(Rapport de recherche)<\/p>\n
Termes de r\u00e9f\u00e9rence March 2026<\/p>\n
Critical raw materials (CRM) have rapidly moved to the centre of European
\nPolicymaking. Across policy debates, access to CRMs is increasingly framed as
\nindispensables pour 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
\nZones socialement sensibles sur la terre et dans la mer profonde. At the same time, the dominant policy
\nnarrative treats rising material demand and the resulting expansion of mining as largely
\ninevitable.<\/p>\n
Private transport is among the most resource- and carbon intensive systems of
\nLa vie moderne. The global car fleet is projected to double by 2040, and the transition to electric
\nLa mobilit\u00e9 est la conduite d'une increase sharp \u00e0 la demande min\u00e9rale. In Europe, the automotive sector is
\nalready one of the largest and fastest-growing consumers of CRMs. Passenger cars account
\npour roughly 70% L'activit\u00e9 de transport de passagers, underscoring the central role of the car
\nMod\u00e8le de mobilit\u00e9 bas\u00e9.<\/p>\n
Yet, the decarbonisation debate for road transport remains largely confined to
\nelectrification \u2013 a technical shift that leaves the car-centric system structurally
\nunchanged while intensifying material demand. This reflects a broader climate policy bias
\nVers des solutions supply-side. 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 d\u00e9bats. However, these
\nApproaches offer substantial untapped potential to reduce both emissions and material
\nuse within the timeframe required to address the climate emergency. Recherche \u00e9mergente
\nindicates that Europe\u2019s future demand for critical raw materials in road transport is not
\nPr\u00e9d\u00e9termin\u00e9, mais 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, critiquesly, identifies
\nactionable EU policy pathways for implementation.<\/p>\n
The purpose of this consultancy is to produce an analytical report that responds to the
\nQuestions de suivi:<\/p>\n
1. To what extent can the decarbonisation of road transport in the EU be achieved
\nwith significantly lower demand for battery metals \u2013 in particular cobalt, copper,
\nMangan\u00e8se et nickel \u2013 cadres politiques actuels de l\u2019UE et tendances en mati\u00e8re de mobilit\u00e9?
\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
\nLes contradictions peuvent-elles \u00eatre identifi\u00e9es?
\n4. Which concrete EU-level reforms or existing implementation pathways would
\nBe required to align road transport d\u00e9carbonisation with substantial reductions
\ndans 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
\ncredible pathway to decarbonise road transport with lower battery-metal
\nIntensity?<\/p>\n
Dans 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 \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 \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 pertinent to transport and Interested consultants are invited to submit: \u25cf Examples of previous pertinent work. Centre de recherche sur les multinationales (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 Coalition europ\u00e9enne des mat\u00e9riaux bruts<\/strong><\/a>, a civil society alliance
\nstrat\u00e9gie de r\u00e9duction<\/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 such metals. The consultant should critically assess the assumptions
\nUnderlying both demand-reduction scenarios and dominant business-as-usual projections,
\nMettre en \u00e9vidence les uncertainties cl\u00e9s et les drivers structuraux de la demande de batterie. 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
\nNon pr\u00e9cis\u00e9) that:<\/p>\n
\n\u25cf Promotes modal shift to public transport,
\n\u25cf Expands shared mobility systems, and
\n\u25cf Strengthens active mobility.<\/p>\n
\ncapable of operationalising the identified transformative strategies within the current EU
\ncycle l\u00e9gislatif (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
\nMesures de r\u00e9duction; and
\n\u25cf Vers des initiatives l\u00e9gislatives ou des r\u00e9formes l\u00e9gislatives attendues.
\nFichiers de politique pertinents include, but are not limited to:
\n\u25cf Automotive Omnibus \/ Automotive Package
\n\u25cf Loi sur l'\u00e9conomie circulaire (CEA)
\n\u25cf CRMA national circularity plans
\n\u25cf ReSource EU framework
\n\u25cf R\u00e9vision de la directive sur les march\u00e9s publics
\n\u25cf Net-Zero Industry Act implementation
\n\u25cf EU Battery Regulation implementation
\n\u25cf Ecodesign 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 understandable manner,
\nAvoiding 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;
\n\u25cf Maintain 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.
\n\u25cf A 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 aux r\u00e9unions de coordination several during the assignment, to be agreed upon.<\/p>\n4. Expertise requise<\/h3>\n
\n\u25cf Proven expertise in EU policy frameworks, particularly in transport, climate, industrial
\nand circular economy policy (politique d'\u00e9conomie circulaire);
\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
\nmobilit\u00e9);
\n\u25cf Familiarity with CRM debates, material demand modelling and\/or resource
\ngouvernance;
\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
\npolitique industrielle;
\n\u25cf Experience working with civil society organisations and\/or policy advocacy
\nprocesses; and
\n\u25cf Ability and willingness to participate in activities to socialise the report once
\npublished.<\/p>\n5. Application procedure and remuneration<\/h3>\n
\n\u25cf CV(s) met en \u00e9vidence l'exp\u00e9rience pertinente des personnes impliqu\u00e9es;
\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
\nao\u00fbt 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);
\net<\/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
\nl'UE.<\/p>\n6. About the commissioners<\/h3>\n
\norganisation investigating the impacts of multinational corporations and promoting
\nSustainable and equitable economic systems.<\/p>\n
\nacross Europe, working together to ensure that life in our seas and oceans is abundant,
\ndiverses, r\u00e9silientes au climat et non menac\u00e9es par les activit\u00e9s humaines. Ce projet est soutenu par
\nIts policy area of deep-sea mining.<\/p>\n
\nPolitique et justice climatique. It links evidence-based research with strategic advocacy to
\nSupport a transition toward resource-efficient, climate-compatible and rights-based economic
\nsyst\u00e8mes.<\/p>\n
\nworking toward sustainable raw materials policies in Europe.<\/p>\n7. Instruction pour application<\/h3>\n