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Recently, the Interim Provisions on Traceability Management of Power Battery Recycling for New Energy Vehicles (hereinafter referred to as the "Provisions"), the Industrial Norms and Conditions for the Comprehensive Utilization of Waste and Used Power Battery for New Energy Vehicles (hereinafter referred to as the "Norms and Conditions") and other policies have been issued one after another. At a time when the pressure on power battery recycling is growing, the introduction of these two documents means that power battery recycling will change from chaos to order.

The problem of power battery recycling has been discussed for many years, and now it is finally on the right track. However, the governance measures have just started, and there are still many problems to be solved.

Recycling peak is coming

In 2009, China began the demonstration and promotion of new energy vehicles. At that time, the national population was very small, and the problem of power battery recycling was not prominent. After 9 years of development, the new energy vehicle ownership has accounted for 0.7% of the total vehicle ownership. Statistics from the Ministry of Public Security show that by the end of 2017, the number of new energy vehicles in China had reached 1.53 million.

Early new energy vehicles have entered the phase of elimination, and the problem of power battery recycling is becoming increasingly prominent. Some institutions predict that the number of discarded power batteries in China will double since 2018.

Previously, the domestic power battery recycling market was in chaos. Bao Wei, the general manager of Zhejiang Huayou Recycling Technology Co., Ltd., said: "Some enterprises and investment institutions mistakenly think that this is a blue ocean and have rushed into the field of power battery recycling. The policy and standard of power battery recycling are not clear, which has caused some market confusion."

According to data, it is estimated that the market scale of waste power battery recycling will exceed 5 billion yuan in 2018, and will further grow to 13.6 billion yuan to 31.1 billion yuan from 2020 to 2023. Bao Wei said: "The scale of the power battery recycling market is sure to grow, but it is not easy for enterprises to make profits. Power battery recycling includes cascade utilization and scrap recycling, both of which have difficulties to overcome."

It is understood that in the vicinity of Beijing, Tianjin and Hebei, as well as Shenzhen, Guangdong and Xinxiang, Henan, the "guerrillas" have collected a large number of waste power batteries. They have disassembled useful batteries for charging treasure, miner's lamp, scooter and other products. The remaining waste batteries are almost recycled in a "barbaric" way.

Both sides of the industrial chain have been effectively controlled

"The Regulations have made it clear that automobile enterprises are responsible for the recovery of power batteries, avoiding the problem of unclear responsibilities." Bao Wei said.

When investigating the scrapping and recycling of pure electric vehicles in Beijing, a car owner told the reporter that he was going to scrap his pure electric vehicles, but when consulting the auto enterprises and recycling outlets on how to deal with the waste batteries, no clear statement was given. Bao Wei said: "The main reason why we can't give a clear answer is that the main responsibility is not clear. It is also because the main responsibility is not clear, which makes it possible to recycle the guerrillas."

One of the characteristics of the automobile industry is that the industry chain is relatively long, and new energy vehicles are no exception. The full life cycle of power batteries involves battery manufacturers, OEMs, recycling and dismantling enterprises, echelon utilization enterprises, and recycling enterprises. It is precisely because of the long chain that there has been a dispute in the division of subject responsibility. In accordance with the principle of "who uses, who recycles", the Provisions clarifies that automobile production enterprises are the main body of traceability management, and battery enterprises, disassembly enterprises, etc. need to cooperate with automobile enterprises to do a good job in traceability, recycling management.

At present, the standardization of dismantling enterprises has also started. The list of enterprises (the first batch) published in the Specification Conditions includes five enterprises, namely Quzhou Huayou, Ganzhou Haopeng, Greenmei, Hunan Bangpu and Guanghua Technology. It is understood that the first batch of five enterprises have strong economic strength and high recovery technology level.

Bao Wei said: "The two policy documents, the Regulations and the Normative Conditions, control the recycling of power batteries one by one. In the future, we will continue to explore experience through demonstration cities."

It is understood that Quzhou Huayou has invested hundreds of millions of yuan at present, which can handle 8500 tons of lithium cobalate waste batteries and 56000 tons of ternary battery waste per year; Ganzhou Haopeng has carried out cooperation with BAIC BJEV in the field of power lithium battery recycling; Greenmei was originally an enterprise focusing on battery recycling. It has built the first disassembly line of power batteries and an intelligent manufacturing workshop for the production of positive materials; Hunan Bangpu is a subsidiary of Ningde Times, providing BMW, Volkswagen and other car enterprises with power battery recycling and recycling solutions; Guanghua Technology has long been expanding its business in the field of new energy vehicles, and power battery recycling is one of its important goals.

At present, China's power battery recycling is a huge market, which will certainly attract more enterprises to aim at this cake. In the future, more enterprises will join the "white list" (the list of enterprises meeting the requirements of the Specification Conditions). Bao Wei said: "All the five enterprises entered the 'white list' only after passing the review of relevant departments. There is no doubt that there will be more enterprises in the future, but it is certain that no matter how many enterprises enter the 'white list', these enterprises are relatively standardized, which ensures the healthy development of recycling terminals."

There are still many loopholes in the intermediate link

According to the requirements of the Notice on Opening the Recording System for Coding of Automotive Power Battery (ZJH [2018] No. 73), battery production and cascade utilization enterprises shall apply for the manufacturer's code and file the coding rules, and code and mark the power battery or cascade utilization battery products produced by the enterprise. This means that each battery will have a unique "ID card". It seems that the traceability management of code filing has realized the closed-loop circulation of the whole chain. However, in Bao Wei's opinion, there are loopholes in the middle link, which need to be improved constantly. The tragedy of lead acid battery recycling cannot be repeated in power battery recycling.

Bao Wei introduced that about 6 million tons of lead-acid batteries are scrapped every year for traditional automobiles in China, but few of them actually flow to formal recycling enterprises. According to some data, only about 1% of the waste lead-acid batteries in Beijing have entered the formal recycling channels, and the rest have been collected by the "guerrillas" to the "black" recycling sites. "The proportion in Beijing is relatively high, and the problems in other parts of the country are more serious." Bao Wei said.

Why is lead acid battery scrapping so serious? Bao Wei said that the technical threshold for handling lead-acid batteries is relatively low, and even enterprises and individuals who do not know recycling technology can easily operate it. These enterprises or individuals dump waste acid at will, causing serious pollution. If they do not undertake environmental protection obligations, they will not have this cost. Therefore, they can raise the price to purchase waste lead-acid batteries. In this way, formal recycling enterprises cannot compete with them in price.

The recovery technology of power battery is more difficult than that of lead-acid battery, but the recovery market is still in chaos. The lack of coding in the early stage is one of the reasons for the confusion. Although traceability management is now implemented, it is not mandatory for car owners. If car owners do not give scrapped power batteries to recycling and dismantling enterprises, but sell them to "guerrillas" with higher prices, the effectiveness of traceability management of power batteries will be greatly reduced.

Bao Wei said: "In order to solve this problem, the relevant departments are considering linking with the credit reporting system of the banking system. If the scrapped electric vehicles are not handed over to the regular recycling and dismantling enterprises as required, they will be included in the list of dishonest persons, and the owners cannot buy new cars again."

In addition, the "white list" is only a recommendation document, which is not mandatory. Vehicle enterprises can also cooperate without looking for enterprises on the "white list", which is also one of the loopholes in the intermediate link. It is understood that some complete vehicle enterprises adopt the method of bidding to recycle and dismantle enterprises, while some irregular enterprises may take advantage of loopholes. Bao Wei said: "Some of the existing informal enterprises in the market use the method of not issuing invoices to reduce costs, which is something that 'white list' enterprises must not do. In this case, when some OEMs use the method of selecting partners, 'white list' enterprises are difficult to compete with the informal enterprises in price. This will also greatly reduce the effectiveness of power battery traceability management."

Bao Wei also told the reporter that lithium batteries are easy to catch fire. In order to ensure product safety, battery manufacturers will do everything possible to enhance the safety of battery packs. "At present, battery specifications and dimensions are not uniform, which makes it difficult to realize automatic disassembly. In addition, battery enterprises have taken many measures to improve safety, which also increases the difficulty of disassembly for recycling enterprises, leading to low efficiency of disassembly and recycling."

The peak period of power battery recycling in China is approaching. The newly issued policy is conducive to regulating the market, but the loopholes in the intermediate link need to be filled.

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