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Project developers shall demonstrate that they meet all eligibility criteria outlined in the Riverse Standard Rules, and described below with a specific focus on battery preparation for reuse through either battery refurbishing or regeneration.
Eligibility criteria that do not require specific methodology instructions are not described here. This includes:
Measurability
Real
Technology readiness level
Minimum impact
To demonstrate additionality, Project Developers shall perform regulatory surplus analysis, plus either investment or barrier analysis, using the Riverse Additionality Template.
Regulatory surplus analysis shall demonstrate that there are no regulations that require or mandate the collection, and preparation for reuse through refurbishment or regeneration, and resale of batteries. It is acceptable if regulations promote or set targets for these activities because the resulting increase in these activities shall be accounted for in the baseline scenario.
At the European Union level, projects automatically pass the regulatory surplus analysis, which has been conducted by the Riverse Climate Team. None of these legislations require a battery second-life through refurbishing or regeneration at the EU level. Project Developers are only required to provide a country-level regulatory surplus analysis.
At the EU level, batteries incorporated in Electrical and Electronic Equipment are considered under the Waste Electrical and Electronics Equipment (WEEE) Directive, introduced by the EU, and the RoHS Directive to tackle the issue of a growing amount of WEEE (Waste Electrical and Electronic Equipment). According to the WEEE Directive 2012/19/EU, batteries shall be removed and recycled from any separately collected WEEE. This does not affect the additionality of projects under this methodology, because the eligible battery types covered under this methodology are not included in the WEEE Directive (see Eligible technologies section).
The EU battery regulation (Regulation 2023/1542) was approved in 2023, aiming to create holistic legislation for the safety and sustainability of batteries. The regulation mandates that portable batteries should be easily removable and replaceable by end-users or independent professionals. In addition, it sets recycling efficiency targets and material recovery targets for specific elements in recycling and treatment facilities for batteries. These targets will apply from December 31, 2027. This regulation does not affect the additionality of projects under this methodology, because it does not require battery treatment for reuse through refurbishing or regeneration.
The End-of-Life Vehicles Directive (ELV 2000/53/EC) includes provisions for the reuse and recycling of vehicle components, such as batteries. However, the directive does not require the refurbishment or regeneration of batteries. The focus remains on recycling, with reuse being voluntary.
Battery reuse targets through either refurbishing and/or regeneration that are defined in these regulations will be accounted for in the GHG reduction quantification, at the country level.
For example, if a national regulation mandates a minimum amount of reused components in any new battery packs, this would be accounted for in the GHGs from new battery production in the Baseline Scenario.
Investment analysis may be used to prove that revenue from carbon finance is necessary to make the project investment financially viable.
For example, Project Developers can apply investment analysis to the following situations to prove additionality (non-exhaustive list) :
the development and launch of a brand new refurbishing or regeneration project, or
an expansion to scale up activities, such as expanding battery collection capacity, or accelerating the battery second-life processes with new equipment to be able to process more batteries annually.
Business plans must be submitted as preliminary evidence for investment analysis. These plans should demonstrate that the investment is not self-sustaining without carbon finance support and that the carbon finance required is comparable to the total investment cost through financial indicators. During the verification process, audited financial documents must be provided to validate that the initial projections in the business plan were accurate and that the carbon finance was utilized as intended.
Examples of indicators to prove that the investment is not self-sustaining without carbon finance support are (non-exhaustive list):
Net Present Value (NPV)
Internal Rate of Return (IRR)
Payback Period
Return on Investment (ROI) with and without Carbon Finance
Note that for investments in expansion, only the additional carbon reductions enabled by the expansion shall be eligible for Riverse Carbon Credits.
Barrier analysis may be used to prove that the project faces financial, institutional, and/or technological barriers to ongoing operations that can only be overcome using carbon finance.
Examples of barriers that could justify additionality include but are not limited to:
Financial barrier: financial analysis proving that the project is operating at a loss, or not financially viable or stable, and carbon finance would make it financially viable.
Technological barrier:
proof that the project suffers from a lack of skilled workers (since the refurbishment and regeneration processes are manual, technical processes), which negatively affects the overall quality or logistics of the project. Carbon finance may help overcome this barrier by providing training for employees.
proof that the project is unable to scale due to, for instance, lack of refurbishing/regeneration capacity since machinery and time for refurbishing/regenerating is a limiting factor.
Battery refurbishment and regeneration in Europe may struggle to be cost-competitive with new battery sales. Carbon finance may be used to lower the selling price of the project’s refurbished/regenerated battery, making it a more attractive and competitive option.
For any type of barrier analysis, audited financial documents shall be provided as proof. These documents should either demonstrate the financial status to prove financial barriers or show that the project could not independently fund solutions to overcome institutional or technological barriers.
Project developers shall sign the Riverse MRV & Registry Terms & Conditions, committing to follow the requirements outlined in the Riverse Standard Rules, including not double using or double issuing carbon credits.
No additional measures for double issuance are required because double issuance among actors in the supply chain is unlikely, given that battery collectors and recyclers are not eligible under this methodology.
Project developers shall prove that their project provides at least 2 co-benefits from the UN Sustainable Development Goals (SDGs) framework (and no more than 4).
Common co-benefits of battery refurbishing and regeneration projects, and their sources of proof, are detailed in Table 1. Project developers may suggest and prove other co-benefits not mentioned here.
SDG 13 on Climate Action by default is not considered a co-benefit here, since it is implicitly accounted for in the issuance of carbon credits. If the project delivers climate benefits that are not accounted for in the GHG reduction quantifications, then they may be considered as co-benefits.
Table 1 Summary of common co-benefits provided by battery refurbishing and/or regeneration projects. Co-benefits are organized under the United Nation Sustainable Development Goals (UN SDGs) framework.
SDG 5.1 - Achieve gender equality and empower all women and girls
Women are less likely to work in the technology sector, and when they do they are usually paid less than men.
Battery refurbishing/regeneration projects may promote gender parity by having a large female workforce and having equal pay between men and women for doing the same job.
Average hourly earnings of men and women by age and disabilities (if any)
Standalone official policy for equal pay or current scenario in the sustainability report
SDG 8.5 - Achieve full and productive employment and decent work for all women and men, including for young people and persons with disabilities
Battery refurbishing/regeneration projects may hire people with disabilities, who tend to have lower rates of employment (e.g. 55% activity rate of people with some disability in the EU vs 74% overall activity rate).
Official record of the number of employees with a disability vs total employees of the workforce
SDG 12.2 - Achieve the sustainable management and efficient use of natural resources
The project’s circularity will be measured by the Material Circularity Indicator (MCI), according to the Ellen MacArthur Foundation's methodology.
Primary data collected from the project for the GHG reduction quantification, which are also used in the Circularity Assessment
SDG 12.4 - Achieve the environmentally sound management of chemicals and all wastes throughout their life cycle
Batteries contain precious metals, rare earth elements, and hazardous materials. By refurbishing batteries, and recycling the precious metals and rare earth elements they contain, projects avoid the destructive mining and extraction of these finite, virgin elements.
Battery waste diverted from recycling or other waste treatment (E.g. landfill or incineration)
SDG 12.5 - Reduce waste generation through prevention, reduction, recycling and reuse
The project diverts battery waste from improper disposal accordingto the EU shares as presented in Apendix 2.
Weight of batteries refurbished by chemistry. The amount of rare earth elements avoided is calculated in Riverse life cycle inventory models.
Second life batteries must be valid substitutes for new battery production as modeled in the baseline scenario (i.e. the avoided new battery). Project developers must provide evidence proving the quality of their second life batteries, demonstrating that they are suitable replacements for new batteries of the same chemistry (e.g. Li-ion vs NiMH) and application (e.g. LMT vs EV). This evidence includes, but is not limited to, documentation of quality control inspections, the battery grading system, and the State of Health (SoH) of the battery pack after preparation for reuse, ensuring they meet the necessary standards for sale rather than recycling.
Second-life batteries are expected to have a shorter lifespan and performance than new batteries, primarily due to wear and degradation from their initial use, and therefore do not fully replace new batteries on a 1:1 basis. Two factors are considered here:
Battery lifespan: representing expected remaining years of use, which is always expected to be shorter for a second life battery than a new battery. Default lifespans for new and second life batteries are presented in the GHG Quantification section.
Battery State of Health (SoH): representing battery performance, and used here as a proxy for battery lifespan. Second life batteries typically do not reach the same 100% SoH as new batteries, although it is technically possible.
Even if a second-life battery were restored to a near-perfect SoH of 100%, demonstrating a high ability to store and deliver energy compared to its original capacity, it is still assumed to have a reduced lifespan compared to a brand-new battery due to the cumulative wear from its previous application.
This difference in performance is acceptable because it is accounted for in the GHG reduction calculations to calculate the number of new batteries avoided, and therefore the number of RCCs to issue a project.
The number of new batteries replaced by a second-life battery is calculated by 1) taking the ratio of the second-life battery’s lifetime to that of a new battery, and 2) multiplying this by the second-life battery's SoH.
For example, for a refurbished, second-life Li-ion LMT battery
if the second life battery has a lifespan of 5 years
a new battery of the same type has a lifespan of 8 years
and the second life battery has an SoH of 80% after refurbishing
Then the number of new batteries replaced by this second life battery is calculated using:
In this case, one second life battery replaces and avoids 0.5 new manufactured batteries.
Project Developers shall prove that the project does not contribute to substantial environmental and social harms.
Additional proof may be required for certain high-risk environmental and social problems.
The Project Developer, the Riverse Certification team, or the VVB may suggest additional risks to be considered for a specific project
Project Developers shall fill in the Riverse- Battery second life risk evaluation, to evaluate the identified risks of battery refurbishing and regeneration. The identified risks include:
Improper on-site storage of non-functional batteries
Energy intensive processing
Greenhouse gas emissions from transport for collection
Worker health and safety
Frequent replacement of batteries due to shortened lifetime (rebound effect)
Frequent replacement of batteries due to economic incentives (rebound effect)
Export of reconditioned or regenerated batteries from Europe to countries with less stringent waste treatment standards
Release of pollutants and hazardous chemicals during the refurbishing/regeneration process
Leakage may occur when carbon-emitting activities are geographically displaced or relocated to areas outside the project boundaries as a direct result of the project's implementation. For battery refurbishing and regeneration, this includes:
There is a risk that a regenerated or refurbished battery is transferred to different countries with less stringent waste treatment standards than their original country. This can occur in the form of the refurbished battery itself, which will undergo waste treatment in the country where it is sold and distributed.
Upstream and downstream emissions shall be included by default in the GHG reduction quantification, as part of the life-cycle approach. The upstream and downstream emissions included in the quantification are detailed in the Baseline scenario and Project scenario section
Note: Project Developers shall transparently evaluate the likelihood of the above leakage risks in the PDD, plus any other project-specific leakage risks deemed relevant by the Project Developer, the Riverse Certification team, or the VVB.
Battery refurbishing and regeneration projects must prove that they lead to at least a 47% reduction in GHG emissions compared to the baseline scenario. This is aligned with the European Union’s 2040 Climate targets, as described in the Riverse Standard Rules.
The scope of the reduction is the system boundary used in GHG quantification section.
This shall be proven using the GHG reduction quantification method described in the GHG quantification section.
Monitoring Plans for this methodology shall include, but are not limited to, tracking of the following information by Project Developers:
Transportation distances of waste batteries for collection
Percentage of recycled battery packs, auxiliary components, BMS, and BUs derived from the collected battery packs.
Amount and type of second-life batteries sold in a functional state, and their respective SoH
Average percentage, by mass, of replacement BUs, BMS, auxiliary components, and new electrolyte solutions in the sold battery pack that are new.
See Table 2 in the section Data Sources for more details.
The Project Developer is the party responsible for adhering to the Monitoring Plan.
The global demand for batteries is projected to increase fourteenfold , with the European Union expected to . This is primarily fueled by the rise of electric mobility. In addition to climate change impacts, such as .
Most environmental impacts of batteries stem from two main stages: (a) the mining and processing of CRM and (b) their disposal at the end of life. Mining for CRMs raises significant environmental and human rights concerns, particularly as , often in protected regions with high mine density. Additionally, improper battery disposal can contaminate soil and water, negatively impacting human health. In 2021, the EU's end-of-life battery collection rate was for some types of less-regulated batteries.
Therefore, a major lever to reduce GHG emissions in this sector is to increase the lifetime of batteries, so that fewer batteries are produced. One method for increasing battery's lifetime is through regeneration and refurbishing, giving it a second life.
Battery second life involves restoring previously owned and used batteries to a functional state for continued use, thereby delaying their entry into waste streams. This process includes thorough testing, cleaning, repairs, and, when necessary, replacing components to ensure optimal performance. Extending the lifespan of batteries reduces the production of new batteries and reduces hazardous waste. Refurbishment and regeneration of batteries face barriers from high costs of repair, market fragmentation, and lack of consumer trust and acceptance.
All risk assessments must also address the defined in the Riverse Standard Rules.
Project Developers shall assign a likelihood and severity score of each risk, and provide an explanation of their choices. The VVB and Riverse’s Certification team shall evaluate the assessment and may recommend changes to the assigned scores.
All risks with a high or very high risk score are subject to a Risk Mitigation Plan, which outlines how Project Developers will mitigate, monitor, report, and if necessary, compensate for any environmental and/or social harms.
Additional proof may be required for certain high risk environmental and social problems.
The Project Developer, the Riverse Certification team, or the VVB may suggest additional risks to be considered for a specific project.
Note that the life-cycle GHG reduction calculations account for the climate change impacts of most environmental risks. Nonetheless, Project Developers shall transparently describe any identified GHG emission risks in the risk evaluation template.
V1.0
This methodology covers projects that refurbish or regenerate used batteries, extend their usable lifetime, reduce hazardous waste, and avoid the production of new batteries. Eligible battery applications include starting, lighting, and ignition (SLI) batteries; light means of transport batteries; electric vehicle (EV) batteries; and industrial batteries. Eligible battery chemistries include nickel-metal hydride (NiMH), lithium-ion (Li-ion), and lead-acid (Pb-acid) batteries.
Methodology name
Battery second life
Version
1.0
Methodology ID
RIV-REC-02-BAT-V1.0
Release date
November 22nd, 2024
Status
Public Consultation
General GHG reduction quantification rules can be found in the Riverse Standard Rules.
Calculations of GHG emissions for the baseline and project scenarios shall follow the method detailed below, based on
Battery second-life projects are only eligible for avoidance Riverse Carbon Credits.
Battery second-life projects serve two functions: waste treatment from a battery’s first life (Battery A), and the provisioning of a “new” battery in its second life (Battery B). Both of these functions are included in the project and baseline scenario.
The baseline scenario represents the functionally equivalent set of activities that would occur in the absence of the project. Therefore, the baseline scenario is the average waste battery treatment of Battery A, and the market mix for production of a new Battery B.
The distribution, packaging, use, and waste treatment of Battery B are not included in the calculations because they are assumed to be the same in both scenarios. Therefore, the downstream system boundary is Battery B at the factory gate.
Calculations and data collection are based on annual project operations.
Battery second-life projects are multifunctional so the functional unit is twofold:
production of one battery (Battery B), plus
treatment of the corresponding amount of battery waste treated (from Battery A) to generate this one Battery.
All data shall be provided per battery type and chemistry type because different battery types and chemistries use distinct materials and production processes, leading to varying environmental impacts, particularly during production and end-of-life waste treatment. This ensures accurate assessment of emissions across the lifecycle.
The required Primary data for GHG reduction calculations from projects are presented in Table 2:
Table 2 Summary of primary data needed from projects and their source. Asterisks (*) indicate which data are required to be updated annually during verification (see Monitoring Plan section). Data are for a battery of type i and chemistry c.
Percentage of mass of all collected battery packs that fail initial quality control and are sent directly to waste treatment.*
%
Battery second-life project tracking system
Percentage of collected battery units (BU) by individual units that fail quality tests after initial quality control and are sent to waste treatment.*
%
Battery second-life project tracking system
Percentage of collected auxiliary components that fail quality test after initial quality control*
%
Battery second-life project tracking system
Percentage by mass of BU within a battery pack (optional)
%
Battery second-life project tracking system
Number of battery packs that were sold in a functioning state in the monitoring period.*
unit
Battery second-life project tracking system
Average BU weight.
kg
Battery model technical document
Direct measurements made by the project
Number of BUs in a battery pack.
Unit
Battery model technical document
Direct measurements made by the project
Distance traveled for collecting battery packs per sourcing country/city.
km
Battery second-life project tracking system
Distance in km to the batter waste treatment facility used by the project.
km
Battery second-life project tracking system
Assumption based on the recycling facility location and the project’s site
Average percentage of BUs in sold battery packs that are new, as number of new BUs divided by total BUs used.*
%
Battery second-life project tracking system
Average percentage of auxiliary components in sold battery packs that are new, as mass of new auxiliary components divided by total auxiliary components used.*
%
Battery second-life project tracking system
Average percentage of BMS in sold battery packs that are new, as mass of new BMS divided by total BMS used.*
%
Battery second-life project tracking system
Average percentage of electrolyte solutions in sold battery packs that are new, as mass of new electrolyte solutions divided by total electrolyte solutions used.* For the regeneration of lead acid batteries only
%
Battery second-life project tracking system
Electricity amount and type for inspection and testing of BUs.
kWh/BU
Battery second-life project tracking system
Electricity amount and type for recharging the battery pack before sale.
kWh/Bat
Battery second-life project tracking system
Secondary data taken from the literature are used to define default values for the following elements:
Battery’s expected lifetime (first and second life)
Battery unit (cells and modules) percentage, by mass, in a battery pack (if not provided by the Project Developer)
The (hereafter referred to as ecoinvent) shall be the main source of emission factors unless otherwise specified. Ecoinvent is preferred because it is traceable, reliable, and well-recognized. The ecoinvent processes selected are detailed in Appendix 1.
Batteries (including battery packs, BUs, and auxiliary components) are evaluated in categories of battery types and chemistries rather than specific battery models to facilitate data collection. It is assumed that batteries in the same battery type category and chemistry have similar characteristics (component percentages, emission factor, lifetime), as defined in Appendix 2.
A battery pack consists of several essential components, which vary depending on the battery end use, manufacturer, and chemistry. To facilitate data collection, the battery pack is divided into three main components:
Battery units: The battery unit (BU) is responsible for the battery's primary function—energy storage and delivery. It contains potentially hazardous materials and heavy metals, making it a critical focus for environmental and safety considerations. The structure and design of these units vary depending on factors such as the battery type, manufacturer, intended application, and chemical composition. In this methodology, it is assumed that the BU shape (e.g. cylindrical or prismatic) does not influence its environmental impacts.
lithium-ion and NiMH batteries are assembled from individual cells or modules (groups of cells combined to create standardized units of capacity and voltage).
lead-acid batteries are typically constructed as single units rather than separated into distinct cells. In this methodology, lead-acid batteries are considered a single BU.
BMS: the Battery Management System (BMS) is the second most impactful component of a battery in terms of GHG emissions, due to its complex manufacturing process. Additionally, the integration of the BMS in the battery pack can affect recycling processes, further influencing its overall environmental footprint.
Battery auxiliary components: other components that are not classified as BU or BMS. e.g. thermal management components, protective elements, internal wiring, busbars, connectors, and terminals.
The BMS weight per kg of the battery pack may vary depending on multiple factors such as the battery type, chemistry, and manufacturer. For simplifying the calculations and due to the lack of precise data per battery type and chemistry, it is assumed that the BMS rate is 0.02kg/kg of the battery pack based on the ecoinvent process for Li-ion battery production.
The waste collection and transport distance for Battery A in the baseline scenario is determined using bounding analysis to identify the most conservative value. A distance of 1800 km is assumed, reflecting the maximum possible distance between existing battery recycling facilities in Europe. This value can also be applied to the Project scenario if no project-specific data are available.
The waste collection for Battery A is assumed to be done 100% by truck within Europe .
In the baseline scenario, for the fraction of waste Battery A that are separately collected by specialized waste battery programs (e.g. ), it is assumed that 70% of batteries will be reused and 30% will be recycled. This assumption is based on projections provided by industry experts.
The distribution of batteries in the baseline and project scenarios is assumed to be the same and is therefore excluded from quantifications. This is a conservative assumption because new batteries in the baseline scenario are , and transported long distances. In contrast, the project scenario consists of mostly inter-EU shipping of batteries across much shorter distances.
Packaging, use, and waste treatment of Battery B are assumed to be the same in the baseline and project scenarios and are therefore excluded from quantifications.
Refurbished or regenerated batteries are assumed to have shorter lifetimes than new batteries, depending on the battery type and chemistry, as outlined in the Substitution section and Appendix 2. It is assumed that the battery State of Health (SoH) can be a proxy for remaining battery performance, and that the amount of battery production avoided in the baseline scenario is proportional to the ratio of new and second-life battery lifetimes and second-life SoH.
It is assumed that when any battery component fails, the entire battery pack becomes non-functional, as the failure of even a single component—such as a cell, module, or critical part like the BMS—renders the whole battery pack inoperable. This means that for this methodology the input battery is considered true waste, and no residual value is allocated from its first life.
The battery cleaning process involves (a) degreasing to remove oils and grease applicable to all battery types (100 ml degreaser per kg of battery pack), and (b) for lead-acid batteries, neutralizing residual electrolytes using baking soda solution (50 ml solution per kg of battery pack). These assumptions are based on estimates by the Project Developers.
It is estimated that the electrolyte in a lead-acid battery constitutes approximately of the total battery weight.
The lead-acid batteries electrolyte solution is assumed to be made of 38% sulfuric acid and 62% water.
There are two main types of battery waste treatment: pyrometallurgy and hydrometallurgy. Each battery chemistry is assumed to have the following repartition of the waste treatment process:
Li-ion: .
NiMH: assumed to be 100% through pyrometallurgical treatment. Even though hydrometallurgy is the most common process for recycling NiMH batteries, .
Pb-acid: 100% through
In the absence of the project, the battery end-of-life would have been treated according to the current market shares in Europe, which are detailed per battery type and chemistry in Table 3.
Battery type
Chemistry
NiMH
PRO collection schemes:
Battery second life: 7 %
Recycling: 93%
Outside PRO schemes:
Battery second life: 13.3%
Recycling: 80.7%
Landfill and incineration: 6%
Li-ion
NiMH
Separate collection 100%
Battery second life: 17.5%
Recycling: 82.5%
Pb-acid
Separate collection 100%
Recycling 100%
Industrial
Li-ion
Pb-acid
Separate collection 100%
Recycling 100%
LMT: The PRO collection scheme target for 2028 is set at 51% from the EU regulation. Therefore, the collection targets are assumed to be 51% for separate collections through PRO schemes and 49% for batteries collected outside of PRO schemes.
EV/HE, SLI, and industrial: These batteries do not have a collection target because the Extended producer Responsibility (EPR) systems are required to separately collect all batteries that become waste. Therefore, none will go to incineration or landfilling, and they will all be recycled.
In the End-of-Life (EOL) scenario, it is assumed that 70% of the batteries entering the second-life stream will be reused or refurbished, while the remaining 30% will be recycled. Accordingly, the EOL scenarios have been adjusted. Refer to Appendix 3 for detailed information.
The project scenario consists of preparing used batteries for a second life, which serve two functions: 1) waste treatment of the battery after its first life (Battery A) and 2) preparation for reuse to produce a “new“ battery (Battery B). This process is broken down into 3 life cycle stages, and displayed in Figure 1:
Battery A waste collection
Battery A waste treatment
Battery B preparation for reuse
The mass of waste battery (Battery A) collected equals the total mass of input used batteries collected at the battery second-life project annually.
The total mass of batteries collected shall be back-calculated based on the quantity of battery packs that were successfully prepared for reuse and sold, and the rate of parts that could not be reused and were recycled (see Eq. 2). This approach is preferred as tracking the battery packs that were successfully prepared for reuse and sold is more reliable and accurate than tracking input collected batteries.
Project Developers may provide more precise information on the mass of collected batteries if it is available.
For calculating transport distance, Project Developers shall provide the country and/or city where used battery packs are transported from, and provide the distance from the collection source to the battery second-life project site.
Battery packs collected by the project that cannot be successfully prepared for reuse are processed through recycling.
Battery second-life projects typically partner with certified recycling companies that are equipped to handle hazardous materials. These companies must be capable of managing BU and auxiliary components
Project Developers shall provide the fraction of collected BUs, BMS and auxiliary components that are recycled.
Battery recycling is modeled using either hydrometallurgical or pyrometallurgical treatment depending on the battery chemistry (see ecoinvent processes in Appendix 1).
Some auxiliary components such as the battery casing, cables, and cooling system, may be kept onsite to harvest spare parts in the future, but due to limited project data on this topic, they are conservatively assumed to be recycled.
This life cycle stage is composed of different main processes depending on the battery's second life technology implemented: refurbishing or regeneration.
Both refurbishing and regeneration processes involve the disassembly of the battery packs into their BUs. Next, the BU undergoes inspection and testing to assess its and performance, including evaluations of voltage, performance, and charge retention. Any faulty BU or auxiliary components that cannot be refurbished or regenerated are removed and recycled.
Final testing and validation consume electricity and ensure the battery’s safety and functionality before it is partially charged (60%), packaged, and distributed for reuse.
The refurbishment process typically includes electricity use for testing and charging, and may also involve replacing used BUs or auxiliary components with new ones. All components are cleaned and reassembled into a "new" refurbished battery pack. This pack undergoes strict quality control checks to ensure compliance.
Cleaning involves inputs of cleaning chemicals and cloth, modeled after assumptions presented in the assumptions section.
Refurbished batteries are frequently repurposed for new applications, such as transitioning from their original use in electric vehicles (EVs) to energy storage systems (ESS).
The regeneration process is only suitable for some BUs with specific chemistries (e.g., NiMH and Li-ion).
In addition to the common and refurbishing steps, regeneration involves a battery or charger sending controlled high-frequency pulses of electricity through the battery, and may include desulfation and the replacement of chemicals/electrolytes (for Pb-acid batteries).
kgCOeq
Once regenerated, the battery is often reused in its first life application as regeneration can achieve similar performance as for a new battery.
The baseline scenario consists of two main functions: 1) waste treatment of the battery after its first life (Battery A) and 2) provisioning of a new battery (battery B). The system boundary of the baseline scenario is shown in Figure 2. This is broken down into 3 life cycle stages, which are detailed in the following sections:
Battery A collection
Battery A e-waste treatment
Manufacturing of Battery B
The baseline scenario shall be reviewed annually by the Riverse climate team to account for any changes in regulations. Additionally, it shall be updated using project data to reflect the functional equivalent of the project's annual operations, considering the number and type of batteries collected and prepared for reuse.
The structure of the Baseline scenario is the same whether the project consists of ongoing operations or an expansion. In the former, project data from all annual site operations is considered, and the baseline scenario is defined as the functional equivalent of all annual operations. For an expansion project, only project data related to the expansion is considered, because the normal annual operations would be the same in the baseline and project scenario, and can therefore be excluded.
It is assumed that battery waste is transported by truck 1800 km to its waste treatment center.
The mass of battery waste collected in the baseline scenario equals the total mass of input used batteries collected by the battery second life project annually.
The treatment of battery waste is split between pyrometallurgical or hydrometallurgical processes depending on the battery chemistry as described in the assumptions section. Additionally, part of the waste may be treated through incineration or landfilling, see Appendix 2.
The proportion of battery waste recycled is based on European regulation targets and estimates from real projects operating in Europe. Detailed information is in the assumptions section and Table 3.
First, the fraction of battery waste that is not separately collected through PRO schemes is assumed to eventually be sent for specialized battery waste treatment. This assumption is based on the hazardous nature of battery waste, which requires specific treatment technologies. Shredder operators are generally stringent about excluding such batteries from their waste streams and may impose heavy penalties on those who attempt to include them.
Then, the fraction of battery waste that is separately collected and treated through PRO schemes is considered according to the battery type and chemistry as defined in the targets of the European regulation.
The separately collected and treated batteries can be further broken down into the fraction of recycled and second-life batteries that are already occurring in the baseline. The battery regulations are evolving and at this time there are no country-specific fractions. Separately collected batteries through PRO schemes that cannot follow the second-life pathway are assumed to be recycled according to the proportions outlined in Table 3 and detailed in Appendix 2.
The number of new batteries to consider in the baseline scenario corresponds to the number of batteries successfully prepared for reuse and sold in a functional state in the project scenario, adjusted by the shorter lifetime consideration for second-life batteries.
Note that this does not necessarily equal the number of used batteries collected, because a fraction of batteries collected can not be successfully prepared for reuse.
To quantify avoided GHG emissions, the baseline scenario must consider the market share of the project technology already in use. Currently, precision on this data is unavailable. It is assumed that a rather small amount of new battery purchases come from existing refurbishing activities (<1%). The market share of the project technology currently in use is assumed to be zero.
The process of manufacturing a new battery is taken from the ecoinvent database, without modifications for the following battery chemistries: lithium-ion, NiMH, and lead-acid.
The difference in lifetime between refurbished and new batteries, detailed in the Substitution section, is accounted for in this life cycle stage. The amount of new battery production avoided in the baseline scenario is proportional to the ratio of the lifetimes of new and second-life batteries, adjusted by the SoH of the second-life batteries in the project scenario.
Avoided GHG emissions are calculated by subtracting the sum of the project scenario GHG emissions from the sum of the baseline GHG scenario emissions.
Uncertainty shall be evaluated at both the methodology level and the project level. The project-level uncertainty assessment must consider the uncertainty in the methodology, which is inevitably passed down to each project.
The uncertainty assessment below must be complemented by a project-specific uncertainty assessment. The outcome of the assessment shall be used to determine the percent of avoided emissions to eliminate with the discount factor.
The assumptions that are estimated to have high uncertainty (i.e. high variability and high impact) are:
In the baseline scenario, new battery production is adjusted based on the lifespan of both new and second-life batteries, as well as second-life battery SoH. It is assumed that the SoH serves as a proxy for the remaining performance of the battery.
The assumptions that are estimated to have moderate uncertainty are:
Batteries in the same battery type category and chemistry have similar characteristics (component percentages, emission factor, lifetime)
The BMS rate is 0.02kg/kg of the battery pack.
The waste collection and transport distance for Battery A is assumed at 1800 km
70% of batteries undergoing a second-life process are reused, while 30% will be recycled.
The electrolyte in a lead-acid battery constitutes approximately of the total battery weight.
The lead-acid batteries electrolyte solution is made of 38% sulfuric acid (H2SO4) and 62% water.
Li-ion battery chemistry is a mix composed of:
lithium nickel manganese cobalt oxide (NMC): 60%
lithium iron phosphate (LFP): 30%
nickel cobalt aluminum oxide (NCA): 10%.
There are two main types of battery waste treatment: pyrometallurgy and hydrometallurgy depending on the battery chemistry.
The assumptions that are estimated to have low uncertainty (i.e. low variability and low impact) are:
In the absence of the project, the battery end-of-life would have been treated according to the market shares in Europe.
A battery pack is divided into three main components: BU, BMS, and auxiliary components.
The collection of batteries in Europe is done 100% by truck.
The distribution, packaging, use, and waste treatment of Battery B in the baseline and project scenarios is the same.
When an auxiliary component fails, the entire battery becomes non-functional, so no residual value is allocated to the collected waste batteries
After sorting, the battery undergoes a cleaning process using degreasing and neutralizing residual electrolytes.
The baseline scenario selection has low uncertainty. It accounts for project-specific information regarding the number, type and fate of devices, and battery waste management regulations.
The equations used in this methodology consist of basic conversions and have low uncertainty.
Many estimates and secondary data are used in this methodology to enable a reasonable amount of project data collection. These data have varying levels of uncertainty and are assessed in Table 4.
The uncertainty at the methodology level is estimated to be moderate to high. This translates to an expected discount factor of at least 6% for projects under this methodology.
Table 4 Presentation of all secondary data and estimates used, and an assessment of their uncertainty.
Chemistry per battery type
Table 3
Battery types encompass a variety of chemistries. This methodology focuses on the most common chemistries for each battery type, as identified through expert insights and market data.
While older systems may still contain small quantities of batteries based on Pl and NiCd, these are assumed to be negligible and are excluded from this methodology. This exclusion introduces a moderate level of uncertainty.
Collection 2024/2025
Table 3
While limited information is available on the separate collection rates of batteries at their end-of-life, this methodology relies on regulatory targets as a reference. Although this assumption introduces moderate to high uncertainty, it is considered a conservative approach.
Europe EOL market shares
Table 3
The EOL market share data for the studied battery types and chemistries is limited. To address this, market share estimates were gathered with support from industry experts, an operational facility in the Netherlands, and individual Project Developers' expertise.
While no official documentation validates the chosen market shares, these estimates are considered conservative. This is because the percentages include a large share of second-life batteries, which are expected to be lower in reality.
Battery unit percentage, by weight, in battery pack
Table A2, Appendix 2
The percentage of BUs in a battery pack, by mass, is highly variable and depends on several factors, such as battery chemistry, pack design, and manufacturer. To simplify calculations, data from recent studies were used to estimate this value per battery chemistry, introducing a moderate level of uncertainty. Project Developers are encouraged to provide this percentage using primary data wherever possible.
Lifetime of a new battery and a second life battery
Table A2, Appendix 2
The lifetime of a new battery is highly variable due to factors such as operating conditions, usage patterns, and battery management system efficiency. When available, battery lifetime data were sourced from recent studies or supplemented by project developers' expertise. This introduces high uncertainty, as lifetime is a sensitive and highly variable parameter. However, the assumption is conservative, as it reduces the impacts associated with producing a new battery in the baseline scenario.
:
: 60%
: 30%
: 10%
collection schemes: 51% (separate collection)
Outside schemes: 49% (assumed mix of some separate collection, some general battery fate)
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First release of this methodology
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Table A1 List of ecoinvent 3.10 processes used in the GHG quantification model
Transport, truck
market for transport, freight, lorry 7.5-16 metric ton, EURO5 | Cutoff, U, RER
NiMH battery recycling
treatment of used Ni-metal hydride battery, pyrometallurgical treatment l used Ni-metal hydride battery l Cutoff, U, GLO
Li-ion battery recycling
64%: treatment of used Li-ion battery, pyrometallurgical l used Li-ion battery l Cutoff, U, GLO
36%: treatment of used Li-ion battery, hydrometallurgical treatment l used Li-ion battery l Cutoff, U, GLO
Limestone: limestone production, crushed, for mill l limestone, crushed, for mill l Cutoff, U, RoW
Iron scrap: sorting and pressing of iron scrap l. iron scrap, sorted, pressed l Cutoff, U, RER
NaOH: market for sodium hydroxide, without water, in 50% solution state l sodium hydroxide, without water, in 50% solution state l Cutoff, U, RER
Sodium nitrate: market for sodium nitrate l sodium nitrate l Cutoff, U, GLO
Sulphur: market for sulphur l sulphur l Cutoff, U, GLO
Iron chloride: market for iron(III) chloride, without water, in 40% solution state l ron(III) chloride, without water, in 40% solution state l Cutoff, U, GLO
Electricity: market group for electricity, medium voltage l electricity, medium voltage l Cutoff, U, RER
Natural gas: market group for natural gas, high pressure l natural gas, high pressure l Cutoff, U, GLO
Coke: market for petroleum coke l petroleum coke l Cutoff, U, GLO
Water: market for tap water l tap water l Cutoff, U, Europe without Switzerland
Excess slag to landfill: treatment of inert waste, sanitary landfill l inert waste l Cutoff, U, RER
Common steps
market for solvent, organic l solvent, organic l Cutoff, U, GLO
10.7%: market for sodium bicarbonate l sodium bicarbonate | Cutoff, U, RER
89.3%: market for water, completely softened | water, completely softened | Cutoff, U, RER
market for tissue paper | tissue paper | Cutoff, U, GLO
market for textile, knit cotton | textile, knit cotton | Cutoff, U, GLO
Refurbishing steps
New BU:
NiMH: BU-related processes from NiMH battery production
Li-ion:
NMC811: battery cell production, Li-ion, NMC811 l battery cell, Li-ion, NMC811 l Cutoff, U, RoW
LFP: battery cell production, Li-ion, LFP l battery cell, Li-ion, LFP l Cutoff, U, RoW
NCA: battery cell production, Li-ion, NCA l battery cell, Li-ion, NCA l Cutoff, U, RoW
Pb-acid:
battery production, lead acid, rechargeable, stationary l battery, lead acid, rechargeable, stationary l Cutoff, U, RoW
New BMS:
battery management system production, for Li-ion battery l battery management system production, for Li-ion battery l Cutoff, U, GLO
New auxiliary components:
New battery production process per battery chemistry removing impacts associated with the BUs and the BMS
Regeneration steps
New electrolyte:
Li-ion: electrolyte production, for Li-ion battery l electrolyte, for Li-ion battery l Cutoff, U, GLO
Pb-acid:
38%: market for sulfuric acid production l sulphuric acid l Cutoff, U, RER
62%: market for water, completely softened | water, completely softened | Cutoff, U, RER
NiMH: market for electrolyte, KOH, LiOH additive l electrolyte, KOH, LiOH additive l Cutoff, U, GLO
Residual waste
Incineration (3%): treatment of hazardous waste, hazardous waste incineration l hazardous waste for incineration l Cutoff, U, Europe without Switzerland
Landfill (3%): treatment of inert waste, sanitary landfill l inert waste l Cutoff, U, RER
New battery production
NiMH:
battery production, NiMH, rechargeable, prismatic l battery, NiMH, rechargeable, prismatic l Cutoff, U, GLO
Li-ion:
60%: battery production, Li-ion, NMC811, rechargeable, prismatic l battery production, Li-ion, NMC811, rechargeable, prismatic l Cutoff, U, GLO
30%: battery production, Li-ion, LFP, rechargeable, prismatic l battery, Li-ion, LFP, rechargeable, prismatic l Cutoff, U, GLO
10%: battery production, Li-ion, NCA, rechargeable, prismatic l battery, Li-ion, NCA, rechargeable, prismatic l Cutoff, U, RoW
Pb-acid:
battery production, lead acid, rechargeable, stationary l battery, lead acid, rechargeable, stationary l Cutoff, U, RoW
Table A2 Summary of assumed lifetimes, of new and refurbished batteries by .
Battery type
Battery chemistry
BU% in battery pack
Lifetime new (years)
Lifetime second life (years)
LMT
Li-ion
LMT
NiMH
EV/HEV
Li-ion
EV/HEV
NiMH
SLI
Pb-acid
ESS
Li-ion
70%*
ESS
NiMH
ESS
Pb-acid
100%
Table A3 Summary of baseline scenario per battery type and chemistry.
Battery type
EU EPR collection target in 2028
LMT
Li-ion:
NMC: 60%
LFP: 30%
NCA: 10%
NiMH
Battery second life 10%
Recycling 90%
Battery second life: 7%
Recycling: 93%
LMT
Li-ion:
NMC: 60%
LFP: 30%
NCA: 10%
NiMH
Battery second life 19%
Recycling 75%
Battery second life: 13.3%
Recycling:80.7%
EV/HEV
Li-ion
NiMH
100%
Battery second life 25%
Recycling 75%
Battery second life: 17.5%
Recycling: 82.5%
SLI
Pb-acid
100%
Recycling 100%
Recycling 100%
Industrial
Li-ion
Pb-acid
Li-ion
100%
Recycling 100%
Recycling 100%
Projects that reduce GHG emissions and are issued Riverse Carbon Credits typically also contribute to a circular economy. The assessment of a project's circularity is considered under the co-benefits criteria and represents the Sustainable Development Goal (SDG) number 12.2.
The Material Circularity Indicator (MCI) is the selected measure of circularity, due to its comprehensive assessment of material flows and alignment with global standards, notably established by The Ellen MacArthur Foundation.
The MCI examines the mass of material flows throughout a product's lifecycle. It evaluates how efficiently materials circulate within a closed-loop system, assigning “more circular” scores to systems that minimize waste and optimize resource reuse. The formula uses input parameters such as material feedstock amount and type (e.g. from recycled, reused, or biological sources), recycling rates, and lifespan extension potential to quantify a product's circularity.
in the dedicated methodology document, on pages 22 to 31, following the Product-level Methodology under the Whole product approach). Figure 3 modified from summarizes the MCI material flows.
The MCI is a unitless indicator that varies from 0 to 1, where 0 represents a fully linear product and 1 is fully circular. The project scenario MCI is compared to the baseline scenario MCI, measuring how much more circular the project scenario is than the baseline.
The MCI methodology has been applied to the battery's second-life using the input data presented in Table 4.
Table 5 All variables needed to calculate the Material Circularity Indicator (MCI) for the Riverse Battery Second Life methodology are detailed below. The full methodology and equations can be found in the dedicated methodology document.
Symbol
Definition by the MCI
Guidelines for the project scenario
Guidelines for the baseline scenario
Mass of a product
Total mass (kg) of second life batteries in the project scenario.
Consider the same guidelines as for the baseline scenario
Fraction of mass of a product's feedstock from recycled sources
Assumed zero
Assumed zero
Fraction of mass of a product's feedstock from reused sources
Assumed zero
Fraction of a product's biological feedstock from Sustained production.
It is assumed that no biological feedstock is used in batteries.
Consider the same guidelines as for the project scenario
Material that is not from reuse, recycling or biological material from sustained production.
The amount of virgin materials used in the project scenario is the same as the Np when virgin material shall be extracted to produce new pieces.
All the input materials are considered virgin as no reuse or recycled materials are assumed in a status quo scenario.
Fraction of mass of a product being collected to go into a recycling process
Consider the same guidelines as for the project scenario
Fraction of mass of a product going into component reuse
Fraction considered under the Cr variable, according to the cbaseline's rates.
Consider the same guidelines as for the project scenario
Fraction of mass of a product being collected to go into a composting process
As no biological feedstock is used in batteries, this value is assumed to be zero.
Consider the same guidelines as for the project scenario
Fraction of mass of a product being collected for energy recovery where the material satisfies the requirements for inclusion
Energy recovery as part of a circular strategy only applies to biological materials, according to the MCI methodology. This value is assumed to be zero.
Consider the same guidelines as for the project scenario
Mass of unrecoverable waste through a product's material going into landfill, waste to energy and any other type of process where the materials are no longer recoverable
Following the MCI calculation methodology, this value is the same for both scenarios. Due to the comparative approach, it can be excluded.
Consider the same guidelines as for the project scenario
Efficiency of the recycling process used for the portion of a product collected for recycling
Varies according to the country's rate.
Consider the same guidelines as for the project scenario
Mass of unrecoverable waste generated in the process of recycling parts of a product
Following the MCI calculation methodology, this value is the same for both scenarios. Due to the comparative approach, it can be excluded.
Consider the same guidelines as for the project scenario
Efficiency of the recycling process used to produce recycled feedstock for a product
Assumed equal to Ec as no data are available specifically for batteries. Additionally, since Fr is considered zero, this variable is not impactful.
Consider the same guidelines as for the project scenario
Mass of unrecoverable waste generated when producing recycled feedstock for a product
Following the MCI calculation methodology, and considering Fr equal to zero, this value is zero.
Consider the same guidelines as for the project scenario
Mass of unrecoverable waste associated with a product
Following the MCI calculation methodology and Riverse's guidelines, this value is the same for both scenarios. Due to the comparative approach, it can be excluded.
Consider the same guidelines as for the project scenario
Linear flow index
Varies from 0 to 1, where 1 is a completely linear flow and 0 is a completely restorative flow. In a circular project, the LFI shall be closer to zero, while the baseline shall be closer to 1.
Consider the same guidelines as for the project scenario
Actual average lifetime of a product
Assumed 1
Average lifetime of an industry-average product of the same type
Assumed 1
Calculated based on the extended lifetime of the project's product.
Assumed 1
Average number of functional units achieved during the use phase of an industry-average product of the same type
Assumed 1
Assumed 1
Utility of a product (function of the product's lifespan and intensity of use)
Equal to 1 as the baseline scenario regards the status quo market (average industry scenario).
Material Circularity Indicator of a product
Varies from 0 to 1, where 0 represents a fully linear product and 1 is fully circular.
Consider the same guidelines as for the project scenario
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Projects eligible under this methodology are the activities that carry out the technical aspects of refurbishment or regeneration of used batteries at the end of their lifecycle. Activities that only recycle batteries (e.g. shred them to collect and use metals), collect used batteries (e.g. buyback schemes), serve as marketplaces for resale, or act as Producer Responsibility Operators (PRO) are not eligible projects.
Marketplaces, battery waste management intermediaries, and battery optimization software companies may act as intermediaries between Riverse and battery second-life projects to assist in the certification process. Signed agreements shall be provided ensuring that the battery second-life project is the principal and final beneficiary of carbon finance.
Battery applications eligible under this methodology include starting, lighting, and ignition (SLI) batteries; light means of transport batteries (LMT); electric vehicle (EV) batteries; and industrial batteries. Other battery types such as portable batteries and portable batteries of general use are not eligible under this methodology.
This methodology distinguishes between two types of processes enabling a battery's second life:
Refurbishing: involves a lighter process to restore battery packs to optimal working conditions. This includes cleaning the battery, addressing issues related to the battery management system (BMS)—such as software fixes or BMS replacement—and testing the battery pack's capacity. In this process, any damaged or low-quality battery units and auxiliary components are replaced with either reused or new parts.
Regeneration: in addition the battery refurbishing steps above, regeneration involves a more complex process of regenerating battery packs through methods such as applying electrical pulses and replacing the battery’s electrolytes to reverse some of the chemical degradation within the battery. The goal is to restore the battery's performance by reverting its degradation process without the need for replacing its core components, usually enabling it to return to its initial use application.
Both refurbishing and regeneration activities are eligible for Riverse Carbon Credits (RCCs) under this methodology.
Note that the project shall be defined as the project activities that are justified as additional. This may include a refurbishing/regeneration site’s entire operations or only an expansion project. See the Additionality section of the Riverse Standard Rules for more details.
One project corresponds to the battery second life sites within one registered company/holding company located within one country.
For example, if an international battery second life company has preparation for reuse (refurbishing and/or regeneration) sites located in both France and Germany, two separate projects must be registered: one for the operations in France, and one for Germany.
market group for electricity, medium voltage l electricity, medium voltage l Cutoff, U,
incineration: 6%
Where is the number of refurbished or regenerated batteries sold and represents the weight in kilograms of battery and chemistry
Considers the mass of second life batteries () and the mass of new components acquired (, in kg):
is the sum of new Battery Units (BU), auxiliary components, ad Battery Management Systems (BMS) described in Eq. 11, 12 and 13 respectively.
Value is based on the collection rates from the baseline scenario as presented in 3. After the end of the battery's first and second life, the product is assumed to follow the country's recycling rates where waste is generated.
Sum of the lifespan of the product's first and second life according to , using an average weighted across the battery types refurbished or regenerated by the project.
Average lifespan of the product's first life, weighted across all battery types refurbished or regenerated by the project as per
achieved during the use phase of a product
In battery second life projects, X is higher in the project scenario, as the project extends the product's life ()
