Disposal is a crucial part of electrification
We’re getting to the point where the first wave of EVs is reaching end-of-life status, whether due to damage, age, or dead battery packs. While EVs from Nissan, Tesla, and Chevrolet, just to name a few, are retiring from roadways, they’re leaving behind a different problem. Unlike in gas-powered cars, EVs have a more complex end-of-life process thanks to their electronic components. EV batteries also tend to be large in size and weigh in at around 1,000 lbs. on average. Those two factors can make disposal difficult, but they’re just the tip of the iceberg.
General Motors
Disposal of EVs has proven to be a massive obstacle throughout the world. Several Chinese cities, for example, have hundreds of thousands of obsolete EVs rotting in fields. Early EVs could only travel around 60 to 100 miles on a single charge, and it wasn’t long before the industry innovated. As a result, the first wave of EVs was made redundant. While Chinese government subsidies spurred the industry forward, EV and battery graveyards became a consequence that the world is struggling to deal with today.
Batteries can have a second life
When an all-electric vehicle finally meets its maker, disposal becomes a problem for both the owner and manufacturer. While the car can be stripped for parts like any other vehicle, EV batteries often leave people scratching their heads. Some of these batteries find themselves stockpiled in what has been dubbed battery graveyards, but others get a second chance at life.
EV batteries are fairly large and can still have up to 70% residual capacity, which is around when automakers replace them, under warranty. While they may no longer be suitable for modern EVs, these power sources can still be useful in stationary systems. Outdated EV batteries are often used in conjunction with renewable energy generation, like wind and solar, to store power.
“The degradation of an EV battery pack is one of the biggest questions of the industry,” said Lea Malloy, head of electric vehicle battery solutions at Cox Automotive Mobility. “Every battery will reach the end of its life. It’s important that these end-of-life packs are recycled, so they don’t end up where they don’t belong.”
Steve Fecht for General Motors
EV batteries have an estimated lifespan ranging from 5 to 30 years. While some companies have developed processes to recycle lithium-ion batteries, others are taking a different approach. Spiers New Technology, or SNT, determines the health of a battery pack, then repairs defective units, restores it to the original manufacturer’s standards, or refurbishes and upgrades it to current standards. If the battery is too far gone to return to the road, SNT recycles it.
Battery recycling faces major roadblocks
While battery recycling is crucial for sustainability, it faces several major roadblocks. EV batteries aren’t standardized and can vary wildly in shape and size. While those two factors can be overcome, batteries often have different chemical makeups as well. For example, NCA, or nickel cobalt aluminum, batteries are popular due to their high energy density, while LFP, or lithium ion phosphate, batteries are ideal for their long lifespan.
As batteries with new chemical compositions move into the spotlight, recycling companies may need to develop entirely new methods of disposal from the ground up. Solid-state batteries, for example, feature a different design and chemical makeup than batteries that powered first-wave EVs. Even once disassembly methods are developed and put into practice, there’s still the question of scalability.
Plain and simple, EV batteries aren’t designed to be disassembled, which can make end-of-life disposal particularly difficult. It isn’t uncommon for decommissioning old batteries to be dangerous, time-consuming, and involve plenty of labor. That’s not to mention the underdeveloped regulations regarding battery disposal, nor the economics of the entire process.
Even transporting EV batteries can be a major obstacle, especially if it means crossing borders, which only further complicates the recycling process. Defective batteries can overheat, resulting in a fire that’s hard to extinguish. Lithium-ion battery fires, for example, tend to burn at extremely high temperatures and can reignite days after they’re extinguished.
Automakers are working towards a solution
While EV battery disposal can be complex, automakers are stepping up to ensure sustainability and safety in the recycling process. Tesla is working with Redwood Materials, which was coincidentally founded by a former Tesla executive, to recycle battery materials. Volkswagen has opted to operate its own recycling plant that is expected to recover up to 95% of raw materials and reuse them in the production of new batteries.
General Motors and Ford have partnered with battery recycling companies to dispose of obsolete EV batteries. Meanwhile, Nissan and BMW have taken the second-life approach. The former is using batteries from old Nissan Leaf EVs as stationary energy storage, while BMW uses batteries in its renewable energy storage systems.
Other automakers, like NIO, are working on a different approach to battery lifespan and recycling. The Chinese automaker is employing what’s become known as the battery-as-a-service model. If it proves profitable, leasing and swapping EV batteries could become the new oil change.
Final thoughts
While EVs do plenty of good in reducing pollution and creating a more sustainable world, they have their downsides as well. Battery disposal is arguably the largest obstacle facing the automotive industry going forward. Without more infrastructure and regulation, end-of-life batteries could put a damper on the environmental benefits that EVs bring to the industry. A closed-loop system that minimizes waste and recovers raw materials takes time to develop. Unfortunately, time is of the essence as obsolete EVs continue to stack up around the globe.
