{"id":99982,"date":"2026-10-19T04:00:32","date_gmt":"2026-10-19T02:00:32","guid":{"rendered":"https:\/\/power-shift.de\/?p=99982"},"modified":"2026-10-16T13:42:46","modified_gmt":"2026-10-16T11:42:46","slug":"batterierohstoffe-reduzieren-neue-studie-fuer-europa","status":"publish","type":"post","link":"https:\/\/power-shift.de\/en\/batterierohstoffe-reduzieren-neue-studie-fuer-europa\/","title":{"rendered":"Reducing battery raw materials: How Europe is making the transport transition with less mining"},"content":{"rendered":"

Europe can reduce its reliance on lithium, nickel and cobalt without sacrificing road electrification. Crucial are recycling, smaller and more efficient electric cars, and mobility that requires fewer resources.<\/strong><\/p>\n

The electrification of road transport is an important part of climate protection. But with the growing number of electric cars, the demand for battery raw materials is also increasing in many scenarios. Europe therefore faces a fundamental question: How can transport be decarbonised without creating new, ever-increasing dependencies on metallic raw materials and additional mining projects?<\/p>\n

A new study by Oeko-Institut on behalf of PowerShift, SOMO and Seas At Risk shows that the demand for raw materials can be shaped politically. It examines how the European Union can reduce the need for critical battery materials and thus strengthen its security of supply.<\/p>\n

The key result:<\/strong> Europe does not have to choose between climate protection, competitiveness and raw material security. A traffic transition that uses materials more efficiently and reduces demand from the outset can support all three goals.<\/p>\n

Why Europe needs fewer battery raw materials<\/h2>\n

The European Union wants to reduce its dependence on fossil fuels. The electrification of road transport plays a central role in this. However, the switch from internal combustion engines to electric drives poses new challenges for the supply of raw materials.<\/p>\n

Lithium, nickel, cobalt and manganese are used for batteries. Their supply chains are sometimes highly concentrated. Fluctuating commodity prices, geopolitical conflicts and extraction and processing dependencies can make supply more difficult.<\/p>\n

Europe can tap into additional sources of supply, build processing capacity and create strategic reserves. However, these measures alone do not solve the fundamental problem: If the demand for materials continues to increase, the dependence on international raw material markets remains high.<\/p>\n

This is why, in addition to securing supply, European raw materials policy needs a second pillar, which has so far been neglected: Targeted reduction of demand for primary raw materials<\/strong>.<\/p>\n

The composition of batteries is already changing. New battery technologies can partially replace or completely avoid certain metals. However, according to the study, the change in battery chemistry alone is not sufficient to offset the expected growth in total raw material demand.<\/p>\n

New study: A large, hitherto untapped savings potential<\/h2>\n

The investigation Decarbonising Road Transport Beyond Mining-Intensive Pathways<\/em> evaluates research results on resource-saving ways of transport electrification. The German summary refers to 30 evaluated studies.<\/p>\n

The analysis identifies five key areas of action:<\/p>\n

    \n
  1. Expand battery recycling and use more secondary raw materials.<\/li>\n
  2. Make vehicles and batteries smaller and lighter.<\/li>\n
  3. Improve energy and material efficiency of vehicles.<\/li>\n
  4. Shift traffic to more resource-efficient means of transport.<\/li>\n
  5. Avoid unnecessary roads and car trips.<\/li>\n<\/ol>\n

    These measures can help reduce dependency on newly mined raw materials. At the same time, they open up the possibility of limiting social and environmental pressures on mining.<\/p>\n

    How much lithium, nickel and cobalt can Europe save?<\/h3>\n

    The study brings together potential savings from various scientific studies. The following overview shows the highest values shown in the German summary report.<\/p>\n\n\n\n\n\n\n\n
    measure<\/th>\nlithium<\/th>\nnickel<\/th>\ncobalt<\/th>\nmanganese<\/th>\n<\/tr>\n
    Smaller vehicles and batteries, by 2050<\/td>\n22 %<\/td>\n21 %<\/td>\n19 %<\/td>\n23 %<\/td>\n<\/tr>\n
    Higher energy efficiency, by 2050<\/td>\n28 %<\/td>\n29 %<\/td>\n25 %<\/td>\n25 %<\/td>\n<\/tr>\n
    modal shift and traffic avoidance, by 2050<\/td>\n36 %<\/td>\n36 %<\/td>\n36 %<\/td>\nNot reported<\/td>\n<\/tr>\n
    Recycling, 2040<\/td>\n52 %<\/td>\n50 %<\/td>\n69 %<\/td>\n19 %<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

    Source:<\/strong> Oeko-Institut Consult, Decarbonising Road Transport Beyond Mining-Intensive Pathways<\/em> (2026); German summary, page 2.<\/p>\n

    Important for classification:<\/strong> The figures come from different studies and scenarios with different assumptions, viewing periods and reference variables. They are therefore not directly comparable with each other and must not be added together.<\/p>\n

    \"Infographic<\/p>\n

    Recycling reduces the need for Primary raw materials<\/strong>, i.e. newly obtained materials. The other measures aim to: Total material requirements<\/strong> lowering. Some estimates refer to cumulative needs over several years, others to specific target years.<\/p>\n

    The potential savings of modal shift and traffic avoidance also depend on whether fewer vehicles are actually needed or only fewer kilometres are initially driven with them. An evaluated scenario with savings of up to 36 percent takes into account not only passenger cars but also other road vehicles. This value is therefore not to be understood as a stand-alone forecast exclusively for passenger car batteries.<\/p>\n

    Despite these differences, the results show: The future demand for battery metals is not an immutable quantity. Policy decisions on vehicle sizes, transport systems, efficiency standards and the circular economy influence how many raw materials Europe needs.<\/p>\n

    250,000 tonnes of nickel: What Recycling Could Do<\/h3>\n

    \"Infographic:<\/p>\n

    Nickel-saving potential through recycling in 2040. Source: Oeko-Institut Consult (2026), German summary, p. 2.<\/p>\n

    The potential is particularly evident in the example of nickel.<\/p>\n

    In one of the scenarios investigated, battery recycling in 2040 could lead to around 250,000 tons of primary nickel<\/strong> saved. This corresponds approximately to the annual production of six average nickel mines<\/strong>.<\/p>\n

    The comparison illustrates the magnitude of the possible savings. It is based on mine data from 2022; Actual production volumes vary depending on the mine and year. The German short report also classifies the potential as about seven percent of the average annual global nickel production.<\/p>\n

    Recycling alone, however, does not make further raw material extraction superfluous. Battery materials are bound in vehicles for years, recycling processes cause losses, and as demand grows, secondary raw materials cannot automatically meet all demand.<\/p>\n

    Therefore, recycling and the reduction of absolute material requirements must be considered together.<\/strong><\/p>\n

    Five Ways to a Resource-Efficient Transport Turnaround<\/h2>\n

    1. Recycle more batteries and replace primary raw materials<\/h3>\n

    Recycling waste batteries can recover valuable metals and make them usable again. This reduces the amount of raw materials that have to be mined and processed.<\/p>\n

    The scenarios examined show particularly high possible savings in primary demand for cobalt, lithium and nickel for the year 2040.<\/p>\n

    Functional collection and take-back systems, sufficient recycling capacities, high-quality processes and binding requirements for the use of recovered materials are crucial.<\/p>\n

    The European Battery Regulation and the Critical Raw Materials Act, which Critical Raw Materials Act<\/em>, offer important policy starting points.<\/p>\n

    2. Promote smaller and lighter electric cars<\/h3>\n

    Not every electric car needs a large battery. Smaller, lighter vehicles require less material for their production and generally consume less energy when driving.<\/p>\n

    The study shows that the reduction of vehicles and batteries can significantly reduce the need for important battery metals. In the evaluated scenarios, the potential savings shown are up to 19 to 23 percent by 2050, depending on the metal.<\/p>\n

    This requires political framework conditions that favour resource-efficient vehicles over particularly large and heavy models.<\/p>\n

    3. Reward energy and material efficiency<\/h3>\n

    In addition to vehicle size, efficiency also influences how many raw materials are needed for electrification.<\/p>\n

    If electric cars provide the same mobility performance with less energy, smaller batteries may suffice. Improvements in drive, vehicle weight and design can thus reduce material requirements.<\/p>\n

    The efficiency scenarios evaluated show potential savings of up to 28 percent for lithium and 29 percent for nickel by 2050.<\/p>\n

    Vehicle regulations and consumer information should therefore take greater account not only of energy consumption, but also of material efficiency and resource requirements.<\/p>\n

    4. Enabling more mobility by bus, train, bicycle and on foot<\/h3>\n

    A resource-saving traffic change is not limited to the replacement of the drive. It also changes how people can be mobile.<\/p>\n

    Well-developed, reliable and affordable public transport, safe cycle paths and attractive footpaths can replace car rides. In the long term, this can help reduce the need for private cars.<\/p>\n

    At the same time, the study makes it clear that the European Union cannot directly implement many of these changes itself. Public transport, parking management, urban planning and other measures are mainly the responsibility of Member States, regions and municipalities.<\/p>\n

    However, the EU can contribute to enabling these changes through funding, planning requirements and policy frameworks.<\/p>\n

    5. Avoid unnecessary car trips<\/h3>\n

    Not every road has to be covered with a car. Urban and transport planning with short distances, easily accessible services and suitable digital work opportunities can change the need for mobility.<\/p>\n

    Traffic avoidance does not mean depriving people of mobility. It is about meeting needs such as work, education, care and social participation with less resources.<\/p>\n

    modal shift and traffic avoidance work together. Their material savings depend on whether vehicle stock and vehicle production will also be reduced in the long term.<\/p>\n

    What policy instruments can the EU use now?<\/h2>\n

    \"Timeline<\/p>\n

    EU policy instruments to reduce the need for battery raw materials by 2030. Source: Oeko-Institut Consult (2026), German summary, p. 3.<\/p>\n

    The study shows that Europe does not have to wait for a single new regulation. The German summary states: more than 20 policy starting points<\/strong>, which can be attributed to existing or planned EU instruments.<\/p>\n

    The policy timeline in the short report covers the period from now until 2030<\/strong> and mentions the years 2027, 2028, 2029 and 2030<\/strong> as points of reference. In the following, all the instruments and approaches listed in the graphic are reproduced as text.<\/p>\n

    Timeline note:<\/strong> The graphic shows policy windows and possible starting points. The transfer below is not an allegation that all measures have already been adopted or will enter into force in a given year. The time allocation of individual elements should be examined before publication on the basis of the final graph and the respective legislative status.<\/p>\n

    Critical Raw Materials Act: Focus raw materials policy more on demand reduction<\/h3>\n

    The EU Critical Raw Materials Act (Critical Raw Materials Act<\/em>, CRMA) opens up several starting points:<\/p>\n