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    The move — under the umbrella of the European Battery Alliance, a platform for coordination and investment — is pitched as vital to stave off dependence on Asian suppliers and to pull off an industry-defining switch to electric mobility by European automakers as countries pull away from polluting diesel and petrol technology.

    Currently, Europe has less than 5 percent global market share. At present, Chinese companies dominate the market. Along with South Korean and Japanese firms, they make up around 90 percent of global cell production.

    The investment splurge in Europe is the most concrete manifestation of the EU's desire to foster technological champions and wean itself off dependency on foreign powerhouses.

    The aim is to secure so-called technology sovereignty , or greater independence from foreign vendors on everything from cloud computing to autonomous vehicles.

    It also coincides with a push from Berlin, Paris and other European capitals, to push back on China's growing economic and strategic clout.

    It's Europe for the world. Just outside Berlin, Tesla — an American pioneer of electric cars — is accelerating plans for its own new, so-called gigafactory plant, which it wants to have ready by July Europe's early flagship cell-production project is being developed by Northvolt , a Swedish company founded by two former Tesla executives.

    The company has another facility in the works through a joint venture with Volkswagen, although that will satisfy only a fraction of the carmaker's demand for batteries — the rest of which will be sourced through deals with LG Chem, Samsung, SKI and CATL.

    The success of the EU's strategy will also come down, in part, to a remote industrial site in northern Finland at the beginning of the supply chain.

    Nestled alongside lines of evergreen trees deep in Northern Finland, Hannu Hautala, the boss of Keliber, wants to open one of Europe's only lithium mines — a crucial raw material for batteries that European manufacturers currently import.

    The Finn said his project is still in the planning stages, but he expects to start construction by and begin mining two years later.

    Environmental campaigners have also balked at reigniting the mining industry, including proposed lithium mines in both Spain and Portugal, at a time when Brussels is promoting its Green Deal sustainability agenda.

    Germany's Daimler and Volkswagen, for example, have both recently invested in Chinese battery-makers because of the country's skyrocketing demand for electric vehicles and continued dominance in the global battery market.

    Industry analysts also warn that higher production costs in Europe could make local manufacturing more expensive compared with Asian rivals — a price difference that would inevitably be passed on to consumers.

    Chinese automakers are mulling whether to enter the European market with their own e-cars aimed at competing on price with European companies, said Matthias Schmidt, a Berlin-based analyst who tracks the electric car market.

    The Slovak politician and Commission vice president has spent years corralling countries and industry into following through with a concrete plan.

    It needs to build a "value chain" based on regulations it can push as global standards. For him, it's not just about the cash, but about leveraging the EU's role as a regulator to set global rules before other countries beat the region to the punch.

    He says every euro that European governments spend on industrial projects will be recouped, but in October, the Commission will propose new environmental standards for batteries — an effort to outgreen China and offer local producers a way to differentiate their production from Asian competitors.

    The new EU rules will include sustainability guidelines, regarding the responsible sourcing of raw materials, a low carbon footprint and reduced waste during production.

    At present, Chinese companies dominate the market. Along with South Korean and Japanese firms, they make up around 90 percent of global cell production.

    The investment splurge in Europe is the most concrete manifestation of the EU's desire to foster technological champions and wean itself off dependency on foreign powerhouses.

    The aim is to secure so-called technology sovereignty , or greater independence from foreign vendors on everything from cloud computing to autonomous vehicles.

    It also coincides with a push from Berlin, Paris and other European capitals, to push back on China's growing economic and strategic clout.

    It's Europe for the world. Just outside Berlin, Tesla — an American pioneer of electric cars — is accelerating plans for its own new, so-called gigafactory plant, which it wants to have ready by July Europe's early flagship cell-production project is being developed by Northvolt , a Swedish company founded by two former Tesla executives.

    The company has another facility in the works through a joint venture with Volkswagen, although that will satisfy only a fraction of the carmaker's demand for batteries — the rest of which will be sourced through deals with LG Chem, Samsung, SKI and CATL.

    The success of the EU's strategy will also come down, in part, to a remote industrial site in northern Finland at the beginning of the supply chain.

    Nestled alongside lines of evergreen trees deep in Northern Finland, Hannu Hautala, the boss of Keliber, wants to open one of Europe's only lithium mines — a crucial raw material for batteries that European manufacturers currently import.

    The Finn said his project is still in the planning stages, but he expects to start construction by and begin mining two years later. Environmental campaigners have also balked at reigniting the mining industry, including proposed lithium mines in both Spain and Portugal, at a time when Brussels is promoting its Green Deal sustainability agenda.

    Germany's Daimler and Volkswagen, for example, have both recently invested in Chinese battery-makers because of the country's skyrocketing demand for electric vehicles and continued dominance in the global battery market.

    Industry analysts also warn that higher production costs in Europe could make local manufacturing more expensive compared with Asian rivals — a price difference that would inevitably be passed on to consumers.

    Chinese automakers are mulling whether to enter the European market with their own e-cars aimed at competing on price with European companies, said Matthias Schmidt, a Berlin-based analyst who tracks the electric car market.

    The Slovak politician and Commission vice president has spent years corralling countries and industry into following through with a concrete plan.

    It needs to build a "value chain" based on regulations it can push as global standards. For him, it's not just about the cash, but about leveraging the EU's role as a regulator to set global rules before other countries beat the region to the punch.

    He says every euro that European governments spend on industrial projects will be recouped, but in October, the Commission will propose new environmental standards for batteries — an effort to outgreen China and offer local producers a way to differentiate their production from Asian competitors.

    The new EU rules will include sustainability guidelines, regarding the responsible sourcing of raw materials, a low carbon footprint and reduced waste during production.

    He wants to use Germany's six-month EU presidency to get the proposals passed quickly into law. Foreign governments have so far kept quiet about Europe's battery push — mostly because the Continent's companies, collectively, currently hold such a small market share.

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