The US seeks to address climate change by cutting its carbon emissions to zero by 2050. This will require significant actions across all sectors of the economy, including the decarbonization of US transportation. One tool to decarbonize the transportation sector is vehicle electrification, which will require the adoption of battery-powered electric vehicles. Electric vehicle batteries require critical materials such as lithium, cobalt, and nickel. Acquiring these materials is challenging because of their high risk of supply chain disruption. These materials also have environmental and social impacts associated with their mining and refining. These are compounded by the fact that electric vehicle battery demand is predicted to significantly increase to meet the goal of decarbonizing the transportation sector by 2050. These challenges can be alleviated by circularizing the life cycle of the electric vehicle battery. ISO 59004 defines the circular economy as an “economic system that uses a systemic approach to maintain a circular flow of resources, by recovering, retaining or adding to their value, while contributing to sustainable development.” Applying circular economy concepts to electric vehicle batteries will allow for the extension of the life of the battery and the recovery of valuable materials at the battery’s end-of-life. Batteries will not be sent to the landfill or incineration, but will be repurposed or remanufactured for another life, or when it is not suitable, the battery will be recycled. To circularize the electric vehicle battery, it is important to understand the current end-of-life routes of the battery. This will assist in identifying the gaps in the recovery processes. The contribution of this paper is a battery circularity model that will address the design of batteries for a circular economy, material recovery options, information to track for improved recovery, and the standard’s needs for battery circularity. This paper focuses on end-of-life pathways to battery recovery, which is the first step in building a broader life cycle model. To illustrate the state of battery recovery, this paper presents an IDEF0 model of the battery end-of-life. Constructing this model revealed gaps in determining a battery's state of health, which informs the preferred recovery route. There is also a scarcity of investigations into battery remanufacturing. Although examples of repurposing batteries have been found, more research and standards are needed to scale up the activity. Challenges exist in battery recycling due to the wide variety of chemistries and recyclers not knowing the chemistry of the batteries they are recycling.