OP-ED: Why Can’t Electric Motorcycle Riders Buy Their Own Batteries?

If riders were to purchase batteries, they would not be able to recycle them for application to other purposes which would exacerbate the pollution problem and frustrate the recycling efforts required to support sustainable and green mobility.
A technician pictured assembling the Zembo e-motorcycle, adding its battery on to it. PHOTO: Zembo A technician pictured assembling the Zembo e-motorcycle, adding its battery on to it. PHOTO: Zembo
A technician pictured assembling the Zembo e-motorcycle, adding its battery on to it. PHOTO: Zembo

Many new riders and citizens often wonder why electric motorcycle companies do not provide the option of purchasing a battery for private ownership, which riders or owners can charge themselves from home. While in theory, this may seem like a golden opportunity, the reality is that a rider may not be able to shoulder the burden associated with the battery’s hefty cost.

The battery pack accounts for up to 60% of the total cost of manufacturing an electric vehicle. The cheapest motorcycle currently on the market could go for about UGX4.9m. This implies that if a rider were to purchase a motorcycle, they would pay an additional 60% of the total cost of the motorcycle to purchase a backup battery, an option that is expensive both in the short and long run.

In the short run, the additional costs will include purchasing the additional battery and a home charger as well as time spent charging. In the long run will be riddled with larger electricity bills and purchasing another battery after about 5 years or so since the productivity of these batteries dwindles after each passing year.

So why take on all these costs yet you can ride to the nearest swap station and exchange your depleted battery for a fully charged one in a few minutes at a lower price? In light of this, electric motorcycle companies predominantly utilize the Battery-as-a-Service (BaaS) model where riders pull up to a swap station, and quickly and conveniently swap their depleted battery for a fully charged one at a fee. All the rider has to do is master how to plan their journeys to be able to swap a couple of times a day before each battery is completely drained.

To put this into perspective, a rider will pay about UGX5,000 to UGX10,000 for a fully charged battery depending on the EV company they purchased their electric motorcycle from according to the Electric Motorcycle Industry in Uganda 2024 Report. At this swapping cost, riders are still able to make a minimum of 30% profit more than their petrol motorcycle counterparts.

The Lithium-ion Battery and Why It Is Expensive

The majority of the electric motorcycles on Uganda’s market use Lithium-ion batteries. The Lithium-ion battery is a unique kind of battery with a higher energy density than others like the lead-acid battery, making it compact yet still capable of maintaining the same level of storage. It is not just eco-friendly but also convenient, portable, durable, and long-lasting with an extended riding range.

The price of a lithium-ion battery is majorly influenced by the cost of lithium itself and active components like nickel, cobalt, NMC, copper, aluminum, and liquid electrolytes among others are some of the components that make up 70% of the cost of a battery.

Key elements like lithium, cobalt, and nickel require plenty of resources to extract and process and yet supply chain limitations often result in higher prices. In addition, precision manufacturing and specialized equipment are needed for the complex design and assembly needed to guarantee high energy density, extended lifespan, and safe operation. Moreover, the demand for lithium batteries has risen as electric vehicles and renewable energy storage systems become globally widespread.

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Promoting a circular economy

Globally, countries are putting in the effort and work to see their nations transition to more sustainable energy options. As mobility shifts from the use of fossil fuels to electric mobility, a seemingly better alternative, the issue of disposal of E-mobility waste that comes with it has arisen. Electric mobility may reduce the emissions created by vehicles running on petrol and diesel but it also creates waste and hence pollution if these batteries and related components are disposed of recklessly. This is where recycling comes into play.

E-mobility companies have committed to fostering a circular company to support the sustainability efforts further and so when the batteries used in electric vehicles such as the electric motorcycle have served for several years and hence diminished in their productivity and ability to run the vehicle efficiently, they are then allowed to move ahead onto a new chapter in their lifecycle. This means they are now used to serve other purposes such as electrification, that is, these batteries are used to power places like buildings among others.

A circular economy focuses on extending the lifespan of batteries through reuse, restoration, and recycling. Promoting a circular economy for lithium-ion batteries is key in addressing both the environmental impact as well as the high cost associated with their production.

If riders were to purchase batteries, they would not be able to recycle them for application to other purposes which would exacerbate the pollution problem and frustrate the recycling efforts required to support sustainable and green mobility. So, having companies own and handle the batteries serves to benefit not just the customer and the EV company but also the environment and the broader circular economy agenda.

See also: OP-ED: so, what are Uganda’s national e-mobility priorities?