As noted in Section 4.0, there are several different battery types used in EVs; however, the main type is lithium-ion batteries, and this is the type that will be discussed in further detail in the following sections of the report. As previously noted, different EV battery types are evolving as new technologies become available, so it is likely that there will be a lot more information available on the collection and distribution of different EV battery types in the future.
6.1 Regulations
Following decommissioning, EV battery packs and/or modules must be discharged, transported and evaluated before they can be reused or recycled. Several safety regulations must be observed to securely transport lithium-ion batteries to recycling facilities. The most important aspect is to determine that the end-of-life (EOL) EV lithium-ion battery has been classified as transport-safe and then the appropriate transport packaging must be used. Dangerous good are categorised into different classes which determine how the goods must be packaged and transported. Decommissioned EV lithium-ion batteries are classified as category 9 hazardous materials due to their unstable thermal and electrical properties and the risk of thermal runaway if wrongly handled. There are specific transport crates approved for battery type, design and power, as well as criteria the transport vehicle must meet before they can safely transport EOL EV lithium-ion batteries.
6.2 Economic Considerations
Collection costs can be kept low if transportation requirements are minimal; however, as previously noted, EOL EV lithium-ion batteries are classified as a hazardous material and therefore require appropriate packaging before transport, which can be costly. Furthermore, handling of EV batteries requires purpose-trained employees that are certified to handle high voltage materials.
The scale of the costs associated with battery collection are primarily a function of distance – namely the distance between users, collection points and recycling facilities. As EVs are relatively new, there is a lack of comprehensive data related to likely replacement and/or end-of-life timelines. Thus, it is difficult to determine optimal locations for collection points. However, there are emerging data – including publicly available data on EV sales volumes, etc. – that could be used to help determine the most suitable location for collection points.
While the economic viability of collection and transportation remains key for commercial success, the risks associated with the transportation of EV batteries have significant influence over decisions related to the geographical design of the end-of-life value chain. For example, while economic viability typically increases when transporting goods in bulk, having large numbers of EV batteries in one place is ubiquitously considered hazardous unless adequate testing, discharging and preparation for movement have been undertaken. Therefore, a key requirement for both safety and economic viability is to have first line checks and treatment done as close to the customer as possible. Incorporating dismantling (where possible) within these first line checks can also prevent or minimise the costs associated with the movement of unnecessary (non-battery) parts. This can be difficult where the battery is built into the vehicle assembly itself.