Some of you may have seen the guest blog on Tesla’s battery recycling program I contributed to Michelle Lynch’s new “Enabled Future” website last month. There is always more to pieces like this than meets the eye as, usually, more time is spent on research than on the actual writing of a new report. Traditionally, Tesla has been quite transparent in such matters but a lot of time has passed since the conception and launch of their “Gigafctory” in Nevada. Apparently, the company is working on novel approaches to the topic that they don’t want to see released prematurely.
So I contacted Kinsbursky Brothers to check if the information provided by Tesla in 2008 is still accurate. Daniel Kinsbursky, Vice President at Kinsbursky Brothers, kindly answered a set of questions I submitted.
Kinsbursky has been in business since the mid 1980’s, focusing on battery recycling from the start. Their first exposure to electric vehicle (EV) battery recycling came in the late 1990’s, when the lead acid batteries from General Motor’s iconic “EV1” had to be recycled. The company subsequently expanded into Li-ion by becoming the largest shareholder in Retriev Technologies with locations in Lancaster, OH, and Trail, BC (Canada).
With respect to the company’s overall business vis-a-vis the recycling of Tesla batteries, Kinsbursky explained: “We offer our battery recycling services to a number of different brands, across multiple applications beyond just EV and hybrid vehicles. For instance, we receive a significant volume of Li-Ion batteries from consumer applications, such as cell phones, laptops/tablets, power tools, and really almost any modern device that requires mobile power. That being said, we expect the largest growth area for our recycling services to be in the automotive sector.”
As a privately held company, Kinsbursky does not share information on recycling volumes or revenues. They did, however, confirm seeing a significant increase in EV batteries year over year, and expect volumes to increase at much higher rates once more of the Li-ion powered EV and hybrid vehicles reach the end of their life cycles. Kinsbursky points out that a recent market study estimates the worldwide Li-ion battery recycling market volume to be US$ 1.78 billion (in 2017) with a projection to reach US$ 23.7 billion by 2030.
Their process for battery recycling hasn’t changed significantly from what I described in my blog. However, Kinsbursky points out that “our goal is to be the first company to commercialize a battery-to-battery recycling process, whereby materials like lithium and cobalt recovered from a used battery can be reutilized in a new battery without any additional intermediary steps.”
With respect to the amount of material sent to landfill (25% according to Tesla’s 2008 blog), the good news is that this has been reduced to below 10%. Kinsbursky explained: “The amount of materials sent to the landfill from our process is largely dependent on the feedstock. Our process is capable of recovering all battery metals, including cobalt, nickel and lithium. Nevertheless, many battery packs utilize different grades of plastic and separator materials, which can consist of mixed quality grades of little recycling value in this commingled form. This is typically less than 10% of the battery mass. … It should also be noted that 10-15% of the battery mass is an electrolyte solvent which is digested within our process.”
Asked to comment on the pros and cons of their recycling method compared to ultra-high temperature incineration, Kinsbursky responded: “There are two common methodologies for the recycling and management of lithium ion batteries. hydrometallurgical and pyrometallurgical. Umicore’s process utilizes pyrometallurgical. Each type of system has its own benefits and deficiencies. As you stated, the UHT process would be more energy demanding than a hydrometallurgical process, and the hydrometallurgical system would be more forgiving in the type of material that can be processed.
Our current physical/mechanical process removes any electrical hazards and shreds and separates the batteries into usable commodity feeds. We are essentially a pre-processor for pyrometallurgical downstream processors. The advantage of our process is that it separates the metals into more concentrated feeds for the pyrometallurgical processes, thereby increasing efficiency and energy usage. Our long-term goal of producing battery materials will utilize additional hydrometallurgical processes on the back-end of our existing processes. We think over-all this will provide a lower energy pathway to closing the loop on lithium ion battery recycling when compared to the pyrometallurgical route.”
In conclusion, a lot of progress has been made, and new developments (David Kinsbusrsky did not want to comment on these) are on the horizon. Closed loops, or nearly closed recycling loops, seem possible provided that manufacturers and recyclers continue working together towards this goal.
Fuel cell electric vehicles (FCEV) vs. battery electric vehicles (BEV) – the precious metals industry is rightfully concerned about this battle. While FCEVs will utilize platinum in their fuel cells, BEVs need none, and each electric vehicle sold of either kind means that one less standard emission control catalyst has been sold. Reason for Reuters to inquire about the scale of the potential effects.
The latter topic in particular raised the question of ethical alternatives for cobalt mined in the Democratic Republic of Congo, a country that just declared it had to postpone democratic elections for lack of funds. One company promising such an alternative is Global Energy Metals of Vancouver, Canada. Mitchell Smith, president and CEO of GEM who is also a very active supporter of alternative energy in social media, told me more about the company and its plans. 
rs are – strictly speaking – battery powered, Trevor Milton and his team chose to add a hydrogen fuel cell for clean charging, and range extension.
One topic of my annual “Metal Megatrends” paper at the recent IPMI conference in Phoenix was sustainable mobility, and its impacts on metal consumption. In fact, if you read the story of how my column for Kitco News started four years ago (see the “Welcome” page of this blog), we have now reached a point where we can answer the question: “What if all cars in the world were electric?”.
Intrigued by this scenario, I requested an interview with BYD which was promptly granted. I wish other companies were this forthcoming when it comes to asking about their technology. The resulting article was just published on Kitco News today, and it can be viewed 
The picture shows people waiting at a factory owned store in a shopping mall (Short Hills Mall in New Jersey, USA). The line, which security estimated to be at least 200 people, winds throughout the mall and out the door. The line in the other picture shows people waiting for the new iPhone, also released today in what can only be called a marketing blunder. 
It is not the Tesla Model 3 other EV manufacturers have to worry about, it’s the way in which Elon Musk and the Tesla brand excite the masses. The Model 3 presale takes thousands of committed EV buyers off the market for at least 4-5 years (1.5 years of waiting time plus a 3 year lease). Whichever product or marketing strategy other brands may come up with, from hereon the market has been captured by Tesla for a very long time. A VERY smart move.
2 years ago, my electric BMW ActiveE 
The Focus is a nicely appointed car featuring a pleasant interior and lots of amenities like a multi-functional touch screen system for entertainment, navigation and phone integration. It also has heated leather seats and many other “powered” things distinguishing it from the base model. Other than my ActiveE the car blends right in and gets near zero attention from other people, which is a turnoff for hardcore enthusiasts but a plus in my book.
The White Swan 