{"id":137792,"date":"2024-07-31T08:30:04","date_gmt":"2024-07-31T07:30:04","guid":{"rendered":"http:\/\/www.spglobal.com\/mobility\/en\/research-analysis\/briefcase-assault-on-battery.html"},"modified":"2024-07-31T08:30:04","modified_gmt":"2024-07-31T07:30:04","slug":"briefcase-assault-on-battery","status":"publish","type":"post","link":"https:\/\/gamefootballmobileanimeiphone.com\/index.php\/2024\/07\/31\/briefcase-assault-on-battery\/","title":{"rendered":"BriefCASE: Assault on battery"},"content":{"rendered":"\n\n\n
\n

Since the second half of 2023, the electric vehicle segment has
\nbeen facing strong headwinds, much to many people's surprise, as
\nEVs have witnessed strong demand around the world in the last few
\nyears. Driven by ambitious zero-emission (ZEV) sales targets by
\nboth governments and automakers, together with growing consumer
\nawareness, serene progress was anticipated.<\/p>\n

The last several months have brought the realization of
\nfundamental issues \u2014 such as the lack of charging
\ninfrastructure, long charging times, and the high initial cost of
\nEV acquisition \u2014 that persist and need addressing. Most of
\nthese challenges will require years, if not decades, to fully
\nsolve.<\/p>\n

All the noise around EVs led to massive investments in the EV
\necosystem, from material sourcing to setting up significant
\nmanufacturing capacity for batteries. The faster-than-anticipated
\nuptake was expected to propel demand for batteries requiring
\ninvestments in capacity to meet the expected demand. However, with
\nthe slowdown, the industry is looking at oversupply,
\nunderutilization of capacity, and harder to justify investment
\nplans.<\/p>\n

Curtailing investments<\/strong><\/h3>\n

Original equipment manufacturers and battery players have
\naccordingly watered down their ambitions. This has led to several
\nreports and official announcements of a pulling back or
\npostponement of investments in battery projects in markets that had
\nbeen seen as the biggest growth centers for EVs.<\/p>\n

Most recently, it was reported that Automotive Cells Company
\n(ACC), a joint venture by Stellantis, TotalEnergies, and
\nMercedes-Benz, has applied the brakes on two of its upcoming EV
\nbattery plants in Europe \u2014in Kaiserslautern, Germany, and
\nTermoli, Italy. Each plant was expected to have a production
\ncapacity of 40 GWh by 2030. ACC has a plant in Douvrin, France,
\nalready in production and expected to start battery cell supply
\nlater this year. Now, the three partners are expected to reach a
\nfinal decision on future plans by the end of the year or early next
\nyear.<\/p>\n

In May, mainland Chinese cell maker Svolt also announced that it
\nwas dropping plans to set up a plant in Germany. In 2022, Svolt had
\nsaid that it would set up a 16 GWh cell plant in Lauchhammer to
\ncater to European demand. The plant was scheduled to start
\nproduction in 2025.<\/p>\n

Volkswagen, too, has said it will hold back from taking a
\ndecision on its fourth battery plant in Europe. The automaker was
\nscouting locations in central Europe for the plant.<\/p>\n

“The poor performance of [battery electric vehicle] sales in
\n2024 has resulted in a surplus of capacity for cell makers. The
\nsignificant price gap between European batteries, which primarily
\nrely on NCM (lithium, nickel, cobalt, and manganese) technology,
\nand LFP (lithium iron phosphate) cells from China further
\ncomplicates the situation for European cell makers, especially as
\ncar manufacturers strive to introduce affordable electric
\nvehicles,” said Ali Adim, manager, technical research, S&amp;P
\nGlobal Mobility.<\/p>\n

Europe is not alone in addressing this slowdown. Plans in North
\nAmerica are also coming under the microscope.<\/p>\n

Ford has re-evaluated its battery investment plans in the US.
\nLast November, the American automaker announced<\/strong><\/a> the scaling back of its BlueOval
\nBattery Park in Michigan. Panasonic, one of the biggest cell
\nmanufacturers in the US, was reportedly planning a third plant in
\nthe country, but may also delay investing in additional capacity.
\nThere have also been reports that Northvolt may delay setting up
\nits plant in Montreal, which was expected to become operational by
\n2026.<\/p>\n

The cooling of demand has also led to a significant drop in the
\nprices of critical battery raw materials such as nickel cobalt and
\nlithium. According to S&amp;P Global, prices for lithium, nickel,
\nand cobalt sharply decreased in 2023 and are expected to decline
\nfurther in 2024.<\/p>\n

This will impact investments in battery material activities.
\nLast week, Umicore said<\/strong><\/a> it was delaying spending on the
\nconstruction of its battery materials plant in Loyalist, Ontario.
\nEarlier, Bloomberg reported that BASF abandoned plans<\/strong><\/a> to invest in lithium
\nmining assets in Chile and a nickel-cobalt refinery<\/strong><\/a> in Indonesia.<\/p>\n

Investment overshoots are not uncommon when new technologies are
\nintroduced to industries or markets. The essence will be in how the
\nbattery value chain responds in reaching a more sustainable and
\nmature plane. Central to that future will be surety over future
\nregulations and a measured response to future opportunities from
\necosystem participants.<\/p>\n

Authored by: Srikant Jayanthan, Senior Research Analyst II,
\nS&amp;P Global Mobility<\/p>\n

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Since the second half of 2023, the electric vehicle segment has
\nbeen facing strong headwinds, much to many people's surprise, as
\nEVs have witnessed strong demand around the world in the last few
\nyears. Driven by ambitious zero-emission (ZEV) sales 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