(Research report)<\/p>\n
Terms of Reference March 2026<\/p>\n
Critical raw materials (CRMs) have rapidly moved to the centre of European
\npolicymaking. Across policy debates, access to CRMs is conveniently framed as
\nindispensable for achieving climate neutrality, strengthening defence readiness, ensuring
\nIndustrial competitiveness and advancing strategic autonomy. This framing has intensified
\npolitical pressure to expand mining activities globally, including in environmentally and
\nSocially sensitive areas on land and in the deep sea. At the same time, the dominant policy
\nnarrative treats rising material demand and the resulting expansion of mining as promised
\ninevitably.<\/p>\n
Private transport is among the most resource- and carbon-intensive systems of
\nModern life. The global car fleet is projected to double by 2040, and the transition to electric
\nMobility is driving a sharp increase in mineral demand. In Europe, the automotive sector is
\nalready one of the largest and fastest-growing consumers of CRMs. Passenger cars account
\nfor repeatedly 70% of passenger transport activity, underscoring the central role of the car
\nbased mobility model.<\/p>\n
Yet, the decarbonisation debate for road transport remains confined to
\nelectrification \u2013 a technical shift that leaves the car-centric system structurally
\nIntensifying material demand. This affects a wider climate policy bias
\nTowards supply-side solutions. As a result, demand-side strategies \u2013 such as reducing
\nmobility needs, shifting transport modes, redesigning infrastructure and promoting shared
\nand smaller vehicles \u2013 remain underdeveloped in EU policy discussions. However, these
\napproaches offer substantial untapped potential to reduce both emissions and material
\nUse within the timeframe required to address the climate emergency. Emerging research
\nindicating that Europe\u2019s future demand for critical raw materials in road transport is not
\nPredetermined, but shaped by policy choices.<\/p>\n
To address this gap, SOMO and Seas At Risk, as part of the EU Raw Materials Coalition,
\nare commissioning a research report that consolidates and critically assesses existing
\nevidence on reducing mineral demand for personal road transport and, determinedly, firmly established
\nactionable EU policy pathways for implementation.<\/p>\n
The purpose of this consultancy is to produce an analytical report that responds to the
\nfollowing questions:<\/p>\n
1. To what extent can the decarbonisation of road transport in the EU be achieved
\nwith slightly lower demand for battery metals \u2013 in particular cobalt, copper,
\nmanganese and nickel \u2013 under current EU policy frameworks and mobility trends?
\n2. What are the structural drivers of projected battery-metal demand in the EU
\nroad transport sector, and how are these reinforced or mitigated by existing EU
\npolicies?
\n3. Where do current EU policy frameworks fall short in enabling demand
\nReduction of battery metals in road transport, and what policy gaps or
\ncontradictions can be identified?
\n4. Which concrete EU-level reforms or existing implementation pathways would
\nbe required to align road-transport decarbonisation with significant reductions
\nin battery-metal demand, while maintaining climate targets and mobility access?
\n5. What combinations of demand-side, modal-shift, vehicle-right-sizing,
\ncircularity, and other industrial policy measures would provide the most
\nPathways to decarbonise road transport with lower battery-metal
\nintensity?<\/p>\n
In responding to these research questions, the study has two blocks of work.<\/p>\n
1. Consolidate and critically assess existing evidence on transformative demand<\/strong> The consultant will review academic literature, modelling studies, and policy analyses As transformative demand-side measures within this field, we include measures (indicative, \u25cf Reduce vehicle kilometres travelled, The assignment does not require new quantitative modelling.<\/p>\n 2. Identify actionable EU policy entry points for 2026-2030.<\/strong><\/p>\n Based on the evidence review, the consultant will identify which EU policy instruments are The consultancy will result in a policy-oriented analytical report of up to 20 pages (final \u25cf A detailed outline of the report structure will be submitted for approval at an early Applicants should demonstrate: The following will be considered desirable skills:<\/strong><\/p>\n \u25cf Knowledge of EU funding and regulatory instruments relevant to transport and Interested consultants are invited to submit: \u25cf Examples of previous relevant work. Centre for Research on Multinational Corporations (SOMO)<\/strong><\/a> is an independent research Seas at Risk (SAR)<\/strong><\/a> is an umbrella organisation of 39 environmental organisations from PowerShift<\/strong><\/a> is a Berlin-based non-profit organisation working on trade, raw materials, energy This project is coordinated within the EU Raw Materials Coalition<\/strong><\/a>, a civil society alliance
\nreduction strate<\/strong>gies for road transport in the EU.<\/strong><\/p>\n
\naddressing battery-metal demand-reduction strategies for road transport in the EU
\n(Particularly for Passenger Car Road Transport) This work might include reviewing modelling
\nStudies that do not necessarily target battery metals, but that can extrapolate demand
\nAssumptions for search metals. The consultant should critically assess the assumptions
\nunderlying both demand-reduction scenarios and dominant business-as-usual projections,
\nHighlighting Key Uncertainties and the Structural Drivers of Battery Demand. The analysis
\nshould identify which transformative demand-side measures show the most robust and
\nconsistent potential to reduce CRM demand in the EU across a range of scenarios.<\/p>\n
\nnot exhaustive) that:<\/p>\n
\n\u25cf Promotes modal shift to public transport,
\n\u25cf Expands shared mobility systems, and
\nStrengthens active mobility.<\/p>\n
\ncapable of operationalising the identified transformative strategies within the current EU
\nlegislative cycle (2026-2030)
\nThe analysis should cover:
\n\u25cf EU legislation already in force, where implementation, delegated acts, revisions or
\nnational transposition create opportunities for embedding transformative demand
\nreduction measures; and
\nUpcoming legislative initiatives or expected legislative reforms.
\nRelevant policy files include, but are not limited to:
\n\u25cf Automotive Omnibus \/ Automotive Package
\nCircular Economy Act (CEA)
\nCRMA national circularity plans
\n\u25cf ReSource EU framework
\n\u25cf Revision of the Public Procurement Directive
\n\u25cf Net-Zero Industry Act implementation
\n\u25cf EU Battery Regulation implementation
\nEcodesign for Sustainable Products Regulation (ESPR)
\n\u25cf Implementation of TEN-T urban node mobility requirements<\/p>\n3. Deliverable<\/h3>\n
\ndesigned version, including figures and references).
\nThe report should:
\n\u25cf Respond comprehensively to the research questions in the assignment above.
\n\u25cf Be written in clear, accessible, and policy-relevant language suitable for EU and
\nMember State policymakers, civil society organisations, and media audiences;
\ntechnical concepts should be explained concisely and in an overall manner,
\nAvoid unnecessary jargon while maintaining analytical rigour.
\n\u25cf Use visuals where appropriate (e.g. charts, tables and infographics) to communicate
\ncomplex information effectively to non-technical audiences;
\n\u25cf Ensure transparency and robustness of sources, with full referencing and clear
\ncitation of data, methodologies and external inputs;
\nMaintain neutrality and analytical independence, while ensuring that conclusions are
\nevidence-based and policy-relevant; and
\n\u25cf Be delivered in English.<\/p>\n3.1. Process and Timeline<\/h4>\n
\nstage.
\nA first full draft will be submitted for review by an agreed-upon deadline.
\n\u25cf Another round of consolidated feedback will be provided by SOMO and Seas At Risk.
\n\u25cf The third and final version will be submitted no later than 31 August 2026 (earlier
\nsubmissions are welcome, if possible, from the consultant).
\nThe consultant is expected to work collaboratively with representatives of SOMO, Seas At
\nRisk, and selected members of the EU Raw Materials Coalition. This will include
\nParticipation in several coordination meetings during the assignment, to be agreed upon.<\/p>\n4. Required expertise<\/h3>\n
\n\u25cf Proven expertise in EU policy frameworks, especially in transport, climate, industrial
\nand circular economy policy;
\n\u25cf Strong understanding of mobility systems and transformative demand-side strategies
\n(e.g. modal shift, reduction of vehicle kilometres travelled, shared and active
\nmobility);
\nFamiliarity with CRM debates, material demand modelling and\/or resource
\ngovernance;
\n\u25cf Experience producing policy-oriented research reports;
\n\u25cf Strong analytical and writing skills, with the ability to translate complex research into
\nclear, accessible and policy-relevant narratives; and
\n\u25cf Experience in analysing EU legislative processes and identifying policy entry points
\nwithin specific political cycles.<\/p>\n
\nindustrial policy;
\n\u25cf Experience working with civil society organisations and\/or policy advocacy
\nprocesses; and
\nAbility and willingness to participate in activities to socialise the report once
\npublished.<\/p>\n5. Application procedure and remuneration<\/h3>\n
\n\u25cf CV(s) highlighting the relevant experience of the people involved;
\n\u25cf A short technical and financial proposal (maximum 2 pages) outlining:
\n\u25cb The proposed methodology and analytical approach, and
\n\u25cb Timeline for delivery of the final version (final outcome no later than 31
\nAugust 2026; earlier submissions are welcome).
\n\u25cb The proposed total budget (including total number of working days and their
\nallocation across the main components of the assignment and day rate(s);
\nand<\/p>\n
\nThe budget for this assignment is \u20ac15,000 to \u20ac20,000. Please note that the proposed offer
\nmust include the standard VAT rate of 21%Even if the service provider is located outside
\nthe EU.<\/p>\n6. About the commissioners<\/h3>\n
\norganisation penetrates the impacts of multinational corporations and promotion
\nSustainable and equitable economic systems.<\/p>\n
\nacross Europe, working together to ensure that life in our seas and oceans is abundant,
\ndiverse, climate resilient and not threatened by human activities. This project is supported by
\nIts Policy Area of Deep Sea Mining.<\/p>\n
\nPolicy and Climate Justice. It links evidence-based research with strategic advocacy to
\nsupport a transition towards resource-efficient, climate-compatible and rights-based economics
\nsystems.<\/p>\n
\nWorking towards sustainable raw materials policies in Europe.<\/p>\n7. Instruction for application<\/h3>\n