Electric Car Batteries: Disposal and Recycling

Rebecca Pow Excerpts

Wednesday 11th March 2020 Commons Chamber

[The Parliamentary Under-Secretary of State for Environment, Food and Rural Affairs (Rebecca Pow)]

I hope I am going to inject some electricity into this subject, which is very new. I congratulate the hon. Member for Newcastle upon Tyne Central (Chi Onwurah) on securing the debate; I know that she has had training as an electrical engineer, so it did not surprise me at all that she secured it. The electric vehicle agenda is a rapidly changing horizon, and considering the treatment and recycling of electric batteries is crucial, given that we are moving towards a greener, cleaner future. The Government are committed to that, and I am proud to be part of a Government who have made this a focus of their agenda, but she is right that we have to seriously address this area.

I want to look at some of the things that are happening. There are already important protections in place applying to both electric vehicles and the batteries they contain. Under legislation applying to end-of-life vehicles, vehicles have to be treated at suitable facilities—that is, facilities with the required infrastructure in place and permitted by the environmental regulators. Those authorised treatment facilities must undertake certain de-pollution activities, which includes removal of the batteries. The legislation also requires dismantling information to be made available by vehicle manufacturers within six months of bringing a new type of vehicle to market.

Most vehicle manufacturers meet that obligation through the international dismantling information system. Government guidance on the de-pollution of vehicles stresses the additional hazards of dealing with electric vehicles, the need for de-pollution to be undertaken by appropriately qualified personnel and the need to refer to manufacturer-specific information, with IDIS identified as a relevant source. I had a look at the guidance yesterday, and it is extremely detailed.

In parallel with the end-of-life vehicles regulations, there are also regulations governing the disposal and recycling of batteries. In particular, the batteries regulations ban the disposal to landfill as well as the incineration of both automotive and industrial batteries. Under the regulations, electric vehicle batteries are classified as industrial batteries. The regulations require those placing electric vehicle batteries on the market for the first time, whether as batteries or as part of the vehicle, to register as a battery producer. Industrial battery producers are obligated to take back such batteries, including electric vehicle batteries, free of charge from end users. That provides a mechanism to ensure that, where there are costs for battery treatment and recycling, they can be met by the battery producer under the principle of producer responsibility.

As with vehicles, those who are able to treat and recycle electric vehicle batteries are carefully controlled. Electric vehicle batteries are required to be handled by approved battery treatment operators or approved battery exporters holding the requisite authorisations from the environment regulators. Treatment has to meet certain minimum recycling efficiencies, which for lithium-ion chemistry batteries is 50%. Together, the batteries and end-of-life vehicles regulations provide a framework for the sound management of electric vehicle batteries at end of life.

[Chi Onwurah]

Will the Minister give way?

[Rebecca Pow]

I just want to give some details about numbers of batteries. Typically, between 1.3 million and 1.4 million cars and light vehicles are declared as treated in the UK each year, with an average age of around 14 years. The number of electric vehicle batteries that arise for treatment remains low—in fact, very low—and, in relative terms, it is likely to remain low for some time. By way of illustration, in 2019 the numbers of Teslas and Nissan Leafs presented for treatment were in the 20s, and the long-standing Toyota Prius hybrid was under 500.

Today’s electric vehicle batteries have performance guarantees of about eight years or 100,000 miles, but they can last up to 20 years. This is improving with the advance of battery pack management technologies. When electric vehicles reach end of life, remaining battery storage capacity is expected to be over 70%. To minimise environmental impacts and extract maximum economic value, these batteries can be reused, as the hon. Member mentioned, for second-life applications—that is probably what she was going to say if she had intervened—such as domestic and industrial energy storage, and these markets are being actively explored and developed.

The limited volumes of electric vehicle batteries currently received for treatment are, as the hon. Member said, exported to Europe for processing. Valuable materials such as cobalt and nickel are recovered, but the processes, as she said, are inefficient. There are presently—I am not going to disagree with her on this—no recycling facilities for end-of-life electric vehicle lithium-ion batteries in the UK, although we are aware of plans to bring forward such facilities, and she mentioned an example. There is definitely movement in the market in this area.

It is perhaps pertinent to highlight the continuing development of lithium-ion battery technology, with pressure both to reduce the volume of critical materials used in their manufacture and to increase the energy density of the battery packs. It is anticipated that this will lead to less cobalt—it is a finite, very valuable raw material—being required in these batteries, and less material overall for recycling by reprocessors.

The Government-funded Faraday battery challenge is playing a leading role in supporting the recycling and reuse of battery components in the UK. I am pleased that the hon. Member acknowledged this and referred to it several times. This will contribute to the development of a more circular economy and help to meet our net zero commitments. The Faraday Institution’s ReLiB—recycling of lithium-ion batteries—project is developing the technological, economic and legal infrastructure to allow close to 100% of the materials in lithium-ion batteries to be recycled. I want to mention—I think I have time—one focus of the Faraday project, which is to look specifically at the potential gains to be made from various second-life applications of electric vehicle batteries, and to determine when their useful life has expired and the material should be recycled.

[Chi Onwurah]

I thank the Minister for her comments, which have echoed much of my speech. Could she possibly focus on investment in Newcastle and the north-east, and specifically on the hub for recycling at scale?

[Rebecca Pow]

I will come to that right at the end, so I am going to keep the hon. Member waiting.

The hon. Member touched on second-life applications, and there is clearly a great deal of mileage there. This valuable project is, for example, specifically seeking to create a new and complete end-of-life supply chain network in the UK that includes second-life battery applications. There is an industry group, chaired by the Institution of Engineering and Technology, that is considering the safety aspects—[Interruption.] The hon. Member chairs it, so she is absolutely in the right place in this growing new area. As she said, it is considering the safety aspects attached to this developing market and to storage. Officials from both the Department for Business, Energy and Industrial Strategy and my Department are working closely with that group, so they are taking a great deal of interest in the work that the group is doing.

In December 2018, the Government published the resources and waste strategy. It is another interesting document, Mr Deputy Speaker, which I know you will be getting out of the Library. [Interruption.] It is really interesting. It sets an ambitious agenda, and we are committed to delivering it. That includes reviewing the existing producer responsibility schemes, such as those applying to batteries and end-of-life vehicles.

The review of end-of-life vehicles is scheduled for 2021. Reviews of batteries and waste electricals are under way, and are due to deliver proposals for change at the end of this year. We recognise that improvements to those regimes must be made, and my officials have been discussing areas of focus with industry and other interested parties. In particular, we are keen to consider whether the present framework covering the disposal and recycling of electric vehicle batteries will be fit for purpose in light of the changing nature and prevalence of such batteries—all points that the hon. Member touched on, and I hope that she welcomes this review. It is clear that battery issues will be a key consideration in the end-of-life vehicles review.

I thank the hon. Member for raising this important issue. The Government recognise the disposal and recycling challenge that has been presented, and this review is timely, as is engagement with industry and all the different bodies. We must take full advantage of the opportunities that could arise out of this situation—again, the hon. Member raised that point—including in Wales, as mentioned by the right hon. Member for Dwyfor Meirionnydd (Liz Saville Roberts), in Northern Ireland, and indeed in all the devolved nations. This is a devolved issue, but officials are working closely on it, particularly with Newcastle, and we are particularly interested in the battery safety and environment hub, which sounds extremely interesting. I hope the hon. Lady will keep me posted, including on her wider ambitions for the area in this exciting and developing landscape.

Question put and agreed to.