” 

Shubham Vishvakarma, CEO and Chief of Process Engineering of Metastable Materials, said, “The Battery Waste Management Rules announced by the Government of India is an excellent and much-needed step towards bringing to the fore innovations and myriad growth opportunities for the battery waste management and battery treatment space in our country, especially at a time when the ongoing EV boom in India is leading us to increasing concerns on e-waste.” “Under the new Rules notified, the Government has mandated a minimum percentage of recovery of various materials from end-of-life batteries, which is bound to enable the growth of novel business models such as urban mining in order to reduce India’s foreign dependency on procuring raw materials for EV batteries and other types of batteries,” he added. 

Ashok Sudrik, Chief Scientist, Infinite Orbit Research and Development Pvt Ltd, commented, “The Battery Waste Management Rules, 2022, were much needed and we are happy that government has started taking cognizance of the hazardous waste being created and the recycling or waste collection. Other than waste management recycling rules, there is a need for manufacturers to incorporate extension of battery life technologies, keep the lithium content minimal and develop innovative cell chemistry. The life of a battery should be 4000 to 6000 cycles, which means a life spane of about 10 to 15 years. BaaS (Battery as a Service) concept with swappable batteries will be a big contributor to the ultimate goal of keeping cost to the environment low.”

In other parts of the world

In Canada, Li-Cycle will begin constructing a USD 175 million plant in Rochester, N.Y., for recycling of lithium-ion batteries. On the grounds of what used to be the Eastman Kodak complex, the plant will be the largest of its kind in North America with an eventual capacity of 25 metric kilotons of input material and a capability to recover 95 percent or more of cobalt, nickel, lithium and other valuable elements through zero-wastewater, zero-emissions process. Ajay Kochhar, Co-founder and CEO, Li-Cycle, said, “We'll be one of the largest domestic sources of nickel and lithium, as well as the only source of cobalt in the United States."  

In May 2022, Hydrovolt, the largest battery recycling plant in Europe started operations in Fredrikstad, Norway. A joint venture between two Norwegian companies – Hydro and Northvolt, the plant has the capacity to process 12,000 tonnes of battery packs per year, enough for the entire end-of-life battery market in Norway currently. Claimed to have the capability to recover 95 percent of the materials used in an EV battery including plastics, copper, aluminum and ‘black mass’, a powder containing various elements inside lithium-ion batteries like nickel, manganese, cobalt and lithium. 

Not just in Europe or US, the rise of Electric Vehicles (EVs) and associated battery gigafactories is pushing forward the creation of a battery recycling value chain. It is a matter of debate whether it got to be a close-loop or an open-loop design in terms of sourcing of batteries to recycle and to put the resulting material to good use so that the cost to the environment is kept minimal. As the demand for use of ‘green’ electricity source gathers pace the world over, on the other end of the spectrum, which involved the end-of-life vehicle for EVs, the demand for recycling in increasing partly due to regulations – the EU regulations have just intensified – and partly by a demand for re-use of materials due to geo-political reasons as well. A strong desire to localise supply chains and safeguard critical raw materials are also the driving factors.  

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German automotive luxury brand Audi has launched the new RS 5, featuring a high-performance plug-in hybrid system and a rear transaxle equipped with electromechanical torque vectoring. Marketed as quattro with Dynamic Torque Control, this system manages transverse torque distribution between the rear wheels within 15 milliseconds.

The system enables torque shifts between the rear wheels regardless of the power applied. Unlike mechanical equivalents, it operates during throttle application, off-throttle states and under braking.

It features a High-Voltage Actuator that uses a water-cooled permanent-magnet 400-volt electric motor providing 8 kW and 40 Nm of output. Overdrive Gears components use actuator torque to transfer differences of up to 2,000 Nm to the driveshafts.

The differential consists of a conventional unit with a low lock percentage that distributes applied torque to the left and right shafts.

The technology is designed to reduce understeer and oversteer by directing torque to the wheel with the most grip. If the vehicle begins to oversteer in a bend, the system increases torque at the inside wheel to provide stability. Conversely, it reduces torque at the inner wheel to prevent understeer, redirecting power to the outer wheel for traction.

Control is centralised via the HCP1 (High-Performance Computing Platform), which harmonises driver inputs with environmental data. This platform interprets steering intentions to provide unfiltered transfer to the wheels.

• Electromechanical torque vectoring at the rear axle works in conjunction with front-axle supports:
• Electronic Differential Lock: Enhances front-axle traction via the brakes.
• Brake Torque Vectoring: Provides additional front-end assistance.
• Adaptive Shock Absorbers: The twin-valve units are calibrated with the rear transaxle to improve throttle response and corner entry.

The system allows for customisable driving characteristics through various drive select modes, ranging from a balanced setup to a rear-biased configuration. Audi states the ‘fixed coupling’ of this electromechanical solution ensures torque distribution remains independent of drive torque, a distinction from clutch-based torque splitters.

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International Motors and Ryder System have commenced a joint autonomous truck pilot, integrating a factory-produced autonomous vehicle (AV) into live freight operations. Ryder is the first participant in the manufacturer's autonomous fleet trial programme.

The pilot operates on a daily 600-mile (965km) route along the I-35 corridor between Ryder locations in Laredo and Temple, Texas. The vehicle used is an International LT Series truck equipped with the S13 Integrated Powertrain.

The autonomous trucks will use factory-installed suite including LiDAR, radar and cameras. AI-based SuperDrive autonomous driving software provided by PlusAI. They are designed to operate within existing infrastructure without the requirement for dedicated autonomous terminals.

Initial data from the trial indicates 100 percent on-time delivery and 92 percent autonomous route coverage, conducted under the supervision of a human safety driver. Pre-trip inspections have been completed in under 30 minutes and the company reports improvements in fuel efficiency.

The pilot project aims to validate autonomous technology within an active long-haul logistics network. Identify value propositions for long-haul transport. Gather operational feedback to finalise product features for commercial launch. Collect data on uptime, serviceability and terminal processes.

James Cooper, Head of Autonomous Solutions, International, said, "In partnering with fleet customers to determine path-to-deployment, we're focused on integrating factory-ready virtual driver software into existing transport operations, without the need for dedicated autonomous terminals. The mission is to deliver a quality, OEM-validated solution to ensure our customers receive the reliability and valued experience they trust from International. As an OEM, our target is to provide our customers with an end-to-end solution including vehicles, digital solutions, and operational support services, allowing customers to operate directly from their existing infrastructure and minimising additional complexity. Ryder's participation underscores our shared commitment to practical autonomous fleet deployment. Together, we're working to turn pilots into scalable, commercial solutions."

Seth deVlugt, Senior Director of RyderVentures and New Product Strategy, Ryder, added, "For Ryder, this pilot represents an important step forward—moving beyond terminal- and maintenance-focused trials to evaluating autonomy in live operations. The insights we gain here will help us further understand how autonomy could potentially be applied across portions of the supply chain. Autonomy is informed by real-world operational experience, not test tracks. Operating an AV in an active logistics network with the supervision of a safety driver allows us to validate the technology where it matters most – on a real lane, moving real freight, for a real customer."

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Versigent has completed its separation from Aptiv PLC and launched as an independent, publicly traded company on the New York Stock Exchange.

The separation was finalised through a tax-free spin-off. Aptiv shareholders of record as of 17 March 2026 received one Versigent share for every three Aptiv shares held.

Versigent operates as a provider of signal, data and power distribution systems. In 2025, the business recorded revenue of USD 8.8 billion, net income of USD 528 million and adjusted EBITDA of USD 893 million.

The company maintains engineering centres on four continents and manufacturing operations in more than 25 countries. Its core business focuses on the design and delivery of low- and high-voltage electrical architectures for various end markets.

Versigent has established a financial target to reach USD 1 billion in free cash flow by 2028. Management expects to expand EBITDA margins by more than 200 basis points over the next three years, supported by revenue growth exceeding 3 percent.

Joseph Liotine, CEO, Versigent, said, “Today marks an important milestone as Versigent begins its next chapter as an independent company built on a century of leadership in advanced power distribution solution systems. As demand grows for greater capability with less complexity, our unmatched combination of engineering expertise, advanced manufacturing excellence, and global scale gives us a distinct advantage. Versigent is purpose-built to amplify our customers’ urgent needs to power smarter, faster, and safer features without compromise.”

Doug Ostermann, CFO, Versigent, added, “Versigent is well positioned to unlock greater value as we enter the public markets. We launch with clear priorities and a strong financial profile, including top-line revenue growth of more than three percent and industry-leading double-digit EBITDA margins that we expect to expand by more than 200 basis points over the next three years. Our business is globally scaled, highly engineered and consistently cash-generative, with a path to $1 billion in free cash flow by 2028. Through a balanced and disciplined capital allocation strategy, we are investing thoughtfully in the business while prioritizing attractive returns for shareholders.”

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Geely Auto Group has announced the formation of Geely Technology Europe (Geely Tech Europe), a unified research and development centre integrating its engineering facilities in Gothenburg, Sweden and Frankfurt, Germany. The hub will serve as a strategic link to the Geely Research Institute (GRI) in China to develop vehicle platforms for international markets.

Geely Tech Europe aims to provide engineering support for the Zeekr, Lynk & Co and Geely brands. A primary operational goal is to reduce the time gap between Chinese and international product launches to less than 6 months. The organisation plans to double its managed European vehicle projects by 2027 to meet global sales targets.

The hub focuses on three technical pillars:

• Architecture Development: Co-creating mechanical and electronic/electrical (E/E) architectures.
• Market Optimisation: Integrating international regulatory requirements and customer needs into vehicle programmes.
• Digital Innovation: Developing software-defined vehicles using Agentic AI, advanced driver-assistance systems (ADAS) and smart cockpits while maintaining European data privacy standards.

The formation of Geely Tech Europe follows the evolution of China Euro Vehicle Technology (CEVT), established in 2013 and the subsequent Zeekr Technology Europe. The combined teams have previously developed the Compact Modular Architecture (CMA), used in over four million vehicles, and the SEA-S platform, which features a 900-volt high-voltage system.

Giovanni Lanfranchi, CEO, Geely Technology Europe, said, “Europe is more than a key market; it is a global benchmark for automotive excellence and demanding customer expectations. To succeed, it is essential to anticipate and incorporate the needs of all regions from the start of development. Establishing Geely Technology Europe creates a genuinely borderless R&D setup -- a strategic edge that allows us to not only meet global standards, but help set them.”

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  - Paul Fijnvandraat March 30, 2026 10:56 AM

  Dear Giovanni, It’s great to see everything coming together under your strong leadership. I’m confident you'll not only meet this target but exceed it. I look forward to continuing our powerful co‑creation partnership with this new structure.

  Reply