## 1 Introduction
Disregard this fact, precious metals like cobalt are already being recovered from battery waste, whereas the increase of prices raw lithium has led to the start of industrializing its recovery as well [19]. Large-scale recycling is nonetheless to be expected beyond 2025 [20]. Widespread adoption of EVs requires a paradigm shift in the mind of consumers, as the technology is characterized by limited onboard energy storage. Despite substantially lower operational expenses (OPEX), both fiscal and financial incentives remain a necessity to bring down the capital expenditure(CAPEX). Next, there is the need for a widely available network of public charging infrastructure. Incentivization will, therefore, be required (at least) up until the point where cost parity is reached with a conventional car of the same segment. This moment is forecast to arrive between 2022 and 2026 [21]. Whereas the electric range is repeatedly indicated as one of the significant hurdles for EV breakthrough, it is a fact that the technology cannot cover the mobility needs of every consumer. Travel surveys are an essential source for estimating real-world needs for the daily range for passenger car users. Examples of such studies can be found in [PERSON] et al. [22] and [PERSON] et al. for North-American statistics [23]; and [PERSON] et al. [24] and [PERSON] et al. [25] for European variants. These different sources confirm that most of the daily range needs are in the 0 to 80 km range, while ranges exceeding 150 km/day are found to occur only on a limited number of days per year, i.e., for only 5 percent of the daily trips [26; 27]. An exemplary distribution of the daily driven distances is given in Figure 1. These examples show the potential for substituting conventional cars with EVs for a substantial part of the year while relying on alternatives for the days when more considerable distances are traveled. In the absence of a sufficiently deployed charging infrastructure, this statement firstly targets consumers that have private parking places and/or a garage that can be equipped with a charger, i.e., the early adopters. Options for covering these few percent of long daily distances could either be a conventional car, a plug-in hybrid electric vehicle (PHEV), or an EV with a high-capacity battery pack. PHEVs have the potential to mitigate both greenhouse gas and pollutant emissions as they typically allow an all-electric distance of 30-50 km. This nonetheless implies PHEV users must recharge on a daily basis, which is not always the case, as [PERSON] et al. indicated by concluding only 30 percent of the Dutch PHEV company cars' kilometers were covered electrically [29]. The Dutch example shows how a large-scale market adoption of PHEVs was rather a consequence of a favorable tax regime than of an environmental motivation. Due to the incentives for car manufacturers to market PHEVs, European variants typically combine powerful engines with modest battery packs, which allow unrealistically low type-approval CO\({}_{2}\) emissions [30]. Nonetheless, a significant amount of attention has been given to PHEVs in the scientific literature. Popular topics are the optimization of battery capacity [28; 31; 32; 33], the environmental impact of the dual technology [34; 35], and total cost of ownership [36; 37; 38; 39]. Whereas the automotive industry regards PHEVs as an important asset for reaching future GHG and pollutant emission targets [40], the question remains which future market share this expensive dual technology is destined for, as EVs are gaining momentum and battery innovation aims for driving ranges equaling those of conventional petrol cars, while the cost difference decreases as well. Despite current EV automoies ranging from 250 to 400 _real_ kilometers, manufacturers claim ranges up to 600 km and  
Figure 1: Example of an average daily driven distance distribution (based on [PERSON] et al. [28]). more for models that will be introduced in short-term.