Just a few weeks ago, the world’s largest battery maker CATL signed a deal to start the production of batteries which are superior to the best lithium-ion options in almost every way.
A few months earlier, the world’s largest EV maker BYD announced it would launch a solid-state battery in some of its production vehicles next year, with mass production in 2030. This design also promises major improvements over even the best current options – faster charging, longer life, greater safety, and more range.
The big take away is that large batteries are advancing quickly. This in turn means a national product stewardship scheme for large batteries must be agile and adaptable, so it can deal with them at their end of life in a way which creates value, keeps resources in use, and prevents harm.
This is where the Battery Industry Group (B.I.G) comes in. The industry-led project is working with industry stakeholders to create an ecosystem where, through stewardship, producers can be sure their batteries over 5kg will be an asset and not a liability.
Unlike relatively simple products like plastic packaging, glass bottles, or even tyres, large batteries are made up of complex, variable, and sometimes volatile chemicals and rare metals. There isn’t a one-size-fits-all way to deal with them at the end of their life.
They are a very valuable commodity though, meaning landfill is both economically and environmentally counterintuitive – not to mention unsafe.
So, what batteries chemistries are on the market today, how do they stack up, and what might the future bring?
Lithium-ion
The most common are lithium-ion variations like nickel manganese cobalt (NMC), lithium iron phosphate (LFP), lithium manganese iron phosphate (LMFP), and nickel cobalt aluminum oxide (NCA). The battery industry is a hotbed of acronyms.
They offer high-energy density, a long lifespan, relatively fast charging, and require next to no maintenance. They have become the standard for everything from smart phones to EVs, with real-world data now showing they can last far longer than expected.
Different variants have their own pros and cons. For example, NMC offer long-range performance but are more expensive and sensitive to high temperatures.
LFP batteries, which gained significant market share in recent years, don’t use cobalt or nickel and are more thermally stable but heavier and less energy dense.
NCA batteries offer high energy density, long life span, and high-power output, but need advanced thermal management.
Older batteries
Before Lithium-ion dominated the market, nickel-metal hydride (NiMH) was the standard in hybrid vehicles like the pioneering Toyota Prius. These are extremely safe and affordable but are heavier and have a shorter lifespan than lithium-ion.
While their performance is inferior to modern lithium-ion batteries, they are still used in some hybrid vehicles and are highly recyclable because they contain valuable materials.
Looking forward
The race is currently on to develop batteries which offer the trifecta of high energy density, long lifespan, and fast charging while being safe and affordable and without using rare or environmentally-damaging materials.
CATL’s sodium-ion chemistry does away with the need for lithium, which is expensive and can be environmentally damaging to extract. According to the company, sodium-ion batteries last twice as long, can operate in a wider range of temperatures, are safer, and will be less than half the price of the industry LFP batteries.
Solid-state batteries are considered the holy grail of battery design, requiring no liquid electrolytes while providing higher energy density, far superior stability, and longer life spans than even the most advanced lithium-ion batteries.
They have promised the potential for a battery which can charge in minutes, provide over 1,000km of range, and maintain high charging capacity for decades.
Major manufacturers have been talking about putting these batteries in production vehicles since the 2010s, but have not done so. Recent media indicates that Chinese brands like BYD, Geely, and Cherry are working on advanced prototypes, with BYD confirming it will launch solid-state batteries next year in some mid to high-end EVs before expanding in 2030.
Earlier this year Finnish startup Donut Labs shocked the industry when it claimed it had leapfrogged everyone by developing a solid-solid state battery which is ready for production at scale. They claim it doesn’t use lithium, can charge in a few minutes, has far superior energy density, and an incredible lifespan of 100,000 cycles – that’s 273 years, even when charged every single day.
The claims were met with extreme skepticism and allegations of outright fraud. Independent testing shows their prototype is impressive, but they haven’t yet proven their headline claims.
What real-world performance solid-state batteries provide is yet to be seen. Also, the best path for them at their end of life can only be developed when their chemistry and construction is known – details which manufacturers typically keep under wraps until they go on sale.
What this means for stewardship in New Zealand
B.I.G has submitted an application for the accreditation of a product stewardship scheme for large batteries to the Ministry for the Environment.
Work done in the lead up, alongside industry, made it clear the scheme needs to be able to accommodate a variety of battery chemistries – not only those currently in use, but older chemistries as well as new technologies.
The scheme follows the waste hierarchy and encourages refurbishment and reuse but recognises that with some chemistries it may be more viable to use recycling options. Flexibility is key.
The only two certainties are that large battery technology will only continue to accelerate, and New Zealand will need to have a nationwide scheme which ensures they continue to provide value while not impacting people and the planet.
