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6.3 Environmental Impacts of EV Battery Recycling EV battery recycling is an important source of secondary metals and can reduce the need of extracting primary metals. As a result, EV battery recycling and the use of recycled metals in new batteries may offer GHG emissions savings and other environmental benefits. Almost all of the available LCA studies focus on the production and use phase of the EV batteries, as there is limited access to publicly available and transparent data on any of the existing recycling processes.200 To date, the recycling of EV batteries has not generally been included within the system boundaries of the LCAs of EV batteries due to lack of data on this pathway.201 Other factors that contribute to the uncertainty and varying results of LCAs include what chemistries are assumed in the flow; the assumed quality of the output; and modelling choices. In addition to these parameters, the fact remains that there are no large- scale flows of li-ion batteries from vehicles to assess, which means that the scale-up of results to industrial size is left out or based on assumptions.202 A study published in Nature in 2019210 compared the GHG emissions from manufacturing and recycling li- ion batteries using pyrometallurgical, hydrometallurgical, and direct cathode recycling methods for three cathode chemistries: • nickel manganese cobalt oxide (NMC622) (60% nickel, 20% manganese and 20% cobalt); • nickel cobalt aluminum oxide (NCA); and • iron phosphate (LFP) For both the hydrometallurgical and direct recycling processes, the authors assumed that any materials not recovered through the recycling process (e.g., transition metals, lithium or cathode materials) or as scrap (cell hardware and current collectors) were incinerated. Parts (a) and (b) of Figure 45, taken from the research paper, show the CO2eq emissions associated with each kilogram of cylindrical battery manufactured and recycled using each recycling process for the US average power grid, as well as the medians and 95% confidence intervals for the GHG emissions avoided when using each recycling process. Parts (c) and (d) of Figure 45 show the results for pouch cells. For LFP cells, the study found that all of the recycling methods and cell formats considered resulted in net increases in CO2eq emissions when accounting for the GHG emissions caused by incinerating non-valuable materials. For both nickel- and cobalt-containing cathodes, the median result was a net increase in GHG emissions, and these increases were statistically significant except for cylindrical NCA 200 Ellingsen, L. A.-W., Hung, C. R., & Strømman, A. H. (2017). “Identifying key assumptions and differences in life cycle assessment studies of ion traction batteries with focus on greenhouse gas emissions.” Transportation Research Part D: Transport and Environment, 55, 82–90. doi:10.1016/j.trd.2017.06.028 sci-hub.tw/10.1016/j.trd.2017.06.028 201 Ellingsen, L. A.-W., Hung, C. R., & Strømman, A. H. (2017). “Identifying key assumptions and differences in life cycle assessment studies of ion traction batteries with focus on greenhouse gas emissions.” Transportation Research Part D: Transport and Environment, 55, 82–90. doi:10.1016/j.trd.2017.06.028 sci-hub.tw/10.1016/j.trd.2017.06.028 lithium- lithium- 202 Romare, M., Dahllof, L., IVL Swedish Environmental Research Institute. (2017). “The Life Cycle Energy Consumption and Greenhouse Gas Emissions from Lithium-Ion Batteries: A Study with Focus on Current Technology and Batteries for Light-Duty Vehicles.”PDF Image | Reuse and Recycling of Batteries Employed in Electric Vehicles
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