New Delhi, though safety is the primary challenge for second-life LFP batteries because of the risk of thermal runaway, necessary diagnostic checks, proper screening and monitoring can extend their life by seven to 10 years while reducing environmental risks, a UN official said.
A dead EV battery does not end its usefulness, the UN official told PTIIn an interview with PTI video, Katrin Luger, head of transport research and policy at the United Nations Economic and Social Commission for Asia and the Pacific, said grid-scale battery storage is the fastest way to support power grid integration and explained that reused batteries can reduce peak demand and provide balanced power supply during periods of high demand.
He added that battery storage systems using second-life batteries work well in community microgrids. These systems can reduce energy storage costs by 20 to 30 percent compared to new batteries, making reliable and affordable energy more accessible to marginalized and disadvantaged communities.
LFP batteries are already rapidly dominating India’s EV and solar storage markets due to their safety and affordability, but recycling for profit has made it economically difficult.
Talking about practical ways India can prioritize to increase second-life recycling of LFP batteries, the UN official noted that technical solutions including better pricing, standard diagnostic and safety rules and direct recycling are important.
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Direct recycling keeps the LFP battery material intact, uses much less energy than current methods and reduces greenhouse gas emissions by up to 90 percent, which Luger says makes LFP recyclable despite the low material value.
“Policy changes are also important. The Extended Producer Responsibility system should use different prices for different types of batteries, as flat rates damage LFP batteries compared to higher-priced ones. Battery passports can help track batteries throughout their life,” a UN ESC official told PTI.
Mobilizing the informal sector, which handles more than 95 percent of battery waste, is essential for safe and legal collection, he said, adding that financial incentives such as deposit-return schemes and performance gap funds can reduce costs, reduce investment risk and support large-scale second-life use and recycling.
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EPR guidelines for LFP batteries in India are governed by the Battery Waste Management Rules, 2022, which require producers to register with the Central Pollution Control Board, meet mandatory collection/recycling targets and ensure environmentally sound disposal.
The regulations apply to all batteries, including portable, electric vehicles and industrial, mandating material recovery, tracking through an online portal and, finally, the use of recycled materials in new batteries.
Under India’s existing EPR framework, enforcement gaps were identified by think tanks in other waste streams. In 2024, a Center for Science and Environment report identified lapses in the implementation of plastics EPR norms, with CPCB and state pollution control boards identifying around 7,00,000 recycling certificates that did not conform to the verified processing capacity.
Although the trend of LFP batteries is moving towards recycling rather than disposal, many batteries in India still end up in landfills when they die, as they do not contain high-value metals such as cobalt or nickel, and recyclers have limited economic incentives to process them.
Asked about the environmental damage associated with poorly disposed LFP batteries in landfill sites, the UN ESC official said toxic gases, fumes and dead water are the primary pathways through which these poorly disposed batteries harm the environment and human health.
“In landfills, moisture can break down battery electrolyte salts, releasing hydrogen fluoride, a toxic gas that harms the human respiratory system and can contaminate soil. Improper disposal also allows phosphates and iron to leach into the water, causing algal blooms, low-oxygen and loss of catrinzone life”. PTI.
Luger also highlighted that mechanical damage or fire involving LFP batteries emits thick toxic smoke clouds containing halogenated acids, volatile organic compounds and fine particles, which are strongly associated with respiratory and other airborne diseases, posing acute risks to waste workers and surrounding communities.
“The rapid adoption of LFP batteries in electric vehicles and stationary storage is creating a wave of waste doing re Between 2022 and 2030, approximately 5,00,000 tonnes of LFP batteries are expected to enter the recycling market annually.”
Discussing how India can use policy tools to avert the battery waste crisis if recycling incentives are low, the UN official noted that strict enforcement of EPR is the most effective way to prevent the crisis.
“These rules make producers responsible for end-of-life management of batteries, rather than consumers or local authorities. Market incentives for lithium-ion batteries are weak, but it legally forces them to do so,” he said.
“To keep recycling low, India may need new batteries to contain at least 20 percent recycled materials by 2030, creating a stable domestic market for recovered minerals like lithium and cobalt. This ensures stable income for recyclers and prevents risky disposal, especially for low battery standards.”
According to Lugar, a deposit refund scheme can also give customers a financial reason to return spent batteries by charging an upfront deposit that is only refunded if the battery is returned to an authorized centre.
The UN’s ESC Transport Division supports member countries to transition to electric mobility under the umbrella of the Asia-Pacific Initiative on Electric Mobility, promoting regional policy alignment, knowledge exchange and capacity building among member states.
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