On April 1, the National NEV Power Battery Traceability Information Platform was officially launched, providing national-level information platform support for the green and circular development of China’s NEV industry. Centered on the digital identity information of power batteries, the platform assigns a code to each power battery and brings online data from across the upstream and downstream segments of the industry chain, enabling chain-based traceability of power battery flows.

This week, the overall second-life battery market for lithium battery Grade B products remained stable, while prices for warehouse A and Grade A products rose. On the cost side, lithium carbonate first increased and then declined, with evident fluctuations; nickel sulphate edged down slightly, while cobalt sulphate prices remained stable. On the supply side, battery cell capacity continued to be released, the EV sector carried out orderly stockpiling, demand in the ESS sector remained robust, and order shipments stayed at a high level. On the demand side, following the implementation of the new power battery regulations on April 1, the exclusive concept of second-life application was removed and uniformly brought under comprehensive utilization supervision, with strict control over the circulation of non-compliant products; the market showed structural divergence, with average demand from the EV sector, but strong demand for compliant orders in energy storage and outside China. In terms of product-grade price spreads: quotations for leading Grade A products with warranties approached those of new battery cells, while circulation of recycled materials and Grade B products remained weak and prices held flat, as they struggled to meet compliant procurement standards.

[SMM Tin Morning Brief: The Most-Traded SHFE Tin Contract Surged Sharply Late in the Night Session and Closed at a High, While Downstream Enterprises Showed Weak Purchase Willingness]

As the global energy transition accelerates, the NEV industry is booming at an unprecedented pace. Behind this green transformation, battery recycling—a critical link tied to resource security, environmental protection, and the sustainable development of industry—has quietly emerged as a new industry worth hundreds of billions. From an “environmental burden” to an “urban mine,” the battery recycling industry is demonstrating unprecedentedly broad prospects. Strong policy support has laid a solid foundation for the development of the battery recycling industry. In February 2025, the Executive Meeting of the State Council reviewed and approved the Action Plan for Improving the Recycling System for NEV Power Batteries, explicitly proposing the improvement of the standards system to achieve standardized, safe, and efficient recycling and utilization of power batteries. More importantly, the Interim Measures for the Administration of the Recycling and Comprehensive Utilization of Retired NEV Power Batteries, which will officially take effect on April 1, 2026, marks a new stage in the law-based and standardized management of power battery recycling and utilization in China. The core provisions of this new regulation, jointly issued by six departments including the MIIT, the National Development and Reform Commission, and the Ministry of Ecology and Environment, include: Establishing a digital ID system: generating a unique and dynamic digital ID for each power battery pack to enable full life cycle flow monitoring and information-based traceability Implementing the “vehicle-battery integrated retirement” system: retired NEVs must include their power batteries to prevent battery loss Clarifying the responsibilities of all parties: power battery enterprises and NEV producers must establish recycling service outlets and assume fallback responsibility for collection Defining red lines for comprehensive utilization: enterprises engaged in the comprehensive utilization of retired power batteries must complete the relevant procedures in accordance with the law, and such batteries are prohibited from being used in restricted fields such as e-bikes Battery recycling is not only an industry, but also a green revolution concerning the sustainable development of humanity. From policy support to technological innovation, and from resource security to industrial upgrading, China’s battery recycling industry is advancing at an unprecedented speed and with unprecedented intensity. As the 14th Five-Year Plan is implemented in greater depth and the “dual carbon” goals continue to advance, this “urban mine” of battery recycling will release enormous economic, environmental, and social value, contributing China’s wisdom and solutions to the global energy transition and the development of the circular economy.

Recently, Hyundai Motor Group signed a cooperation agreement with Zhejiang Huayou Recycling Technology Co., Ltd. to jointly build an EV power battery recycling system in Indonesia. The cooperation covers the recycling and reuse of battery production scrap and end-of-life batteries, aiming to achieve a closed-loop resource system across the entire battery life cycle. Background of the Cooperation As the world’s largest nickel producer, Indonesia is pushing with unprecedented determination to transform itself from a raw material exporter into a global EV battery manufacturing hub. According to the Indonesian government’s plan, by 2030 the country will achieve total EV battery capacity of 100 GWh and plan to produce about 600,000 pure EVs annually. The HLI Green Power battery plant, jointly established in Indonesia by Hyundai Motor Group and LG Energy Solution, is a key part of this strategy. Located in Karawang, West Java, the plant has a total investment of $1.1 billion and began operations in 2024. It has annual capacity of 10 GWh and can supply battery cells for more than 150,000 EVs. The plant mainly supports EV models of Hyundai Motor Group in Southeast Asia, India, and other markets. However, with the rapid expansion of battery capacity, the disposal of end-of-life batteries and manufacturing scrap has become an increasingly prominent issue. The Indonesia Battery Association forecasts that by 2030 the country’s end-of-life power batteries will reach 120,000 mt. But the existing recycling system has clear shortcomings: insufficient processing capacity, lack of technical standards, and more than 70% of processing handled through informal recycling channels. In the suburbs of Jakarta, multiple open-air acid-leaching lithium workshops have even emerged, causing soil heavy metal levels to exceed EU limits by 50 times. This cooperation carries multiple implications for the development of Indonesia’s battery industry and even that of Southeast Asia as a whole: Improving the Local Industry Chain: Through the New Energy Law, the Indonesian government has designated EVs as a national strategic industry and requires foreign automakers to commit to building battery plants in Indonesia, with 40% local sourcing of parts to be achieved by 2027. The cooperation between Hyundai Motor and Huayou Recycling helps Indonesia build a complete industry chain spanning mineral extraction, battery manufacturing, and recycling. Addressing Resource Challenges: Although Indonesia is rich in nickel resources, it produces almost no cobalt, and its lithium resources depend on imports from Australia. Through battery recycling, it can partially reduce its import dependence on critical minerals and improve resource security. Attracting More Investment: The Indonesian government has introduced fiscal incentives such as zero import tariffs, exemption from luxury sales tax, and a reduction in VAT from 11% to 1%, to attract foreign investment into the battery industry. The battery recycling cooperation in Indonesia between Hyundai Motor Group and Huayou Recycling is not only a commercial move by the two enterprises, but also a reflection of the global battery industry's transition toward a circular economy. With the rapid expansion of the EV market, battery recycling has shifted from an environmental protection issue to a matter of resource strategy and economics.

Recycling Industry Events This Week (December. 29-31)

In recent years, the most common and straightforward framework for assessing demand across the lithium battery value chain has been to anchor it to EV sales. The logic was simple: the more vehicles sold, the stronger the battery demand; conversely, a slowdown in vehicle sales would imply weaker battery demand. This relationship held true in the early stages of the industry, when EV penetration was rapidly increasing, product structures were relatively simple, and battery demand exhibited a strong linear correlation with vehicle sales. However, this linear relationship is now clearly weakening. Increasing evidence suggests that battery demand is no longer solely determined by vehicle sales , but is increasingly driven by multiple factors, including average battery capacity per vehicle, product mix, commercial vehicle electrification, and export dynamics. 1. The “Vehicle Sales = Battery Demand” Formula Is Breaking Down At its core, vehicle sales represent the number of units sold, while battery demand reflects total energy consumption, i.e., total installed battery capacity. These two metrics only move in tandem when the average battery capacity per vehicle remains stable. Once average battery size increases, or when the sales mix shifts across BEV vs. PHEV, passenger vs. commercial vehicles, the direct linkage between vehicle sales and battery demand begins to decouple. As a result, assessing battery demand today requires answering several additional questions beyond headline vehicle sales: What is the average battery capacity per vehicle? Which vehicle segments are driving incremental growth? Are export flows and regional differences amplifying demand volatility? In other words, the industry is transitioning from a “unit-driven” model to an “energy-driven” model . 2. Rising Battery Capacity per Vehicle: The Primary Driver The most direct reason for the decoupling is the continuous increase in battery capacity per vehicle. This trend is driven by three key factors. First, vehicle upsizing. Both in China and overseas, EV consumption is shifting from basic electrification to enhanced user experience. The rising share of SUVs, pickup trucks, larger sedans, and premium vehicles naturally drives higher battery capacity per vehicle. Larger vehicle size, longer range requirements, and higher performance expectations all translate into higher kWh configurations. Second, the range competition is not over. While the industry has moved beyond the most aggressive phase of “range-at-all-costs,” consumers still place strong emphasis on real-world range, low-temperature performance, highway efficiency, and charging convenience. Even amid intense price competition, automakers are reluctant to reduce battery capacity, as it remains a core determinant of product competitiveness. Third, the growth of premium BEVs and heavy-duty applications. Although EV sales growth is expected to moderate going forward, battery demand is still projected to grow at a faster pace, with increasing battery capacity per vehicle being a key contributor. This reflects a critical shift: vehicles may not be selling faster, but each vehicle is consuming more battery capacity. Therefore, relying solely on slowing vehicle sales growth to infer weaker battery demand may significantly underestimate the offsetting effect from rising battery capacity per vehicle. 3. Product Mix Matters More Than Total Sales Volume Beyond battery capacity, changes in product mix are also reshaping battery demand. For instance, selling one million EVs with a higher BEV share will result in stronger battery demand than the same volume with a higher PHEV share, due to differences in battery size. In other words, shifts between different powertrain technologies directly impact overall battery intensity. Globally, this structural divergence is becoming more pronounced. In Europe, policy adjustments have led to a temporary rebound in PHEVs, which dilutes average battery capacity per vehicle. In contrast, China continues to maintain a high share of BEVs and higher-capacity vehicles, supporting stronger battery demand intensity. Thus, evaluating battery demand today requires understanding not just how many vehicles are sold, but what types of vehicles are driving the growth . 4. Commercial Vehicle Electrification: The Most Undervalued Growth Driver If rising battery capacity per vehicle represents the first layer of demand restructuring, then the electrification of commercial vehicles represents the second—and arguably the most underestimated—layer. Passenger EVs typically carry battery packs in the range of tens of kWh, whereas electric heavy-duty trucks, construction vehicles, and specialty vehicles often require 300–600 kWh or more. This means that a single electric truck can generate battery demand equivalent to multiple passenger EVs . Even with a smaller sales base, incremental penetration in commercial vehicles can significantly amplify overall battery demand. Rising oil prices further accelerate this trend by improving the total cost of ownership (TCO) of electric commercial vehicles, particularly in high-utilization, heavy-load, and fixed-route applications. In such scenarios, electrification becomes economically compelling much faster. As a result, while commercial vehicles are not the largest segment by volume, they are likely to become one of the most powerful “energy leverage” drivers of battery demand in the near term. 5. Exports, Inventory Cycles, and Production Scheduling Are Increasing the Mismatch In addition to end-market dynamics, midstream factors such as exports, inventory cycles, and production scheduling are further widening the gap between vehicle sales and battery demand. On one hand, changes in export policies, overseas customer stocking behavior, and shifts in trade flows can either front-load or delay battery and materials production. On the other hand, inventory cycles are once again becoming a central analytical framework. Automakers and distributors are no longer maintaining stable inventory levels; instead, they dynamically adjust stocking based on sales trends and pricing competition. This means that battery production is increasingly influenced by inventory drawdowns, restocking cycles, and order visibility—rather than simply mirroring real-time vehicle sales. Analyst SMM Lithium Battery Analyst Lesley Yang yangle@smm.cn

On March 17, an environmental protection technology company in Yangquan proposed the construction of the "Annual 120,000-ton Spent New Energy Power Battery Comprehensive Utilization Project." Phase I of the project involves the dismantling and crushing of 20,000 tons of spent new energy power batteries and the cascade utilization of 5,000 tons of spent new energy batteries.

On March 16, the Longwan District Bureau of Ecology and Environment released the environmental impact assessment public notice for the "Spent Power Battery Dismantling and Standardized Cascade Utilization Project" undertaken by a battery energy company in Wenzhou. The project primarily involves battery assembly processes. It will add an annual capacity for cascade utilization of 5,000 tons of spent lithium-ion batteries, which are primarily used for base station backup power and energy storage systems.

Recently, the People's Government of Longwan District, Wenzhou City, Zhejiang Province, released the environmental impact assessment public notice for the "Spent Power Battery Dismantling and Standardized Cascade Utilization Project" undertaken by a battery energy company in Wenzhou. According to the public notice, a battery energy company in Wenzhou will utilize its existing factory building to construct 2 cascade utilization dismantling production lines, primarily for battery dismantling and testing processes. It will also construct 1 CTP production line (module, pack assembly line) in Min'ke Base Yongxing Nanyuan, Wenzhou, primarily for battery assembly processes. This will add an annual capacity for cascade utilization of 5,000 tons of spent lithium-ion batteries.