BCI YearBook 2014

San Diego, USA • April 27-30, 2014

Bringing the industry togetherwww.batteriesinternational.com

• Why 2013 work will dominate 2014 agenda

• Follow our full convention session analysis

• Battery Council origins, goals and successes

• Quarter-century and 50 year BCI heroes

• Full committee and membership listings

• Cutting edge BCI, next generation leaders

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www.batteriesinternational.com Batteries International • BCI 2014 Yearbook 1

CONTENTS

Battery Council International’s 126th Convention and Power Mart Expo, looks set for another year to be the hottest meeting of the North American lead acid (and more) battery community this year. With an exciting agenda covering many issues that urgently need to be discussed, the almost 600 delegates heading to San Diego between April 27 and April 30 should find much to talk about.

Regulation and the art of the possible 2

BCI’s Mark Thorsby: agendas for the year ahead 5

From then till now, the BCI story 11

Tapping the council’s resources, why the data matters 14

The environment committee: setting standards for health and safety 15

The business of running the business — BCI committee directory 16

Find us! Power Mart floor plan for the San Diego convention 20

Convention highlights — pre-session reflections 23

The quarter century club, battery heroes reunited 32

BCI members directory 34

Cutting edge BCI: members first footfalls into advanced energy storage 37East Penn and ALABC, Trojan Battery Company, Axion Power International, HighWater Innovations, Hammond Expanders

BCI Yearbook & Special Pre-2014 Convention Report

2 Batteries International • BCI 2014 Yearbook www.batteriesinternational.com

EDITORIAL

‘Health and safety gone mad’ ran the internet’s Huffi ngton Post recently talking about new bans of yo-yos in school playgrounds.

But it’s also the same issue for the battery business. At its most basic, one such health and safety issue put simply is: ‘what is the right amount of lead to have in the blood?’

For the open-toed sandal community across the world, the answer has to be nil. For the hard-bitten, business chief, the answer could, at least conceivably be, “as much as we can get away with”.

And clearly the proper answer would lie somewhere between the two: a kind of nexus where idealism and pragmatism meet.

For the last few years we’ve seen institutions such as Battery Council International in the US, its European colleague EUROBAT and a host of important associations that have links with the lead acid battery community — including European and US regulatory authorities — debate the subject.

So much so that last year BCI and EUROBAT committed themselves and their member organizations to reduce blood lead levels for all employees below 30 microgrammes per deciliter (μg/dl) by the end of 2016.

Meanwhile, the US Centers for Disease Control and Prevention and the World Health Organization suggest that a blood lead level of 10 μg/dL or above is a cause for concern. (But to put this into context, the present US government level set by the Occupational Safety and Health Administration is 50 μg/dL, the European Union’s is 70 μg/dL while the so-called ‘derived-no- effect level’ set by industry under the EU legislation is 40μg/dl.)

There is no doubt that we should applaud BCI and EUROBAT for being ahead of the regulatory curve which is seeking to impose ever tighter levels of blood level — by showing their willingness to cooperate, they’re also demonstrating that this is an industry that is a responsible one.

As an approach it’s a clever one.

It defl ects regulators’ eagerness to jump down on the recalcitrant and shows a willingness to

cooperate. Rather than have a head-to-head with the regulators, who have both the iron fi st and the iron glove (and where trade associations are unlikely to ever be winners), they understand that irrespective of the rights and wrongs of the issue, they must engage with them.

It’s pragmatic. The art of the possible.

But in another sense, it’s also unfair. The world that the regulatory agencies inhabit is one where the notion of a level playing fi eld is alien. It’s parochial, it’s frequently distorted by political maneuvering, and notions of scientifi c impartiality are dominated by those with the loudest voice.

The issue of who regulates what is an important one. It’s also very topical for this year’s BCI convention.

The US lead recycling community is up in arms — and rightly so — at the way that huge volumes of lead acid batteries are being shipped across the border to Mexico for reprocessing.

Mexican regulations are slack — RSR head Robert Finn said just this April: “Mexico’s proposed allowable limit of lead emissions from the exhaust stacks of secondary smelters is 140 times higher than those in the US.”

Because Mexican recyclers don’t have to pay the burden of regulatory conformity to that of the US, it’s worth our hard-bitten business chief shipping megatonnes of lead acid battery some thousands of miles to reclaim the lead at the best price possible.

The damage done to Mexican workers is not their concern. And, for the Mexican authorities, their feeble attempts at regulation are so wishy-washy that it’s hard to believe that they don’t want to be bothered and keep the jobs and profi ts south of the border.

And so, in the US where the future of resmelting lead acid batteries looks ever close to coming to some kind of an end, the regulatory burdens are getting ever-tighter and, thus, ever more costly to comply with.

One European commentator told us recently that the European Union’s regulations called REACH

Regulation and the art of the possible

Mike Halls • [email protected]


EDITORIAL

— Registration, Evaluation, Authorization and Restriction of Chemicals — seemed to him to be the most simple expedient of driving manufacturing completely away from the region. “Just look at the SVHC category,” he says. “These are called ‘substances of very high concern’ but in fact they are the building blocks for lead acid batteries!”

Sadly, EU regulation, well-meaning as it may aim to be, is sometimes on a par to commercial madness. Their only parallel — and companion in their desire to champion ever stricter regulation — comes from Californian regulators, which leads the way for the rest of America.

But surely there must be room to fi nd a middle way; a balance between what is acceptable for public health as well as for commerce to go on.

The short answer is probably going to be no.

The trouble is that the middle way rarely arrives. Particularly so when it comes to health issues. The fact of the matter is that human society lurches from opinion to opinion.

One day it’s carbohydrates good, fats bad, the next it’s been fl ipped on its head.

A case in point is our understanding of lead. Lead was taken out of petrol to much self-congratulation in the 1990s.

But now it turns out that it was better for us than diesel — or that’s what a group of air quality experts working for the UK’s DEFRA said recently.Diesel gives higher levels of nitrogen dioxide — which the environmental agency’s report suggests causes 29,000 premature deaths a year in the UK as well as autism and schizophrenia in children. A recent Californian study painted a similar picture of its health consequences.

The shift to diesel was a well intentioned one by the regulators. The background was that leaded petrol — where the use of the additive tetraethyl lead was designed to slow up pre-ignition in ICE cars — was clearly dangerous to human health.

But the move to catalytic converters burning unleaded petrol in the 1990s was troublesome, car performance was poor, there was also cases of engine damage. Diesel offered a no-nonsense route to dealing with lead in a sensible fashion. Governments endorsed it — often making it cheaper than unleaded — and we voted with our feet.

The picture painted shouldn’t be one of bumbling ineptitude but one of unexpected consequences. Regulators frequently get it wrong. Often they are misled — just think how the tobacco giants put pressure and fi nanced dubious research proving that cigarette smoking was not dangerous.

Often too the very process of setting regulations is innately fl awed. And the debate can get heated — remember the debate over whether pizza could be defi ned as a vegetable? (The answer was yes!)

So when scientists talk to politicians and try to hammer out an agreement on, for example, lead levels, the routine scientifi c reasoning about what is dangerous and what is not, get lost in the bargaining. “Everyone’s out to reach a deal,” a senior lead spokesperson told us many years ago. “Rather than look dispassionately at the facts and agree what is right — which incidentally is frequently diffi cult to agree on by scientists — a bargaining process goes on.

“If the safe level of something is, say, fi ve, a counter-offer will suggest one — so we agree on three. In one sense, the standards are being set too high (and there’s an expense for that) but at least we’re in business and that’s key to it all.”

In this sense the question we ask at the beginning — ‘what is the right amount of lead to have in the blood?’ — verges on the irrelevant.

One famous statesman said that politics was the art of the possible. So too — if sometimes sadly — is the relationship we have with our regulators.

Mike HallsEditor

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THE VIEW FROM BCI

2013 will be remembered as a busy year for Batteries Council Interna-tional. It’s been a year of consolida-tion of existing policies and lobbying, investigating areas that will affect the battery industry, and a steady expan-sion with BCI acting in a number of roles in North America and also around the world.

The hot topic of the moment con-tinues to be health and safety and the two main themes are prominent in the policy debate — and lobbying — go-ing on in BCI: lead levels in the blood and the safe disposal of lithium bat-teries when there is a growing likeli-hood that, when crushed and smelted with lead acid batteries, explosions will happen.

Of course lead levels in battery workers’ blood has been an issue from the very start of BCI. The poi-soning that lead can infl ict is well documented and, over the past gen-eration in particular, permitted levels of the metal have become increasingly stringent.

Last year BCI and EUROBAT, its European counterpart, committed to reduce blood lead levels for all em-ployees below 30 microgrammes per deciliter (μg/dl) by the end of 2016.

This is well below the limits set by current European Union and US leg-islation. It was a clear demonstration that the battery industry can take its fair share of responsibility without the involvement of government.

“In the US we embarked on a vol-untary compliance program 20 years

ago and have enjoyed a great deal of success,” says Mark Thorsby, execu-tive vice-president of Battery Council International. “Europe adopted its own program in 2001. We’re going further by adopting the same objec-tives to ensure the same level of pro-tection of workers on both sides of the Atlantic.”

Safe blood levelsThe US Occupational Safety and Health Administration requires that employees of lead-based battery man-ufacturing companies be removed from their jobs if their blood lead lev-els exceed 50 μg/dl. The BCI’s current voluntary removal level of employees is 40μg/dl.

The European Union’s biological limit value for lead in blood is 70μg/dl, while the so-called ‘derived-no-effect level’ set by industry under the EU’s REACH legislation is 40μg/dl.

Moreover the commitment to this new yet lower level involved other international bodies such as the In-ternational Lead Association (ILA), PRBA (the Rechargeable Battery As-sociation), the ALABC (Advanced Lead Acid Battery Consortium), the

Battery Association of Japan and the Association of Battery Recyclers.

“It’s another step in the right direc-tion,” says Thorsby. “The aim is to be one-step ahead of legislation so that we as an industry are prepared. Cali-fornia wants to reduce the acceptable lead levels yet further. And where Cal-ifornia goes, the rest of the US tends to follow.”

Indeed the latest deliberations of the California Department of Public Health suggest that it is looking to impose a new level of 20μg/dl.

“At the same time, we’re aware that this is an issue that has shades of complexity,” he says. “For exam-ple, the size of the lead particles in the air has a direct relationship with absorption into the blood, according to research we commissioned. The smaller the size of particles, the great-er the absorption. Talk only about the amount of lead in the air is just part of the story.”

The BCI initiative has to be put in a wider context — that of the gradual tightening of regulation of lead in the atmosphere and blood levels.

The big leap in lead standards in the US came in October 2008 when

A look back, a look forward

Batteries International talked to BCI’s Mark Thorsby ahead of this year’s annual convention for his views on the year gone by and the year ahead.

“The quantities of lithium and lead in the recycle mix will be the determinant of why an explosion will hap-pen. But what people don’t realize is that its violence could completely destroy a smelter while killing any-one in the vicinity.”

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THE VIEW FROM BCI

the government’s Environmental Pro-tection Agency tightened the previ-ous 1978 standards by 10 times. The total suspended particles of lead was changed from 1.5µg/m3 to 0.15µg/m3. (The relationship between air lead and blood lead in an occupa-tional setting suggest that there is an increase between 0.02µg/dL and 0.08µg/dL of lead in blood for each µg/m3 of lead in air.)

Oddly enough, although the cost to the lead industry in the US was esti-mated as being somewhere around $1 billion while the health benefi ts — including factors such as a longer working life for employees — could be as high as $4 billion.

In Europe similar moves came into play with the REACH reforms and, internationally, mostly through the work of the International Lead Asso-ciation (ILA), there has been a grad-ual tightening up of standards across the world.

As part of this, BCI organized a conference in Orlando, Florida this January, as a means of opening up the discussion on the subject as well as informing its members and other del-egates what the issues are. In a bold move to get to the heart of the issue, BCI invited Michael Kasnett, an aca-demic and noted advocate of remov-ing all lead from air in the workplace, to speak at the meetings.

One possible path might include making the use of respiratory equip-ment by lead workers compulsory.

“The January conference was a success,” says Thorsby. “We attracted almost 80 delegates from all around the world and hope to repeat this again next year. This is an important issue and needs to be thought through thoroughly.”

Explosive recyclingThe new topic on the BCI agenda however is the potentially fatal con-sequences when lithium and lead bat-teries are recycled at the same time. “It’s more than an accident waiting to happen,” says Thorsby. “It has the potential to be a disaster.”

At its simplest when lead and lith-ium batteries are crushed in the ini-tial separation process to extract the plastic casing the sulphuric acid in the lead acid reacts with the now exposed lithium with such violence that the lithium can explode.

In a recent interview with Batteries International, Tim Ellis, president of the ALABC as well as vice president of research and development at RSR

Technologies, the international met-als fi rm, said: “The quantities of lithi-um and lead in the recycle mix will be the determinant of why an explosion will happen.

“But what people don’t realize is that its violence could completely de-stroy a smelter while killing anyone in the vicinity.”

One aspect of the problem is that at present there is no standardization in the packaging of lead or lithium bat-teries.

Some lithium battery manufactur-ers produce battery cases that are identical in shape, for example, to a standard lead acid car battery. Also given the variety of shapes of indus-trial batteries available — compound-ed with the fact that when batteries are recycled the outer packaging is old and worn — there is no easy way to tell the two types of battery apart.

Manual sorting, as well, is impracti-cal. Huge volumes of spent lead acid batteries — as much as 60 tonnes an hour in some plants — are recycled every day.

“If there’s a bright aspect to this, it’s the fact that we’re tackling this prob-lem right at the start,” says Thorsby. “The amount of larger format lithium batteries in circulation is still com-paratively small and most of this is relatively new — from the next gen-eration of electric vehicles — won’t arrive at the smelters for a couple of years.”

BCI is investigating two possible ways of creating safety. One would be devising a set of initiatives for au-tomotive fi rms or scrap dealerships to do the separation ahead of recycling.

Another, but more expensive way would be the insertion of a RFID (radio-frequency identifi cation) chip into the battery. But like all such ini-tiatives this would only make sense if this were to become a universal standard. The automotive market is a global one.

“The move is to set standards that can be applied everywhere,” says Thorsby. “This kind of thing can nev-er work properly if we take a piece-meal approach.”

As part of this, BCI is again coordi-nating its activities with other battery trade organizations. This increase in

international cooperation has been another theme of the council over the past year — and based on a series of meetings between BCI, EUROBAT, ILA and ALABC in 2012.

Closer interaction“The energy storage world is getting smaller by the year,” says Thorsby. “And the issues of how we interact together are becoming both more im-portant and more complex. From an international perspective, we all need to know, for instance, what other countries are doing. And this could be as varied as talk in Sweden of low-ering blood lead levels to 10 μg/dl to sourcing diffi culties and quality issues in Costa Rica.”

One idea that continues to be dis-cussed is the idea of an occasional, perhaps tri-annual summit for the battery industry across the world to get together.

Although the issues of standardiza-tion and regulation may seem dull to large parts of the industry, every bat-tery manufacturer is aware of their importance to the future health and direction of the industry.

Other initiatives of the BCI over the past year may seem mundane when compared to the big issue of lead poi-soning and potential explosions, but they will still affect members in a very real way.

“Our industry goal is 100% recyclability. Every little helps.”

Thorsby: “If there’s a bright aspect to this, it’s we’re tackling this problem right at the start. The amount of larger format lithium batteries in circulation is still small and most won’t arrive at the smelters for a couple of years.”

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THE VIEW FROM BCI

“We’ve spent a lot of time and effort on putting our battery data and speci-fi cations — our Databook — on to the web but in this fi rst year of doing so we’ve haven’t had any particularly great take-up,” says Thorsby. “What we want to do now is help people use the internet when looking for battery specifi cations. We’ve made the search engine faster and we’ve giving more information than the printed Data-book details.”

It will also cut down on waste con-siderably. Thorsby reckons that some 10,000 of the heavy 50,000 manuals are simply binned each year.

Some of the smaller items on BCI’s radar include elimination of the cap on lead acid battery deposits — in some US states for example, Wis-consin, the cap on the deposit of just $5 proves only a minor incentive to recycle. “Our industry goal is 100% recyclability,” says Thorsby. “Every little helps.”

The BCI meetings themselves are now falling into a more ordered pat-tern than before and will alternate between the east and west coasts of

America. Two years ago the meeting was held in Phoenix Arizona, last year, Baltimore, Maryland. This year it’ll be San Diego, California and the next will be held in Savannah, Geor-gia followed by a visit to the centre of the country — San Antonio, Texas — in 2016.

Some of the formats of the com-mittee meetings are changing too. Thorsby says the existing system of open meetings had been problematic in that members attending the meet-ing spent their time catching up on the activities of the committee rather than let the committees plan for the year ahead.

One change that will please ex-hibitors — who have been moaning about this for years — is going to be opening up the restrictive hours of

the Power Mart, that accompanies the meetings.

“At present we just get a few hours to strut our stuff,” one exhibitor told Batteries International last year (and the year before). “And if you think of the time, effort and cost of shipping our stand from one end of the coun-try to another, you’ll realise that these hours are not enough.”

The attendance fi gures for the BCI meetings themselves continue to grow. Last year over 450 came to Bal-timore. Thorsby anticipates that some 550-600 people will be attending — a little over BCI’s target level — with some 45 exhibitors.

As part of the increase in BCI activi-ties, this year the council has appoint-ed Claire Sereiko as its new press and marketing offi cer.

One change that will please exhibitors — who have been moaning about this for years — is going to be opening up the restrictive hours of the Power Mart, that accompanies the meetings.

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THE BCI STORY

It all started one wet, grey day on January 29, 1924. That day — one of the warmest that month hitting

a still unbeaten record 3˚C above zero — a small group of battery manufac-turers met in Chicago.

Their objective: to consider whether the organization of a battery manu-facturer’s association was worth the effort. And if so what would be its ini-tial remit and purpose.

Interestingly enough some nine dec-ades later, the two topics of discussion that day are still relevant to what was later to become the BCI: how to pro-mote a better understanding among battery manufacturers through an open discussion of their common problems; and, how to educate US consumers on the proper care of their batteries.

A more formal meeting took place

two months later and was attended by some 25 manufacturers and battery suppliers — where the manufacturers were called ‘active’ members and the suppliers ‘associates’.

In June the association took its name as the National Battery Manu-facturers Association (NBMA).

The association soon started to prove its worth. In the US, battery manufacturing employed some of the most dangerous practices in the world — hand painting lead paste on to plates, for example.

At the turn of the 1920s, for exam-ple, lead poisoning was accepted as a risk that went with the job; even though it was reckoned that it was six times more dangerous to work in a US plant than a UK one and 18 times more dangerous working in the US than in Germany.

One of the earliest studies moving to mitigate the risk: Lead Poisoning in a Storage Battery Plant, was commis-sioned by the National Battery Manu-facturers Association in 1933 and — unusually at a time when ethnic and racial background was ignored, made a point of showing that the dangerous work in the mixing room of the plant was done by African Americans or mi-grants (93%) versus the 7% by white Americans.

Although the US had lagged behind Europe in industrial hygiene in the 1910s, by the 1930s it had become a global pacesetter in working practices and the NBMA, to its credit, was one of the instruments for such change.

But this is not to say that the early founders or members of the NBMA were saints. US Light and Heat (which helped found the association) as well as the Lead Industries Association were roundly criticized — along with other well known US and UK brands — when they set up operations in Australia where health standards were allowed to be as lax.

In echoes of the present situation in China, the reason for the shift to production in Australia was simple: it was an uncomplicated way to cir-cumvent federal import tariffs on bat-teries. The difference of course being that BCI members are now on the side of the angels and are helping China’s battery industry to adopt internation-al work and safety rules.

Although the early years of the or-ganization were clearly focused on national developments, it was not long before the very nature of the bat-tery manufacturing business — which largely followed the fortunes of the rapidly expanding car manufactur-ing industry — required an organiza-tion more global in scope. Something that would embrace members from Canada, Mexico and the rest of the Americas.

In May 1940 the association changed its name to the Association of American Battery Manufacturers refl ecting its focus on the continent. Battery industry participation from Europe — then engulfed in war — would have been slight.

To better refl ect the post-war envi-ronment and increasing global reach of the organization, the association

From then till now — the BCI story

The origins of Battery Council International date back to Chicago in the 1920s. And although the organization’s name is relatively new, and its host locations have been varied, it has consistently championed the lead acid battery industry.

Two consistent BCI themes have been: how to promote a better understanding among battery manufacturers through an open discussion of their common problems; and, how to educate US consumers on the proper care of their batteries

Imagine life before BCI and the rise and rise of the motor car? Here a north-east suburb of Chicago in the early 1920s


THE BCI STORY

BCI’s primary role is to provide its membership with up-to-date information on marketing and technical developments, plus regulatory and legislative initiatives that could affect the worldwide industry.

Some of this information is immensely valuable to its members, allowing them to get a clearer picture of the entire battery market.

One of the most fascinating BCI surveys — conducted every fi ve years and now eagerly awaited in 2015 — looks at failure modes of batteries. This shows that the quality of lead acid car batteries and their expected life continues to improve.

While the average life of a car battery in 1962 was just 34 months in 1962 when BCI fi rst started compiling statistics, it had reached 55 months in 2010 — itself a further improve-ment of fi ve months when compared to the last BCI survey in 2005. In 1995 the average battery life was 44 months.

The survey also shows that batteries are more resistant to hotter climates than ever before. In the 2000 study, a change of 12°F affected battery life by approximately a year. In this study, this temperature factor increased to approxi-mately 22°F.

As expected, batteries used in the hotter southern cli-mates of the US did not last as long as those used in the cooler north of the country. The batteries sampled from the north had an average life of 59 months while those sampled from the south averaged 47 months.

Plate related failures still remain the most common de-fect. Plate/grid related failures increased to 39% from 30% in 2005, however the average life for these failures was 60 months, up from 51 months fi ve years before that. Shorted batteries accounted for 18%, with a life of 54 months. Five years before that, shorted batteries were 31% of the sam-ples and lasted 56 months.

(In many cases there is little difference be-tween a ‘shorted’ battery and one that failed due to a ‘plate//grid’ failure. Positive plate growth does not stop when the battery has been re-moved from service. Therefore, it is diffi cult to distinguish which failure caused the battery to be removed from service.)

The failure rate of ‘worn-out’ batteries in-creased to 17% from 12%, while ‘serviceable ‘batteries accounted for 15%. Batteries with open circuits were at 9%. Only 2% of the bat-teries failed for reasons other than these fi ve mentioned.

Collective voiceBCI provides a governmental, legislative liaison service for the industry and has established itself

as the collective voice of its members and an authoritative source of battery-related information.

BCI maintains an extensive statistical programme. BCI compiles raw data on automotive battery production ship-ments (original and replacement) at the manufacturer level and inventory level.

This compilation enables members to gauge their perfor-mance against those of the industry as a whole. BCI also provides its members with annual distribution reports that allow members to keep abreast of ever-changing channels of distribution.

Since 1990 BCI has been collecting and disseminating a monthly report on US industrial battery and charger sales. The programme consist of fi ve active reports.

• Motive power battery sales• Net sales of diesel locomotive starting batteries• Industrial truck battery charger sales• Standby power battery sales• Stationary battery cell report

Members only receive the industrial battery reports in which they participate. In 2001, BCI began reporting North American sales data.

In addition, BCI promotes the development and imple-mentation of workable environmental, health and safety standards for the industry.

BCI focuses much of its attention on increasing the overall lead battery recycling rate. BCI has developed and is ad-vancing model battery recycling legislation at the state and federal level.

The model legislation prohibits lead batteries from being placed in landfi lls or incinerated and imposes a mandatory take-back system at the point of sale. BCI’s goal is to reach a 100% lead battery recycling rate.

changed its name again to Battery Council International. Four years lat-er it held its fi rst overseas convention in London. Attendance was huge: 32 countries were represented with some 600 delegates.

In 1976, BCI came full circle and

returned to relocate its headquarters in Chicago — in the intervening years, the organization had set up operations in Ohio, New Jersey, and California.

At that time the management fi rm of Smith, Bucklin and Associates was retained to manage the affairs of BCI.

Today BCI membership consists of close to 300 corporations repre-senting the leading lead acid battery manufacturers, recyclers, marketers and retailers, suppliers of raw mate-rials and equipment as well as expert industry consultants.

BCI GOALS — THE INFORMATION CHALLENGE (AMONG OTHERS)

BCI 2010 US battery survey — batteries removed from service

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BCI DATA

One of the most valued benefi ts of being a member of BCI are its indus-try statistics which cover the size and shape of the automotive lead-acid battery industry by the number of shipments in North America.

Each month BCI aggregates fi gures from member companies which are split into original equipment automo-tive batteries and replacement auto-motive batteries.

The data is useful because, without revealing the performance or growth of individual companies, it gives a reasonably accurate picture of the size and recent growth of the whole mar-ket and segments within it.

This allows members to compare this wider picture with their own per-formance and potentially make stra-tegic decisions based on this.

Gary Taylor, marketing analyst at Exide Technologies, is involved in the compilation and analysis of the data for BCI. “It is very much a barometer of how the whole industry is perform-ing and in that sense it becomes a vi-tal strategic tool for companies. Many will make decisions about where they invest and the parts of the market they target based on this,” he says.

“If we didn’t pull this data together nothing like this would exist. You would be relying on things like com-panies’ reports, which are far less ac-curate when it comes to breakdowns such as this.”

Individual slices of the market are also broken out including light pas-senger car and light commercial, heavy duty commercial and marine.

This can give a useful indication of how some of the more niche sectors are growing. In a separate annual re-port, a breakdown is also given of the distribution channels in the market.

“This information can be very use-ful to members — they can see which are growing and which are declining,” says Taylor. “There is also a break-down by the size of shipment. Some companies may start moving into new products or new sizes based on this information.”

Strong growth seen for 2014The data shows month-on-month, growth for the same period a year earlier and a rolling 12 month com-parison for the aggregate fi gures, giv-ing users a sense of how much the to-tal market size has changed annually.

The most recent fi gures, for Feb-ruary, showed a couple of notable trends.

Total shipment fi gures — combin-ing original equipment and replace-ment automotive batteries — were down 10% to 10.2 million in Febru-ary compared with 11.4 million the month before. The level of shipments for the year to date, however, (Janu-ary and February combined) was up 3.7% compared with the same period a year earlier. For the 12 months to February 2014, however, shipment levels were slightly down (0.43%) compared with the same period to February 2013.

Taylor says the 12 month rolling comparison is an interesting barom-eter of the market’s overall perfor-

mance but the 0.43% decline is not signifi cant for such a mature and sta-ble market. “Generally, we see growth of around 1%-1.5% and we see now no reason for this to change drastical-ly,” he says. “We’d expect a positive trend to return soon.”

The light passenger car and light commercial category represents some 70% of the total market and mem-bers pay special attention to trends here. This is also split between 12V, 6V and AGM batteries. In the most recent data, this sector enjoyed a 6% year-on-year increase compared with February 2013 and an increase of 7.8% for the year to date compared with the same period last year.

The next biggest category is heavy duty commercial. This increased 3.5% in February compared with the same month in 2013 but its perfor-mance for the whole of January and February combined was up 1.5% compared with the same two months a year earlier.

When the same numbers are con-sidered for OEM batteries alone, the growth for both sectors looks more impressive. The light passenger car and light commercial category grew almost 8% in February compared with February 2013 and is up 6% so far this year. For the heavy duty com-mercial, which starts from a lower base, growth is even more pronounced with the equivalent growth fi gures be-ing 42% and 44% respectively.

Taylor says much of this is down to the start of an economic recovery in the US and much higher levels of new car sales. The 12-month rolling improvement for all equipment man-ufactured batteries is 8.6%. “If you look at US automotive fi gures, vehicle production is up 5% and these fi gures are closely linked to that,” he says.

The replacement market does not look so strong in this data. On a rolling 12-month basis, the sector is down 1.8% overall and up 0.4% when February 2014 is compared with 2013. But within this, the light passenger car and light commercial category grew by 8% for the year to date. “The colder winter will have an effect on those fi gures,” Taylor says. “That will have generated some pent-up demand.”

The importance of BCI monthly market statistics


One of the most keenly followed and most active committees in BCI is its committee that covers government/industry relations or more precisely anything to do with health, safety or the environment.

In fact, there are three committees that cover related fi elds: the Envi-ronmental Committee chaired by Tim Lafond from JCI; the Industrial Health Committee chaired by Randy Reyer from Enersys; and the Product Safety committee chaired by Jim An-derson from Crown Battery.

These three committees work very closely together, however, and also encompass various sub-committees looking at specifi c issues. They gen-erate a monthly newsletter for mem-bers and hold regular briefi ngs and conference calls where relevant.

But the culmination of these com-mittees’ work comes together at the BCI Health, Safety & Environmental Protection Conference, which takes place every two years. Most recently, the event was held in January in Or-lando, Florida. Some 80 delegates at-tended the most recent event.

Saskia Mooney, a senior regulatory analyst with law fi rm Wiley Rein and a committee member, explains that the event has two main goals: edu-cation members of regulatory and legislative developments in relation to health, safety & environmental is-sues globally; and to act as a forum at which members can share experi-ences and skills in a series of intimate workshops.

“We cover all the high level issues in terms of new scientifi c research

that might be relevant and the prac-ticalities of how various govern-ments and regulators are responding based on that. We update members on what has changed over the previ-ous two years but also give a longer term historical perspective for new members on some of the key issues,” Mooney says.

“But we also provide skills work-shops where members can share ex-periences. Generally, those attending are at the sharp end of actually im-plementing new guidelines and leg-islation and as standards get higher all the time they need more help and expertise in making that happen. Members certainly fi nd that part of the event very useful.”

She notes that the type of attend-ees range from industrial health di-rectors in large companies and their staff to nurses who work in the front line measuring workers’ blood levels and implementing practical meas-ures to reduce them where needed.

Roger Miksad, legal counsel for BCI and an associate at Wiley Rein specializing in health and safety is-sues, says one of the biggest themes of the January event was around the on-going voluntary programmes to reduce the levels of lead present in workers’ blood, a topic that tran-scends national boundaries and is a big issue for the batteries industry globally.

Miksad says the purpose of the con-ference is to inform members about what the latest scientifi c research is say-ing, what regulators are doing and how they can respond in practical terms.

“This has been a big issue for our members for a few years now and it is an ongoing issue,” he says.

He notes that the batteries industry in the US is committed to achieving a voluntary standard of 30 microg/d lby 2016, which he argues is leading the way compared with other indus-tries. But it is still an issue for mem-bers in terms of how to achieve this and in terms of keeping pace with different guidelines emerging from different jurisdiction from California to the EU.

“We try and inform people what is happening in other regulatory regimes. This represents the perfect forum for that,” he says. “The idea is that people learn what is required and also some practical lessons that they can take with them back to their factories and actually implement. We say, here’s the law; now here’s some suggestion for how to comply with that.”

Mooney notes that this recent conference was especially notable because of the large number of in-ternational delegates that attended, offering an interesting perspective on developments in other parts of the world including Europe, Canada, Mexico and parts of Latin America.

“It was the most global-orientated event we have had yet,” she says. “A more global outlook is certainly on the agenda of the main BCI board and that was certainly refl ect in this event.”

Miksad notes that another big theme of the January event was around general safety issues incor-porating everything from equipment design to the layout of manufactur-ing plants.

He notes that many of the break-out sessions provided a good forum for members to compare notes and ideas around these issues.

Mooney and Miksad expect a num-ber of health, safety and environ-mental issues to feature as prominent talking points at the annual BCI con-ference at the end of the month. Mik-sad says that the importance of these issues to members grows every year.

“All BCI members are commit-ted to protecting their workers and implementing high standards of health and safety,” he says. “But as target constantly change and be-come more diffi cult to achieve, the more they turn to the BCI for help in implementing them. These targets get harder to hit and members must become ever more sophisticated to achieve these targets.”

BCI DATAFILE, THE COMMITTEES

Setting the standards for health and safety


BCI DATAFILE


AUDIT & FINANCE COMMITTEE

Hal HawkDaniel LangdonJames Surrette, chairmanRoger Winslow

CONVENTION PROGRAM & ARRANGEMENTS COMMITTEE

Gordon Beckley Lisa FranklinRobert G. GruensternHal Hawk, chairmanS. Tucker RoeDavid TruebaSteve Vechy

DATA BOOK COMMITTEE

David BeidlerBill BessireRobert Boss Bill Clark

John Connell (alternate)Lee CowanJoy CzerwonkyMalcolm DewarFrank DumasIan EdmondsEd Fink (alternate)LeAnn FisherChuck FowlerRobert FrittsDonna GilesRay Goodearl, vice-chairmanMark L. HoughKalyan JanaRichard T. JohnsonJeffrey H. Juds, Davis Knauer (alternate)Alan KohlerWilliam LincolnBill LipseyPeter MaloneySteve McDonaldDave McMullenMike MillerGreg Moffi ttGeorge E. NoelPhilip A. NozneskyAyKaun OkumaMaria Orlando-KrickBill PerettoKathy PetersonPete QuinlanScott Rissell (alternate)Al SchmidtJoe SemensDonna Snyder Steve StollMarshall StullLaurie SzparaMarilyn TarbetGary TaylorBill WalterRoger Winslow (alternate)Robert (Smokey) White

DEEP CYCLE & ELECTRIC VEHICLE BATTERY COMMITTEE

Terry AgreliusCarlos Manuel Aguilar TorresDick AmistadiJon AndersonJoseph M. Arvai, IVArthur T. BalcerzakGordon Beckley,

chairman David Beninato Michael F. BergerPeter BersonDavid BodenRobert Boss Matt Bridge George H. BrilmyerRob BrockDaniele CalasanzioKevin CampbellLuis CedeñoBruce ChamberlainMichael ChamesDavid ChoAllan CooperJim DavisJeff DePietroJohn L. DevittMalcolm DewarFrank DumasDwayne Ellis Timothy Ellis Mike Fraley Ed FreyRobert FrittsMike GathmanSilvano GelleniJim GilmourColby GodberRay GoodearlRobert G. GruensternHal HawkNick Henen Mark HerremaGreg HumphreyCharles HwangParth R. JainMark JeskoR. Steven KayJames K. Klang Davis Knauer Paul KorinekJoe LiedhegnerAchim LulsdorfCarl MadoryJohn McMillionJohn MillerMunawar M. MoinBoris MonahovDr. Patrick MoseleyHoward MuchnickAntonio MuñozPhilip A. NozneskyMaria Orlando-KrickRichard W. PekalaShawn PengR. David PrengamanPete QuinlanNawaz QureshiGreg ReichDavid Rice (alternate)Dave RittenhouseRonald Rizzo

The business of running the business

PresidentTerry Agrelius (above)US Battery Manufacturing Co

Vice-President(currently vacant)

TreasurerJames SurretteSurrette Battery

SecretaryMaurizio MasottiBitrode Corporation

Executive vice presidentMark Thorsby, Battery Council International

Voting directorsRobert CarusoExide Technologies

John CraigEnerSys

Alessandro DolcettaFIAMM

Jeff ElderTrojan Battery Company

Silvano GelleniAcumuladores Duncan

Randy HartSuperior Battery

Hal Hawk Crown Battery

Brian KesselerJohnson Controls

Daniel LangdonEast Penn Manufacturing

Hitoshi OhtaYuasa Battery

Jerry PyattThe Doe Run Company

Christian RheaultC&D Technologies, Inc.

Non-voting members of the BCI board

Howard MeyersQuexco Incorporated

Roger WinslowRichardson Molding

Honorary affi liate members of the BCI board

President, EUROBATJohann-Friedrich Dempwolff(Power Solutions EMEA Johnson Controls)

President, Battery Association of JapanMakoto Yoda(GS Yuasa International)

Batteries Council International has 15 committees that are designed to advance the variety of needs of its membership. Some are merely administrative,

for internal use, while others are active internationally or work at a technical level.

Although the committees meet throughout the year, typically appointments to the committee are verifi ed at the annual convention.

• Audit and fi nance committee• Convention program and arrangements committee• Data book committee• Deep cycle and electric vehicle battery committee• Environmental committee• Industrial battery and charger committee — marketing • Industrial battery and charger committee —technical• Industrial health committee• Investment committee• Marketing committee• Materials committee• Membership committee• Product information committee• Product safety committee• Technical committee

BCI BOARD OF DIRECTORS PRE-CONVENTION


BCI DATAFILE


(alternate) Darby RockneyWilliam J. RossEric RueterWill SampsonJoe SemensAaron SmithClark Smith (alternate) Brian StanhausSpencer R. StockKeith Toll Mike TroyDon WallaceFred WehmeyerJohn WertzPhilippe WestreichKevin WhearTony WilsonRoger Winslow (alternate)Jeff Zagrodnik

ENVIRONMENTAL COMMITTEE

Joseph M. Arvai, IVDan AskinJerry BaileyWilliam BeauchampSteve BinksRobert Boss Chip BremerTerry CampbellAndrew CarrRandy CasstevensTimothy CogginsAnthony CampiteliSteve DelmarMarc DesautelsFrank DumasIan EdmondsEckhard FahlbuschPascal FerronTravis FoleyEd FreyJim FrockFrederick GansterJohn GodberTroy A. GreissHal HawkJerry HoffmanH. Gerald JowersGeorge KerchnerWalter E. KozlowskiTimothy J. Lafond. P.E., James M. Lanzafame Gerry Manley, CHMMJoe D. MarquardtCheryl L. MinorMichael E. MoellerIsmael Pedroza, Jr.Jeff ReddickRandy ReyerAlfredo RodriguezDean RossiShane RussellMark StadlerJohn TapperDan VornbergJack E. WaggenerDavid Willis

INDUSTRIAL BATTERY & CHARGER COMMITTEE (Marketing)

Jon AndersonGordon Beckley Doug BouquardMatt BridgeKendra Carter-Mansfi eldMichael ChamesGeoff DaviesMike FraleyDave GodberMark JeskoMark KelleyJim KeyserJohn KlebaMike Kuznetsov William LincolnKlaus-Dieter MerzPete QuinlanDaryll RardonRonald Rizzo (alternate)Darby RockneyJim RubrightRob SalachAl SchmidtSteve SpaarSpencer R. StockTodd Stukenberg Mike SwiftGary TaylorKeith TollSteve Vechy Fred WehmeyerPatrick Williams

INDUSTRIAL BATTERY & CHARGER COMMITTEE(Technical)

Gilberto Acosta Terry Agrelius Dick AmistadiJon AndersonJoseph M. Arvai, IVGeorge W. AyrtonGordon Beckley Michael F. BergerDavid BodenDoug BouquardMatt Bridge Gilberto CastilloMichael ChamesMike FraleyJohn GaggeMike GathmanHal HawkGreg HumphreyCharles HwangGerd HoogestraatJoe JerglBernard KadowJames K. Klang Mike Kuznetsov William LincolnSebastian MathesKlaus-Dieter Merz

Sean O’BrienChristian PapmahlRob PayneDaryll RardonGreg ReichRonald Rizzo (alternate)Darby RockneyJim RubrightAl SchmidtRod ShaneClark Smith Brian StanhausSpencer R. StockJames StockhausenMike SwiftMike Troy Steve Vechy, chairman Fred WehmeyerJohn WertzKevin Whear

INDUSTRIAL HEALTH COMMITTEE

James F. AndersonDan AskinArthur T. BalcerzakWilliam BeauchampSteve BinksJoseph BoleaAnthony CampitelliMichael J. CasperTimothy CogginsSteve DelmarJeff DePietroPascal FerronTravis FoleyFrederick GansterTroy A. GreissHal HawkWalter E. KozlowskiTimothy J. LafondCheryl L. MinorRandy Reyer, chairmanDean RossiShane RussellRalph Tiegel Mike ToleJames TunnellClement Vincent

INVESTMENT COMMITTEE

Raymond BurnsPhillip DamaskaHoward MeyersChris Pruitt\

MARKETING COMMITTEE

Dick AmistadiJon AndersonBruce AshChad ChristJohn Connell (alternate)Amber DuBoseLisa FranklinKarl Froelich

Elke HirschmanJohn A. HowesMark JeskoStephanie KusibabEllen MaxeyDave McMullen Saskia MooneyBruce L. MurrayPatrick O’BrienVince PusateriClaire SereikoDonna Snyder, chairman Tammy StankeyGary TaylorBob TollidayFred WehmeyerDavid WeinbergMichele Zgola

MATERIALS COMMITTEE

Charles L. AckermannLarry AtkinsLarry AxtArthur T. BalcerzakDaniel D. Breidegam,Larry BurkertRandy CasstevensPaul ChidiacLee CowanBud DeSartThomas FlemingBryan GodberJose HansenPeter HochschildL. Sam HoldenCharles HwangJeffrey G. JordanWilliam KeithLou MagditsPhillip McGreevyJoe McKinleyJim PedersenEdward PuckettSteve RauLee D. RaymondGreg SchmittJoe SpiciarichFelix Teshinsky James H. ThrashKeith Toll (alternate)Thierry TouzeauAlan Wirsul

MEMBERSHIP COMMITTEE

Paul R. FinkJim GilmourRick GodberHal Hawk, chairmanAl Schmidt

PRODUCT INFORMATION COMMITTEE

Peter BersonRobert Boss John ConnellAmber DuBose

Dan Fetherolf (alternate)Chuck FowlerDave GodberRay GoodearlRick HallockJose HansenHal HawkElke HirschmanKalyan JanaWayne KrickDave McMullenGreg Moffi ttKathy PetersonPete QuinlanS. Tucker RoePaul Staab, IIIGary Taylor, chairmanTodd WilsonMichele Zgola

PRODUCT SAFETY COMMITTEE

James F. Anderson,Joseph M. Arvai, IVGordon Beckley Bill BessireTerry CampbellGil R. CubiaJoy CzerwonkySteve DelmarJohn L. DevittFrank DumasIan EdmondsPascal FerronChuck FowlerMike Fraley Ray GoodearlRick HallockHal HawkCharles HwangWalter E. KozlowskiJoe KumperTony M. LambJohn LetoJoe Liedhegner (alternate)Peter MaloneyGreg Moffi ttRalph QuinterJon SavageDonna Snyder Mark StadlerDavid WillisTodd WilsonFeng Xue (alternate)Rich Young

TECHNICAL COMMITTEE

Terry Agrelius (alternate)Carlos Manuel Aguilar TorresChris AntoniouPierre-Jean ArversGeorge W. AyrtonJoseph Badger Arthur T. BalcerzakGordon Beckley David Beninato

Michael F. BergerDavid BodenRobert Boss George H. BrilmyerDavid Bryan (alternate)Gary BryanKevin CampbellLuis CedeñoMichael ChamesJohn ConnellGuy DauweMalcolm DewarWayne DuerfeldtFrank DumasTimothy Ellis Pascal FerronThomas FlemingMike Fraley Clark Frederick Robert FrittsMike GathmanRay GoodearlRobert G. GruensternRick HallockTerry Hartman (alternate)Daniel M. HenkeMark HerremaJeff HiresGerd HoogestraatGreg HumphreyCharles HwangRichard T. JohnsonDavis Knauer Paul KorinekMike Kuznetsov Joe LiedhegnerBob MalleySebastian MathesJohn McMillionLayna MendlingerTodd MilnerBoris MonahovAntonio MuñozPhilip A. NozneskyMike O’MalleyShawn PengR. David PrengamanNawaz QureshiDaryll RardonGreg ReichDavid Rice (alternate) Dave RittenhouseRonald Rizzo Joe SemensClark Smith (alternate) Kevin Smith (alternate) Spencer R. StockSteve StollChasen StoutRalph Tiegel Keith Toll (alternate)Thierry TouzeauMike Troy (alternate) Steve Vechy Fred WehmeyerJohn WertzPhilippe WestreichTony WilsonRoger Winslow Alan WirsulJeff Zagrodnik

NO LUBRICANT NO COST

SOVEMA S.p.A. Villafranca di Verona (VERONA) - Italy www.sovema.it

SOVEMA GS and Bitrode CorporationSt. Louis, MO 63123, USAwww.sovema-gs.com - www.bitrode.com

SOLITH - division of Sovema SpACasalecchio di Reno (BOLOGNA) - Italywww.solith.it

ONLY BENEFITSNO POLLUTION

The Sovema PunchPlus® is the innovative “oil-free” punching

machine which doesn’t require any lubricant during the

punching operation: so, there is no need to wash the grids,

enabling a significant drop of production costs and

environmental impacts. The machine performs the punching

cycle in 10 milliseconds without heat production and provides

the maximum fl exibility in the grid design at same time

allowing an easy mould change. Designed to work with a

continuous strip fl owing, it punches up to 600 grids per minute.

Sovema PunchPlus®: benefi ts with innovative technology

ESPL’s BEST magazine Lead-Acid Award 2012 to Sovema S.p.A.for the most innovative lead-acid process technology

developed in the last 3 years


POWERMART FLOORPLAN

MAC Engineering

Stand 22

MAC Engineering supplies the lead acid battery industry with high quality downstream battery making equipment since 1965.

We offer complete systems for feeding, pasting, fl ash drying and stacking any continuous or gravity cast plate making technology.

From motorcycle and automotive batteries, to industrial and traction, we have equipment to handle any size of battery production.

New equipment solutions are now available for punched grids. MAC also offers fi nishing line equipment for automated Cast on Strap, acid fi lling, leak testing, heat sealing and more.

Contact us today for more information on what we can do for you.

Contact details: Doug BornasTel: +1 269-925-3295E-mail: [email protected]

BM-Rosendahl

Stand 41

BM-Rosendahl provides manufacturing solutions for all lead acid battery types to the battery industry. They cover four fi elds of expertise - enveloping and stacking, cast-on-strap, assembly and plate sleeving and stacking. Their core business unit - assembly lines for starter batteries - provides entry to high-end assembly to battery manufacturers worldwide.

BM-Rosendahl’s product portfolio covers production equipment for the manufacture of automotive, motorcycle and industrial batteries in all technologies with PE-, AGM or leaf type separators, and they develop solutions for E-Mobility and turnkey projects. They offer ahead of the curve technology with the most advanced machinery, equipment and service and the highest quality standards.

Customer-focus is a central value at BM-Rosendahl. In order to cope with today’s and tomorrow’s demands, they always strive for the right solution with the best service to fulfi l customers’ needs for different applications. To ensure a quick and reliable reaction to continuously changing market requirements, BM-

Rosendahl has installed a worldwide network with sales, service and logistic centres in Austria, the USA, South Korea and China.

Contact details: Rosendahl Maschinen GmbHA-8212 Pischelsdorf, Schachen 57Tel.: +43 3113 5100-106Fax: +43 3113 5100-9106Mail: offi [email protected]: www.bm-rosendahl.com

ITS

Stand 36

The Battery Manufacturing Division of International Thermal Systems engineers energy effi cient equipment for the Lead Acid Battery Industry. With over thirty-fi ve years of experience and expertise serving, International Thermal Systems offers innovative design in equipment to maximize production effi ciencies and minimize energy consumption.

Approaching each project as a partnership, the goal of our Engineering Staff is to share the customer’s vision to produce the best solution for the application.

Providing a distinct competitive advantage, International Thermal Systems offers a number of patent protected processing solutions.

Our Technical Service Department provides international support for ALL makes/models of thermal processing equipment to keep the heat processing equipment running effi ciently.

Contact details: Susan HoffmannTel: +1 414.902.5309Susan.Hoffmann@itsllcusa.comwww.internationalthermalsystems.com

Sovema SpA

Stand 37, 38

Founded in 1969 SOVEMA is one of the most signifi cant and diversifi ed battery equipment manufacturers in the world, able to supply individual equipment for specifi c processing operations, as well as complete lines for the entire production cycle, using an integrated technological approach starting from the study of factory and departmental lay-out, through to product know-how and plant commissioning by specialized staff.

In 2008 SOVEMA acquired BITRODE CORPORATION, the world’s most

respected supplier of electric power conversions systems for EV/HEV battery testing, as well as production and test systems used in the manufacturing of batteries; in 2011 SOVEMA set up “SOLITH” a new branch for Lithium-Ion battery machines development in Bologna.

SOVEMA is implementing its equipment range more and more, as to improve its market leadership and serve any kind of energy storage manufacturers.

Contact details: Phone: +39 045 6335711Web: www.sovema.itEmail: [email protected]

CEMT Energy Equipment Co

Stand 44

Founded in 1999, Jiangsu CEMT Energy Equipment Co is China’s leading supplier of machinery for lead-acid battery production.

We offer state of the art technology with most advanced machinery, equipment and services based on highest quality standards.

CEMT specializes in the following machines: Enveloping & Stacking, Cast on Strap, Assembly Lines, Finishing Lines, Chargers, Strip Caster, Plate Cutting and Brushing machines, Pasting Machines, and Spine Caster.

Contact details: Mr Guo/Nancy Xie+1 727.522.0515Xingmin S115outh RoadJiangning Science ParkNanjing 211100 JiangsuPeople’s Republic of ChinaTel: +86 1381 3049 476

Hammond Group

Stand 4

Hammond Expanders is the world’s leading developer and producer of pre-blended expanders for SLI/engine starting, valve regulated, motive power, standby power, hybrid/electric vehicle and solar/wind power applications.

With locations in the USA, UK and Malaysia, Hammond Expanders has the

ability to supply your battery company no matter where you may be located.

Our expanders are custom packaged to provide you with the easiest introduction to your paste mix per a one bag per batch ratio.

Our expanders are the most technically innovative and reliable expanders available on the market; with decades of expander formulation and experience under our belt, you can rest assured that you are getting the highest quality product available.

Also we are introducing the new K2 range for today’s Partial State of Charge Applications.

Contact detailsBonnis Mescal, Customer ServicesTel: +1 219 852-7223email: [email protected]

Inbatec Gmbh

Stand 53

Inbatec is the world leader in formation systems with acid recirculation technology with 200 systems in operation worldwide. Our formation modules are reliable and proven and are used by many lead-acid battery manufacturers around the world.

Your benefi ts• Closed formation system allows complying with MAC values and environmental regulations• Precise acid gravity and temperature control results in very uniform cell-to-cell voltage• Shorter formation time means higher productivity, less space requirement and lower work in progress / inventory• Self-contained and independentmodules – to be supplied only with concentrated acid, demineralised water, compressed air, electrical power• Whole acid management is done inside the module• Production capacity grows step-by- step

The Inbatec formation process combines uniform and repeatable quality with high productivity and environmental compatibility. The Inbatec modules –the benchmark for lead acid battery formation.

Contact detailsInbatec GmbH Konrad-Adenauer-Ring 40 58135 Hagen , Germany Tel.: +49 (0)2331 39650-0 E-Mail: [email protected] Fax: +49 (0)2331 39650-29 Web: www.inbatec.de


POWERMART FLOORPLAN

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POWER MART EXPO FLOORPLAN

KEY — BY COMPANY NAME

ABERTAX TECHNOLOGIES 29

ACCUMA CORPORATION 51

ACCUMALUX GROUP 12

AMER-SIL 13

AUTO METER PRODUCTS 14

BATTERIES INTERNATIONAL 7

BATTERY WATERING TECHNOLOGIES 36

BERNARD DUMAS 42

BFR BATTERY SEPARATOR 45

BITRODE 37

BM-ROSENDAHL 41

CAM 50

CEMT 44

CENTRIFUGAL CASTINGS 18

CMWTEC TECHNOLOGIE 24

CO-EFFICIENT 6

COBRA WIRE & CABLE 39

DARAMIC 35

DIGATRON POWER ELECTRONICS 43

EIRICH MACHINES 11

ELANTAS PDG 3

ENERGY STORAGE PUBLISHING 16

ENTEK INTERNATIONAL 54-55

FARMER MOLD & MACHINE WORKS 26

FLOW-RITE CONTROLS 23

GAUTHIER NON-FERROUS PRODUCTS 48

GLATFELTER COMPOSITES 19

HAMMOND GROUP 4

HOFMANN POWER SOLUTIONS 32

HOLLINGSWORTH & VOSE 20

INBATEC 53

INTERNATIONAL THERMAL SYSTEMS 33

JBI CORPORATION 25

KÄLLSTRÖM ENGINEERING 8

LAP LASER 52

M. A. INDUSTRIES 47

MAC ENGINEERING & EQUIPMENT 22

MICROPOROUS 28

MIDTRONICS 46

OAK PRESS SOLUTIONS 21

OMI-NBE 10

OWENS CORNING 2

P.C. DI POMPEO CATELLI 5

POWER-SONIC CORPORATION 27

RICHARDSON MOLDING 30

SHENYANG JUGU EQUIPMENT MANUFACTURING 17

SOVEMA GLOBAL SERVICES 38

SUPERIOR GRAPHITE 31

TBS ENGINEERING 9

TULIP MOLDED PLASTICS 40

WATER GREMLIN CO. (OKABE CO.) 34

WIRTZ MANUFACTURING 1

YACHT BATTERY COMPANY 49

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KEY — BY STAND NUMBER

1 WIRTZ MANUFACTURING

2 OWENS CORNING

3 ELANTAS PDG

4 HAMMOND GROUP

5 P.C. DI POMPEO CATELLI

6 CO-EFFICIENT

7 BATTERIES INTERNATIONAL

8 KÄLLSTRÖM ENGINEERING

9 TBS ENGINEERING

10 OMI-NBE

11 EIRICH MACHINES

12 ACCUMALUX GROUP

13 AMER-SIL

14 AUTO METER PRODUCTS

16 ENERGY STORAGE PUBLISHING

17 SHENYANG JUGU EQUIPMENT

MANUFACTURING

18 CENTRIFUGAL CASTINGS

19 GLATFELTER COMPOSITES

20 HOLLINGSWORTH & VOSE

21 OAK PRESS SOLUTIONS

22 MAC ENGINEERING & EQUIPMENT

23 FLOW-RITE CONTROLS

24 CMWTEC TECHNOLOGIE

25 JBI CORPORATION

26 FARMER MOLD & MACHINE WORKS

27 POWER-SONIC CORPORATION

28 MICROPOROUS

29 ABERTAX TECHNOLOGIES

30 RICHARDSON MOLDING

31 SUPERIOR GRAPHITE

32 HOFMANN POWER SOLUTIONS

33 INTERNATIONAL THERMAL SYSTEMS

34 WATER GREMLIN CO. (OKABE CO.)

35 DARAMIC

36 BATTERY WATERING TECHNOLOGIES

37 BITRODE

38 SOVEMA GLOBAL SERVICES

39 COBRA WIRE & CABLE

40 TULIP MOLDED PLASTICS

41 BM-ROSENDAHL

42 BERNARD DUMAS

43 DIGATRON POWER ELECTRONICS

44 CEMT

45 BFR BATTERY SEPARATOR

46 MIDTRONICS

47 M. A. INDUSTRIES

48 GAUTHIER NON-FERROUS PRODUCTS

49 YACHT BATTERY COMPANY

50 CAM

51 ACCUMA CORPORATION

52 LAP LASER

53 INBATEC

54-55 ENTEK INTERNATIONAL


CONFERENCE HIGHLIGHTS

Perhaps the above isn’t the headline David Weinberg, partner at law fi rm Wiley & Rein would have chosen. But it makes its point. Where California goes, the US — rightly or wrongly — follows. And where Californian legis-lation is going has enormous implica-tions on the battery industry.

Weinberg, who has more than 35 years of experience in administra-tive and environmental law, special-izing in environmental, occupational health and safety and transportation, will give a presentation called What’s Happening in North America and Around the World: a Global Regula-tory and Legislative Update. In short he will speak on occupational health issues as they relate to the batteries industry.

Much of his presentation will focus on the status of a number of proposal laws and safety standards in the state of California that could have wide reaching consequences for the batter-ies industry. The state is considering the fi ndings of a new study that sug-gests that the level of lead regarded as safe in blood levels should be lowered substantially.

“The main focus of the speech will be around occupational health issues — California is certainly very topical at the moment,” Weinberg told Bat-teries International. “I will talk a lot about air pollution levels in Califor-nia and the current legislative think-ing around that and some of the rec-ommendations coming out around the safe levels of lead in the blood.

“There has been a lot of devel-opment on the scientifi c thinking around that. Most notably, the Cali-fornia Department of Public Health recommended a modifi cation on the levels regarded as acceptable for

workers and employees at lead plants. Where it goes above a certain level it could be that they must be removed from work.”

Weinberg says the re-duction being proposed is substantial and a meeting to address the issue should take place this May. The issue is being followed with close interest by the batteries community be-cause it could set a prec-edent for similar legisla-tion to follow in other US states and potentially even at a federal level.

“The BCI has also been studying the report that this recommendation is based on and has been doing its own analysis,” Weinberg says. “I think this will be a big issue at the conference because people recognize the po-tential for this to have na-tional implications, even if those are not immediate. There could be lots of implications for the industry.”

He says that while this will be the most important topic covered by his speech, there are several other things that he expects to be big talking points at the BCI meetings.

The fi rst will be the fate of smelt-ers in California generally. Against a backdrop of ever-tightening regula-tion, these fi nd themselves under in-creasing scrutiny. Exide’s smelter in the state has opened and then closed again several times over pollution concerns and the RSR-owned Quem-etco lead smelter was also forced to perform a health risk study after con-

cerns were raised. “There have been constant issues and some enforcement actions against these and it will be in-teresting to see what happens there,” Weinberg says.

The second will be the issue of lith-ium-ion appearing in the recycling chain and the safety issues that pre-sents for lead processing plants and smelters. This is a big and growing problem for the industry. Another topic linked to this involves solv-ing the problems caused by Mexico having hugely different— for differ-ent read lower — safety standards to the rest of North America yet large amounts of lead moving between the two regions. “This is also an issue that needs addressing by the industry ur-gently,” he says.

Another big talking point will be the development of alternative battery technology for hybrid and electric vehicles. He believes that advanced lead-acid batteries will ultimately de-liver the best solutions for this form of technology.

It’s health and safety madness!

Ahead of the Battery Council International’s 126th Convention to be held in San Diego, Batteries International spoke to some of the keynote speakers and attendees to review what they believe will be the high-lights of their own presentations and the event more generally.

The California Department of Public Health has recommended a modifi cation on the levels regarded as acceptable for workers and employees at lead plants. Where it goes above a certain level it could be that they must be removed from work

David Weinberg, partner at law fi rm Wiley & Rein



“These are interesting times for the concept of electric vehicles and hybrids and there is now no reason that lead acid should not have its fair share of certainly the hybrid market”

Allan Cooper, the European Project Coordinator for the Advanced Lead Acid Battery Consortium (ALABC), will present an update on the pro-gress being made by ALABC in rela-tion to the body’s LC super hybrid programme.

Cooper last presented on this topic two years ago and this presentation, entitled, ‘Demonstrating low cost fuel and CO2 reduction with lead carbon batteries — the ALABC’s LC super hybrid programme’ will give delegates an update on some of the progress that has been made.

Cooper is European project coor-dinator for the ALABC. He retired from the lead industry in 1991 and became a consultant, and has worked closely with the ALABC and with the International Lead Association in the UK. In 2008 he was awarded the International Lead Medal for exceptional contributions to the lead industry in the areas of lead metallurgy and lead-acid bat-tery development, particularly in the fi eld of hybrid electric vehicles.

“Compared with the position two years ago, a lot more work has tak-en place and the battery is working well in hybrid vehicles,” he says. “We have made many improvements in terms of the space it takes up and its effi ciency within the engine. We have made good progress and there are some specifi c developments I will be unveiling greater details.”

Cooper says it is important to un-derstand the realistic operational parameters of the battery. It can never compete with lithium-ion in terms of energy density, for example, but if used in the capacity whereby it assists the engine in some functions, it can have many benefi ts.

He says there is a long way to go towards full commercialization. Al-though now in the position where the batteries have been tested for as much as three years, he concedes it is still a long way off getting them used by manufacturers due to the further stringent testing procedures needed ahead of full commercialization.

The project is diversifying into new areas, however. It has tradition-ally focused on a 12V battery but has now developed a 48V version that it is testing, which initial indica-tions showing that signifi cant effi ca-cies could be gained.

The original tests indicated that the battery could achieve 19% low-er fuel consumption and in some cars like the naturally aspirated 2.0 l Volvo the performance was better, with 26% lower consumption.

The secret to this performance was the addition of an electric super-charger, which is driven on demand by the regenerated energy from an enhanced ISG stored in an advanced lead-carbon battery. This delivers signifi cant fuel savings at a quarter of the cost of normal hybrids.

The ALABC has decided therefore to further develop this concept to a dual 48/12V micro hybrid vehicle. This will allow even further fuel savings by enabling additional func-tionality such as engine assist, but still employing low-cost lead-carbon battery technology.

“We are looking at different voltages which could make things cheaper and therefore more attrac-tive as a commercial proposition,” he says.

“It could be as much as a third of the cost. We originally focused on the 12V but we think cars have gone as far as they can at the moment in terms of making engines more effi -cient. That means electrifi cation is the way forward and this 48V bat-tery can make a big difference to ef-fi ciency. The design is also a lot bet-ter now and it can fi t into the engine easily.”

He predicts that the development of the 48V battery will attract con-siderable interest at the conference. “Our aim is to keep this product at the forefront of people’s minds,” he says. “These are interesting times for the concept of electric vehicles and hybrids and there is now no rea-son that lead acid should not have its fair share of the hybrid market. Changes in the legislation govern-ing this should be interesting too in terms of how it could push the mar-ket forward.”

LC super hybrid bumps up to 48V



David Shaffer, the president of Europe, Middle East and Africa (EMEA) at EnerSys, says he expects a number of executives from the business will attend the BCI confer-ence this year, especially from its procurement and engineering teams to take advantage of the easy avail-ability of the key suppliers. As it is held in San Diego this year, he also expects numbers to be higher than usual.

He anticipates that the annual re-view of the industry statistics will be well attended, describing it as an annual highlight of the conference. Another interest topic, likely to be touched on in several presentations and discussed among delegates, will be the impact that lead premiums and recycling costs could have on various the economics and markets around the world.

He also believes there will be high interest on occupational health is-sues as they relate to lead in the context of pending regulatory de-velopments in both Europe and Cal-ifornia that could lower the level of lead regarded as safe in the blood-stream.

A speech on this topic will be given by David Weinberg, partner at law fi rm Wiley & Rein, entitled What’s Happening in North Ameri-ca and Around the World: a Global Regulatory and Legislative Update on the Monday morning.

Another big topic, Shaffer be-lieves, will be the future of micro-hybrid and start-stop technology in terms of which chemistries will come to dominate these sectors. Some of the technologies competing in this space include fl ooded batter-ies, absorbed glass mat and several other alternative chemistries.

This could be partly complement-ed by a discussion on electric vehi-cles at the event, especially in the context of the massive investment Tesla Motors is making in its so-called giga-factory, a massive facil-ity that will produce more lithium-ion batteries annually by 2020 than were made worldwide in 2013 all with a rapid growth of the electric vehicle market in mind.

Shaffer also believes the issue of grid storage will feature on the agenda noting that it would be nice to hear of some success stories in this space at the event.

Shaffer is also a board member of the Association of European Auto-motive and Industrial Battery Manu-facturers (EUROBAT), the body that promotes the interests of the Europe-an automotive, industrial and special battery industries to EU institutions, customers and the media.

‘Good potential ahead’On the Tuesday morning, a likely well attended presentation will be given by Alan Beaulieu, a well-respected economist who is a prin-cipal of ITR Economics where he is its president. Since 1990, he has been consulting for companies throughout the US, Europe, and Asia on how to forecast, plan, and increase their profi ts based on busi-ness cycle trend analysis. Beaulieu is also the senior economic adviser to NAW, contributing editor for Indus-try Week, and the chief economist for HARDI.

In a talk entitled Fiscal Reality, Beaulieu will give his take on the future direction of the economy both in the US and globally. He will predict that despite some slowdown worldwide in the latter part of 2014 and early 2015, companies should prepare themselves for much more positive growth after this point.

“I will be covering where we see the economy headed over the next few years and focus on some specifi c markets important to the batteries community. The general message is that there is good potential ahead. Despite something of a slowdown in 2014, we will not enter recession again and things will improve there-after through the remainder of 2015 and right up to 2017.”

Beaulieu says although he will discuss some sectors of particular interest to the batteries community, the speech will focus more on global mega trends in terms of what is an-ticipated for economic growth.

He anticipates that wages, infl a-tion, interest rates and taxes will all embark on an upwards trajec-tory around this time but that these will partly serve to keep growth on track.

One of his key messages to busi-nesses, he says, is to start thinking about how to prepare for this period of growth now. “Many businesses have been running relatively lean op-erations for several years now thanks to the recession. But now is the time to loosen the purse strings and start to invest again,” Beaulieu says.

“It is time to stop being afraid and start looking to make business de-cisions that will stand you in good stead for the future. It is important to remember that any such invest-ment can take time to fully imple-ment. That means the time to start strategic planning is now.”

He says that the margin for error in his economic forecasts is pretty small with more than 90% of pre-dictions of this nature accurate. He believes businesses will fi nd the presentation informative and help-ful as they plan for the next few years. “All good business people just want to know which way the wind is blowing,” he says. “This will help them establish that.”

Finally, he notes that once poten-tial distraction on the horizon for businesses will be the US mid-term elections. “In fact, these will have very little infl uence on economic forecasts,” he says. “They will no doubt represent great political the-atre but they will have very little bearing on the economic future for the US or the world.”

Strong growth ahead as economic pick-up rolls on

Beaulieu will predict that despite some slowdown worldwise in the latter part of 2014 and early 2015 companies should prepare themselves for much more positive growth after this point.



A GLOBAL PERSPECTIVE ON POLYPROPYLENE

Howard Rappaport, a senior director covering chemicals at IHS, will give a presentation entitled ‘A Global Perspective on Polypropylene’.

After a 20 year chemical industry career, Howard joined Chemical Market Associates as a director in 1999. He later became a partner in the fi rm, acting as the global business director for plastics. The company was bought by IHS in May, 2011. Rappaport now is the senior director, chemicals for the IHS OE&RM Group, pricing & purchasing team. He collaborates with the European, Latin American, Asian and Middle East affi liates to contribute to various multi-client reports and global studies, as well as contributing to single client consulting projects for IHS.

Polypropylene is one of the world’s largest volume commodity plastics and it is also widely used in the batteries industry. It represents over 25% of global commodity plastics consumption and nearly 70 million tonnes of annual demand. The widely used polymer is consumed across numerous durable and non-durable applications. Polypropylene has found its way into applications ranging from potato chip bags to car bumpers.

Propylene is also the major raw material used to make polypropylene. Over the last several years in North America there has been a tremendous amount of volatility in the availability and the price of propylene. This high-volume petrochemical product has a history of being a byproduct of other petrochemical and refi ning processes. Rappaport

will focus on the dynamics around its supply and demand.

“This inconsistency of supply has resulted in a roller coaster ride for many companies consuming polypropylene raw material and fi nished products. Prices for both propylene and polypropylene have seen signifi cant increases and decreases compressed into very short time periods,” Rappaport says.

As the chemical industry in the US shifts away from crude oil-based stocks in favour of ethane and propane from natural gas, the resulting impact on the dynamics of the propylene business will be profound, Rappaport will explain. “Unfortunately for polypropylene users in the US, this has meant higher prices and occasional supply constraints as the sources of propylene have contracted.”

One of the major sources of propylene over the years has been from ethylene crackers utilizing naphtha feedstocks from crude oil.

With the advent of abundant low-cost natural gas from shale in North America, chemical companies have been shifting their production over to ethane based feedstocks in their ethylene crackers.

“This has severely cut back on the amount of propylene coming out of these facilities and in turn translates into higher costs for polypropylene producers,” Rappaport says.

“Another source of propylene is from refi neries whose main objective is to produce fuel for automobiles, home heating and aeronautics. Here too we have seen limitations develop

for increasing production of reasonably priced propylene that can be converted into polypropylene.”

Rappaport says there is some good news on the horizon, however, for polypropylene consumers. The industry is transitioning over to a strategy of making propylene on purpose utilizing propane from natural gas.

“As we begin to develop our abundant supplies of low cost natural gas in North America the industry will produce increasing volumes of propylene from extracted propane in a process known as “PDH” or Propane De-Hydro. We will be examining this development along with other important aspects of the business that will be impacting polypropylene consumers over the next several years,” he says.

Rappaport: “Prices for both propylene and polypropylene have seen signifi cant increases and decreases compressed into very short time periods”



Neil Hawkes lead analyst at CRU, a London-based commodity research consultancy says a big talking point will be how the market has coped with the closure of Doe Run’s Her-culaneum primary lead smelter at the end of last year. Although this had implications globally, the US market has borne the brunt of the fall-out in terms of supply and demand.

The situation in the US in particular was also made worse by the very bad winter and cold conditions that per-sisted for some time, a scenario that would have also hit battery stocks.

“Last year, the talk was all about what might happen post-closure. But that has now happened and it is more a case of the reality how the markets have adjusted and are coping in terms of supply and demand.”

Hawkes says the immediate re-sponse has come from traders which

have started importing higher levels of lead from all over the world. “Despite the very cold winter, which provided perfect conditions for killing lead acid batteries, and the closure of Her-culaneum, there seems to be enough stock as things stand,” Hawkes says. “Traders have met that demand so far and battery makers have been able to keep rebuilding their stocks.

“But although they have been fi nd-ing enough lead so far, as stocks fur-ther run down, that could mean more tightness down the line.”

This has also meant that the supply chain is more global and stretched than it has ever been. This also poses risks for battery makers because it is more vulnerable to problems and dis-locations that can potentially have far reaching affects.

One of the knock on effects of this dynamic is that the price of ‘scrap’

or ‘spent’ lead-acid batteries has risen dramatically in recent years as the scrap industry appears to have cottoned on to the higher value of lead contained within spent batter-ies. They have increased their selling prices, putting pressure on smelters’ profi t margins, in turn.

There has also been a move by some disgruntled secondary smelters in North America to pricing lead based on scrap prices as opposed to using the LME as a reference.

Hawkes says. “Higher feed costs, combined with higher environmen-tal compliance costs associated with tighter EPA regulations, and new smelter capacity additions, have fi nal-ly prompted smelters to close.”

He says there is no easy solution to this problem for the smelters them-selves, unless they actually start buy-ing scrap metal companies. It is pos-sible, smelters could start doing this, he says. “It is expensive on the scrap side and that is squeezing the margins for smelters. It is an issue.

“It is a misconception that scrap supplies are tight — the costs simply continue to rise because scrap de-mand is even greater and that means scrap is spread more thinly around the smelters. The topic is raised eve-ry year but basically why would the scrap companies take any less? So do the smelters buy them? That is some-thing we could start to see. Otherwise, the price looks like it will remain high for the foreseeable future.”

He also highlights several other is-sues to watch globally that could in-fl uence the global supply and demand balance. Australian lead smelter Nyrstar is still attempting to negoti-ate a multi-million dollar upgrade of its lead smelter at Port Pirie making it a cleaner operation.

An advanced poly-metallic process-ing and recovery facility will be built, substantially reducing lead emissions in the Port Pirie area by replacing the ageing 120-year-old smelter with a much cleaner metal processing opera-tion.

Hawkes believes an announcement on the upgrade is overdue and ex-pects something to be revealed soon. In the meantime, however, China and South Korea could up their own pro-duction levels.

Another story to watch will be the future of Exide, which remains in

A bumpy ride The dynamics around the supply and demand of lead globally will, as ever, be a big talking point this conference.

More interesting than the price of lead is the price of zinc at the moment. A lot of big zinc mines are closing and long-term this could have a knock-on effect on the price of lead

The Doe Run plant in Herculaneum, Missouri closed in December 2013, it was the last primary lead smelter in the country



Chapter 11 pending a restructuring. The company has had a number of environmental issues with its Califor-nia-based smelter and Hawkes reck-ons this could ultimately close.

The real question, Hawkes says, is whether the supply side can keep pace with the steady growth seen in terms of demand. With so much uncertainty of the smelters in North America, the industry looks set to become increas-ingly reliant on a somewhat fragile global supply chain.

Yet demand continues to grow and he sees very few factors that could hold this back. He says demand for lead globally is very steady and relia-ble and has been relatively immune to the global economic downturn. De-spite some changes in technology and other factors, he expects growth to remain robust for some time to come.

Regulation in China could have an impact. As the country attempts to tackle pollution and congestion, vari-ous regulations could affect the bat-teries used in vehicles including elec-tric bikes. “But I think manufacturers have already adjusted. There are very few clouds,” he says.

There is also the question over whether stop-start technology will grow at the same rate in North Amer-ica as it has in Europe. This too could drive demand but it may not be as rapid as some expect.

Against this backdrop of uncertain-ty in the supply chain, the actual price of lead on the LME has done very lit-tle. He says it has been very fl at for some time now, the price is stuck at around the $2,100 a tonne mark. “It occasionally moves up or down a little but basically it is a sideways trend,” he says.

“Investors obviously think there is enough primary supply out there whatever is going on the secondary side. There is probably some frustra-tion that it has not moved, especially in the US, but investors are cautious.”

He notes that more interesting than the price of lead is the price of zinc at the moment. A lot of big zinc mines are closing and long term this could have a knock on effect on the price of lead, he notes. “But not yet.”

Ray Kubis, president & managing director at ECO-BAT, on Tuesday morning. should attract a packed audience.

In a speech called Interesting times for new and recycled battery metals, Kubis will give an overview of the patterns in terms of supply and demand in the secondary and primary supply of lead and the potential impact this could have on the wider markets.

“The future of a few smelters is an interesting issue and the supply chain has certainly been evolving creating some important changes and challenges for the industry,” Kubis says.

The closure of Doe Run’s Herculaneum primary lead smelter at the end of last year has created a number of knock-on effects in the market with the supply side having to fi nd ways of keeping up with what has been steadily growing demand.

He will also touch on some of the issues about lithium-ion batteries. As well as covering the supply and demand side of the materials used in these, Kubis will discuss the growing problem of lithium-ion cropping up in the lead recycling

process. There are many safety implications associated with this, which the industry is attempting to fi nd ways of resolving.

He believes China will be key to growth in the future, the robustness of that economy combining with regulatory initiatives in the country to establish a demand for lead.

“There are certainly interesting times ahead,” he says. “So fi rst I will focus on the shift in the market from primary to secondary supply and then also look at lead versus lithium in terms of the anticipated growth and the implications of this for the supply chain. We anticipate this to continue at a healthy level driven by certain fast growing sectors such as storage.”

He also notes a short-term spike in demand could come about because of the severe winter experienced by North America that would have harmed battery stocks.

He also notes that although different battery users have different demands and needs when it comes to the type of supply they use in terms of the purity, the market is increasingly becoming focused on the cost and what improvements are possible within that.

INTERESTING TIMES FOR RECYCLED BATTERY METALS

“Investors obviously think there is enough primary supply out there whatever is going on the secondary side”

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Time to debunk thelithium mythsCase study: growing your business in the teeth of a recession

Excitement: NAATBaat picks Kentucky for HQ

Lead acid fights back

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Why cutting edge lead technology could knockout next generation batteries

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BCI BATTERY VETERANS


Roll of honour — BCI quarter century members(As of April 2014) ROBERT J. AARON, JR.HUBERT ABNERCHARLES-LOUIS ACKER-MANNTERRY AGRELIUSHECTOR VALDEZ AGUILARWASEEM AHMADDICK AMISTADIGRAHAM G. ANDERSON, JR.T. W. ANTHONYDANIEL P. ASKINGEORGE W. AYRTONK. M. AZHMAGANBETOVIRA C. (BUD) BAERINGERJOHN P. BADGERART BALCERZAKDON BARNARDBILL BARNESROGER BARRCARLOS L. BARRENECHEJAMES H. BARRETTSIMON BASTACKYGIUSEPPE BAUDOWALTER BAUERBERNIE BEALSROLF BECKERSGORDON BECKLEYDAVID BEIDLERCLEVE BENNETTROGER BERGERROBERT BERTRAMBILL BESSIREJOHN A. BITLERJOSEPH A. BLACKROBERT BOBBETTWERNER BOEHNSTEDTSTEVE BOLANOWSKIJIM BOUCHARDDOUGLAS J. BOUQUARDRICHARD BOWERSDOUG BRADLEYWILLIAM BRECHT

MITCH BREGMANDANIEL D. BREIDEGAMALBERT BRICEEDDIE BRICEHENRY BRICEBERT BRIDGEWATERGEORGE BRILMYER,JOHN BRODHACKERA. J. BROGANDOUGLAS BROWNGARY G. BRYANROBERT H. BUESINGKATHRYN R. BULLOCKRICHARD A. BURKARDCHARLES A. BURKHART, IIEARL E. BUSDIEKERN. KENNETH CAMPBELLENRIQUE CARREONRANDY CASSTEVENSGERARD CHAIXCARMEL M. CLEMENTSONGEOFFREY CLEMENTSONG. A. CLERICIGUY CLUMMICHAEL J. COADISRAEL COHENBRUCE A. COLEJEROME F. COLELEE COWANROBERT C. CRAWFORDMICHAEL CROSSJERRY V. CROWBOB CULLENHUGH CULLIMORETHOMAS A. CURTISPETER DANJERRY DARLINGELLSWORTH P. DAVISJAMES C. DeBRAYDON J. DEL DOTTOBUD DeSARTMALCOM DEWARROBERTO DIENER, JR.JOSEPH F. DONAHUEWALLACE M. DOBBINSTHOMAS J. DOUGHERTYJAMES W. DOUGLAS

THOMAS S. DOUGLAS, IIIGERALD Z. DUBINSKI, SR.GERALD (JERRY) DUERKSENDAN DUFFIELDFRANK DUMASHAROLD J. EBERLYP. MICHAEL EHLERMANBILL ELLISHERB ELLISBERNARD J. ELZER, JR.JOE ESSINGPETER FABERJIM FAISTHELMUTH FAUSTDANIEL J. FETHEROLFROBERT FINNEUGENE P. FINGERPERCY W. FISCHELARNOLD FISCHERROBERT FLICKERCHUCK FOWLERROBERT W. FRITTSED FREYKYO FUCHIDAROBERTO GARCIALAURIE GARDINERMALCOLM J. GAVANTSILVANO GELLENIHARVEY S. GERSHENSONFOLCO GIBELLINIWILLIAM C. GLOVERPAUL S. GODBERRICK GODBERFRANCOIS GONNARDROBERT GONZALESROBERT J. GRACEROBERT W. GREENFIELDMICHAEL E. GREENLEEBILL GREENWOODTROY A. GREISSOSCAR GRISCHKOWSKYSTEPHEN J. GROSSBRIAN GUNNINJOSEPH T. GUSHUENEIL HALEVINCENT M. HALSALLRANDY HANSCHU

KARL E. HANSLIKJAMES S. HARDIGGJASPER HARDINA. M. HARDMANTERENCE EDWARD HARNETTKEITH HARNICKROBERT B. HARRINGTONMICHAEL R. HARRISONPIERRE HAUSWALDHAL HAWKB. A. HILLDARRELL HIMMESOETEMASATSUGU HIRANAGADON HODGESLES S. HOLDENL. SAM HOLDENJOHN H. HOOVERCELWYN HOPKINSDENIS S. HOWARTHKENT HUDSONDON HULLDOUGLAS F. HUTTONKIYOTAKA IKAWAEMMETT R. JAMIESONJOE JARVISSAM JASSINJOSEPH J. JERGLJAMES R. JESKIEJIM JOHNSONRICHARD JOHNSON LLCJEFF JORDANJEFFREY JUDSLARS KALLSTROMJOHN T.C. KANJAMES KANDARICHARD KAPPESTETSUNARI KAWASESHUJI KAWATAWILLIAM A. KEITHDON KEMPTERWILLIAM J. KENNEDYRAY J. KENNYHEINZ-ALBERT KIEHNEJIM KLANGDAVIS KNAUERMARK ALLAN KNOWLTON

ARTHUR G. KOCHPHILIP KOWALSKIKLAUS H. KRAFTWAYNE KRICKRAY KRUSINGEDWARD M. KSENIAKRAY KUBISDOUG LAMBERTURBAIN LAMBERTDANIEL LANGDONTIM LAWLORALFRED C. LAZAGARICK LEIBYRICHARD LENTINEGUIDO LEVATIBRIAN LEWISMARLENE M. LEWISBILL LINCOLNROBERT A. LINDBOB LINDSAYDAVID LONGNEYJAMES W. LORIO, M.D.CHI-HWA LUDAVID LUNDJOHN LUTESREX E. LUZADERLOUIS J. MAGDITSJOSEPH MAJESKYSERGIO MALACONPETER MALONEYJOHN E. MANDERSKEN MARSHALLEDWARD M. MARWELLJAMES K. MASONDONALD A. MASSELLEGEOFFREY J. MAYMICHAEL MAYERBO McCANNKELLY McCANNROBERT G. McCLELLANSTEVE McDONALDJOE McKINLEYJACK McLANECHARLES K. McMANUSTIM McNALLYHARRY D. McVEYS. WILLIAM MEEHAN

TOSHIO MEGADANIEL A. MELVILLEK. D. MERZGERHARD MEYENBURGCARL F. MIELKELARRY MIKSIEWICZSALLY S. MIKSIEWICZARDELLE E. MILLER, SR.JEANITH L. MILLERTOM MILLERNORM MILLERPETER MILLIONJOHN A. MILLSTOM MINNERCHERYL MINORGARY MITCHENERRICK MOODYS. K. MITTALHARUKA MIURAMICHAEL E. MOELLERDAVID MORRALLK. MURATAJOHN MURPHYGEORGE NADER-LATUFFLOUIS NAGYJOHN NEESRAYMOND NEVINARNIE O. NILSSONGEORGE E. NOELANN NOLLMALCOLM NORDSTROMJAY NORTHEYPHIL NOZNESKYKAZUO OKADADONALD L. OKESONAYKAUN OKUMAMICHAEL O’MALLEYAL O’NEALSTUART W. ORRTHOMAS L. OSWALDS. CLARK OTTERNESSTERRY R. OXENREIDERPHIL PACHECOSYNG L. PAIKWILLIAM M. PALLIESJAY K. PARMARROBERT J. PENSYL

What is it with the US obsession with crack-of-dawn meetings? And breakfasts too. Was a whole nation raised on farms in the mid-West?

This year, BCI, deciding that last year’s 7.30 am breakfast start for the quarter century club was getting on the late side has pulled it back to 7am.

This time the quarter century club — those BCI members who have supported the institution for 25 years and not forgetting the few that have even clocked up a half century — looks like a strong program. The co-hosts are Roger Winslow, president of Richardson Molding, and himself

a half century club member, and Hal Hawk, president of Crown Battery and a former head of BCI. The speaker will be quarter century club member Richard Johnson.

“The quarter century club is a fi ne tradition to uphold,” one BCI veteran told Batteries International. “It’s more of a friendship than anything else. We get together and have a good time.”

Asked if the press could be allowed in, the reply was a fi rm reprimand. “No, the only people allowed to attend the breakfast have to be BCI veterans of 25 years’ standing. Be-sides isn’t 7am closer to your bedtime than getting up?”

The quarter century club — battery heroes reunited


BCI BATTERY VETERANS


KATHY PETERSONALFRED J. PAUTLERWILLIAM U. PAYNEBOB PEPPERSGLENN PERRINIKATHY PERZEEPETER J. PETERSONWILLIAM PICCIOLODONALD L. PIERSONWILLIAM T. POLLARDVERNON J. POTTSVINCE PUSATERIRAMA PRASAD RAYR. DAVID PRENGAMANDON PRIEBEED PUCKETT

JOSE M. PUIGVINCENT PUSATERIPETE QUINLANNAWAZ M. QURESHIDONALD RABON STEVEN RAUMICHAEL E. REEDTHOMAS J. REILLYWIN REINEMANNBART REITTERRUDY RENFROWROBERT P. RESTREPODOUGLAS GORDON RISTJOSEPH RIVERAJUNIOR ROCKHOLDS. TUCKER ROE

BILL ROORKURI ROSENSHEINJAMES B. ROSKIBYRON ROTHPLETZ, JR.JAMES RUBRIGHTARNIE Y. SAKAIJOAO A. MESTRE SALVADORWILEY C. SANDERS, JR.MARTIN SANNASIGARY SANTASPIRITMANUEL SANTOSLARRY SCHEINBAUMAL SCHMIDTJOHANNES SCHNEIDERROBERT R. SCHOEBERLANTON SCHWETZ

JOHN SEARCYJ. QUINN SELSORROBERT D. SEMMENSJAHAR SENGUPTARODNEY SHANEJERRY SHASSERREMICHAEL SHAWJOHN R. SHAWJAMES I. SIKORAROBERT D. SIMONTONBOB SLAUTTERBACKGEORGE SMITHKEVIN SMITHTOM SMITHJIM SNOOKDONNA SNYDER

PAUL J. STAAB, IIIJOHN STANPHILLRICHARD M. STARKFRANCOIS STEFFENSGREG STEVENSJIMMY STEWARTKENNETH A. SUTTONLEE SWAINROBERT D. SWAINJOSEPH F. SZABOLAURIE SZPARATAKAOMI TAKIIOSWALDO TAMAYOGARY TAYLORED TAYLORGIOVANNI TERZAGHIFELIX TESHINSKYFREDERICK TESHINSKYJAMES H. THRASHJIM TOEWSMIKE TOLEKEITH TOLLTOM TOMKINSDOUGLAS R. TUPLINGFRANCISCO TRINIDADFROSTY TUNNELLDENNIS ULRICHB. Z. UYTIEPOSTEPHEN L. VECHYAL VINCZEBURCHARD VON CAMPEANDY WADDELLBARRY WALKERDONALD WALLACEWILLIAM WALTERAKIO WATANABEK. FRED WEHMEYERMICHAEL J. WEIGHALLDAVID WEINBERG, ESQ.ARVIN WELCHMARK WELSDON WENSINGER, IIEVAN R. WESCOE

WILLIAM H. WESTON, JR.STEVE WICKMANPETER WILKEJ. WORTH WILLIAMSBOB WILLIAMSONDAVID WILLISDON WILSONTODD WILSONRICK WIMBERLYLAWRENCE B. WINDISCHJAN WINSLOWMARK WINSLOWDAVID A. WINTERBOTTOMJOHN O. WIRTZJOHN W. WIRTZDONALD A. WOJTONMIKE WONCHTERRY E. WUSSOWDAVE YANIKTOMMY YOUNGBLOODTERUHISA YUASAKENNETH E. ZALECKIPIOTR ZENCZAK

Battery Council InternationalOne-Half Century Club

TOM ABATADAVID P. BODENJ. ROY BRAYDeLIGHT E. BREIDEGAMGEORGE COLLINSALLAN COOPERJOHN DEVITTCLYDE D. ELIUMMARK A. KNOWLTONLEE KOENIG JOSH LIVERMORESERGIO PEZZOTTIJOHN R. PIERSONRALPH TIEGELROGER WINSLOW

AND SADLY THOSE NO LONGER WITH US

Quarter century club membersJOHN ANDERSONPETER C. ASPINALLSYDNEY BANKSLAWRENCE R. BARTLETTWILLIE BEASONLARRY BENNETTSTOM B. BLAIRJERRY BOYLANDON BRANDTJOHN A. BRUZASSAL CANGELOSIHARRY CHANNINGJOHN CORCORANMAX CORNBLATTE. B. CORNETTEANDY DIETRICHJUAN DORIGAFRANK DRAVESW. J. (BILL) EBERLEJAMES H. ENGLISHJOHN EDGAR FARMER

WILLIAM N. FLETCHERLAURENCE FRYJ. GEORGE GANGE, JR.PAUL-ARMAND GAM-MENTHALERSCOTT GAMSTERROBERT GARWOODJOSEPH GATTODICK GODBERCHARLES GRAVESLAWRENCE HAHNANDREW C. HARDTKENORMAN HOYTROLAND A. JOHNSONCHARLES E. JUSTICEJAMES H. KELLETTJOHN KOSSOWEMIL KOVACIKJ. T. LAWRIEBIRKE M. LUCKENBILLBEN McKINNEYDONALD C. MELNIKJIM MILLER

FRANK MORGANEDWARD N. MROTEKTOM MURANAKAJOSEPH J. NOBLESEGON E. NURMETJOSEPH A. ORSINOK. N. PIKEROBERT L. PUCKETTROBERT N. QUENELLWILLIAM RASMUSSENCHARLES R. ROGERSTURNEY L. RICHJOHN RICKOLTMALCOLM E. ROSSTONY SABATINOBERNARD SCHEINBAUMHENRY SCHEINBAUMMARVIN SCHEINBAUMWILLARD SCHREINERARTHUR SINGERPAUL STAAB, SR.PAUL STAAB, JR.NED L. STAUFFER

ROBERT W. STOLLEARL E. STOUTJAMES V. STUPPIAJOHN J. SURRETTEBILL SZAKACSERNEST GEORGE TIEGELRICHARD P. TIPPEYED TURNERG. E. TURNERPETE VIVIANOBYRON A. WADDELLDON WENSINGERHOMER H. WOODRUFF, JR.WILLIAM B. WYLAMBILL YEDLICKARICHARD B. YOUNG

Half-century membersJERRY BOYLANSAL CANGELOSIWILLIAM J. EBERLEROBERT N. QUENELLED TURNER

BILL WYLAM, Batteryman, 1935-2014

Bill Wylam — a lifelong BCI member of some 35 years’ standing and one of the best-known fi gures in the US battery industry of the 1970s, 1980s and 1990s — died on March 8.

A much-loved man for his generos-ity of spirit and willingness to pass his knowledge on to the next generation of batterymen, he was also at the forefront of a generation that sought to explore and integrate other chemistries into the energy storage world.

Bill will perhaps be best remembered for the way he led General Motors to adopt the so-called ‘maintenance free’ battery and so changed the face of the lead acid battery industry.

From his fi rst years at the Delco Remy Division of General Motors, Bill was the driving force behind pushing the corporation into ac-cepting and developing new battery technology.

Mike Greenlee, a former chief engineer at Exide Technologies recalls: “He was passionate about turning the fi rm away from the then-standard antimony-based

batteries to the new maintenance free calcium-based batteries. He understood that for an automo-tive fi rm to be successful they had to stay ahead of the curve. Quite literally he was the father of the maintenance-free battery.”

Bill ultimately was the master-mind in moving GM to the so-called Delco Freedom batteries.

Bill — with a cast of hundreds of engineers reporting to him — was responsible for the creation of plants across the world manufacturing batteries for GM.

He is equally well remembered for his work on the motor and bat-tery system for the GM EV1 electric vehicle — nowadays regarded as the 1997 forerunner of the Chevy Volt.

After retiring, he set up his own successful consultancy.

Bill was a great believer in giv-ing back to the industry what the industry had given to him, using

his lifetime of expertise he served on numerous advisory committees, both paid and unpaid, until the very end.

He was known equally for his personal touch as his ability to forge friendships with those above and below him professionally.

He was highly active in the community from his involvement in the church — he was a devout Christian — and also with youth and scout groups.

“We’ve lost one of a kind,” a colleague said. “He was a great friend, colleague, and a mentor. We will dearly miss his infectious smile, unshakable wisdom and kindness. He was a gifted teacher, an inspira-tion to all underneath him and a fi ne human being.”

Bill died of a brain cancer in the early hours of March 8. He had been aware of the disease from the summer before.


BCI DATAFILE

MANUFACTURER MEMBERS

Silvano Gelleni ACUMULADORES DUNCAN

Parth R Jain ALF TECHNOLOGIES (INDIA)

David Hector AUTOMOTIVE COMPONENTS LIMITED

Philippe Westreich AXION POWER INTERNATIONAL, INC

Christian Rheault C&D TECHNOLOGIES, INC

Hal Hawk CROWN BATTERY MFG COMPANY

M A Knowlton DYNO BATTERY INC

Daniel Langdon EAST PENN MANUFACTURING CO, INC

John D Craig ENERSYS

Eladio Cardona ENERYA SA de CV

Robert Caruso EXIDE TECHNOLOGIES

Alessandro Dolcetta FIAMM SpA

Michael Gilchrist HIGHWATER INNOVATIONS,

Glenn Hollett INTERSPACE CONCORDE BATTERY

Brian J Kesseler JOHNSON CONTROLS, INC

Smokey White MOTOBATT BATTERIES,

Attila Türker MUTLU AKÜ VE MALZ SAS

Ling Chung Hwa NAVANA BATTERY LIMITED

Jerry Hoffman NORTHSTAR BATTERY COMPANY

Munawar M Moin RAHIMAFROOZ BATTERIES LIMITED

Clifford J Crowe RAMCAR BATTERIES, INC

Michael E Moeller REMY BATTERY CO, INC

Shigeru Ito SHIN-KOBE ELECTRIC MACHINERY CO

Syed Al-Hossain SILICON POWER

Randy Hart SUPERIOR BATTERY MFG CO, INC

J D Surrette SURRETTE BATTERY CO

Michael Shaw TELEDYNE BATTERY PRODUCTS

Jeff Elder TROJAN BATTERY COMPANY

Terry Agrelius US BATTERY MANUFACTURING CO

Darren Chen VISION BATTERY USA, INC

Chuck Fowler YACHT BATTERY COMPANY,

Hitoshi Ohta YUASA BATTERY INC

SUPPLIER MEMBERS

Anna Stuehrman ABERTAX TECHNOLOGIES

Lee Cowan ACCUMA CORPORATION

Brett Beal ACCUMALUX AUSTRALIA PTY

Charles Ackermann ACCUMALUX SA

William Lincoln ADDISON ENERGY INC

Guy Dauwe AMER-SIL, SA

Julia Lutz AMETEK PRESTOLITE POWER

Dick Amistadi AMISTADI ASSOCIATES

Arthur T Balcerzak AT BALCERZAK CONSULTING SERVICES

Edward Puckett ATOMIZED PRODUCTS GROUP, INC

Scott Crerar AUTO METER PRODUCTS, INC

Cindy Song BAIN AND COMPANY

Elke Oschmann BATTERIE FULLUNGS SYSTEME

Richard T Johnson THE BATTERY CONSULTANCY

Julie Elliott BATTERY WATERING TECHNOLOGIES

Daryll Rardon BENNING POWER ELECTRONICS, INC

Maurizio Masotti BITRODE CORPORATION

Peter Rumsey BLINQ DIAGNOSTICS

Greg Schmitt BORREGAARD LIGNOTECH

Helen Matthews BROOK HUNT

Bill Curtis CARLSON TOOL & MFG CORP

David Honkamp CELLUSUEDE PRODUCTS, INC

Dwyn von Bereghy CENTRIFUGAL CASTINGS

Gary Bryan CHROMA CORPORATION

Itay Michaeli CITIGROUP

Michael Wipperfurth CMWTEC TECHNOLOGIE

Bob Baginski COBRA WIRE & CABLE, INC

Jozzepi Foo CO-EFFICIENT PRECISION ENGINEERING

Andrew Carr CP ENVIRONMENTAL, INC

S Tucker Roe DARAMIC,

Darby Rockney DHC SPECIALTY CORPORATION

Rolf Beckers DIGATRON INDUSTRIE-ELEKTRONIK

Pierre-Jean Arvers DIGATRON POWER ELECTRONICS,

Jose Hansen THE DOE RUN CO

Michael A Doyle DOYLE SHAMROCK INDUSTRIES

Thierry Touzeau BERNARD DUMAS, SAS

Nick Semitka EIRICH MACHINES INC

James Stockhausen ELANTAS PDG, INC

David Trueba ENTEK INTERNATIONAL

Russell S Kemp, PE ENVIRON INTERNATIONAL CORP

Dan Askin ESCA TECH, INC

Jim Gilmour FARMER MOLD & MACHINE WORKS

Sanford Leavitt FERRIE DI STABIO

Rob Brock FLOW-RITE CONTROLS,

Geoff Davies FROETEK PLASTIC TECHNOLOGY CORP

Robert Gauthier GAUTHIER NON-FERROUS PRODUCTS INC

Joseph H Coudon GLATFELTER COMPOSITE FIBER, NA, INC

Paul Chidiac GLENCORE CANADA CORPORATION

Daniel Leach GOPHER RESOURCE,

Lee D Raymond GREENWICH METALS INC

Terrence H Murphy HAMMOND LEAD PRODUCTS

Sean O’Brien HOLLINGSWORTH & VOSE CO

Ryan Sanderson IHS GLOBAL

Membership directory: the great and the good


BCI DATAFILE

Norbert Ahnemann INBATEC

Jeff DePietro INTERNATIONAL THERMAL SYSTEMS

Joseph P Badger JBI CORPORATION

John L Devitt JOHN L DEVITT CONSULTING ENGINEER

Bo Johansson KÄLLSTRÖM ENGINEERING AB

Max Mandt-Merck LAP GMBH LASER APPLIKATIONEN

Camden Arthur LAUSCHA FIBER INTERNATIONAL

Spencer R Stock LESTER ELECTRICAL

Thomas Windham Jr MA INDUSTRIES

Douglas Bornas MAC ENGINEERING & EQUIPMENT

J Morales-Caramella MAYCO INDUSTRIES, INC

Joseph P McKinley MCB ENVIRO, EAGLE OXIDE SERVICES

Steve McDonald MICROPOROUS,

Will Sampson MIDTRONICS, INC

Steven W Swogger MRLEAD PLUS

James Histed NATIONAL ACID PROOFING, INC

Marc Desautels NEWALTA CORPORATION

Kenichioro Fukae NIPPON SHEET GLASS CO

Kent Lancaster OAK PRESS SOLUTIONS

Nada Bursac OKABE CO, INC

Jacopo Maggioni OM IMPIANTI SRL

Steve Rau OMNI OXIDE

Michael Chames ON BOARD SOLUTIONS,

Julie Hayes OWENS CORNING CORPORATION

Cal Houdek PALICO INSTRUMENT LABORATORIES,

Cesare Catelli PC DI POMPEO CATELLI SRL

Joe Spiciarich PENOLES METALS & CHEMICALS, INC

Alan Wirsul PENOX, SA

Jeff Hindman POLYMER MOLDING INC (PMI)

James Tunnell POWERLAB, INC

Joseph M Arvai, IV QUICK CABLE CORPORATION

Roger A Winslow RICHARDSON MOLDING INCORPORATED

Richard Jonach ROSENDAHL MASCHINEN GMBH

Richard Aulenbach RPA ENGINEERING

Robert E Finn RSR CORPORATION

Charles Hwang RUIHUA/MEGAPOWER ELECTRONICS

J Roy Bray SANDERS LEAD COMPANY, INC

Frederick Schneider SCHOLLE CHEMICAL CORPORATION

Duane Shooltz S&E SPECIALTY POLYMER

Yanfang Zhao SHENYANG JUGU EQUIPMENT MNFG

Timothy G Davis SMS DIV OF SANDMOLD SYSTEMS, INC

Paul R Fink SORFIN YOSHIMURA

Sandy Saye SOUTHERN WEAVING COMPANY

L E Gardiner TBS ENGINEERING LIMITED

Alberto Pezzotti TECHNOFIN ’98 SRL

Jim Pedersen TECK METALS LIMITED

Gilles Boucher TERMACO

Ralph Tiegel TIEGEL MANUFACTURING CO

Steve Stack TONOLLI CANADA,

Peter Hochschild TRAXYS NORTH AMERICA,

Frederick Teshinsky TULIP

Jack E Waggener URS CORPORATION

H Gerald Jowers US LEAD, INC

Erik Eberlein WEGMANN AUTOMOTIVE

John O Wirtz WIRTZ MANUFACTURING COMPANY

MARKETER MEMBERS

Charles Carr A-1 BATTERY, INC

Ed Fuxa ACTION BATTERIES UNLIMITED

Bobby Stafford ACTION BATTERY CENTER

Richard Swearingen ADVANTAGE POWER BATTERY

Aron Haynes ALL-PAK BATTERY

Steve Hixdon ART’S ELECTRIC, INC

Robert Petersen ALL-TRA BATTERY

Pete Dufaud - AMERICAN BATTERY CORPORATION

Steve Dufaud AMERICAN BATTERY CORPORATION

Dennis Loso AMERICAN BATTERY CORPORATION

Orville Cottrell ASSOCIATED BATTERY SUPPLY

Steve Stoll AUTOZONE PARTS, INC

Bob Williamson AZTECH ENERGY

Bill Yates B & B BATTERY GROUP, INC

Bob Giardina B & B BATTERY GROUP, INC

Jeff Tunks BATTERIES NOW

Monica Tunks BATTERIES NOW

Frank Groccia, III BATTERIES UNLIMITED

Kent Curry BATTERIES UNLIMITED

Ed Cunningham BATTERY BARN OF VIRGINIA, INC

Melvyn Digitale BATTERY BILL, INC

Brad Winkler BATTERY BOYS UNLIMITED

Kerry Landis BATTERY BOYS UNLIMITED,

Mike Cash BATTERY DISTRIBUTORS, INC

Joe Carter BATTERY EXPERTS

Marcus Compton BATTERY EXPRESS

Rick Kagle BATTERY ONE HAGERSTOWN

Miles Hopson THE BATTERY PROS

Scott Stephens BATTERY SALES, INC

Scott Winchester BATTERY SERVICE, INC

DanGafford BATTERY SOLUTIONS, INC

Margaret Gafford BATTERY SOLUTIONS, INC

Brad Streelman BATTERY SYSTEMS INC

Josh Lassiter BATTERY WAREHOUSE

David Pulley BATTERY WAREHOUSE OF ALEXANDRIA

Sam Williams BATTERY WAREHOUSE WHOLESALE

Charlie Williams BATTERY WAREHOUSE WHOLESALE

Jennifer Zalecki BATTERY WHOLESALE

Roland Best BEST BATTERY CO INC

Richard Price BULLDOG BATTERY

Patrick Crowley CAPITALAND FILTER & SUPPLY

James Parker CAPITALAND FILTER & SUPPLY,

Ken Turner CC BATTERY CO, INC

Ted Turner CC BATTERY CO, INC

Shane McMahon CDN ENERGY AND POWER CORP

Ian Anthony Pinson CHLORIDE TECHNICAL AND TRADING


BCI DATAFILE

Edgar Dueñas COMERCIAL DE REPUESTOS Y SERVICIOS

Frank Dumas COMPLETE BATTERY SOURCE /START-ALL

Jim McCann CONTINENTAL BATTERY MFG CORP

James Gengler COPPERSTATE BATTERY, INC

Charlie Craig CRAIG BATTERIES

Peter Maloney CROWN BATTERY OF CANADA - CBC

Joy Czerwonky C-TROL,

Rick Swan DIXIE BATTERY SUPPLY

Stephen Pal EDMONDS BATTERIES

Candi Meana ELECTRO BATTERY, INC

Ron Zeller ELECTROLIFE BATTERY

Dwayne Ellis ELLIS BATTERY COMPANY

Darren Ellis ELLIS BATTERY COMPANY

Craig A Pahl EMERGENT BATTERY TECHNOLOGIES, INC

Tim Shoepe EMPIRE BATTERIES

Clay Johnson FACTORY MOTOR PARTS

Robert Boss FORD MOTOR COMPANY

Anthony Echols GM CUSTOMER CARE AND AFTERSALES

Jay Northey GS BATTERY (USA) INC

Jerry Harris HARRIS BATTERY COMPANY, INC

Greg Shull INTERSTATE BATTERY SYSTEM

Jerry Muller JEFFERSON BATTERY CO, INC

Jeremy Jowers JOWERS BATTERIES - GJ BATTERIES

Ken Owens KEN OWENS BATTERY COMPANY

Keith Owens KEN OWENS BATTERY COMPANY

Anoop K Sunkara KRAUS INTERNATIONAL, INC

Philip A Noznesky LEOCH BATTERY CORPORATION

Del Downey LIBERTY BATTERIES

Peter Berson LVP DISTRIB-POWER SOURCE BATTERIES

Justin Bakhsh MAGNACHARGE BATTERY CORPORATION

Brian Mathis MATHIS BATTERY COMPANY

John Farrell MILLENNIUM BATTERY EXPRESS

Gus Drosos MOUNT VERNON BATTERY

Nate Mullet MULLET BATTERY, INC

Lynn Mullet MULLET BATTERY, INC

Jan Zogmaister NATIONAL BATTERY SALES

Darrow Zogmaister NATIONAL BATTERY SALES

Dave Saienni NEWARK BATTERY CO, INC

Mark Fulchwantz NEW ENGLAND BATTERY

Dalton Fulghum NORTH STATE BATTERY (NSB)

Jim Beck NORTHWEST BATTERY & ELECTRIC

Carmen Robertson PA BATTERY & TRUCK ACCESSORIES

Jim Frock P&H AUTO ELECTRIC

Steve Ahmann PACIFIC POWER BATTERIES

David Brown PASCO, INC

Ronald A Weber PENMA COMPANY

Ralph Quinter PIQUA BATTERY

Pete Polete PLP BATTERY SUPPLY

Rick Hallock POWERMASTER BATTERIES

Guy Clum POWER-SONIC CORPORATION

Peter Vander Linden PRAIRIE BATTERY

Joe Elras REACO BATTERY

Brian J Ricketts RG AUTOMOTIVE MARKETING,

Lou Neuf SPRINGFIELD BATTERY CO

Paul Staab, III STAAB BATTERY MFG CO

Traci Sterling STERLING BATTERY CO, INC

Mike Stevens STEVENS BATTERY WAREHOUSE

Bonnie Hughson SUR-POWR BATTERY

Phil Simmons S&W BATTERY INC

Mike Swift SWIFT INDUSTRIAL POWER, INC

Arnold Truelove TNT BATTERY COMPANY, INC

Judy Truelove TNT BATTERY COMPANY, INC

Tom McConnell TNT DISTRIBUTING

Steve King TREASURE COAST BATTERY

Gerald Johnson TRI-CITIES BATTERY & AUTO REPAIR, INC

Randy Clark TRI-STATE BATTERY SUPPLY, INC

Ian Edmonds UNIVERSAL POWER GROUP, INC

Nick Stratigeas US POWER OF MIAMI

Ryder Keller VOLTAGE SYSTEMS, INC

Joe Jarvis VOLTAGE VENTURES, INC

Jim Douglas VOLTAGE VENTURES, INC

Tim Ruth WAREHOUSE BATTERY OUTLET

Dan Bell WHATCOM ELECTRIC COMPANY INC

d/b/a BATTERY SPECIALISTS OF ALASKA

ASSOCIATE MEMBERS

Todd Milner AAA (AMERICAN AUTOMOBILE ASSOC.)

Alan Hyde AUSTRALIAN BATTERY INDUSTRY ASSOC

Michael S Halls BATTERIES INTERNATIONAL

Richard Dee CLUB ASSIST

Rick Hallock ENERGY BATTERY GROUP, INC

Andy Bush INTERNATIONAL LEAD ASSOCIATION

Boris Monahov ILZRO

George Kerchner PRBA – RECHARGEABLE BATTERY ASSOC

HONORARY LIFE MEMBERS

DeLight Breidegam EAST PENN

Harvey Gershenson KAPPA CONSULTING

MULTIPLE MEMBERS

Robert Flicker EAST PENN

Daniele Calasanzio FIAMM ENERGY,

Bob Aaron HAWKER POWERSOURCE

Peter Victor Cheng NEPO INC

L Sam Holden RICHARDSON MOLDING INC

Alessandro Fossemo SOVEMA GLOBAL SERVICES

CUTTING EDGE BCI

The UltraBattery — BCI members East Penn, ALABC

The UltraBattery is probably the most well known lead acid product in the advanced battery universe — but it’s only now going to become a major hitter. Essentially, it’s a hybrid energy storage device combining ultracapaci-tor technology with lead acid battery

science in a single cell with a common electrolyte.

In 2008, East Penn entered into an exclusive agreement with Furukawa Battery, a Japanese battery manu-facturing company, and the Com-monwealth Scientifi c and Industrial Research Organization (CSIRO), the Australian national science agency, to release the UltraBattery technology in North America.

The battery was manufactured by East Penn for the SLI and motive power markets (including Japan and Taiwan).

This new battery technology was invented by CSIRO and developed by Lan Lam, the now retired inventor and mentor of the project. East Penn also holds the exclusive licence to de-velop, test, and release the UltraBat-tery technology for stationary appli-cations through its subsidiary, Ecoult.

The technology has been supported by governments in Australia, Japan, and the US. The benefi ts of support-ing UltraBattery were clear, says Sally Miksiewicz, chief executive of East Penn. Investment in this technol-ogy could not only assist in the more

First footfalls into the promised land of advanced lead acid energy storage

BCI members continue to push out the possibilities of lead acid batteries. Batteries International looks at some of the more exciting product lines un-der development.



CUTTING EDGE BCI

widespread acceptance of hybrid electric vehicles (with the potential to reduce both emissions and fossil fuel dependency) but also provide a so-lution to the problems addressed by grid-scale storage.

She says that regulators have long been aware that great fi nancial and environmental benefi ts could be achieved from the integration of large-scale energy storage into power grids.

But while the needs of energy stor-age were creeping up every govern-ment’s agenda, there were few tech-nology options that offered suffi cient levels of safety, recyclability and lon-gevity to contemplate widespread in-stallation across the grid.

The UltraBattery has been recog-nized by some government funding bodies as a breakthrough technology. “Moreover, lead acid batteries have a great safety record and are already the most recycled product in the US,” says Miksiewicz.

Leveraging investment“When test results for UltraBattery began to reveal that the technology excelled in continuous partial state of charge applications, it became clear that the massive investments made in over a century in lead acid battery manufacturing and recycling could be leveraged to give a rapid path to mar-ket for a product with applications across power grids and transporta-tion.”

The technology has made headway on a number of fronts and a number of grant-assisted projects have been launched recently.

One project, done in partnership with the US Department of Energy American Recovery and Reinvest-ment Act (ARRA) programme, is de-signed to show how advanced VRLA and UltraBattery energy storage solu-tions can be used to optimize renew-able energy. The batteries provide simultaneous voltage smoothing and peak shifting that optimizes the har-vested energy for integration to the grid.

Miksiewicz says the dual technolo-gies have been shown to successfully (and simultaneously) shift solar en-ergy to meet peak demand times and smooth the intermittent renewable source to create a fi rm, dispatchable resource.

“This project shows how advanta-geous energy shifting and smoothing can be for the grid, particularly in al-tering the profi le of grid scale renewa-

In January 2008, the Advanced Lead Acid Battery Consortium tested a Honda Insight medium hybrid vehicle and replaced the original NiMH pack with an UltraBattery. The test vehicle ran over 100,000 miles without a conditioning charge and demonstrat-ed better cycle life performance than the original battery pack.

Today, two other moderate hybrid Honda Civic UltraBattery cars are proving that advanced lead acid technology has a seat at the table of hybrid electric vehicle technology, according to East Penn.

Over two years ago, these moder-ate HEVs were retrofi tted with an Ul-traBattery pack with batteries made by East Penn.

A moderate HEV has a petrol and an electric engine as well as other electronic controls, and traditionally comes standard with NiMH battery packs. However, these vehicles, both retrofi tted with UltraBattery packs, are producing some impressive results.

One of these UltraBattery cars, supported by the US’ Department of Energy and ALABC, has reached over 130,000 miles in some of the country’s hottest conditions in Phoenix, Arizona. Not only has it performed exceptionally well in the heat, but it is also running in a fl eet operation that creates extreme and severe service conditions.

A second UltraBattery car under-goes consistent road testing and battery system analysis at East Penn Manufacturing’s large manufacturing complex in Lyon Station, Pennsylva-nia. The battery pack in this car was recently evaluated during its milestone of 50,000 miles (it is currently over 80,000).

The battery pack showed no perfor-mance degradation and the individual battery voltages of the pack actually converged as they aged — proving UltraBattery technology can diminish the complexity and expense of other battery technologies and their battery monitoring systems.

TESTING POSITIVE


CUTTING EDGE BCI

bles,” says Miksiewicz. “The smooth-ing was required because the ramp rate of the output of the 500 kW solar PV array had been measured at 136 kW per second (when solar ac-cess was lost to cloud cover).

“Such large fl uctuations in energy output will become unsustainable as renewable penetration increases. Ul-traBattery technology is successfully controlling the PV output and dem-onstrating the viability of combining PV with a battery-based energy stor-age system.”

Another project with the US De-partment of Energy Smart Grid Stor-age Demonstration Programme is designed to demonstrate the ability of Deka UltraBattery technology to enhance the reliability and effi ciency of the electrical grid by providing regulation services. “The utilization of advanced energy storage systems and its role, particularly in managing power variability, is making signifi -cant strides toward managing energy in a cleaner, more effi cient way.

“This project is a leading model in the implementation of this technol-ogy and the UltraBattery solution un-derpinning it can be widely deployed to enable a smarter grid on a much broader scale,” says Miksiewicz.

Finally, a project with the Austral-ian Renewable Energy Agency (ARE-NA) is designed to show UltraBattery technology’s suitability and effi ciency (both in energy and economic terms) for microgrid and remote area power supplies, particularly in the support of increased renewable penetration and improved effi ciency in the use of diesel backup systems.

“The project also aimed to dem-onstrate that UltraBattery technol-ogy can provide local voltage regula-tion services to the grid, particularly where there are dense concentrations of solar photovoltaics in residential areas,” says Miksiewicz.

Advanced leadEast Penn recently upped its produc-tion lines to manufacture higher vol-umes of advanced VRLA batteries, the UltraBattery, and other lead acid batteries following funding by a US government grant.

Miksiewicz says: “The company’s current customers support the de-mand for these advanced lead acid batteries to serve as an essential com-ponent in supporting the future of the hybrid electric vehicle market and other fossil fuel-reducing transporta-tion applications.

“East Penn’s goal is to serve the global vehicle market with a viable, safe, cost effective, and highly recy-clable alternative by assisting OE manufactures and automotive after-market suppliers in providing a com-mercially viable power alternative for today’s global consumer.”

The company’s timeline towards full commercialization varies by the type of application.

Its large-scale, battery systems are being integrated in installations with-in the US as well as Australia. Ecoult has been awarded a contract in Tas-mania to supply the largest battery-based renewable energy storage sys-tem in Australia for the King Island Renewable Energy Integration Pro-ject. The 3MW/1.6MWh UltraBat-tery storage system will complement other elements of Hydro Tasmania’s project, the aim of which is to reduce King Island’s reliance on diesel fuel to supply the island’s energy needs.

Miksiewicz says there are many current UltraBattery projects be-ing planned, researched, developed, and initiated on a more global basis. Many of its advanced battery projects in the transportation/SLI market are through partnerships with automo-tive manufacturers. As they move forward on integrating this technol-ogy in their vehicles, the timeline of market implementation is proprietary to them.

“Over the next few years, however, we will see the industry and overall

general marketplace become more fa-miliar with UltraBattery technology. Especially when it means more cost-optimized solutions and an environ-mental advantage of being a highly recyclable product compared to other current alternative battery technolo-gies,” Miksiewicz says.

UltraBattery technology is well suited to a large number of industry sectors including: grid/microgrid support, in-cluding frequency regulation, power quality, spinning reserve, energy shifting and demand management and smooth-ing and ramp-rate control (particularly for renewables); micro and medium HEVs; dual-use for data centres and buildings; diesel effi ciencies; residential energy management; and other trans-portation (particularly railways).

“We are very excited about the pos-sibilities for dual-use applications,” she says. “These exploit UltraBat-tery’s ability to provide grid and UPS support in a single installation (ie selling grid support services while the grid is available, but switching to UPS for any grid-outage event). The cost for such applications suggest that businesses such as data centres could gain an attractive return on their bat-tery investment.”

The UltraBattery technology is still being explored, researched, and de-veloped as well as in the early stages of commercial integration, says Mik-siewicz. She expects further benefi ts to emerge as its full potential starts to emerge.

Lan Lam: father of the UltraBattery


CUTTING EDGE BCI

Deep cycle advances — BCI member, Trojan Battery Company

It’s a problem that’s been known for decades. Deep-cycle batteries used in off-grid and unstable grid renewable energy, telecom and inverter backup systems are heavily cycled at partial state of charge and are often never fully recharged on a regular basis. The result: unnecessary cost

“Operating at PSOC can quickly diminish the overall life of a bat-tery, which results in frequent, costly battery replacements,” says Gordon Beckley, senior vice president of en-ergy and quality assurance at Trojan Battery Company.

Based on more than fi ve years of R&D, Trojan’s team developed a pro-prietary formula of carbon additives designed to enhance life and perfor-mance of Trojan batteries operating in PSOC. The fi rm says it is the fi rst manufacturer to introduce a carbon additive in a deep-cycle fl ooded re-newable energy battery model.

The implications are enormous. PSOC is a reality of most off-grid and unstable grid, renewable energy and telecom systems. PSOC is also common in inverter backup systems. Telecom applications which operate off-grid, rely on an unstable grid, or depend on a hybrid renewable ener-gy/battery system for power face the same PSOC issues as does solar.

In many diesel generator installa-tions, the system is often set up to purposely not bring the deep-cycle batteries to a full SOC on a daily basis in order to save money on fuel costs, once again resulting in batteries operating in PSOC conditions,” says Beckley.

“This is an example of how a tradi-tional chemistry can be updated and its offering widened through innova-tion.”

One of the future problems facing utilities is the rapid introduction of re-newable energy sources into the grid. Both photovoltaics and wind power are troublesome to utilities because of their intermittency — the sudden changes to their output, as well as their overall unpredictability of supply.

However, when renewable energy is introduced on a massive scale to the grid, this extra intermittency of supply could prove highly destabiliz-ing. For example, having the wind slacken at a 400 MW wind farm could have the same impact on the grid as thousands of people turn-ing their kettles on at the same time. Frequency regulation will be more important than ever.

Frequency regulation — the ability to fi ne-tune the transmission load on a grid — looks set to be the next area for the energy storage world to explore. In November 2011, Axion, set an industry fi rst by providing fre-quency regulation, demand response and the mechanism for other services to PJM Interconnect, the largest of nine regional grid systems operators in the US.

Although other battery and energy storage fi rms had already made moves to tap into the sector — A123 Systems, Beacon, Altairnano, for example — what made this a fi rst was that the services were provided

by Axion’s PowerCube technology behind the meter.

The design allowed Axion to act as a bi-directional energy asset and earn itself revenue in the process. For example, when the PowerCube receives a so-called “curtailment signal” from PJM Axion’s factory reduces power intake from the grid and switches to PowerCube power to run the plant.

The Cube will also be able to assist the utility in shedding load, when there is excess power in the sys-tem, because of the battery’s ability to accept fast charge. The Cube is currently network connected and, will shortly be able to supply power back to the grid when requested. All of these services are revenue generat-ing for the Cube owner.

A key player in the link up between power consumers like Axion’s plant and power providers like PJM is a relatively new company called Viridity Energy, which has formed a strategic alliance with Axion. Viridity is a so-called “curtailment service provider”. This means that it sits between PJM and Axion and electronically —per-haps most similarly to an electronic broker — quotes prices for buying and selling power. Viridity’s software allows for the bidding process, the PJM signal integration and the ex-ecution of the curtailment agreement

THE GRID, THE GRID AND NOTHING BUT THE GRID

“This is an example of how a traditional chemistry can be updated”


CUTTING EDGE BCI

Lead Carbon and the PowerCube — BCI member, Axion Power International

Axion Power’s PbC product is mov-ing to full commercialization of its lead acid battery. So much so the fi rm say it is now enjoying interest from a number of sectors previously reliant on lithium-ion.

Axion, now coming into its 10th year of existence, has made real breakthroughs in the performance of lead acid batteries but only recently has it moved to a fuller commercial basis for its technology.

Axion’s batteries can be used in a variety of energy storage and power delivery markets including: renew-able energy (wind and solar), elec-tricity-grid (load-levelling and peak-shaving), and in hybrid and electric vehicles.

BMW has been testing Axion’s bat-teries for the past four years and — surprisingly for a motor fi rm — has appeared to endorse the fi rm through joint public statements. Axion is bound by non-disclosure agreements from mentioning but the basics about the relationship.

Thomas Granville, chief executive of Axion, says the company complet-ed its research and development phase this year and is operating as a fully commercial entity. This represents a sea-change for the fi rm. It also has to report in a more comprehensive way to the regulators, for example.

“We have built a battery that is per-fect for hybrid trains, trucks and we have also supplied a small number for testing purposes automotive com-panies,” Granville says. “The battery brings the most advantages where batteries are expected to work in a partial state of charge. Traditional lead acid batteries often struggle in such an environment while lithium takes as much as four times as long to recharge.

The battery can also be used in large string formations — something which suits vehicles such as hybrid trains which can use as many as 50 batteries in sequence. “They must be in synch and all at the same state of charge,” Granville says. “And when they re-charge they must all go together to

all in real time. The speed which Axion’s Power-

Cube responds, is also key to the arrangement, now and even more so in the future. If Viridity tenders a bid from Axion, that is accepted by PJM, a regulation signal is sent to the Pow-erCube which in turn can respond within 50 milliseconds.

Frequency regulation is typically required when a utility has either too much power, or too little power, in the system. Too little power can result in brownouts or even blackouts, as the stability of the grid is compromised. Too much power results in the same instability.

To guard against too little power, the utility is typically forced to have spinning reserve, in the form of standby turbines. This power is often wasted. In the case of too much power, imbalances, caused for ex-ample by renewables overproducing due to environmental or other causes (windmills overproducing because of prolonged high winds) which force the utility to shed power quickly.

In either scenario, the PowerCube can provide quite a stunning advan-tage — PJM gets to operate a better service at a reduced cost. And, of course Axion and Viridity earn from the venture.

Speaking early on in the alliance with Axion, Audrey Zibelman, chief executive offi cer at Viridity, and a former chief operating offi cer at PJM, said a 1MW PowerCube, if fully utilized, could achieve a projected revenue of between $160,000 to $240,000 annually.

In October 2011, the US’ Federal Energy Regulatory Committee made two important rulings. First it ap-proved the use of power resources less than 500kW as curtailment responders and second, it approved the use of pay-for-performance metrics in demand response that measure payment amount by a resource’s speed of response.

In 2012, that second change became effective and the pay for performance model looks set to lead to additional revenue for those that can respond quickly.

The implications of all this are

signifi cant. Entities seeking power quality, or power back up, or a means to regulate or smooth power resources — such as wind or solar farm operators — or any combination of these services that can be pro-vided by a PowerCube, will be able to offset some, or all, of their initial capital costs by taking advantage of this potential revenue.

Theoretically, of course other bat-tery chemistries could be used that offer these services.

However, the two obvious alterna-tives — lithium ion and sodium sulfur — are hard pressed to compete because of either price (lithium ion), safety or the length of time required to recharge (sodium sulfur). Similarly, fl ywheels have proven to be too ex-pensive, immobile and their providers have fallen on hard times of late.

Tom Granville, chief executive offi -cer at Axion, says the PowerCube will be able to offer a myriad of services to electricity grids and the Cube’s role will increase as more renewable energy resources come on line.

Frequency regulation is all about matching the supply of electricity and its demand: too little or too much will destabilize the grid. Regulation is normally achieved by having excess capacity — typically around 1% of peak load has been found to work in practice.

But once frequency is out of synch, the amount of energy required to restore it to balance is geometrically proportional to the variation. In other words a 0.2% variation might require 1MW to correct, but 0.4% variation might require 4MW.

Speed is of the essence in restor-ing balance. In addition to its speed of response the Cube has a long cycle life — three to four times longer than lead acid — as well as a high charge acceptance.

The current PowerCube on Axion’s site is a 500kw/250kwh BESS that is connected to a portion of Axion’s manufacturing load. But the Cube is a modular design and can be scaled up or down. “Being able to store and balance power at a smaller level is just another of the ways our Power-Cube could be used,” says Granville.

THE GRID, THE GRID AND NOTHING BUT THE GRID continued


CUTTING EDGE BCI

avoid gassing, which can reduce their lifespan.”

On the renewables side of the busi-ness, it has developed an application known as a PowerCube, which is designed to support solar panel com-mercial ventures used to buffer power and interact with a building’s power needs and the grid power provider. In addition, the Cube can be on standby and available to provide power in a backup role or in an emergency situ-ation.

CommercializationGranville says that since embarking on full commercialization it has fo-cused on energy storage for the mo-tive and for the stationary markets. In the motive area it has provided com-mercial quantity product to Norfolk Southern for a hybrid locomotive and to ePower Engine Systems, a compa-ny building a hybrid engine for heavy trucking, for its hybrid trucks.

It is also working with other hybrid passenger vehicle and hybrid truck vehicle manufacturers but it is not yet at commercial size quantities.

In the stationary area, it has com-missioned small projects for zero en-ergy buildings and for the demand response and frequency regulation markets. It has also modelled for stand-alone, off-grid applications that would be needed for places such as island nations or where the exist-ing grid infrastructure is unreliable.

It also recently announced receipt of its fi rst order for a ‘solar integrat-ed,’ commercial size (600 batteries), renewable energy PowerCube. The Cube will support a solar panel array

at a commercial customer site and it will be used to buffer power and in-teract with the building’s power needs and with the grid power provider.

That order will generate revenue of approximately $320,000 and the schedule calls for battery shipments before the end of 2013 with instal-lation to follow immediately. It now plans to market this model aggres-sively.

Granville says enquiries on PbC-enabled energy power systems and the PowerCube have increased sub-stantially in the last several months from potential customers throughout the US and from island nations in the Caribbean. In the islands, and in other offshore territories, renewable energy has become increasingly im-portant because the grid — where it is available — is not always reliable, and fossil-fuel generated energy has continued to be more costly.

Granville says: “This solar initia-tive is exactly the kind of application we have been targeting since we fi rst introduced the PowerCube. We have also been working toward a strategic relationship with both the developer and the end user of this initial solar system.

“The integration of our PbC bat-teries, with their unique proprietary properties, has enabled us to offer an energy storage system that, when combined with solar, exhibits a very attractive return on investment. We have been working with several other renewable energy developers, and that work runs the gamut from ‘early stage’ to ‘near shovel in the ground’. We look forward to announcing some of these additional initiatives in the near future.”

Granville believes that PbC bat-teries have the potential to become widespread power sources for Amer-ica’s rail lines because of their high charge acceptance and fast recharge capability; their ability to operate in partial state of charge applications; their ability to recharge quickly from regenerative braking opportunities; and particularly because of the bat-teries’ inherent voltage equalization, especially in large string applications.

The deal with ePower Engine Sys-tems is also an important one. The company’s proprietary series hybrid products that include its PbC bat-teries, have demonstrated a reported 35% increase in miles per gallon of diesel fuel. There are 2.4 million Class 8 trucks on the road in the US today, making this market a potential lucra-

tive one.John Petersen, ePower’s executive

vice president (and, as he will openly admit a large shareholder in Axion), says: “By late April, we expect to be testing the fuel economy of a Class 8 sleeper cab with our third-generation prototype drivetrain.

The deal with ePower Engine Sys-tems is also an important one. The company’s proprietary series hybrid products that include its PbC bat-teries, have demonstrated a reported 35% increase in miles per gallon of diesel fuel. There are 2.4 million Class 8 trucks on the road in the US today, making this market a potentially lu-crative one.

Testing continuesJohn Petersen, ePower’s executive vice president (and, as he will openly admit a large shareholder in Axion), says: “By late April, we expect to be testing the fuel economy of a Class 8 sleeper cab with our third-generation prototype drivetrain.

“Based on the results we got from our second-generation prototype and the published specifi cations for the 2012 EPA emissions compliant Cum-mins diesel engine we’re using in the new prototype, we’re expecting fuel economy in the 8 mpg to 9 mpg range with an 80,000 pound GVW and fuel economy of 9 mpg to 10 mpg for weight classes under 70,000 pounds that represent over 80% of the truck-loads on the road. When I compare our expected fuel economy with the national average of 6 mpg for Class 8 trucks, I’m more than a little jazzed.

“Our plan is to build fi ve to 10 pro-totypes over the next six months and put those tractors in the hands of fl eet owners for fuel economy verifi ca-tion and durability testing. If things progress according to plan — which never happens in real life — we could be building 10 trucks a month by the end of 2014.”

Granville says in many of the areas the company is seeing strong interest Lithium-ion was once the chemistry of choice. “But people are starting to move back to lead acid because of some of the problems and safety is-sues,” he says. “And some areas it is targeting some as trains and trams lead acid has not played in the past.

“People have been turning to lith-ium in some areas for a long time now but advanced lead acid could be the future. People are realizing that this can work and can have advan-tages.”

Granville: integration a core issue


CUTTING EDGE BCI

In search of the better battery — BCI member, High Water Innovations

HighWater Innovations, a research fi rm looking at building a better and more effi cient lead-acid battery through better engineering and de-sign was set up two years ago by bat-tery — and BCI — veterans.

Their premise is a simple one. The development of the hybrid elec-

tric vehicle market is being held back because of its cost effectiveness. So a big part of the reason is the cost of the batteries used in these systems.

Mike Gilchrist and George Brilmey-er, founders of HighWaters Innova-tions, believe that valve regulated lead-acid batteries are the most vi-able option. They say that battery pack weight should not be prohibi-tive because the battery in an HEV is relatively small (compared to a full EV). For example, the battery pack in a Prius weighs approximately 64 pounds and they estimate the weight

of an equivalent GO Battery pack at less than 95 pounds. They are more environmentally friendly and cheaper than the Ni-MH or Li-ion batteries that have been used so far.

Other issues remain including the power available and lifespan but it believes it has solved these with its ‘GO Battery’, which stands for Geo-metrically Optimized.

The cell features a low aspect ra-tio spiral-wound construction with unique connectivity for a stackable pack design. This single cell building block can be used to assemble high voltage batteries of any voltage and offers a wide range of form and fi t-ment to the vehicle designer.

The cells are also designed to stack and interlock to form a compact, air-cooled battery pack. The end cells in the pack will be insulated so that all cells will be thermally matched and will therefore operate at the same temperature.

More power, longer lifeThey say the battery will produce more power and have an extended operating life compared to other VRLA batteries. Its low aspect ratio grids will increase the overall power capabilities in the HEV application. Meanwhile, its open central core is

designed for improved thermal man-agement which should lead directly to improved battery life.

Conventional VRLA batteries (pris-matic or spiral wound) often operate at temperatures of 40ºC-45ºC when operated in the High-Rate Partial State of Charge (HRPSOC) cycle. This high operating temperature shortens battery life so it is therefore anticipated that battery life can be in-creased by at least two times through a 10ºC decrease in operating pack temperature.

“After we left Atraverda and re-turned to the States, George and I were basically between jobs,” says Gilchrist. “George sat down one day and wrote down all the character-istics he could envision that would make the optimum lead acid battery design for hybrids. Together we be-gan to design the battery and decided to make a go of it to see if the design held any real promise.

“We moved into the garage of our friend Don Coffman in order to get started. This turned out to be a very good decision on our part because Don is an experienced mechanic with 30+ years in plant maintenance and also happens to own a very nice col-lection of tools!

“We began putting together pro-cesses to make the cell. We had this idea that there might be a way to stack voltage while still cooling the cells. There were many designs around that were trying to address the issue but none allowed for a way of getting the heat out.

“That is where the fundamental idea for the GO Battery comes from. We set out to make a powerful battery that solves a lot of the problems tradi-tionally associated with this form of chemistry. One of the big problems with what everyone else was doing was the heat. The spiral design with the cooling hole down the centre we have developed solves that problem.”

The road to marketCommercialization of HighWater’s products could still be some way off, however. The company secured funding — from an individual — to explore the idea a year ago. Its lab fa-cilities were completed in November 2012 and it has been building cells each week for the past seven months.

The company is in the process of building prototypes and testing them to establish the perfect and most ef-fi cient combination of ingredients and components to make the battery.

Highwater Innovations was co-founded in 2010 by Mike Gilchrist (below left), a former chief executive of Atraverda (between 2008 and 2010) and Mi-croporous Products (between 1994 and 2008), and George Brilmyer (below right) who formerly headed up business development in North America for Atraverda and was the director of technology development at Microporous among other stops in his 30+ year career in the battery industry.

HOW IT ALL BEGAN


CUTTING EDGE BCI

They pay particular attention to the perfect chemistry that makes up the paste the battery uses.

“After about two to three months of development, we had very stable processes and repeatable results,” says Brilmyer. “Mechanically there is very little variability in the cells and we have been concentrating on paste de-velopment. In recent months we have managed to increase the 10-second specifi c power by more than 100% compared to the early data generated two years ago.”

When pressed Brilmyer offered said they had recently reached a specifi c power of 900 W/Kg when corrected for the excessive weight (132 g) of the ABS prototype case and cover which will soon be copnverted to lightweight injection moulded polypropylene.

“Our next step is to invest in an in-jection molded case and evaluate our thermal management concept on 12V stacks during HRPSOC cycling. After that we have a lot of work to do to op-timize grid-paste ratios and other tech-nical variables. We calculate that we can exceed 1,600 W/Kg in single cells and we have a clear technical path to achieving this level of performance.”

Monitoring the variablesThey make around six prototypes a week now. “We’ve have crossed a lot of bridges to get this far, Brilmyer says. “We’ve a good product already that is producing respectable results and com-pares favourably to some commercial products. But each week we change a variable and monitor how that affects the performance of the battery.”

Brilmyer says they have better than a 95% success build rate with the new prototype cells and it has come a long way since they fi rst started ex-perimenting in a garage some three years ago. In one year’s time, they believe they will be ready to build a 100V-200V demonstration pack that can be tested commercially.

“They are also in the process of de-signing the battery pack housing ca-pable of evaluating the theories they have around how the battery could be cooled. This thermal management system will be important in terms of its eventual potential, in prolonging the life of the battery. “Everything

that is bad for a battery such as cor-rosion and dry-out is made worse at a higher temperature. This will be a breakthrough,” Brilmyer says.

HighWater’s founders are also working closely with the Advanced Lead Acid Battery Consortium. As members of the ALABC Highwa-ter has direct access to good quality research and key data as they adapt their cell to make use of advanced carbon chemistry. They are also con-sidering the possibility of obtaining a grant from the body. The company funding is stable into the foreseeable future. A patent was fi led on the de-sign in 2010 and is currently pending.

Unlike some companies in a similar position, it is also unlikely to even-tually consider establishing its own manufacturing facilities — which would certainly require substantial funding. Its business model instead is to establish and prove the benefi t of its products and seek a partner such as a battery manufacturer to work in taking the product forward to full commercialization.

The two believe their battery could revolutionize the entire movement to-wards electric or hybrid vehicles. In-deed they reckon that hybrid vehicles will become the long-term solution for the automotive sector but that this will be dependent on the success of a battery with the qualities that they believe their GO Battery will have.

“We have always felt that the cost and volatility associated with lithium-ion are huge negatives to be overcome to make hybrid vehicles viable. After the recent lithium ion vehicle fi res it is evident to us that VRLA is going to play a very key role in HEVs,” Gilchrist says.

“We believe that what we are devel-oping represents a revolutionary de-sign that will enable advanced lead-carbon to become the chemistry of choice for hybrid vehicles. In the cur-rent hybrid models out there, the bat-tery alone costs between $3,000 and $5,000 — the biggest cost in the car is

the battery. We think we can develop this for closer to $1,000! There will be a weight gain but the substantial drop in cost will make it worth it.

“The existing technologies are just too expensive for hybrid vehicles to be made truly available to the masses. We do not think the other chemistries are likely to get any better in terms of their ability to solve these problems, Lithi-um ion, for instance, is great for com-puters and other personal electronic devices but it is not the best option in cars. It is powerful and very light but also expensive and has safety issues.”

Geopolitical dimensionsIn terms of lithium, they also point out that much of the world’s lithium reserves are located in parts of the world without stable governments. This could potentially lead to short-ages in the future of some of the raw materials required. “We could be swapping our oil cartels for lithium cartels in the future if this were to tru-ly become the chemistry of choice,” Gilchrist says. “The other issue is that its potential to be recycled is not great. Lead has an almost closed loop now in terms of its recycling.

“Recycling of lead acid is 98% for a fi ve-year running average. Lithium ion is collected and rarely recycled. Recycling rates are less than 1%.”

Brilmyer and Gilchrist also say they see a deeper and more poignant rea-son for them to drive this product forward. “Fundamentally, for the hybrid market to be a success it is dependent on a battery such as this being developed. But the long-term outcome of that would be that there would be a very positive impact on the environment both here in the US and globally.

“We certainly don’t see ourselves as heroes, but more as devoted advo-cates of VRLA technology. Our GO Battery concept is an application-specifi c design improvement that should make VRLA technology more competitive in the HEV arena,” says Brilmyer.

“Our day to day work consists very much of 99% perspiration and 1% inspiration. But this technology does have the potential to change a market and that, in turn, could make a much wider difference.”

In recent months we have managed to increase the 10-second specifi c power by more than 100% compared to the early data generated two years ago.”

“Recycling of lead acid is 98% for a fi ve-year running average. Lithium ion is collected and rarely recycled. Recycling rates are less than 1%.”


CUTTING EDGE BCI

K2 expander line offers stop-start solution — BCI member, Hammond Expanders

In a recent ALABC report to the BCI Deep Cycling Committee, mi-cro hybrids were called “the choice of consumers”. Micro hybrid electric vehicles seem to represent the best compromise between desired fuel sav-ings on one hand and affordability to the consumer on the other.

Battery demand forecasts for OEM micro hybrid electric vehicles in the years 2020-2025 range between 35 million to 90 million units.

While alternative technologies are on the rise, it is predicted that by 2025 lead acid batteries will still be the predominant technology to serve the classic SLI market segment as well as the micro-hybrid segment with stop-start, regenerative braking, and launch assist functions.

Stop-start and micro hybrid battery applications fall into the category of high rate partial state of charge (HRPSoC) operations.

This means a battery has to be able to accept a large range of charging amps at various states of charge. As the industry has found out over the past few years HRPSoC operation poses a whole new set of challenges for tradi-tional lead acid battery designs.

Particularly it has been observed that the negative plates of the batter-ies fail because of the development of dense, electrically inert fi lms of lead sulfate on their surfaces. As a result the dynamic charge acceptance of the battery decreases signifi cantly over time.

Hammond Expanders has long been conducting research in the fi eld of advanced expander materials to help overcome such problems. “We started out by participating in AL-ABC funded research projects with other reputable industry partners, and have learned a lot in terms of ma-terial screening and the performance of different types of advanced car-bons and lignosulfonates.

“In recent years, our focus has been conducting independent research in order to build on our knowledge tar-geted on the interaction between the different expander components and the analysis of potential new materi-als”, says Achim Lulsdorf, vice presi-dent of product development at Ham-mond Group.

Carbon has been demonstrated to counteract the accumulation of dense lead sulfate at the plate surfaces dur-

ing HRPSoC cycling. Various mechanisms were suggested

to explain the positive effect of high carbon loadings (1%-3%) in the neg-ative active material.

Previous ALABC work indicates that certain high structured conduc-tive carbons with an optimized bal-ance of particle size, porosity, and surface chemistry help to form a con-ductive matrix in the dense sulfate layer, thus breaking it up and allow-ing current to pass.

“We did not stop here. Recent Hammond studies have somewhat turned conventional wisdom upside down. The understanding that low lignosulfonate dosage levels would result in high charge acceptance per-formance does not necessarily apply when it comes to PSoC operation, said Lulsdorf.

“Furthermore standard J537 charge acceptance testing does not seem to be a reliable method for predicting dynamic charge acceptance and PSoC cycling performance. So, rather than focusing on individual expander com-ponents we started to look at the in-teraction of different lignosulfonates and advanced carbons.”

K2 -Peak -

Stop Start

Capacity

Endurance V

Endurance F

Application

VRLA or EF batteries used in ISS vehicles

VRLA or EF batteries used in Micro-Hybrid vehicles. Focus on• Initial capacity• J537 performance• Capacity maintenance during HRPSoC cycling

VRLA batteries used in Micro-Hybrid vehicles.Focus on• HRPSoC cycle life• Low water consumption

EF batteries used in Micro-Hybrid vehicles.Focus on• HRPSoC cycle life

Optimized for

• high CA • J537 performance

*Use of advanced carbons and graphites, optimized balance of• Particle Size• Structure• Porosity• Surface ChemistryUse of organic additive to supplement traditional Sodium-Lignosulfonate

See *

See *

Table 1 presents an overview of the various products.

While alternative technologies are on the rise, it is predicted that by 2025 lead acid batteries will still be the predominant technology to serve the classic SLI market segment as well as the micro-hybrid segment with stop-start, regenerative braking, and launch assist functions.


CUTTING EDGE BCI

Hammond has maximized the inter-action benefi ts by combining different materials at various dosage levels to accommodate the customer’s needs.

“We recognize that a one-size-fi ts-all approach would not be helpful to our customers. At this point in time there is no such thing as a universally accepted standard for micro hybrid batteries.” said Eric Holtan, vice pres-ident of sales and marketing at Ham-mond Group. “Instead, batteries have to fulfi ll a wide range of requirements. While some customers strictly focus on HRPSoC cycle life, others demand moderate cycle life performance but also demand cold crank and capacity performance.”

The new K2 expander product line refl ects Hammond’s most recent development work and is the fi rst comprehensive HRPSoC expander product line offered to the battery in-dustry.

Figure 1

HPSoC Cycle Performance

4785

Expander Product� Standard Automotive Expander � K2-Peak Endurance � K2 Peak Capacity

100

1871

% o

f HP

SO

C C

ycle

s co

mpa

red

to C

ontro

l

6000

5000

4000

3000

2000

1000

0

Figure 2

Standard Automotive Expander K2-Peak Endurance K2 Peak Capacity Expander Product

Initi

al C

apac

ity (m

Ah/

g)

160

140

120

100

80

60

40

20

0

Initial Capacity (mAh/g) of K2 Products

Figure 3

Expander Product� Standard Automotive Expander � K2-Peak Endurance � K2 Peak Capacity

% o

f Rec

harg

e P

ower

com

pare

d to

Con

trol

160

140

120

100

80

60

40

20

0

HPPC Charge Power between 60% and 80% SOC

Figures 1-3 portray a summary of product performance data.

Figure 1: The K2 – Peak – Endur-ance expander is the top performer when it comes to HRPSoC cycle life (charge and discharge rates at 2C). It achieved about 50 times as many cy-cles compared to a standard automo-tive expander. The K2 – Peak – Capac-ity product still surpassed the standard expander by a factor of about 20.

Figure 2: In terms of initial capacity a standard expander with a low carbon dosage will always outperform a blend with high carbon loading simply due to the fact that a substantial amount of lead in the negative active material is re-placed by carbon. The K2 – Peak – Ca-pacity expander is the product choice when a reasonable compromise be-tween HRPSoC cycle life and initial/re-serve capacity performance is required.

Figure 3: Hybrid Pulse Power Charac-terization – this test compares the im-pact the various expander blends have on the cell’s ability to accept power pulses in the relevant partial state of charge range (60% - 80%). The K2 – Peak – Endurance clearly outperforms the standard automotive blend. Once again the K2 – Peak – Capacity prod-uct represents a good compromise in terms of cycle life.

Oak Press Solutions Inc. 504 Wade Street • Sturgis, MI 49091 • U.S.A.

email: [email protected]

USA / AMERICAS • Sorfin Yoshimura, Ltd. • email: [email protected] • Sorfin Yoshimura Tokyo, Ltd. • email: [email protected] • Sorfin Yoshimura Qingdao, Ltd. • email: [email protected] • Sorfin Yoshimura Europe • email: [email protected] • Sorfin Yoshimura Sao Paulo • email: [email protected]

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BCI YearBook 2014