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From · report parliamentary committee draft · 2025-01-21 CJ45-PR-768004 on the proposal for a regulation of the European Parliament and of the Council on circularity requirements for vehicle design and on management of end-of-life vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing Directives 2000/53/EC and 2005/64/EC

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To · opinion parliamentary committee · 2025-06-04 TRAN-AD-771845 on the proposal for a regulation of the European Parliament and of the Council on circularity requirements of vehicle design and on management of end-of-life vehicles, amending regulations (EU) 2018/858 and 2019/1020 and repealing Directives 2000/53/EC and 2005/64/EC

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~~PR_COD_1amCom~~

PA_Legam

~~Symbols for procedures~~

SHORT JUSTIFICATION

* Consultation procedure

The rapporteur welcomes the Commission’s proposal for measures to enhance circularity in the automotive industry, aimed at improving access to resources for the EU economy, contributing to the EU’s environmental and climate goals, strengthening the single market and helping to address the challenges linked to the transformation of the automotive industry.

*** Consent procedure

A mainstay of the European economy, the automotive sector is currently undergoing a transformation of unprecedented speed and magnitude, and this is having a considerable impact on its global competitiveness and the retention of future-proof jobs in the European Union. Regulatory requirements should therefore avoid unnecessary red tape and help the sector stay competitive as it evolves.

***I Ordinary legislative procedure (first reading)

Against this background, the rapporteur takes the view that various provisions could be made clearer, in order to strike a fair balance between the urgent need to support global competitiveness, improving circularity, and ensuring the sector contributes to the EU’s environmental and climate goals and to a more robust single market.

***II Ordinary legislative procedure (second reading)

The proposed amendments focus on the following areas:

***III Ordinary legislative procedure (third reading)

1) Cutting red tape/simplification

~~(The type of procedure depends on the legal basis proposed by the draft act.)~~

Simplification, better aligned deadlines and avoiding unnecessary red tape and double regulation help make requirements manageable for the sector and facilitate implementation. What is more, simplification is listed in the Competitiveness Compass as one of five key enablers. Since this proposal was presented before the Compass was published, it needs adapting accordingly.

~~Amendments to a draft act~~

2) Boosting the competitiveness of the automotive sector

~~Amendments by Parliament set out in two columns~~

In principle, requirements concerning the use of recycled materials are to be welcomed, but they should be endowed with the requisite flexibility.

~~Deletions are indicated in bold italics in the left-hand column. Replacements are indicated in bold italics in both columns. New text is indicated in bold italics in the right-hand column.~~

A number of adjustments have been made to bolster the key area of the rehabilitation of parts. Improved definitions and requirements should make it easier to distinguish between scrap and reusable parts, thereby also consolidating remanufacturing as a cornerstone of circularity.

The first and second lines of the header of each amendment identify the relevant part of the draft act under consideration. If an amendment pertains to an existing act that the draft act is seeking to amend, the amendment heading includes a third line identifying the existing act and a fourth line identifying the provision in that act that Parliament wishes to amend.

In the context of the strategic dialogue on the future of the European steel sector, this sector, which is crucial for the automotive industry, will also be better embedded in the overall approach.

~~Amendments by Parliament in the form of a consolidated text~~

3) Adapting the scope to include motorcycles

New text is highlighted in bold italics. Deletions are indicated using either the ▌symbol or strikeout. Replacements are indicated by highlighting the new text in bold italics and by deleting or striking out the text that has been replaced.

The manufacturing industry is in favour of including motorcycles within the scope and welcomes the move, also with a view to uniform national rules and competitiveness between the sectors. Small series and pedelecs have been made exempt, as in the existing proposal.

~~By way of exception, purely technical changes made by the drafting departments in preparing the final text are not highlighted.~~

AMENDMENTs

~~DRAFT EUROPEAN PARLIAMENT LEGISLATIVE RESOLUTION~~

The Committee on Transport and Tourism submits the following to the Committee on the Environment, Climate and Food Safety and the Committee on the Internal Market and Consumer Protection, as the committees responsible:

on the proposal for a regulation of the European Parliament and of the Council on circularity requirements for vehicle design and on management of end-of-life vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing Directives 2000/53/EC and 2005/64/EC

~~(COM(2023)0451 – C9-0308/2023 – 2023/0284(COD))~~

~~(Ordinary legislative procedure: first reading)~~

~~– having regard to the Commission proposal to Parliament and the Council (COM(2023)0451),~~

~~– having regard to Article 294(2) and Article 114 of the Treaty on the Functioning of the European Union, pursuant to which the Commission submitted the proposal to Parliament (C9-0308/2023),~~

~~– having regard to Article 294(3) of the Treaty on the Functioning of the European Union,~~

~~– having regard to the opinion of the European Economic and Social Committee of 14 December 2023~~

~~– having regard to Rules 60 of its Rules of Procedure,~~

~~– having regard to the opinion of the Committee on Transport and Tourism,~~

~~– having regard to the report of the Committee on the Environment, Climate and Food Safety and the Committee on the Internal Market and Consumer Protection (A100000/2025),~~

~~1. Adopts its position at first reading hereinafter set out;~~

~~2. Approves its statement annexed to this resolution;~~

~~3. Instructs its President to forward its position to the Council, the Commission and the national parliaments.~~

Amendment 1

Proposal for a regulation

~~Recital 6~~

~~Text proposed by the Commission~~

~~Amendment~~

(6) Regulation (EU) 2018/858 of the European Parliament and of the Council44 introduced a comprehensive type-approval and market surveillance system for motor vehicles, trailers, and for systems, components and separate technical units intended for such vehicles with a view to ensuring the proper functioning of the single market and in order to offer a high level of environmental performance. There is a need for a separate regulatory act for the purposes of the EU type-approval procedure laid down in Annex II to Regulation (EU) 2018/858. It is necessary to lay down provisions and requirements on the circularity of vehicles in the process of EU type approval. To ensure the compliance of vehicles with those requirements it is necessary to ensure their verification in the EU type-approval process. The administrative provisions of Regulation (EU) 2018/858, including the provisions on market surveillance, corrective measures and penalties, apply to type approvals issued this Regulation. The administrative provisions of Regulation (EU) 2018/858, including the provisions on market surveillance, corrective measures and penalties, apply to type approvals issued in compliance with the requirements of this Regulation.

(6) Regulation (EU) 2018/858 of the European Parliament and of the Council44 introduced a comprehensive type-approval and market surveillance system for motor vehicles, trailers, and for systems, components and separate technical units intended for such vehicles with a view to ensuring the proper functioning of the single market and in order to offer a high level of environmental performance. There is a need for a separate regulatory act for the purposes of the EU type-approval procedure laid down in Annex II to Regulation (EU) 2018/858. It is necessary to lay down provisions and requirements on the circularity of vehicles in the process of EU type approval. To ensure the compliance of vehicles with those requirements it is necessary to ensure their verification in the EU type-approval process. The administrative provisions of Regulation (EU) 2018/858, including the provisions on market surveillance, corrective measures and penalties, apply to type approvals issued this Regulation. The administrative provisions of Regulation (EU) 2018/858, including the provisions on market surveillance, safeguard clauses, corrective measures and penalties, apply to type approvals issued in compliance with the requirements of this Regulation.

~~__________________~~

44 Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC (OJ L 151 14.6.2018, p. 1).

~~Or. en~~

~~Amendment 2~~

~~Proposal for a regulation~~

~~Recital 8~~

~~Text proposed by the Commission~~

~~Amendment~~

(8) Directives 2000/53/EC and 2005/64/EC apply only to passenger vehicles (M1) and light commercial vehicles (N1), which constitute approximately 85% of all vehicles registered in the Union. The remaining vehicles, namely two- and three- wheel vehicles, lorries, busses and trailers, are not subject to any Union legislation concerning their eco-design and management at their end-of-life stages. Therefore, in order to ensure a circular framework for all vehicles registered in the Union, including their environmentally sound treatment, as well as to prevent fragmentation of the single market, this Regulation should apply not only to vehicles of categories M1 and N1, but, partially, also to certain L-category vehicles (L3e-L7e), heavy-duty vehicles and their trailers (M2, M3, N2, N3, O). There is a lack of comprehensive information regarding the treatment of such vehicles at their end-of-life in the Union, which prevents from applying to them the same regime as the one applying to M1 and N1 vehicles upon entry into force of this Regulation. However, the requirements regarding the collection of end-of-life vehicles, their mandatory delivery to authorised treatment facilities for treatment as well as their depollution should apply to L-category vehicles (L3e-L7e) and heavy-duty vehicles and their trailers (M2, M3, N2, N3, O). To facilitate treatment of these end-of-life vehicles, their manufacturers should be required to provide information on the removal and replacement of parts, components and materials from such vehicles. Also, the provisions governing the extended producer responsibility should apply to these vehicle categories, covering the costs of their collection and depollution at their end-of-life.

(8) Directives 2000/53/EC and 2005/64/EC apply only to passenger vehicles (M1) and light commercial vehicles (N1), which constitute approximately 85% of all vehicles registered in the Union. The remaining vehicles, namely two- and three- wheel vehicles, lorries, busses and trailers, are not subject to any Union legislation concerning their eco-design and management at their end-of-life stages. Therefore, in order to ensure a circular framework for all vehicles registered in the Union, including their environmentally sound treatment, as well as to prevent fragmentation of the single market, this Regulation should apply not only to vehicles of categories M1 and N1, but, partially, also to L-category vehicles (L1e-L7e), heavy-duty vehicles and their trailers (M2, M3, N2, N3, O). There is a lack of comprehensive information regarding the treatment of such vehicles at their end-of-life in the Union, which prevents from applying to them the same regime as the one applying to M1 and N1 vehicles upon entry into force of this Regulation. However, the requirements regarding the collection of end-of-life vehicles, their mandatory delivery to authorised treatment facilities for treatment as well as their depollution should apply to L-category vehicles (L1e-L7e) and heavy-duty vehicles and their trailers (M2, M3, N2, N3, O). To facilitate treatment of these end-of-life vehicles, their manufacturers should be required to provide information on the removal and replacement of parts, components and materials from such vehicles. Also, the provisions governing the extended producer responsibility should apply to these vehicle categories, covering the costs of their collection and depollution at their end-of-life.

~~Or. en~~

~~Amendment 3~~

~~Proposal for a regulation~~

~~Recital 8 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

(8a) Vehicles of categories L1e and L2e are not uniformly subject to administrative registration under Directive 1999/37/EC across Member States, despite being type-approved under Regulation (EU) No 168/2013. That regulatory inconsistency risks creating fragmented national approaches, imposing disproportionate burdens on manufacturers and undermining the competitiveness of the industry. To ensure regulatory coherence and harmonisation, this Regulation establishes that, where those vehicles are not subject to administrative registration, an alternative system for recording their identification, including at the point of placing on the market, during use, or at end-of-life, should be implemented. That approach prevents disparities in the treatment of similar vehicles, and aligns obligations across all L-category vehicles, thereby fostering a consistent framework for the purpose of compliance with this Regulation.

~~Or. en~~

~~Amendment 4~~

~~Proposal for a regulation~~

Recital 10

(10) Special purpose vehicles are designed to perform a specific function and require special bodywork arrangements which are not entirely under the control of the manufacturer. Consequently, the reusability, recyclability and recoverability rates cannot be calculated properly. For those vehicles only the provisions concerning the collection, depollution and mandatory removal for parts and components should apply. Costs of conducting these activities should be covered by producers within the extended producer responsibility scheme. Provisions concerning substances in vehicles should also apply to special-purpose vehicles, as it is under Directive 2000/53/EC. The second stage manufacturer of vehicles that have been type-approved in multi-stage type-approval is not in a position to calculate the reusability, recyclability and recoverability rates for completed vehicles. It is therefore appropriate to require only the base vehicle to comply with this Regulation.

(10) Special purpose vehicles are designed to perform a specific function and require special bodywork arrangements which are not entirely under the control of the manufacturer. Consequently, the reusability, recyclability and recoverability rates cannot be calculated properly. For those vehicles only the provisions concerning the collection, depollution and mandatory removal for parts and components should apply. Costs of conducting these activities should be covered by producers within the extended producer responsibility scheme. Provisions concerning substances in vehicles should also apply to special-purpose vehicles, as it is under Directive 2000/53/EC. The second stage manufacturer, such as those producing the bodywork, of vehicles that have been type-approved in multi-stage type-approval is not in a position to calculate the reusability, recyclability and recoverability rates for completed vehicles. It is therefore appropriate to require only the base vehicle to comply with this Regulation. As a consequence, the bodywork of ~~multistage~~a ~~vehicles~~multi-stage vehicle that is not included in the base vehicle should not be included in the scope of the extended producer responsibility.

~~Or. en~~

Amendment 2

~~Amendment 5~~

~~Proposal for a regulation~~

~~Recital 11~~

~~Text proposed by the Commission~~

~~Amendment~~

(11) One of the biggest practical challenges related to the application of Directive 2000/53/EC concerns the determination whether or not a vehicle has become an end-of-life vehicle, in particular in cases of transboundary shipments of vehicles. Despite the issuance of guidance46 on this issue, such assessment remains problematic. It is therefore necessary to provide legally-binding precise criteria allowing to determine an end-of-life vehicle. Those criteria should be used by all economic operators and vehicle owners dealing with end-of-life vehicles.

(11) One of the biggest practical challenges related to the application of Directive 2000/53/EC concerns the determination whether or not a vehicle has become an end-of-life vehicle in cases of vehicles exports. Despite the issuance of guidance46 on this issue, such assessment remains problematic. It is therefore necessary to provide legally-binding precise criteria allowing to determine an end-of-life vehicle. Those criteria should be used by all economic operators and vehicle owners dealing with end-of-life vehicles.

~~__________________~~

~~46 Correspondents' Guidelines No 9 on shipment of waste vehicles,https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf~~

~~Or. en~~

~~Amendment 6~~

Proposal for a regulation

(13) Addressing the design of all vehicles placed on the Union market as well as their end-of-life stage requires the setting up of harmonised circularity requirements verified at the type-approval stage. Designing and manufacturing vehicles to ensure that their parts and components are reusable, and the materials that they contain are recyclable, is essential to avoid that these parts, components and materials cannot be properly valorised when a vehicle reaches the end of its life. Therefore, vehicle manufacturers and their suppliers should integrate design strategies that improve reusability and recyclability at an early stage in the development of new vehicles. Accordingly, new vehicle types should continue to be constructed so as to be reusable or recyclable to a minimum of 85 % by mass and reusable or recoverable to a minimum of 95 % by mass, as already foreseen in Directive 2005/64/EC. In order to ensure that the calculation of the reusability, recyclability and recoverability rates is done in a uniform manner and can be monitored, a new methodology for calculation and verification of the rates of reusability, recyclability and recoverability of a vehicle should be established. This methodology should better reflect the actual potential of a new vehicle to be recycled, reused and recovered at the end-of-life, while taking into account the ongoing technological progress. In order to ensure uniform conditions for the implementation of this Regulation implementing powers should be conferred on the Commission to establish such methodology. Until such methodology is established, the rates of reusability, recyclability and recoverability should continue to be calculated in accordance with the standard ISO 22628:2002, as in Directive 2005/64/EC.

(13) Addressing the design of all vehicles placed on the Union market as well as their end-of-life stage requires the setting up of harmonised circularity requirements verified at the type-approval stage. Designing and manufacturing vehicles to ensure that their parts and components are reusable, and the materials that they contain are recyclable, is essential to avoid that these parts, components and materials cannot be properly valorised when a vehicle reaches the end of its life. Therefore, vehicle manufacturers and their suppliers should integrate design strategies that improve reusability and recyclability at an early stage in the development of new vehicles. Accordingly, new vehicle types should continue to be constructed so as to be reusable or recyclable to a minimum of 85 % by mass and reusable or recoverable to a minimum of 95 % by mass, as already foreseen in Directive 2005/64/EC. In order to ensure that the calculation of the reusability, recyclability and recoverability rates is done in a uniform manner and can be monitored, a new methodology for calculation and verification of the rates of reusability, recyclability and recoverability of a vehicle should be ~~established.~~established in alignment with UN Regulation No 133. This methodology should better reflect the actual potential of a new vehicle to be recycled, reused and recovered at the end-of-life, while taking into account the ongoing technological progress. In order to ensure uniform conditions for the implementation of this Regulation implementing powers should be conferred on the Commission to establish such ~~methodology taking into account standard ISO 22628:2002.~~methodology. Until such methodology is established, the rates of reusability, recyclability and recoverability should continue to be calculated in accordance with the standard ISO 22628:2002, as in Directive 2005/64/EC. If the set methodology differs from that ISO standard, the Commission should ensure that the relevant UN methodology is updated accordingly to prevent conflict with EU methodology and reduce burden for manufacturers.

~~Or. en~~

Amendment 3

~~Amendment 7~~

~~Proposal for a regulation~~

~~Recital 14~~

~~Text proposed by the Commission~~

~~Amendment~~

(14) Vehicles should be designed and manufactured in a way as to limit the presence of substances of concern. In its Communication of 14 October 2020 on ‘Chemicals Strategy for Sustainability – Towards a Toxic-Free Environment’ (the ‘Chemicals Strategy for Sustainability’)47 , the Commission stated that substances of concern are to be minimised and substituted as far as possible, phasing out the most harmful ones for non-essential societal use, in particular in consumer products. Accordingly, substances of concern as constituents of materials used in vehicles or of any of the parts or components of vehicles should be minimised as far as possible to ensure that vehicles, as well as materials recycled from vehicles, do not have an adverse effect on human health or the environment, throughout their life-cycle.

(14) Vehicles should be designed and manufactured in a way as to limit the presence of substances of concern where their use would pose an unacceptable risk. Substances of concern as constituents of materials used in vehicles or of any of the parts or components of vehicles should be minimised as far as possible to ensure that vehicles, as well as materials recycled from vehicles, do not have an adverse effect on human health or the environment, throughout their life-cycle. To that end, the Commission, assisted by the European Chemicals Agency, should set up a list of substances of concern applicable specifically to vehicles.

~~__________________~~

47 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions of 14 November 2020, Chemicals Strategy for Sustainability – Towards a Toxic-Free Environment, (COM/2020/667 final).

~~Or. en~~

~~Justification~~

Metals or compounds may qualify as SoC due to their hazard profile but are not necessarily harmful and can be safely recycled. Only when a hazardous substance poses an unacceptable, unmanageable risk should its use be minimized. Exemptions should apply if consumer use is safe; otherwise, they should be denied.

~~Amendment 8~~

~~Proposal for a regulation~~

~~Recital 15~~

~~Text proposed by the Commission~~

~~Amendment~~

(15) Directive 2000/53/EC already restricts the use of lead, mercury, cadmium and hexavalent chromium in vehicles and provides exemptions, where such substances may be used in certain applications. This Regulation should take over these existing rules. However, in order to ensure the coherence of legislation on chemicals, restrictions regarding placing on the market and use of other substances in vehicles should be addressed under Regulation (EC) No 1907/2006 of the European Parliament and of the Council48 . Similarly, restrictions on the use of substances regulated in Regulation (EU) 2019/1021 of the European Parliament and of the Council49 , should be introduced based on provisions of that Regulation. Therefore, this Regulation should not provide the possibility to restrict any other substance than lead, mercury, cadmium and hexavalent chromium in vehicles.

(15) Directive 2000/53/EC already restricts the use of lead, mercury, cadmium and hexavalent chromium in vehicles and provides exemptions, where such substances may be used in certain applications. This Regulation should take over these existing rules. In addition, the placing on the market and use of other substances in vehicles should be addressed under Regulation (EC) No 1907/2006 of the European Parliament and of the Council48 and restrictions on the use of substances regulated in Regulation (EU) 2019/1021 of the European Parliament and of the Council49 should be respected. Therefore, this Regulation should not provide the possibility to restrict any other substance than lead, mercury, cadmium and hexavalent chromium in vehicles.

~~__________________~~

48 Regulation (EC) No 1907/2006 of the European Parliament and of the Council of 18 December 2006 concerning the Registration, Evaluation, Authorisation and Restriction of Chemicals (REACH), establishing a European Chemicals Agency, amending Directive 1999/45/EC and repealing Council Regulation (EEC) No 793/93 and Commission Regulation (EC) No 1488/94 as well as Council Directive 76/769/EEC and Commission Directives 91/155/EEC, 93/67/EEC, 93/105/EC and 2000/21/EC (OJ L 396, 30.12.2006, p 1).

~~49 Regulation (EU) 2019/1021 of the European Parliament and of the Council of 20 June 2019 on persistent organic pollutants (OJ L 169, 25.6.2019, p. 45).~~

~~Or. en~~

~~Amendment 9~~

Proposal for a regulation

Recital 1719

Text proposed by the Commission

Amendment

(17) In order to take account of scientific and technical progress, the power to adopt delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should continue to be delegated to the Commission in respect of amending exemptions from restrictions on the use of lead, mercury, cadmium and hexavalent chromium in vehicles under this Regulation. Modifying or deleting such exemptions should be preceded by an assessment of the socio-economic impacts of such change, which is absent in the Directive 2000/53/EC, including consideration of the availability of alternative substances and the impacts on human health and the environment across the lifecycle of vehicles. To ensure effective decision-making, coordination and management of the technical, scientific and administrative aspects of amending this Regulation with respect to restrictions on use of substances in vehicles, the European Chemicals Agency should assist the Commission in such assessment.

(19) In view of the low recycling rate for plastics, especially from end-of-life vehicles, and the overall negative impacts of other forms of treatment of plastic waste, it is appropriate to increase the uptake of recycled plastics in vehicles. To this end, a mandatory target for plastic recycled from post-consumer waste should be included in new vehicles. Accordingly, each vehicle type should contain twenty-five percent of plastic recycled from post-consumer plastic waste. Twenty-five percent of this recycled content target for plastics should be achieved by including plastics recycled from end-of-life vehicles in the vehicle type concerned. In order to ensure uniform conditions for the implementation this obligation, implementing powers should be conferred on the Commission to establish methodology for the calculation and verification of the share of plastics recovered from post-consumer waste, and from end-of-life vehicles respectively, present in and incorporated into the vehicle type.

(17) In order to take account of scientific and technical progress, the power to adopt delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should continue to be delegated to the Commission in respect of amending exemptions from restrictions on the use of lead, mercury, cadmium and hexavalent chromium in vehicles under this Regulation. Modifying or deleting such exemptions should be preceded by an assessment of the socio-economic impacts of such change, which is absent in the Directive 2000/53/EC, including consideration of the availability of alternative substances and the impacts on human health and the environment across the lifecycle of vehicles. Before adopting such a delegated act, the Commission should consult relevant experts and stakeholders to ensure that wider socio-economic impacts, alongside the human and environmental health effects are taken into account. To ensure effective decision-making, coordination and management of the technical, scientific and administrative aspects of amending this Regulation with respect to restrictions on use of substances in vehicles, the European Chemicals Agency should assist the Commission in such assessment.

(19) In view of the low recycling rate for plastics, especially from end-of-life vehicles, and the overall negative impacts of other forms of treatment of plastic waste, it is appropriate to increase the uptake of recycled plastics in vehicles. To this end, a mandatory target for plastic recycled from pre- and post-consumer waste should be included in new vehicles. Accordingly, each vehicle type should contain20 percent of plastic recycled from pre- and post-consumer plastic waste, including biobased plastic. 20 percent of this recycled content target for plastics should be achieved by including plastics recycled from end-of-life vehicles in the vehicle type concerned. In order to supplement this Regulation with rules for the share of plastics, delegating powers should be conferred on the Commission to establish methodology for the calculation and verification of the share of plastics recovered from pre- and post-consumer waste, and from end-of-life vehicles respectively, present in and incorporated into the vehicle type.

~~Or. en~~

Amendment 4

~~Amendment 10~~

Proposal for a regulation

Recital 19 a (new)

Text proposed by the Commission

Amendment

(19a) A harmonized approach to End-of-Waste (EoW) criteria for plastic waste across the Union is essential to provide predictability and confidence in the quality of recycled plastics for economic actors operating within the single market. Those criteria should support a technology-neutral framework, in line with the objectives of the Circular Economy Action Plan.

(19) In view of the low recycling rate for plastics, especially from end-of-life vehicles, and the overall negative impacts of other forms of treatment of plastic waste, it is appropriate to increase the uptake of recycled plastics in vehicles. To this end, a mandatory target for plastic recycled from pre-consumer and post-consumer waste should be included in new vehicles. Accordingly, each vehicle type should contain twenty percent of plastic recycled from both, pre-consumer and post-consumer plastic waste, including biobased plastic. Fifteen percent of this recycled content target for plastics should be achieved by including plastics recycled from end-of-life vehicles in the vehicle type concerned. In order to ensure uniform conditions for the implementation this obligation, implementing powers should be conferred on the Commission to establish methodology for the calculation and verification of the share of plastics recovered from pre-consumer and post-consumer waste, and from end-of-life vehicles respectively to manufacture into the vehicle type and which takes into account the best available recycling technology, including chemical recycling.

Amendment 5

~~Or. en~~

~~Amendment 11~~

Proposal for a regulation

(20) The automotive sector is one of the biggest users of steel and the current uptake of recycled steel in new vehicles remains low. In order to contribute to lowering the carbon footprint linked to the production of new vehicles and support the move of the automotive industry towards climate neutrality, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of establishing a minimum share of steel recycled from ~~pre-consumer~~pre- and post-consumer ferrous scrap, including flat and long carbon steel and stainless-steel product families, to be present and incorporated into vehicle types. The establishment of a future target should be preceded by a dedicated study by the Commission covering all relevant technical, environmental and economic factors linked to the feasibility of such ~~target. It is important to distinguish between various steel~~target, ~~product~~taking ~~families~~into ~~within~~account the ~~vehicle, as they~~impact ~~are~~on ~~produced~~steel using ~~different technologies that have various constraints~~sectors ~~for~~beyond the ~~utilisation of ferrous scrap regarding their ability~~automotive toindustry, ~~tolerate~~its ~~copper~~short ~~content~~supply and ~~other unintended tramp inclusions. In order to~~poor ~~ensure~~availability ~~uniform~~as ~~conditions~~well ~~for~~as ~~the~~global ~~implementation~~greenhouse ~~this~~gas ~~obligation,~~emissions. ~~delegating~~Delegating powers should be conferred on the Commission to establish methodology for the calculation and verification of the share of steel recovered from ~~pre-consumer~~pre- and post-consumer ferrous scrap present in and incorporated into the vehicle type.

~~Or. en~~

Amendment 6

~~Amendment 12~~

Proposal for a regulation

(22) In order to boost the underdeveloped markets for secondary raw materials, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of establishing a minimum share of establishing a minimum share of aluminium and its alloys, magnesium and its alloys, neodymium, dysprosium, praseodymium, terbium, samarium or boron recycled from post-consumer waste that shall be present in and incorporated into the vehicles types. In order to ensure uniform conditions for the implementation this obligation, implementing powers should be conferred on the Commission to establish methodology for the calculation and verification of the shares of the materials recycled from post-consumer waste in vehicle types. The methodology is necessary to clarify the definitions of post-consumer scrap and pre-consumer scrap. This is relevant to incentivise the improvement of quality and the retainment of value, in particular for post-consumer fractions. In order to promote decarbonisation via the use of more recycled content, clear definitions are necessary to incentivise the recycling of post-consumer scrap, while minimising the use of pre-consumer scrap, which usually carries the same carbon footprint as the primary raw material.

(22) In order to boost the underdeveloped markets for secondary raw materials, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of establishing a minimum share of establishing a minimum share of aluminium and its alloys, magnesium and its alloys, neodymium, dysprosium, praseodymium, terbium, samarium or boron recycled from ~~pre-consumer~~pre- and post-consumer waste that shall be present in and incorporated into the vehicles types. In order to ensure uniform conditions for the implementation this obligation, implementing powers should be conferred on the Commission to establish methodology for the calculation and verification of the shares of the materials recycled from pre- and post-consumer waste in vehicle types. The methodology is necessary to clarify the definitions of ~~pre-consumer and~~ post-consumer scrap and pre-consumer scrap. This is relevant to incentivise the improvement of quality and the retainment of value, in particular for post-consumer fractions. In order to promote decarbonisation via the use of more recycled content, clear definitions are necessary to incentivise the recycling of ~~pre-consumer~~pre- and post-consumer ~~scrap.~~scrap, while adequately reflecting the use of pre-consumer scrap and its function in steelmaking.

~~Or. en~~

Amendment 7

~~Amendment 13~~

~~Proposal for a regulation~~

~~Recital 23~~

~~Text proposed by the Commission~~

~~Amendment~~

(23) In line with the requirements of Regulation (EU) [CRM Act] of the European Parliament and of the Council51 , and considering that it is necessary to establish in this Regulation provisions on recycled content in vehicles and on critical raw materials used in parts and components of vehicles, those provisions should apply as the sector specific implementation of the provisions contained in Regulation (EU) [CRM Act]. This will ensure streamlining and integrating various information, labelling and removal obligations under the procedures of this Regulation with those for other parts, components and materials.

(23) In line with the requirements of Regulation (EU) 2024/1252 of the European Parliament and of the Council51 , and considering that it is necessary to establish in this Regulation provisions on recycled content in vehicles and on critical raw materials used in parts and components of vehicles, those provisions should apply as the sector specific implementation of the provisions contained in Regulation (EU) 2024/1252. This will ensure streamlining and integrating various information, labelling and removal obligations under the procedures of this Regulation with those for other parts, components and materials.

~~__________________~~

51 Proposal for a Regulation of the European Parliament and of the Council establishing a framework for ensuring a secure and sustainable supply of critical raw materials and amending Regulations (EU) 168/2013, (EU) 2018/858, 2018/1724 and (EU) 2019/1020 (COM(2023) 160 final).

51 Regulation (EU) 2024/1252 of the European Parliament and of the Council of 11 April 2024 establishing a framework for ensuring a secure and sustainable supply of critical raw materials and amending Regulations (EU) No 168/2013, (EU) 2018/858, (EU) 2018/1724 and (EU) 2019/1020 (OJ L, 2024/1252, 3.5.2024, ELI: http://data.europa.eu/eli/reg/2024/1252/oj).

~~Or. en~~

~~Amendment 14~~

~~Proposal for a regulation~~

~~Recital 24~~

~~Text proposed by the Commission~~

~~Amendment~~

(24) In order to ensure that batteries are recycled in accordance with the requirements of the Regulation (EU) 2023/[Batteries], and that e-drive motors, which contain important quantities of rare earth elements, can also be replaced and recycled, it is necessary to introduce design requirements for new vehicles types, ensuring that these batteries and e-drive motors can be removed in a readily manner by authorised treatment facilities or repair and maintenance operators during any phase of the life-cycle of a vehicle. In order to take into account technical and scientific progress, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending this Regulation by revising the list of parts and components that are to be designed for removal and replacement from vehicles. In order to ensure uniform conditions for the implementation of this design requirement, implementing powers should be conferred on the Commission.

(24) In order to ensure that batteries are recycled in accordance with the requirements of the Regulation (EU) 2023/1542, and that e-drive motors, which contain important quantities of rare earth elements, can also be replaced and recycled, it is necessary to introduce design requirements for new vehicles types, ensuring that these batteries and their constituent elements and e-drive motors can be removed in a readily manner by authorised treatment facilities or repair and maintenance operators during any phase of the life-cycle of a vehicle. In order to take into account technical and scientific progress, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending this Regulation by revising the list of parts and components that are to be designed for removal and replacement from vehicles. In order to ensure uniform conditions for the implementation of this design requirement, implementing powers should be conferred on the Commission.

~~Or. en~~

~~Amendment 15~~

Proposal for a regulation

(26) In order to ensure that manufacturers of passenger cars and light commercial vehicles put in place actions to ensure that they meet the circularity requirements under this Regulation, and to incentivise them to improve the circularity of the vehicle types they place on the market, they should draw up a comprehensive circularity strategy for each new type and provide it to the type-approval authority. This strategy should be based on proven technologies, which are available or in development at the time of applying for the vehicle type approval and be periodically updated. The Commission should regularly report on the circularity of the automotive sector based on the circularity strategies provided by the manufacturers. In order to take account of technical and scientific progress in vehicle manufacturing and management of end-of-life vehicles, market developments in the automotive sector and regulatory changes, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending the annex containing requirements on the content of circularity strategy and the updates thereto.

(26) In order to ensure that manufacturers of passenger cars and light commercial vehicles put in place actions to ensure that they meet the circularity requirements under this Regulation, and to incentivise them to improve the circularity of the vehicle types they place on the market, they should draw up a comprehensive circularity strategy and provide it to the type-approval authority. This strategy should be based on proven technologies, which are available or in development at the time of applying for the vehicle type approval and be periodically updated. The requirement to draw up this strategy should not lead to any duplication with other obligations such as t developing a circularity vehicle passport or sustainability reporting. The Commission should regularly report on the circularity of the automotive sector based on the circularity strategies provided by the manufacturers.

~~Or. en~~

Amendment 8

~~Amendment 16~~

~~Proposal for a regulation~~

~~Recital 27~~

~~Text proposed by the Commission~~

~~Amendment~~

(27) In order to increase transparency on the use of recycled materials by the automotive sector and provide incentives to increase recycled content levels, vehicle manufacturers should be required to provide technical documentation showing the percentage of recycled materials present in new vehicle types which are submitted for type-approval. This requirement should apply to a selection of materials for which an increase in recycled content level in vehicles would bring about particularly important environmental benefits. The mandatory declaration should be submitted to the type-approval authority together with other documents as part of the application for type-approval.

(27) In order to increase transparency on the use of recycled materials by the automotive sector and provide incentives to increase the share of recycled content levels, vehicle manufacturers should be required to provide technical documentation showing the percentage of the share of recycled materials present in new vehicle types which are submitted for type-approval. This requirement should apply to a selection of materials for which an increase in recycled content level in vehicles would bring about particularly important environmental benefits. Implementing powers should be conferred on the Commission to establish the methodology for the calculation and verification of the share of recycled content of materials. The mandatory declaration should be submitted to the type-approval authority together with other documents as part of the application for type-approval.

~~Or. en~~

~~Amendment 17~~

Proposal for a regulation

(28) Access to up-to-date information and timely communication between vehicle manufacturers and waste management operators across the automotive value chain are essential to maximise reuse, remanufacturing and refurbishment of parts and components of a vehicle and to ensure high-quality recycling of end-of-life vehicles. Therefore, manufacturers should provide to waste management operators and repair and maintenance operators unrestricted, standardised and non-discriminatory access to information enabling safe removal and replacement of certain parts, components and materials present in a vehicle. The information should guide the waste management operators and repair and maintenance operators through the steps and provide clear instructions on the use of tools or technologies required to access and remove electric vehicle batteries, including the tools or technologies enabling their safe discharge, and e-drive motors. This information should also help to identify, locate and remove the parts, components and materials, that should be depolluted and removed from the vehicle prior shredding, as well as parts and components, containing the critical raw materials in permanent magnets referred to in Regulation (EU) [CRM Act]. This should be done through communication platforms established by manufacturers and the information should be provided free of charge, excluding administrative costs. The type-approval authorities should verify that the required information has been submitted by the manufacturers. In order to regularly update scope of information to be provided by the manufacturers to the waste management operators and repair and maintenance operators, the power to adopt delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annex V.

(28) Access to up-to-date information and timely communication between vehicle manufacturers, dismantlers, remanufacturers and waste management operators across the automotive value chain are essential to maximise reuse, remanufacturing and refurbishment of parts and components of a vehicle and to ensure high-quality recycling of end-of-life vehicles. Therefore, manufacturers should ~~provide,~~provide dismantlers, ~~remanufacturers to~~remanufacturers, waste management operators and repair and maintenance operators timely unrestricted, standardised and non-discriminatory access to information referred to in paragraph 66(66) of the Commission’s Supplementary guidelines on vertical restraints in agreements for the sale and repair of motor vehicles and for the distribution of spare parts for motor ~~vehicles1 ,~~vehicles1a enabling safe and non-destructive removal and replacement of certain parts, components and materials present in a vehicle. The information should guide the waste management operators and repair and maintenance operators through the steps and provide clear instructions on the use of tools or technologies required to access and remove electric vehicle batteries and their constituent ~~elements,~~elements , including the tools or technologies enabling their safe discharge, and e-drive motors. This information should also help to identify, locate and remove the parts, components and materials, that should be depolluted and removed from the vehicle prior shredding, as well as parts and components, containing the critical raw materials in permanent magnets referred to in Regulation (EU) 2024/1252. This should be done through communication platforms established by manufacturers and the information should be provided free of charge, excluding non-prohibitive administrative costs. The type-approval authorities should verify that the required information has been submitted by the manufacturers. In order to regularly update scope of information to be provided by the manufacturers to the waste management operators and repair and maintenance operators, the power to adopt delegated acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annex V.

~~________________~~

~~1 OJ C 138, 28.5.2010, p. 16.~~

~~Or. en~~

~~Amendment 18~~

~~Proposal for a regulation~~

~~Recital 29~~

~~Text proposed by the Commission~~

~~Amendment~~

(29) While digital coding is increasingly used to control different parts and components in vehicle, the evaluation of Directive 2000/53/EC identified that such coding could impede the reuse, remanufacturing and refurbishment potential of certain parts and components. It is therefore essential that vehicle manufacturers are requested to provide information allowing professional waste management operators to overcome the problems posed by these digitally coded parts and components in a vehicle, where such coding prevents repair, maintenance or replacement operations in another vehicle.

(29) While digital coding is increasingly used to control different parts and components in vehicle, the evaluation of Directive 2000/53/EC identified that such coding could impede the reuse, remanufacturing and refurbishment potential of certain parts and components. It is therefore essential that vehicle manufacturers are requested to provide information as referred to in Recital 107 and ANNEX X 6.1. and 6.2. in Regulation (EU) 2023/1542 allowing professional remanufacturers, repair and maintenance operators and waste management operators to overcome the problems posed by these digitally coded parts and components in a vehicle, where such coding prevents repair, maintenance or replacement operations in another vehicle.

~~Or. en~~

~~Amendment 19~~

~~Proposal for a regulation~~

~~Recital 31~~

~~Text proposed by the Commission~~

~~Amendment~~

(31) In order to facilitate the end-of-life treatment of vehicles, vehicle manufacturers should provide, via digital tools, accurate, complete and up-to-date information on the safe removal and replacement of vehicle parts and components. A Circularity Vehicle Passport should therefore be developed and made available as a data carrier for such information, in a manner that is consistent with other digital information tools and platforms that already exist or are in further development in the automotive sector on the environmental performance of vehicles and aligned with corresponding provisions in the Regulation (EU) 2023 [Batteries], the Regulation [ESPR] of the European Parliament and of the Council54 and the Regulation [Euro 7] of the European Parliament and of the Council55 . In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission to lay down the technical design and operation requirements for the passport and rules on location of the data carrier or other identifier enabling accessing the passport on the vehicle.

(31) In order to facilitate the end-of-life treatment of vehicles, vehicle manufacturers should provide, via digital tools, accurate, complete and up-to-date information on the safe removal and replacement of vehicle parts and components. A Circularity Vehicle Passport should therefore be developed and made available as a data carrier for such information, in a manner that is consistent with other digital information tools and platforms that already exist or are in further development in the automotive sector on the environmental performance of vehicles and aligned with corresponding provisions in the Regulation (EU) 2023/1542, the Regulation (EU) 2024/1781 of the European Parliament and of the Council54 and the Regulation (EU) 2024/1257 of the European Parliament and of the Council55 . In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission to lay down the technical design and operation requirements for the passport and rules on location of the data carrier or other identifier enabling accessing the passport on the vehicle.

~~__________________~~

__________________

~~54 Proposal for a Regulation of the European Parliament and of the Council establishing a framework for setting ecodesign requirements for sustainable products and repealing Directive 2009/125/EC.~~

1a OJ C 138, 28.5.2010, p. 16.

54 Regulation (EU) 2024/1781 of the European Parliament and of the Council of 13 June 2024 establishing a framework for the setting of ecodesign requirements for sustainable products, amending Directive (EU) 2020/1828 and Regulation (EU) 2023/1542 and repealing Directive 2009/125/EC (OJ L, 2024/1781, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1781/oj).

Amendment 9

55 Proposal for a Regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009.

55 Regulation (EU) 2024/1257 of the European Parliament and of the Council of 24 April 2024 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), amending Regulation (EU) 2018/858 of the European Parliament and of the Council and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009 of the European Parliament and of the Council, Commission Regulation (EU) No 582/2011, Commission Regulation (EU) 2017/1151, Commission Regulation (EU) 2017/2400 and Commission Implementing Regulation (EU) 2022/1362 (OJ L, 2024/1257, 8.5.2024, ELI: http://data.europa.eu/eli/reg/2024/1257/oj).

~~Or. en~~

~~Amendment 20~~

Proposal for a regulation

(35) In order to facilitate monitoring of compliance of producers with their extended producer responsibility obligations, Member States should establish a register of producers. The registration requirements should be harmonised across the Union to facilitate registration, in particular where producers make vehicles available in different Member States. The register should be also used for the purposes of reporting to competent authorities on the performance of extended producer responsibility obligations. The features and procedural aspects linked to this register should also be consistent with the register of producers established by Regulation (EU) 2023/1542, to enable producers of vehicles and producers of batteries to use one and the same register. The ~~power~~authority to adopt ~~acts~~delegated inacts ~~accordance~~pursuant ~~with~~to Article 290 of the Treaty on the Functioning of the European Union should be ~~delegated~~conferred toon the Commission in respect of establishing a single ~~portal~~portal, which contains the links to all national registers to facilitate the registration of producers inacross all Member States.

~~Or. en~~

Amendment 10

~~Amendment 21~~

~~Proposal for a regulation~~

~~Recital 38~~

~~Text proposed by the Commission~~

~~Amendment~~

(38) Producers should finance part of the costs of collection and treatment of end-of-life vehicles necessary to meet the requirements established in this Regulation, in particular obligations aimed at ensuring higher quality of secondary raw materials retrieved from vehicles. The exact level of the costs of such operations that should be covered by producers should be determined taking into account the revenues of authorised treatment facilities and other waste management operators gained from sale of used spare parts or components and of secondary raw materials retrieved from end-of-life vehicles. To this end, the competent authorities, in cooperation with producers and waste management operators, should monitor the average costs of collection, recycling and treatment operations as well as the level of financial contributions paid by the producers in order to ensure that a fair allocation of costs between all interested operators is in place.

(38) Producers should finance part of the costs of collection and treatment of end-of-life vehicles necessary to meet the requirements established in this Regulation, in particular obligations aimed at ensuring higher quality of secondary raw materials retrieved from vehicles. The exact level of the costs of such operations that should be covered by producers should be determined taking into account the average revenues of authorised treatment facilities and other waste management operators gained from sale of used spare parts or components and of secondary raw materials retrieved from end-of-life vehicles. To this end, the competent authorities, in cooperation with producers and waste management operators, should monitor the average costs of collection, recycling and treatment operations as well as the level of financial contributions paid by the producers in order to ensure that a fair allocation of costs between all interested operators is in place.

~~Or. en~~

~~Amendment 22~~

~~Proposal for a regulation~~

~~Recital 39~~

~~Text proposed by the Commission~~

~~Amendment~~

(39) The financial contributions of producers should also cover the costs of educational campaigns aimed to increase the collection of end-of-life vehicles, establishment of the notification system for issuance and transfer of certificates of destruction and gathering and reporting of data to the competent authorities. All these actions are indispensable for ensuring proper management of end-of-life vehicles, in particular for tracking the vehicles for which producers are responsible in accordance with this Regulation.

(39) The financial contributions of producers should also cover the costs of educational campaigns aimed to increase the collection of end-of-life vehicles. All these actions are indispensable for ensuring proper management of end-of-life vehicles, in particular for tracking the vehicles for which producers are responsible in accordance with this Regulation.

~~Or. en~~

~~Amendment 23~~

Proposal for a regulation

(42) As vehicles often become end-of-life vehicles in a different Member State than in the Member State where they were registered for the first time, it is necessary to introduce rules on cross-border extended producer responsibility. These rules should ensure that the responsibility of the producer properly covers the collection and treatment costs incurred by the waste management operators in the Member State where the vehicle becomes an end-of-life vehicle. To this end, producer should appoint a representative for the extended producer responsibility in each Member State and set up mechanisms for cross-border cooperation with relevant waste management operators. Introducing such a mechanism contributes to creating a level playing field between the authorised treatment facilities across the Union and facilitates the development of Union wide approaches in case of individual producer responsibility.

(42) As vehicles often become end-of-life vehicles in a different Member State than in the Member State where they were registered for the first time, it is necessary to introduce rules on cross-border extended producer responsibility. These rules should ensure that the responsibility of the producer properly covers the collection and treatment costs incurred by the waste management operators in the Member State where the vehicle becomes an end-of-life ~~vehicle~~vehicle, but at the same time ensuring that the producer is not paying the fee twice. To this end, producer should appoint a representative for the extended producer responsibility in each Member State and set up mechanisms for cross-border cooperation and transfer of costs with relevant waste management operators. Introducing such a mechanism contributes to creating a level playing field between the authorised treatment facilities across the Union and facilitates the development of Union wide approaches in case of individual producer responsibility.

~~Or. en~~

Amendment 11

~~Amendment 24~~

Proposal for a regulation

(43) In order to ensure compliance with this obligations and to avoid distortion of the single market, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of establishing further detailed rules on the obligations of the producers, Member States and waste management operators and the features of the cross-border mechanisms.

(43) In order to ensure compliance with this ~~obligations~~obligation, to avoid distortion of the single market, ~~ensure~~to ~~the~~provide a level playing field among economic operators and to ~~avoid~~prevent double payments for the extended producer responsibility, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of establishing further detailed rules on the obligations of the producers, Member States and waste management operators and the features of the cross-border mechanisms.

~~Or. en~~

Amendment 12

~~Amendment 25~~

Proposal for a regulation

(44) A key prerequisite for the sound treatment of end-of-life vehicles is that all end-of-life vehicles are collected. Therefore, this Regulation should impose certain obligations linked to the collection primarily on the producers and, secondarily, on the Member States. Producers should set up or participate in setting up the collection systems, and Member States should adopt all necessary measures to ensure that the systems are in place and that those systems enable meeting the objectives of this Regulation. The collection systems should enable vehicle owners and other vehicle holders to deliver the vehicle to an authorised facility without unnecessary efforts or costs. This means in practice that such systems should appropriately cover the whole territory of each Member State. They should also allow for collection of all brands of end-of-life vehicles, as well as of waste parts from repair of vehicles.

(44) A key prerequisite for the sound treatment of end-of-life vehicles is that all end-of-life vehicles are collected. Therefore, this Regulation should impose certain obligations linked to the collection primarily on the producers and, secondarily, on the Member States. Producers or producer responsibility organisations should set up or participate in setting up the collection systems, ~~including collection points,~~ and Member States should adopt all necessary measures to ensure that the systems are in place and that those systems enable meeting the objectives of this Regulation. The collection systems should enable vehicle owners and other vehicle holders to deliver the vehicle to an authorised facility without unnecessary efforts or costs. This means in practice that such systems should appropriately cover the whole territory of each Member ~~State.~~State and ensure adequate availability of authorities’ treatment facilities and collection points. They should also allow for collection of all brands of end-of-life vehicles, as well as of waste parts from repair of vehicles.

~~Or. en~~

Amendment 13

~~Amendment 26~~

~~Proposal for a regulation~~

~~Recital 46~~

~~Text proposed by the Commission~~

~~Amendment~~

(46) In order to effectively collect all end-of-life vehicles it is necessary to inform the public on the existence of collection systems. Vehicle owners should be aware that they can in principle deliver an end-of-life vehicle, with or without the electric vehicle battery, to a collection point or authorised treatment facility free of charge. The educational campaign by producers or producer responsibility organisations should also present the consequences for the environment and human health of improper collection and treatment of end-of-life vehicles.

(46) In order to effectively collect all end-of-life vehicles it is necessary to inform the public on the existence of collection systems. Vehicle owners should be aware that they can in principle deliver an end-of-life vehicle, to a collection point or authorised treatment facility free of charge. The educational campaign by producers or producer responsibility organisations should also present the consequences for the environment and human health of improper collection and treatment of end-of-life vehicles.

~~Or. en~~

~~Amendment 27~~

~~Proposal for a regulation~~

~~Recital 47~~

~~Text proposed by the Commission~~

~~Amendment~~

(47) The authorised treatment facility should issue a certificate of destruction to document that an end-of-life vehicle was treated. This is necessary to ensure a proper supervision of management of end-of-life vehicles. The minimum requirements for this certificate are currently laid down in Commission Decision 2002/151/EC57 and the content of this Decision should be included in this Regulation, with necessary adaptations. This certificate should be issued in an electronic format and provided to the last owner of an end-of-life vehicle, and then transmitted by the authorised treatment facilities and the last owner to the relevant authorities of the Member State, as its presentation allows for cancelling the registration of a vehicle. The electronic notification system should enable transmitting both the document confirming collection of end-of-life vehicle and the certificate of destruction.

(47) The authorised treatment facility should issue a certificate of destruction within 18 months to document that an end-of-life vehicle was treated. This is necessary to ensure a proper supervision of management of end-of-life vehicles. The minimum requirements for this certificate are currently laid down in Commission Decision 2002/151/EC57 and the content of this Decision should be included in this Regulation, with necessary adaptations. This certificate should be issued in an electronic format and provided to the last owner of an end-of-life vehicle, and then transmitted by the authorised treatment facilities and the last owner to the relevant authorities of the Member State, as its presentation allows for cancelling the registration of a vehicle. The electronic notification system should enable transmitting both the document confirming collection of end-of-life vehicle and the certificate of destruction.

~~__________________~~

57 Commission Decision 2002/151/EC of 19 February 2002 on minimum requirements for the certificate of destruction issued in accordance with Article 5(3) of Directive 2000/53/EC of the European Parliament and of the Council on end-of-life vehicles (OJ L 50, 21.2.2002, p. 94–95).

~~Or. en~~

~~Amendment 28~~

Proposal for a regulation

(49) To ensure effective collection of end-of-life vehicles, explicit obligations should be addressed to vehicle owners. They should deliver their vehicle, when it reaches the end-of-life stage, to collection points or authorised treatment facilities and present the certificate of destruction to the registration authorities in order to cancel the registration of their vehicle. ~~Additionally,~~However, toevery ~~ensure~~owner has the ~~better~~freedom ~~flow~~to ofdecide ~~information,~~regarding ~~temporary~~their ~~de-registration~~property. Therefore, the decision of awhether ~~vehicle~~to ~~should~~deliver betheir ~~valid~~end-of-life ~~for~~vehicle to a ~~period~~collection ~~not~~point ~~longer~~or ~~than~~to ~~five~~an ~~years.~~authorised ~~After~~treatment afacility, ~~period~~or ofto ~~five~~repair ~~years,~~or store it, rests with the ~~owner~~owners. ofIn the ~~temporarily~~event ~~de-registered~~of ~~vehicle~~storing ~~should~~an ~~present~~end-of-life itvehicle, the owner is required to provide to the ~~relevant~~competent authority evidence of athe ~~Member~~absence ~~State.~~of any environmental hazard.

~~Or. en~~

Amendment 14

~~Amendment 29~~

~~Proposal for a regulation~~

~~Recital 51~~

~~Text proposed by the Commission~~

~~Amendment~~

(51) In view of the key role of authorised treatment facilities in managing end-of-life vehicles in a way that does not adversely affect the environment or human health and contributes to the achievement of circular economy objectives of the Union, it is necessary to lay down obligations applying to such facilities and covering all their activities, from acceptance and storage of an end-of-life vehicle until its final treatment.

(51) In view of the key role of authorised treatment facilities in managing end-of-life vehicles in a way that does not adversely affect the environment or human health and contributes to the achievement of circular economy objectives of the Union and is economically justifiable, it is necessary to lay down obligations applying to such facilities and covering all their activities, from acceptance and storage of an end-of-life vehicle until its final treatment.

~~Or. en~~

~~Amendment 30~~

~~Proposal for a regulation~~

~~Recital 54~~

~~Text proposed by the Commission~~

~~Amendment~~

(54) In order to ensure a proper implementation of Regulation (EU) 2023/ [OP: Batteries Regulation], all batteries incorporated in vehicles are to be separately removed from an end-of-life vehicle and stored in a designated area for further treatment.

(54) In order to ensure a proper implementation of Regulation (EU) 2023/1542, all batteries incorporated in vehicles are to be separately removed from an end-of-life vehicle and stored in a designated area for further treatment.

~~Or. en~~

~~Amendment 31~~

Proposal for a regulation

(55) In order to maximise the potential of reuse, remanufacturing and refurbishment of parts and components, and preserve a high value for the secondary materials which derive from end-of-life vehicles, certain parts and components should mandatorily be removed from an end-of-life vehicle prior to shredding. The parts and components concerned should be removed in a manual dismantling process or a semi-automated disassembly process. To stimulate progress in technologies for dismantling, sorting, shredding and post-shredding, it should be possible to deviate from the requirement on mandatory removal of parts and components in certain exceptional cases. It should be demonstrated the parts and components concerned can be removed as effectively with those technologies than as with manual or semi-automated processes and without lowering the quality of the resulting treatment fractions. In order to take into account technical and scientific progress, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annex VII.

(55) In order to maximise the potential of reuse, remanufacturing and refurbishment of parts and components, and preserve a high value for the secondary materials which derive from end-of-life vehicles, certain parts and components should mandatorily be removed from an end-of-life vehicle prior to shredding. The parts and components concerned should be removed in a manual dismantling process or a semi-automated disassembly process. It should be possible to deviate from the requirement on mandatory removal of parts and components in certain exceptional cases, inter alia, if there is no technical potential or no market demand for reuse, repair, remanufacturing or refurbishment or if the authorised treatment facility can demonstrate that the parts and components concerned can be removed as effectively with those technologies than as with manual or semi-automated processes and without lowering the quality of the resulting treatment fractions. In order to take into account technical and scientific progress, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annex VII.

~~Or. en~~

Amendment 15

~~Amendment 32~~

Proposal for a regulation

(56) Once the authorised treatment facilities have removed parts and components from an end-of-life vehicle, they should carefully assess and determine whether those parts and components are fit for reuse, remanufacturing or refurbishment, based on objective criteria linked to the technical features of the parts and components and requirements on vehicle safety.

(56) Once the authorised treatment facilities have removed parts and components from an end-of-life vehicle, they should carefully assess and determine whether those parts and components are fit for reuse or can be used as ~~core or~~cores for remanufacturing or refurbishment. ~~Such~~Cores, ~~cores~~being non-functioning or partially functioning, should contain most of the relevant parts, while the absence of minor components such as screws should be ~~disregarded.~~disregarded as long as its performance is restored to same-as-new or even better than new.

~~Or. en~~

Amendment 16

~~Amendment 33~~

~~Proposal for a regulation~~

~~Recital 57~~

~~Text proposed by the Commission~~

~~Amendment~~

(57) Regulation (EU) 2023/[Batteries] sets out rules on the sustainability, performance, safety, collection, recycling and second life of batteries as well as on removal information about batteries for economic operators. The potential for a second life of batteries should be taken into consideration in this Regulation by excluding the electric vehicle battery from the essential parts or components’ to allow for handing over the vehicle for treatment, free of charge, without the electric vehicle battery.

(57) Regulation (EU) 2023/1542 sets out rules on the sustainability, performance, safety, collection, recycling and second life of batteries as well as on removal information about batteries for economic operators. The potential for a second life of batteries should be taken into consideration in this Regulation by excluding the electric vehicle battery from the essential parts or components’ to allow for handing over the vehicle for treatment, free of charge, without the electric vehicle battery.

~~Or. en~~

~~Amendment 34~~

Proposal for a regulation

(58) Recognising the potential of remanufacturing and refurbishment in the automotive sector, and their contribution towards circular economy, it is necessary to provide legal clarity to the economic operators involved in this sector. It should therefore be clarified that parts and components removed from an end-of-life vehicle, which are suitable for reuse, remanufacturing or refurbishment, should not be considered waste. This is necessary to facilitate the shipment, transportation or any other transfer of such parts and components. The relevant national authorities should be in position to request documentation, from the authorised treatment facility that removed the part or component concerned, that confirms, via a dedicated assessment, the technical suitability of the relevant parts and components for remanufacturing, refurbishment or reuse.

(58) Recognising the potential of remanufacturing and refurbishment in the automotive sector, and their contribution towards circular economy, it is necessary to provide legal clarity to the economic operators involved in this sector. It should therefore be clarified that ~~cores~~cores, ~~during~~which ~~the~~are ~~use~~suitable ~~phase~~for ofreuse, ~~vehicles~~remanufacturing or inrefurbishment, ~~their~~should ~~end~~not ofbe ~~life,~~considered ~~removed~~waste ~~from~~or anscrap. ~~end-of-life~~Cores ~~vehicle,~~are ~~which~~removed ~~are~~from ~~suitable~~vehicles ~~for~~either ~~reuse,~~during ~~remanufacturing~~their lifetime or ~~refurbishment,~~at ~~should~~end-of-life and are not beintended ~~considered~~for ~~waste.~~reuse before remanufacturing. This is necessary to facilitate the shipment, transportation or any other transfer of such cores. The relevant national authorities should be in position to request documentation, from the ~~authorised treatment facility or other authorised~~ economic operator that removed the ~~cores~~part or component concerned, that confirms, via a dedicated assessment, the technical suitability of the relevant cores for remanufacturing, refurbishment or reuse.

~~Or. en~~

Amendment 17

~~Justification~~

Currently the proposal requires authorised treatment facilities to carry out a technical assessment of the suitability of the relevant cores for remanufacturing, renewal, or reuse from end-of-life vehicles based on three criteria laid down in Annex VII Part D. Only with a positive technical assessment, these cores will not be considered waste. For legal certainty in the remanufacturing business, it is however crucial that all cores, also those from used vehicles, will be not considered waste.

~~Amendment 35~~

~~Proposal for a regulation~~

~~Recital 61~~

~~Text proposed by the Commission~~

~~Amendment~~

(61) In order to encourage the development and proper functioning of the market for reusable, refurbished and remanufactured parts and components in the Union, Member States should be encouraged to take the necessary incentives at the national level to promote the reuse, refurbishment and remanufacturing of parts and components, whether they are removed during the use or end-of-life phase of a vehicle. The Commission should facilitate the exchange of information among Member States by sharing their best practices on the incentives taken at the national level, with a view to monitoring their effectiveness.

(61) In order to encourage the development and proper functioning of the market for reusable, refurbished and remanufactured parts and components in the Union, Member States should be encouraged to take the necessary incentives at the national level to promote the reuse, refurbishment and remanufacturing of parts and components, whether they are removed during the use or end-of-life phase of a vehicle. The Commission should facilitate the access and exchange of information among Member States by sharing their best practices on the incentives taken at the national level, with a view to monitoring their effectiveness.

~~Or. en~~

~~Amendment 36~~

~~Proposal for a regulation~~

~~Recital 64~~

~~Text proposed by the Commission~~

~~Amendment~~

(64) It is important to increase the recovery of high-quality secondary materials by improving shredding processes of end-of-life vehicles. Therefore, end-of-life vehicles, their parts, components and materials should not be processed in a shredder in combination with packaging waste and waste electrical and electronic equipment, particularly to improve the separation of copper from steel fractions.

~~Or. en~~

~~Amendment 37~~

~~Proposal for a regulation~~

~~Recital 67~~

~~Text proposed by the Commission~~

~~Amendment~~

(67) In case an end-of-life vehicle is shipped from the Union to a third country, the exporter should provide documentary evidence approved by the competent authority in the destination country, confirming that the treatment conditions are broadly equivalent to the requirements of this Regulation and to human health and environmental protection requirements laid down in other Union legislation, in line with Regulation (EU) [new Waste Shipment Regulation].

~~Or. en~~

~~Amendment 38~~

Proposal for a regulation

(68) In order to ensure that end-of-life vehicles are treated in an environmentally sustainable manner, it is important to establish clarity on a vehicle’s status throughout its entire life, particularly in situations when there is a need for distinguishing used vehicles from end-of-life vehicles. A vehicle owner that intends to transfer the ownership of a used vehicle, should in particular be required to demonstrate that the vehicle is not an end-of-life vehicle. To assess the status of a used vehicle, the vehicle owner, other economic operators and competent authorities should verify if certain criteria determining whether or not the vehicle concerned is an end-of-life vehicle are met. In order to take into account technical and scientific progress, the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annex I determining the criteria on when a vehicle is end-of-life vehicle.

~~Or. en~~

Amendment 18

~~Amendment 39~~

~~Proposal for a regulation~~

~~Recital 76~~

~~Text proposed by the Commission~~

~~Amendment~~

(76) The inspections should cover compliance with the provisions on export of used vehicles and on treatment of end-of-life vehicles. Each year, the inspections should cover at least 10 % of authorised treatment facilities and operators. Sites of repair and maintenance operators should also be subjected to inspection. It needs to be underlined, that inspections carried out under this Regulation should be complementary to inspections on the shipment of end-of-life vehicles, which are comprehensively regulated in Regulation [OP: new Waste Shipment Regulation].

~~Or. en~~

~~Amendment 40~~

~~Proposal for a regulation~~

~~Recital 86~~

~~Text proposed by the Commission~~

~~Amendment~~

(86) Missing vehicles have been recognised as one of the major implementation challenges of Directive 2000/53/EC. The absence of an efficient system allowing for real time exchange of information between Member States on the registration status of vehicles hinders traceability and has been identified as a reason for the high number of “missing vehicles” in the Union. To address this, the Commission should propose a revision of Council Directive 1999/37/EC on the registration documents for vehicles67 . This revision should require Member States to record electronically, for vehicles registered on their territory, data allowing to properly document the reasons for the cancellation of a registration of a vehicle, especially if a vehicle has been treated as end-of-life vehicles in an authorised treatment facility, re-registered in another Member State, exported to a third country outside the Union, or stolen. Moreover, to prevent the illegal dismantling or export of vehicles that have been temporarily de-registered, the vehicle owners should be obliged to promptly report any changes in their ownership to the national vehicle registration authority. These amendments complement and build on the existing requirements for Member States to electronically record data on all vehicles registered on their territory.

(86) Missing vehicles have been recognised as one of the major implementation challenges of Directive 2000/53/EC. The absence of an efficient system allowing for real time exchange of information between Member States on the registration status of vehicles hinders traceability and has been identified as a reason for the high number of “missing vehicles” in the Union. To address this, the Commission should propose a revision of Council Directive 1999/37/EC on the registration documents for vehicles67 and tackling the illegal shipments of those vehicles. This revision should require Member States to record electronically, for vehicles registered on their territory, data allowing to properly document the reasons for the cancellation of a registration of a vehicle, especially if a vehicle has been treated as end-of-life vehicles in an authorised treatment facility, re-registered in another Member State, exported to a third country outside the Union, or stolen. Moreover, to prevent the illegal dismantling or export of vehicles that have been temporarily de-registered, the vehicle owners should be obliged to promptly report any changes in their ownership to the national vehicle registration authority. These amendments complement and build on the existing requirements for Member States to electronically record data on all vehicles registered on their territory.

~~__________________~~

~~67 Council Directive 1999/37/EC of 29 April 1999 on the registration documents for vehicles (OJ L 138, 1.6.1999, p. 57).~~

~~Or. en~~

~~Amendment 41~~

~~Proposal for a regulation~~

~~Recital 88~~

~~Text proposed by the Commission~~

~~Amendment~~

(88) The report from the Commission should also include an assessment of the measures concerning provision of information on substances of concern present in vehicles and whether the traceability of such substances need to be improved. It should also assess whether there is a need to introduce measures addressing the substances that may affect the treatment of vehicles when they reach end-of-life stage, in order to align it more closely with Regulation (EU) 2024/1781. The Commission should conduct an impact assessment to evaluate the technical and economical feasibility of introducing targets on air conditioning, fluids and gases contained as an initial fill by the original equipment manufacturer (OEM) in each vehicle type falling within the scope of this Regulation.

~~Or. en~~

~~Amendment 42~~

~~Proposal for a regulation~~

~~Recital 88 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

(88a) To ensure consistency between different Union legal acts when revising or adopting secondary acts under Regulation (EU) 2023/1542, the Commission should consider the fulfilment of the objectives on recyclability, reparability, and reusability set under this Regulation.

~~Or. en~~

~~Amendment 43~~

Proposal for a regulation

(95) The application of all provisions concerning vehicle of categories L, M2, M3, N2, N3 and O should be deferred in order to provide sufficient time for operators to comply with the new requirements. This is particularly important with respect to permits for authorised treatment facilities that are capable of conducting depollution and further treatment of such vehicles.

~~Or. en~~

Amendment 19

~~Amendment 44~~

Proposal for a regulation

(c) from [OP: Please insert the date = the first day of the month following 60 months after the date of entry into force of this Regulation] to vehicles and end-of-life vehicles and of categories L3e, L4e, L5e, L6e and L7e as set out in Article 4(2), points (c) to (g), of Regulation (EU) 168/2013.

(c) from [OP: Please insert the date = the first day of the month following 60 months after the date of entry into force of this Regulation] to vehicles and end-of-life vehicles and of L ~~categories,~~categories as set out in Article 4(2), points (a) to (g), of Regulation (EU) 168/2013.

~~Or. en~~

Amendment 20

~~Justification~~

~~Introduces inclusion of category for L1e and L2e vehicles to avoid market fragmentation for these categories~~

~~Amendment 45~~

~~Proposal for a regulation~~

~~Article 2 – paragraph 2 – point c a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(ca) two- or three-wheel vehicles and quadricycles of small series referred to in Article 42 of Regulation (EU) 168/2013;~~

~~Or. en~~

~~Justification~~

~~For coherence, small series motorcycles should also be excluded, as done for cars.~~

~~Amendment 46~~

Proposal for a regulation

(d) vehicles of historical interest as defined in Article 3, point (7), of Directive 2014/45/EU.

(d) vehicles of historical interest as defined in Article 3, point (7), of Directive 2014/45/EU and all their ~~parts and~~parts, components and spare parts necessary for their maintenance activities to ensure their historical ~~status.~~status;

~~Or. en~~

Amendment 21

~~Amendment 47~~

Proposal for a regulation

Article 2 – paragraph 42 – ~~introductory~~point ~~part~~d a (new)

Text proposed by the Commission

Amendment

~~4. Notwithstanding paragraph 1, point (c), the following provisions shall not apply to vehicles and end-of-life vehicles of categories L3e, L4e, L5e, L6e and L7e:~~

(da) vehicles of category L1e-A designed to pedal;

~~4. Notwithstanding paragraph 1, point (c), the following provisions shall not apply to vehicles and end-of-life vehicles of L categories:~~

Amendment 22

~~Or. en~~

~~Justification~~

~~Introduces inclusion of category for L1e and L2e vehicles.~~

~~Amendment 48~~

Proposal for a regulation

Article 2 – paragraph 62 – ~~introductory~~point ~~part~~d b (new)

Text proposed by the Commission

Amendment

6. Notwithstanding paragraph 1, points (b) and (c), Articles 16, 19, 20, 27 and 46 to 49 shall apply to vehicles and end-of-life vehicles of categories L3, L4, L5, L6 L7, M2, M3, N2, N3 and O with the following modifications:

(db) two- or three-wheel vehicles and quadricycles of small series as referred to in Article 42 of Regulation (EU) No 168/2013;

6. Notwithstanding paragraph 1, points (b) and (c), Articles 16, 19, 20, 27 and 46 to 49 shall apply to vehicles and end-of-life vehicles of L categories, M2, M3, N2, N3 and O with the following modifications:

Amendment 23

~~Or. en~~

~~Justification~~

~~Consistent with L1 and L2 inclusion~~

~~Amendment 49~~

Proposal for a regulation

Article 32 – paragraph 14 – ~~point~~introductory 1part

Text proposed by the Commission

Amendment

~~(1) ‘vehicle’ means any vehicle as defined in Article 3, point (15), of Regulation (EU) 2018/858 or listed in Article 4(2), points (c) to (g), of Regulation (EU) 168/2013;~~

4. Notwithstanding paragraph 1, point (c), the following provisions shall not apply to vehicles and end-of-life vehicles of categories L3e, L4e, L5e, L6e and L7e:

~~(1) ‘vehicle’ means any vehicle as defined in Article 3, point (15), of Regulation (EU) 2018/858 or listed in Article 4(2), points (a) to (g), of Regulation (EU) 168/2013;~~

4. Notwithstanding paragraph 1, point (c), the following provisions shall not apply to vehicles and end-of-life vehicles of category L:

~~Or. en~~

Amendment 24

~~Amendment 50~~

Proposal for a regulation

Article 32 – paragraph 16 – ~~point~~introductory 2part

Text proposed by the Commission

Amendment

(2) ‘end-of-life vehicle’ means a vehicle which is waste as defined in Article 3, point (1), of Directive 2008/98/EC, or vehicles that are irreparable according to criteria Part A, points 1 and 2 of Annex I;

6. Notwithstanding paragraph 1, points (b) and (c), Articles 16, 19, 20, 27 and 46 to 49 shall apply to vehicles and end-of-life vehicles of categories L, M2, M3, N2, N3 and O and to parts of a vehicle that have been type-approved in multi-stage type approval of category N1, N2, N3, M2 or M3 other than the base vehicle with the following modifications:

~~Or. en~~

Amendment 25

~~Amendment 51~~

Proposal for a regulation

(9) ‘plastic’ means a polymer within the meaning of Article 3, point (5), of Regulation (EC) No 1907/2006, to which additives or other substances may have been added;

(9) ‘plastic’ means a polymer within the meaning of Article 3, points (2) and (3), of Regulation (EU) No 10/2011, to which additives or other substances may have been added, capable of functioning as a main structural component of final materials and articles, including biobased ~~plastic;~~plastic, and excluding elastomers, thermosets, adhesives, coatings, sealants, carbon fibre reinforced plastics (CFRP) and glass fibre reinforced plastics (GFRP);

~~Or. en~~

Amendment 26

~~Justification~~

~~The proposed definition of plastics is based on REACH and does not match the polymer types that were considered in the JRC study.~~

~~Amendment 52~~

Proposal for a regulation

Amendment

~~(9a) ‘recycled plastic’ means plastic which was waste before recycling as defined in Article 3, point (17), of Directive 2008/98/EC and which has been produced by recycling;~~

(9a) ‘biobased plastics’ means plastics made from biological resources, such as biomass, feedstock, organic waste or by-products, and irrespective of whether or not the plastics are biodegradable;

~~Or. en~~

Amendment 27

~~Amendment 53~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 9 b (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(9b) 'recycled content' means the proportion of recycled material in a product or component;~~

~~Or. en~~

~~Amendment 54~~

Proposal for a regulation

(15) ‘authorised treatment facility’ means any establishment or undertaking that is permitted in accordance with Directive 2008/98/EC and this Regulation to carry out collection and treatment of end-of-life vehicles;

(15) ‘authorised treatment facility’ means ~~any~~ establishment or undertaking that is permitted in accordance with Directive 2008/98/EC and this Regulation to carry out ~~collection~~storage and treatment operations of end-of-life vehicles or their parts and ~~components coming from~~components, ~~facilities~~following ~~that~~the ~~have~~collection ~~completed~~and ~~the~~clean-up operations ofreferred ~~depollution~~to in ~~compliance with~~ Article 29 of and ~~Part~~the Bminimum ofdepollution ~~Annex~~obligations ~~VII~~referred to ~~this~~in ~~Regulation~~Annex ;VII, Part B, depending on the type of activity exercised and authorised;

~~Or. en~~

Amendment 28

~~Amendment 55~~

Proposal for a regulation

Article 3 – paragraph 1 – point 1815 a (new)

Text proposed by the Commission

Amendment

(18) ‘repair and maintenance operator’ means any natural or legal person who, related to that person’s trade, business, craft or profession, provides repair or maintenance services, whether independently from or authorised by manufacturers;

(15a) ‘collection point’ means an economic operator other than an authorised treatment facility, which temporarily stores end-of-life vehicles and prepares for transfer of the collected end-of-life vehicles to authorised treatment facilities for treatment;

(18) ‘repair and maintenance operator’ means a natural or legal person, who is directly or indirectly involved in the repair and maintenance of vehicles, and include repairers, manufacturers or distributors of repair equipment, tools or spare parts, as well as publishers of technical information, automobile clubs, roadside assistance operators, operators offering inspection and testing services, operators offering training for installers, manufacturers and repairers of equipment for alternative-fuel vehicles, from or authorised by manufacturers;

Amendment 29

~~Or. en~~

~~Justification~~

The definition of repair and maintenance operators should be aligned with the one in the Type Approval Regulation (2018/858) on “independent operators” to ensure that all actors of the automotive aftermarket are covered, and to avoid any confusion or contradiction between the different EU legal acts.

~~Amendment 56~~

Proposal for a regulation

(22) ‘producer’ means any manufacturer, importer or distributor who, irrespective of the selling technique used, including by means of distance contracts as defined in Article 2, point (7), of Directive 2011/83/EU, supplies a vehicle for the first time for distribution or use, within a territory of a Member States on a professional basis; ~~for~~the ~~multistage~~bodybuilder ~~vehicles,~~is the producer isonly for the ~~manufacturer~~components ofadded to the base ~~vehicle.~~vehicle during multi-stage type approval;

~~Or. en~~

Amendment 30

~~Amendment 57~~

Proposal for a regulation

(28) ‘remanufacturing’ means an operation in which a new part or component is manufactured from parts and components that are either removed from vehicles or end-of-life vehicles and in which at least one change is made to the part or component that affects its safety, performance, purpose or type;

(28) ‘remanufacturing’ means a standardised operation in which ~~a new part or component is manufactured from parts and components~~cores that are either removed from vehicles or end-of-life vehicles ~~and in which at least one change is~~are ~~made~~returned to ~~the part~~same-as-new or ~~component that affects~~better ~~its~~condition ~~safety,~~and performance, ~~purpose or type;~~where the process is in line with specific technical specifications, including engineering, quality and testing standards, and yields fully warranted products;

~~Or. en~~

Amendment 31

~~Amendment 58~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 29~~

~~Text proposed by the Commission~~

~~Amendment~~

(29) ‘refurbishment’ means actions carried out to prepare, clean, test and, where necessary, repair a part or component that is removed from vehicles or end-of-life vehicles in order to restore the performance or functionality of that part or component within the intended use and range of performance originally conceived at the design stage applicable at the time of its placing on the market;

(29) ‘refurbishment’ means actions carried out to prepare, clean, test and, where necessary, repair a part or component that is removed from vehicles in order to restore its performance or functionality;

~~Or. en~~

~~Justification~~

To align with the modifications made on “remanufacturing” the definition of refurbishments needs to be adapted accordingly. A refurbished part or component is not a new product, the product life does not start again.

~~Amendment 59~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 35~~

~~Text proposed by the Commission~~

~~Amendment~~

(35) ‘economic operators’ means producers, collectors, vehicle insurance companies, suppliers, repair and maintenance operators, waste management operators and any other operators involved in design of vehicles, trade in used vehicles, or management of end-of-life vehicles.

(35) ‘economic operators’ means producers, collectors, dismantlers, recyclers, vehicle insurance companies, suppliers, repair and maintenance operators, waste management operators and any other operators involved in design of vehicles, trade in used vehicles, or management of end-of-life vehicles, and its parts, components, core product or part and materials;

~~Or. en~~

~~Amendment 60~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 35 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

(35a) ‘authorised dismantler’ means any person or legal entity that is permitted or authorised to carry out dismantling or any other operation carried out for the recovery of the end-of-life vehicle and its parts, components and materials;

~~Or. en~~

~~Amendment 61~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 35 b (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

(35b) ‘remanufacturer’ is a person or legal entity that undertakes the remanufacturing process, which is an operation in which a new part or component is manufactured from parts and components that are either removed from vehicles or end-of-life vehicles and in which at least one change is made to the part or component that affects its safety, performance, purpose or type;

~~Or. en~~

~~Amendment 62~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 35 c (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(35c) ‘post-consumer reuse’ means used parts and components that are generated from products after they have been placed on the market;~~

~~Or. en~~

~~Amendment 63~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 35 d (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

(35d) ‘core product or part’ or ‘core’ means a previously sold, worn or non-functional (used) product or part, intended for the remanufacturing process; during reverse logistics, a core is protected, handled and identified for remanufacturing to avoid damage and to preserve its value; a core is not waste or scrap and is not intended to be reused before remanufacturing and is removed from vehicles either during their lifetime or at end-of-life;

~~Or. en~~

~~Justification~~

The proposed criteria are very generic and might lead to a limiting availability of cores for remanufacturing if implemented too strictly. Cores do not necessarily need to be complete to be remanufactured. For a clearer understanding of the criteria in Annex VII Part D, corresponding recitals should give a further description of these general quality requirements.

~~Amendment 64~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 35 e (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(35e) ‘collection point’ means economic operators which accept end-of-life vehicles for temporary storage and forwarding to treatment facilities without being themselves treatment facilities;~~

~~Or. en~~

~~Justification~~

In order to provide sufficient clarification and to support the understanding of the requirements for all actors, since the Regulation differentiates between ATFs and collection points, a definition of “collection point” is required.

~~Amendment 65~~

~~Proposal for a regulation~~

~~Article 3 – paragraph 1 – point 35 f (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

(35f) ‘registration’ means a registration as defined in Article 2, points (b), (c), (d), (e) and (f), of Directive 1999/37/EC; for vehicles falling under categories L1 and L2, if not subject to administrative registration under Directive 1999/37/EC in a given Member State, 'registration' means the recording of vehicles in a system that enables their identification, including at the point of placing on the market, during use, or at end-of-life, for the purposes of ensuring compliance with this Regulation;

~~Or. en~~

~~Justification~~

Linked to the inclusion of the L1e and L2e categories. As not all Member States register L1e and L2e vehicles following Directive 1999/37/EC, but they still record ownership or similar in most cases, then for vehicles of categories L1e and L2e registration shall be understood more broadly as a system to enable identification and monitoring of these vehicles’ lives.

~~Amendment 66~~

Proposal for a regulation

Article 3 – paragraph 1 – point 3528 ga (new)

Text proposed by the Commission

Amendment

~~(35g) ‘mono-material metal component’ means a component that is composed for 90% in weight of a unique metal; Different alloys of the same metal are considered as being a unique metal;~~

(28a) ‘remanufacturer’ means a person or legal entity that undertakes the remanufacturing process, which is an operation in which a part or component is manufactured from parts and components that are either removed from vehicles or end-of-life vehicles to return to same-as-new or better condition and in which at least one change is made to the part or component that affects its safety, performance, purpose or type;

~~Or. en~~

Amendment 32

~~Amendment 67~~

Proposal for a regulation

Article 3 – paragraph 1 – point 3528 hb (new)

Text proposed by the Commission

Amendment

(35h) ‘biobased plastics’ means plastics made from biological resources, such as biomass, feedstock, organic waste or by-products, and irrespective of whether the plastics are biodegradable or not.

(28b) ‘core product or part’ or ‘core’ means a previously sold, worn or non-functional (used) part or component, intended for the remanufacturing process; during reverse logistics, a core is protected, handled and identified for remanufacturing to avoid damage and to preserve its value;

~~Or. en~~

Amendment 33

~~Amendment 68~~

Proposal for a regulation

Article 3 – paragraph 21 – point c35

Text proposed by the Commission

Amendment

(c) ‘registration’, ‘registration certificate’, ‘suspension’, ‘holder of registration certificate’ and ‘cancellation of registration’ laid down in Article 2, points (b), (c), (d), (e) and (f), of Directive 1999/37/EC;

(c) ‘registration certificate’, ‘suspension’, ‘holder of registration certificate’ and ‘cancellation of registration’ laid down in Article 2, points (b), (c), (d), (e) and (f), of Directive 1999/37/EC;

(35) ‘economic operators’ means producers, collectors, dismantlers, recyclers, remanufacturers, vehicle insurance companies, suppliers, repair and maintenance operators, waste management operators and any other operators involved in design of vehicles, trade in used vehicles, or management of end-of-life vehicles and parts, components, core products or parts and materials thereof, including their trade;

~~Or. en~~

Amendment 34

~~Amendment 69~~

Proposal for a regulation

Article 3 – paragraph 21 – point e35 a (new)

Text proposed by the Commission

Amendment

~~(e) ‘substance of concern’ and ‘data carrier’ laid down in Article 2, points (28) and (30), of Regulation [Ecodesign for sustainable products].~~

(35a) ‘registration’ means a registration as defined in Article 2, point (b), of Directive 1999/37/EC; for vehicles falling under categories L1 and L2, if not subject to administrative registration under Directive 1999/37/EC in a given Member State, ‘registration’ means the recording of vehicles in a system that enables their identification, including at the point of placing on the market, during use, or at end-of-life, for the purposes of ensuring compliance with this Regulation;

~~(e) ‘data carrier’ laid down in Article 2, point (29), of Regulation (EU) 2024/1781.~~

Amendment 35

~~Or. en~~

~~Amendment 70~~

Proposal for a regulation

~~Or. en~~

Amendment 36

~~Justification~~

~~Alignment with the Recital 13 for clarity purposes.~~

~~Amendment 71~~

Proposal for a regulation

~~Or. en~~

Amendment 37

~~Justification~~

~~It is not realistically possible to verify via testing the correctness and completeness of the material information received from suppliers for every single part used in all vehicle models.~~

~~Amendment 72~~

Proposal for a regulation

Article 4 – paragraph ~~3 –~~2 ~~subparagraph~~a 1(new)

Text proposed by the Commission

Amendment

2a. The obligations under paragraph 2 are subject to the availability of information and data along the supply chain, taking into account the specific size and organisational characteristics of SMEs.

The Commission shall, by [OP: please enter the date = the last day of the month following 35 months after the date of entry into force of this Regulation], adopt an implementing act establishing a methodology for calculation and verification of the rates of reusability, recyclability and recoverability of a vehicle, taking into account the elements set out in Annex II and the guidelines outlined in the United Nations Regulation No. 133 on uniform provisions concerning the approval of motor vehicles with regard to their reusability, recyclability and recoverability in relation to standard ISO 22628:2002. If necessary, the Commission shall endeavour to ensure that the relevant UN methodology is updated accordingly to prevent conflict with Union methodology.

Amendment 38

~~Or. en~~

~~Justification~~

~~As there is a harmonized UN R133 on Recyclability, there is no need to establish a new methodology but rather update the existing one if needed.~~

~~Amendment 73~~

Proposal for a regulation

1. The presence of substances of concern in vehicles and in their parts and components shall be minimised as far as possible.

1. The presence of substances of concern in vehicles and in their parts and components shall be minimised ~~as far as~~to ~~possible,~~the ~~where~~extent ~~they~~needed ~~pose~~to anprevent ~~unacceptable~~adverse ~~risk~~effects on human ~~health or~~health, the ~~environment.~~environment or recyclability.

~~Or. en~~

Amendment 39

~~Justification~~

The definition of “Substance of Concern” (SoC) is linked to a legislation for which vehicles are not included in the scope (motor vehicles are out of scope of the Eco-design for Sustainable Products Regulation). There is therefore a mismatch in terms of applicability. Furthermore, to clarify the intention of this article we would expect that similarly to the approach of the Batteries Regulation, ECHA puts forward a list of substances of concern that are specific to the automotive sector.

~~Amendment 74~~

~~Proposal for a regulation~~

~~Article 5 – paragraph 1 – subparagraph 1 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

The Commission, assisted by the European Chemicals Agency set up under Regulation (EC) No 1907/2006, shall, by... [OP: please enter the date = last day of the month following 18 months after the entry into force of this Regulation] adopt an implementing act establishing a list of substances of concern applicable specifically to vehicles. Insofar as they are applicable, the restrictions set out in Annex XVII to Regulation (EC) No 1907/2006, in addition to the restrictions set out in Annexes I and II to Regulation (EU) 2019/1021 and in Regulation (EU) 2023/1542 shall be considered.

~~Or. en~~

~~Amendment 75~~

~~Proposal for a regulation~~

~~Article 5 – paragraph 2~~

~~Text proposed by the Commission~~

~~Amendment~~

2. In addition to the restrictions set out in Annex XVII to Regulation (EC) No 1907/2006 and, as applicable, to the restrictions set out in Annexes I and II to Regulation (EU) 2019/1021 and in Regulation (EU) 2023/[OP: Batteries], any vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 72 months after the date of entry into force of this Regulation], under Regulation (EU) 2018/858 shall not contain lead, mercury, cadmium or hexavalent chromium.

2. Any vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 72 months after the date of entry into force of this Regulation], under Regulation (EU) 2018/858 shall not contain lead, mercury, cadmium or hexavalent chromium.

~~Or. en~~

~~Amendment 76~~

~~Proposal for a regulation~~

~~Article 5 – paragraph 2 – subparagraph 1 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~Subparagraph 1 shall not apply to components made from recycled materials nor to remanufactured parts and components.~~

~~Or. en~~

~~Justification~~

The exemption for components made from recycled materials, automotive components require thousands of chemicals and substances to meet high standards of quality and performance. However, Regulations may change, and certain substances may become restricted, but they will still be present in recycled materials. This creates a challenge for remanufacturers and recyclers, who may not have complete visibility of the materials' composition and cannot easily remove these substances.

~~Amendment 77~~

~~Proposal for a regulation~~

~~Article 5 – paragraph 3~~

~~Text proposed by the Commission~~

~~Amendment~~

3. By way of derogation from paragraph 2, vehicle types may contain lead, mercury, cadmium or hexavalent chromium under the conditions and up to the maximum concentration values laid down in Annex III.

3. By way of derogation from paragraph 2, vehicle types may contain carbon fibres, lead, mercury, cadmium or hexavalent chromium under the conditions and up to the maximum concentration values laid down in Annex III.

~~Or. en~~

~~Amendment 78~~

~~Proposal for a regulation~~

~~Article 5 – paragraph 4 – subparagraph 1 – point a~~

~~Text proposed by the Commission~~

~~Amendment~~

(a) establishing maximum concentration values up to which the presence of lead, mercury, cadmium or hexavalent chromium in specific parts, components and homogenous materials of vehicles is to be tolerated;

(a) establishing maximum concentration values up to which the presence of carbon fibres, lead, mercury, cadmium or hexavalent chromium in specific parts, components and homogenous materials of vehicles is to be tolerated;

~~Or. en~~

~~Amendment 79~~

~~Proposal for a regulation~~

~~Article 5 – paragraph 4 – subparagraph 1 – point c~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(c) deleting parts, components and homogenous materials of vehicles from Annex III, if the use of lead, mercury, cadmium or hexavalent chromium is avoidable;~~

~~(c) deleting parts, components and homogenous materials of vehicles from Annex III, if the use of carbon fibres, lead, mercury, cadmium or hexavalent chromium is avoidable;~~

~~Or. en~~

~~Amendment 80~~

Proposal for a regulation

Article 5 – paragraph ~~4 – subparagraph 2~~5

Text proposed by the Commission

Amendment

5. Upon request from the Commission, and within 12 months from the request, the European Chemicals Agency (the ‘Agency’) shall prepare a report on the technical and economic feasibility of alternatives pertaining to existing exemptions listed in Annex III and, based on such assessment, a motivated proposal for the specific amendment of the exemption.

The Commission is empowered to adopt delegated acts in accordance with Article 50 to amend Annex III, in particular by removing certain exemptions for homogenous materials and components from the list, in case the specific exemption is addressed under other Union legislation. Before adopting a delegated act, the Commission shall consult experts designated by each Member State and other stakeholders in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making.

5. Upon request from the Commission, and within 12 months from the request, the European Chemicals Agency (the ‘Agency’), in close cooperation with all relevant stakeholders, shall prepare a report on the technical and economic feasibility of alternatives pertaining to existing exemptions listed in Annex III and, based on such assessment, a motivated proposal for the specific amendment of the exemption.

~~Or. en~~

Amendment 40

~~Justification~~

Relying only on a report from ECHA removes the stakeholder engagement process that currently takes place. Deviation from established processes should be avoided and any new requirements must be based on open discussion of rigorous science, therefore all stakeholders must be involved in the process.

~~Amendment 81~~

Proposal for a regulation

Article 5 – paragraph 58 a (new)

Text proposed by the Commission

Amendment

8a. By ... [the first day of the month following 24 months from the date of entry into force of this Regulation], the Commission, assisted by the European Chemicals Agency established by Regulation (EC) No 1907/2006 (‘the Agency’), shall prepare a report on substances of concern, namely substances having an adverse effect on health or the environment or hampering recycling for safe and high quality secondary raw materials, present in vehicle type or used in their manufacture. The Commission shall submit that report to the European Parliament and to the Council setting out its findings and shall consider the appropriate follow-up measures including the adoption of delegated acts as referred to in paragraph 4 of this Article.

5. Upon request from the Commission, and within 12 months from the request, the European Chemicals Agency (the ‘Agency’) shall prepare a report, based on consultation with stakeholders and industry experts, on the technical and economic feasibility of alternatives pertaining to existing exemptions listed in Annex III and, based on such assessment, a motivated proposal for the specific amendment of the exemption.

Amendment 41

~~Or. en~~

~~Justification~~

~~Amendment 82~~

Proposal for a regulation

The plastic contained in each vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 72 months after the date of entry into force of the Regulation] under Regulation (EU) 2018/858 shall contain a minimum of ~~20%~~20 % of plastic recycled content recovered, including biobased plastic, from post-consumer plastic waste and pre-consumer plastic waste attributed via a chain of custody ~~according~~in toaccordance ~~standard~~with the ISO ~~22095:2020.~~22095:2020 standard.

~~Or. en~~

The recycled plastic content may include biobased plastic, provided that the proportion of biobased plastic does not exceed 5 % of the required recycled content.

~~Amendment 83~~

By the end of 2028, the Commission shall review the state of technological development and environmental performance of biobased plastic, taking into consideration the sustainability criteria laid down in Article 29 of Directive (EU) 2018/2001 and shall assess the percentage of pre-consumer plastic waste counted towards the target.

Based on that review, the Commission shall assess the feasibility of a gradual increase in the maximum share of biobased plastic that may be included in the recycled content contained in each vehicle type that is type-approved as of 72 months after the date of entry into force of this Regulation.

Amendment 42

Proposal for a regulation

At least 25 % of the target set out in the first subparagraph shall be achieved by including plastics recycled from end-of-life vehicles in the vehicle type concerned.

At least ~~15%~~20 % of the target set out in the first ~~subparagraph,~~subparagraph shall be achieved by including ~~the use of post-consumer plastic waste~~plastics recycled from end-of-life vehicles ~~or waste~~in ~~from~~the vehicle ~~workshops and~~type ~~pre-consumer~~concerned ~~waste~~as ~~from~~well ~~vehicle~~as ~~production,~~pre-consumer ~~attributed~~waste ~~via~~from athe ~~chain~~production of ~~custody according to standard~~that ~~ISO~~vehicle ~~22095:2020.~~type.

~~Or. en~~

Amendment 43

~~Amendment 84~~

~~Proposal for a regulation~~

~~Article 6 – paragraph 1 – subparagraph 2 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~All end-of-life vehicle parts and components removed for replacement during the use-phase of a vehicle shall account to the post-consumer plastic waste as feedstock for recycled plastics.~~

~~Or. en~~

~~Amendment 85~~

~~Proposal for a regulation~~

~~Article 6 – paragraph 1 – subparagraph 2 b (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~The weight of the plastic recycled and the total weight of plastics referred to in the first subparagraph shall exclude elastomers, thermosets other than polyurethane foams.~~

~~Or. en~~

~~Amendment 86~~

Proposal for a regulation

2. By [OP: Please insert the date = the last day of the month following 23 months after the date of entry into force of this Regulation], the Commission shall adopt an implementing act in accordance with Article 51(2) to supplement this Regulation by establishing the methodology for the calculation and verification, for the purposes of paragraph 1 of this Article, of the share of plastics recovered from post-consumer waste, and from end-of-life vehicles respectively, present in and incorporated into the vehicle type.

2. By [OP: Please insert the date = the last day of the month following 1518 months after the date of entry into force of this Regulation], the Commission shall adopt ana delegated act in accordance with Article 50 to supplement this Regulation by establishing the methodology for the calculation and verification, for the purposes of paragraph 1 of this Article, of the usage of plastics recovered from ~~pre-consumer~~pre- and post-consumer waste, and from end-of-life vehicles respectively, to manufacture ~~the~~a vehicle ~~type~~type, which takes into account the best available recycling technology, ~~including chemical recycling. When~~with ~~considering~~due ~~recycled~~consideration ~~plastic~~to ~~verification~~the ~~methodology~~economic ~~the~~and ~~Commission~~environmental ~~shall~~impact, ~~take~~which ~~into~~may ~~account~~include ~~digital~~mechanical ~~product~~and ~~passport~~chemical ~~solutions.~~recycling.

~~Or. en~~

Amendment 44

~~Justification~~

Wording on presence and incorporation fails to address chain of custody and chemical recycling within the scope of the calculation and verification methodology to be established by the European Commission. It would prevent the implementation of tailored rules, including for chemical recycling.

~~Amendment 87~~

Proposal for a regulation

Article 6 – paragraph 2 ~~– subparagraph 1~~ a (new)

Text proposed by the Commission

Amendment

Notwithstanding the definition of ‘plastic’ in Article 3, point (9), only thermoplastics and polyurethane foams shall be considered to be plastics for the purposes of paragraphs 1 and 2 of this Article.

2a. By ... [XX months from the entry into force of this Regulation], the Commission shall adopt delegated acts in accordance with Article 50 to establish Union-wide End-of-Waste (EoW) criteria for plastic waste in order to promote a harmonised and simplified approach across the Union and provide predictability for economic actors operating within the single market.

~~Or. en~~

The criteria referred to in the first paragraph shall:

~~Justification~~

(a) define clear and consistent conditions under which plastic waste ceases to be waste, fostering confidence in its quality as secondary raw material across the single market;

Thermosetting resins are materials that cannot be easily recycled, unlike other types of plastics. Including them in the recycled plastics target would create unnecessary costs for industry, as highlighted by the Joint Research Centre (JRC) report. This amendment ensures that only recyclable plastics count towards the targets, while allowing flexibility to adapt the regulation based on future advancements in recycling methods.

(b) be grounded in a technology-neutral approach that safeguards the potential for continuous innovation in recycling processes, in line with the objectives of the Circular Economy Action Plan.

Amendment 8845

Proposal for a regulation

The Commission is empowered to adopt delegated acts, in accordance with Article 50, to supplement this Regulation by establishing a minimum share of steel recycled from post-consumer steel waste to be present and incorporated into vehicle types to be type-approved in accordance with this Regulation and Regulation (EU) 2018/858.

The Commission is empowered to adopt delegated acts, in accordance with Article 50, to supplement this Regulation by establishing a minimum share of steel recycled from ferrous scrap to be present and incorporated into vehicle types to be type-approved in accordance with this Regulation and Regulation (EU) 2018/858. Steel used as reinforcement materials in tyres shall not be considered to fall within the scope of thoses delegated acts.

~~Or. en~~

Amendment 46

~~Amendment 89~~

Proposal for a regulation

The minimum share of recycled steel referred to in the first subparagraph shall be based on a feasibility study, carried out by the Commission. The study shall be finalised by [OP: Please insert the date = the last day of the month following 23 months after the date of entry into force of this Regulation], looking in particular at the following aspects:

The minimum share of recycled content of steel referred to in the first subparagraph shall be based on a feasibility study, carried out by the Commission. The study shall be finalised by [OP: Please insert the date = the last day of the month following 15 months after the date of entry into force of this Regulation], looking in particular at the following aspects:

~~Or. en~~

Amendment 47

~~Amendment 90~~

Proposal for a regulation

(a) the current and forecasted availability of steel recycled from post-consumer sources of steel waste;

(a) the current and forecasted availability of pre- and post-consumer ferrous scrap, including flat and long carbon steel and stainless-steel product families;

~~Or. en~~

Amendment 48

~~Amendment 91~~

Proposal for a regulation

(b) the current share of post-consumer waste in various steel semi-products and intermediates used in vehicles;

(b) the current share of pre- and post-consumer ferrous scrap ~~waste~~ in various steel semi-products and intermediates related to steel families used in vehicles and expected changes related to the transition of the automotive industry;

~~Or. en~~

Amendment 49

~~Amendment 92~~

Proposal for a regulation

(c) the potential uptake of pre- and post-consumer ferrous scrap by manufacturers in vehicles to be type-approved in the ~~future;~~future, considering the different share of each steel product family in the vehicle and associated compositional constraints ~~applicable to~~of each ~~steel~~ product family;

~~Or. en~~

Amendment 50

~~Amendment 93~~

Proposal for a regulation

(d) the relative demand of the automotive sector in comparison to the demand for post-consumer steel waste of other sectors;

(d) the relative demand of the automotive sector in comparison to the demand for ~~ferrous scrap of~~pre- ~~other~~and ~~sectors~~post-consumer inferrous ~~light~~scrap of ~~its ability to tolerate copper~~other ~~content~~sectors, ~~and~~considering ~~other~~compositional ~~unintended~~requirements ~~tramp~~where ~~inclusions;~~necessary;

~~Or. en~~

Amendment 51

~~Amendment 94~~

Proposal for a regulation

(e) economic viability, technical and scientific progress, including changes in the availability of recycling technologies concerning steel recycling rates;

(e) economic viability, technical and scientific progress, including changes in the availability of recycling technologies ~~concerning~~improving steel recycling rates ~~as well as~~and the existing contribution of pre-consumer scrap recycling;

~~Or. en~~

Amendment 52

~~Amendment 95~~

Proposal for a regulation

(f) the contribution of a minimum share of recycled content of steel in vehicles to the Union’s open strategic autonomy, climate and environmental objectives;

(f) the contribution of a minimum share of recycled content ofor ~~steel~~the ~~and~~minimum share of low CO2 primary steel in vehicles to the Union’s open strategic autonomy, ~~climate and~~climate, environmental and industrial ~~objectives, in particular as regards the creation of lead markets;~~objectives;

~~Or. en~~

Amendment 53

~~Amendment 96~~

Proposal for a regulation

(h) the influence on the overall costs and competitiveness of the automotive sector.

(h) the influence on the overall costs and competitiveness of the automotive sector and ~~the~~its ~~entire~~full ~~value~~supply ~~chain.~~and production network.

~~Or. en~~

Amendment 54

~~Amendment 97~~

Proposal for a regulation

The Commission may adopt an implementing act establishing the methodology for the calculation and verification of the share of steel recycled from post-consumer steel waste present in and incorporated into vehicle types.

The Commission may adopt a delegated act establishing the methodology for the calculation and verification of the recycled content of steel from ferrous scrap, and the share of low CO2 ~~steel~~primary iron sources present in and incorporated into vehicle types.

~~Or. en~~

Amendment 55

~~Justification~~

Recycled content refers to the content within the steel itself and not the input of scrap to the final recycling process. The contribution of pre-consumer scrap should also be taken into account. The co-legislators should also expand the feasibility study in Art. 6 to evaluate the potential for low CO2 steel (green steel) in vehicle complementing the currently envisaged focus on circularity and recycling content.

~~Amendment 98~~

Proposal for a regulation

deleted

~~Or. en~~

Amendment 56

~~Amendment 99~~

Proposal for a regulation

By [OP: Please insert the date = the last day of the month following 23 months after the date of entry into force of this Regulation], the Commission shall assess the feasibility of establishing a requirement on the minimum share of:

~~Or. en~~

Amendment 57

~~Amendment 100~~

Proposal for a regulation

(a) aluminium and its alloys, magnesium and its alloys, recycled from post-consumer waste and incorporated into vehicle types; and

(a) aluminium and its alloys, magnesium and its alloys, recycled from ~~pre-consumer~~pre- and post-consumer waste and incorporated into vehicle types; and

~~Or. en~~

Amendment 58

~~Amendment 101~~

Proposal for a regulation

(b) neodymium, dysprosium, praseodymium, terbium, samarium or boron recycled from post-consumer waste and incorporated into permanent magnets in e-drive motors.

(b) neodymium, dysprosium, praseodymium, terbium, samarium or boron recycled from ~~pre-consumer~~pre- and post-consumer waste and incorporated into permanent magnets in e-drive motors.

~~Or. en~~

Amendment 59

~~Amendment 102~~

Proposal for a regulation

Article 6 – paragraph 4 – subparagraph 2

Text proposed by the Commission

Amendment

After finalisation of the assessment referred in the first subparagraph, the Commission is empowered to adopt delegated acts, in accordance with Article 50, to supplement this Regulation by establishing a minimum share of aluminium and its alloys, magnesium and its alloys, neodymium, dysprosium, praseodymium, terbium, samarium or boron recycled from post-consumer waste that shall be present in and incorporated into the vehicles types to be type-approved under this Regulation and Regulation (EU) 2018/858.

After finalisation of the assessment referred in the first subparagraph, the Commission is empowered to adopt delegated acts, in accordance with Article 50, to supplement this Regulation by establishing a minimum share of aluminium and its alloys, magnesium and its alloys, neodymium, dysprosium, praseodymium, terbium, samarium or boron recycled from pre- and post-consumer waste that shall be present in and incorporated into the vehicles types to be type-approved under this Regulation and Regulation (EU) 2018/858.

Amendment 60

Proposal for a regulation

Article 6 – paragraph 4 – subparagraph 4

The Commission may adopt an implementing act establishing the methodology for the calculation and verification of the share of the materials recycled from post-consumer waste in vehicle types.

The Commission may adopt a delegated act establishing the methodology for the calculation and verification of the share of the materials recycled from ~~pre-consumer~~pre- and post-consumer waste in vehicle ~~types.~~types

~~Or. en~~

Amendment 61

~~Amendment 103~~

Proposal for a regulation

Article 6 – paragraph 4 – subparagraph 5

Text proposed by the Commission

Amendment

That implementing act shall be adopted in accordance with the examination procedure referred to in Article 51(2).

That delegated act shall be adopted in accordance with the examination procedure referred to in Article 51(2).

Amendment 62

Proposal for a regulation

Article 7 – paragraph 1

1. Each vehicle belonging to a vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 72 months after the date of entry into force of this Regulation] shall be designed in a way which does not hinder the removal by authorised treatment facilities of the parts and components listed in Part C of Annex VII from the concerned vehicle during the waste phase of the vehicle.

1. Each vehicle belonging to a new vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 72 months after the date of entry into force of this Regulation] shall be designed in a way which ~~does not~~allows ~~hinder~~for the removal by authorised treatment facilities of the parts and components listed in Part C of Annex VII from the concerned vehicle during the waste phase of the vehicle.

~~Or. en~~

Amendment 63

~~Amendment 104~~

Proposal for a regulation

2. Each vehicle belonging to a vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 72 months after the date of entry into force of this Regulation] under Regulation (EU) 2018/858 shall be designed, as regards joining, fastening and sealing elements, so as to enable, in a readily and non-destructive manner, the removal and replacement of electric vehicle batteries and e-drive motors from the vehicle by authorised treatment facilities or repair and maintenance operators during the use phase and waste phase of the vehicle.

2. Each vehicle belonging to a new vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 72 months after the date of entry into force of this Regulation] under Regulation (EU) 2018/858 shall be designed, as regards joining, fastening and sealing elements, so as to enable, in a readily and non-destructive manner, the removal and replacement of electric vehicle batteries and ~~their constituent elements and~~ e-drive motors from the vehicle by authorised treatment facilities or repair and maintenance operators during the use phase and waste phase of the vehicle.

~~Or. en~~

Amendment 64

~~Amendment 105~~

Proposal for a regulation

Article 8 – paragraph 1

Text proposed by the Commission

Amendment

1. Manufacturers shall demonstrate that new vehicles that they have manufactured and that are placed on the market, are type-approved in accordance with the requirements of Regulation (EU) 2018/858 and of this Regulation.

Amendment 65

Proposal for a regulation

Article 8 – paragraph 2 – introductory part

2. For the purposes of type-approval of vehicles to which the requirements in Articles 4, 5, 6 or 7 apply, the manufacturer shall provide the documentation showing compliance with those requirements and shall:

~~Or. en~~

Amendment 66

~~Amendment 106~~

Proposal for a regulation

deleted

~~Or. en~~

Amendment 67

~~Amendment 107~~

Proposal for a regulation

1. For each vehicle type that is type-approved under Regulation (EU) 2018/858 as of [OP: Please insert the date = the first day of the month following 36 months after the date of entry into force of this Regulation], the manufacturer shall draw up a circularity strategy.

1. ~~Vehicle~~Each ~~manufacturers~~vehicle manufacturer shall as of [OP: Please insert the date = the first day of the month following 36 months after the date of entry into force of this Regulation], draw up a circularity strategy.

~~Or. en~~

Amendment 68

~~Justification~~

The benefit for submitting a circularity strategy for each newly type-approved model is unclear. The obligation to submit the circularity strategy should apply for manufacturers at company level and not for each newly type-approved model, similarly to the current company recycling strategy under the ELV-Directive.

~~Amendment 108~~

Proposal for a regulation

2. The circularity strategy shall describe which actions the manufacturers will take to follow-up on their obligations to ensure that the circularity requirements in Chapter II, which are verified in the type-approval procedures and which are applicable to the vehicle type concerned, are met.

2. The circularity strategy shall describe which actions the manufacturers will take to follow-up on their obligations to ensure that the circularity requirements in Chapter II are met. The circularity strategy shall not entail disproportionate burdens and shall take into account the capacities and information actually available from suppliers, in particular SMEs.

~~Or. en~~

Amendment 69

~~Amendment 109~~

Proposal for a regulation

4. The manufacturer shall provide a copy of the circularity strategy to the Commission within 30 days after the type-approval for the concerned vehicle type has been granted.

4. The manufacturer shall provide a copy of the circularity strategy to the Commission every 5five years.

~~Or. en~~

Amendment 70

~~Amendment 110~~

Proposal for a regulation

5. The manufacturer shall monitor and follow up on the actions contained in the circularity strategy and update the strategy indicating the relevant new changes of the circularity strategy every five years.

~~Or. en~~

Amendment 71

~~Amendment 111~~

Proposal for a regulation

deleted

~~Or. en~~

Amendment 72

~~Amendment 112~~

Proposal for a regulation

8. By [OP: Please insert the date = the last day of the month following 83 months after the date of entry into force of this Regulation] and every six years thereafter, the Commission shall draw up and publish a report on the circularity of the automotive sector. The report shall be based in particular on circularity strategies and updates to such strategies.

8. By [OP: Please insert the date = the last day of the month following 83 months after the date of entry into force of this Regulation] and every ~~five~~5 years thereafter, the Commission shall draw up and publish a report on the circularity of the automotive sector. The report shall be based in particular on circularity strategies and updates to such strategies.

~~Or. en~~

Amendment 73

~~Amendment 113~~

Proposal for a regulation

Manufacturers shall declare, for each vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 36 months after the entry into force of the Regulation] under Regulation (EU) 2018/858, the respective share of recycled content of:

Manufacturers shall declare, for each new vehicle type that is type-approved as of [OP: Please insert the date = the first day of the month following 24 months after the adoption of the methodology for the calculation of recycled content present in ~~vehicles in accordance with paragraph 1a]~~vehicles] under Regulation (EU) 2018/858, the respective share of recycled content of:

~~Or. en~~

Amendment 74

~~Justification~~

A methodology is required to allow compliance with the requirements. To declare the percentage of recycled content, OEMs require an existing harmonized methodology, prior to the publication of a feasibility study.

~~Amendment 114~~

Proposal for a regulation

(d) steel.

(d) steel and its ~~alloys;~~alloys.

~~Or. en~~

Amendment 75

~~Amendment 115~~

Proposal for a regulation

Amendment

(da) ~~plastics.~~plastics;

~~Or. en~~

Amendment 76

~~Amendment 116~~

~~Proposal for a regulation~~

~~Article 10 – paragraph 1 – subparagraph 2~~

~~Text proposed by the Commission~~

~~Amendment~~

The declaration shall concern the recycled content of these materials present in the vehicle type and indicate, per material share, whether the material is recycled from pre-consumer waste or from post-consumer waste.

The declaration shall concern the recycled content of these materials present in the vehicle type and indicate, per material share and for parts heavier than 5 grams, whether the material is recycled from pre-consumer waste or from post-consumer waste.

~~Or. en~~

~~Amendment 117~~

~~Proposal for a regulation~~

~~Article 10 – paragraph 1 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

1a. By ... [OP: Please insert the date = the last day of the month following 12 months after the date of entry into force of this Regulation], the Commission shall adopt implementing acts establishing the methodology for the calculation and verification of the share of recycled content of materials specified in paragraph 1 of this Article in the vehicle type. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 51 (2).

~~Or. en~~

~~Justification~~

There is currently no common methodology for calculating recycled content in vehicles, which can lead to inconsistencies and confusion across the industry. The establishment of a harmonised calculation and verification methodology for recycled content is crucial. A clear and unified approach will ensure consistency, transparency, and fairness in how recycled content is measured across different vehicle types.

~~Amendment 118~~

~~Proposal for a regulation~~

~~Article 10 – paragraph 3~~

~~Text proposed by the Commission~~

~~Amendment~~

3. By way of derogation from paragraph 1, the requirement to declare the share of recycled content of a certain material shall not apply where a target has been established for that material under Article 6(3) or (4). The requirement to declare the share of recycled content of plastic shall cease to apply from the date of application of the target set in Article 6(1).

~~Or. en~~

~~Amendment 119~~

Proposal for a regulation

1. From [OP: Please insert the date = the first day of the month following 36 months after the date of entry into force of this Regulation], manufacturers shall provide waste management operators and repair and maintenance operators unrestricted, standardised and non-discriminatory access to the information listed in Annex V, enabling access to, and safe removal and replacement of, the following:

1. From [OP: Please insert the date = the first day of the month following 36 months after the date of entry into force of this Regulation], manufacturers shall provide, for new vehicle types approved, ~~manufacturers shall provide~~ waste management operators and repair and maintenance operators unrestricted, standardised and non-discriminatory access to the information listed in Annex V, enabling access to, and safe and non-destructive removal and replacement of, the following:

~~Or. en~~

Amendment 77

~~Amendment 120~~

~~Proposal for a regulation~~

~~Article 11 – paragraph 1 – point a~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(a) electric vehicle batteries incorporated in the vehicle;~~

~~(a) electric vehicle batteries and their constituent elements incorporated in the vehicle;~~

~~Or. en~~

~~Amendment 121~~

~~Proposal for a regulation~~

~~Article 11 – paragraph 1 – point e~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(e) parts and components, containing the critical raw materials as referred to in Article 27(1), point (b), of Regulation (EU) [CRM Act] at the time of the type-approval of the vehicle;~~

~~(e) parts and components, containing the critical raw materials as referred to in Article 28(1) point (b) of Regulation (EU) 2024/1252 at the time of the type-approval of the vehicle;~~

~~Or. en~~

~~Amendment 122~~

~~Proposal for a regulation~~

~~Article 11 – paragraph 2 – subparagraph 2~~

~~Text proposed by the Commission~~

~~Amendment~~

The manufacturers shall provide the information referred to in the first subparagraph free of charge. The manufacturers may collect charges from waste management operators and repair and maintenance operators to the amount necessary to cover the administrative costs for making the required information accessible through communication platforms.

The manufacturers shall provide the information referred to in the first subparagraph free of charge. The manufacturers may collect non-prohibitive charges from waste management operators and repair and maintenance operators to the amount necessary to cover the administrative costs for making the required information accessible through communication platforms.

~~Or. en~~

~~Amendment 123~~

Proposal for a regulation

2. Manufacturers shall ensure that e-drive motors containing permanent magnets bear a conspicuous, clearly legible and indelible label indicating the information listed in point 4 of Annex VI.

2. ~~By 24 May 2029, manufacturers~~Manufacturers shall ensure that e-drive motors containing permanent magnets bear a conspicuous, clearly legible and indelible label indicating the information in accordance ~~with~~of Article 28 of Regulation (EU) 2024/1252.

~~Or. en~~

Amendment 78

~~Justification~~

Manufacturers and their supply chain will need sufficient time to adapt to new labelling requirements for e-drive motors containing permanent magnets. The aim is to align with the CRMA timeline which imposes the labelling for vehicles 5 years after the date of entry into force of the legislative act.

~~Amendment 124~~

Proposal for a regulation

1. From [OP: please insert a date = the first day of the month following 84 months after entry into force of the Regulation] each vehicle placed on the market shall have a circularity vehicle passport, which shall be aligned with and, where possible, integrated in other vehicle related environmental passports established under Union law.

1. From [OP: please insert a date = the first day of the month following 84 months after entry into force of the Regulation] each new or ~~new type~~newly ~~approved~~type-approved vehicle placed on the market shall have a circularity vehicle passport, which shall be aligned with ~~and~~and, ~~integrated~~where inpossible, interoperable with other existing vehicle related environmental passports established under Union ~~law.~~law to avoid duplication and fragmentation.

~~Or. en~~

Amendment 79

~~Amendment 125~~

Proposal for a regulation

3. The manufacturer placing the vehicle on the market shall ensure that the information in the circular vehicle passport is accurate, complete and up to date.

3. The manufacturer ~~at the time of~~ placing the vehicle on the market shall ensure that the information in the circular vehicle passport is accurate, complete and up to ~~date.~~date at the time of placement of that vehicle on the market. That information shall only refer to data available at the design, production and type-approval stages of the vehicle, whereas the obligations for subsequent updating shall be governed by specific sector regulations and shall not result in new indirect obligations along the supply chain.

~~Or. en~~

Amendment 80

~~Justification~~

The manufacturer can only guarantee the completeness and accurracy of the vehicle passport at the time of production, as changes due to maintenance, customization, and repairs (particularly with non-original parts) may affect this later in the vehicle's life.

~~Amendment 126~~

Proposal for a regulation

5. The circularity vehicle passport of a vehicle that has become an end-of-life vehicle or legally exported from the Union shall cease to exist at the earliest 6 months after the certificate of export or destruction for that end-of-life vehicle was issued.

~~Or. en~~

Amendment 81

~~Justification~~

~~The discontinuation of a circularity vehicle passport should also apply when a vehicle is legally exported from the EU as well as when a vehicle reaches the end of its life.~~

~~Amendment 127~~

Proposal for a regulation

The Commission shall adopt implementing acts laying down rules on the following:

By ... ~~[OP: please insert a date = the first~~[first day of the month following 76 months after entry into force of ~~the~~this ~~Regulation]~~Regulation], the Commission shall adopt implementing acts laying down rules on the following:

~~Or. en~~

Amendment 82

~~Amendment 128~~

~~Proposal for a regulation~~

~~Article 13 – paragraph 6 – subparagraph 1 – point d a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

(da) the conditions for access to the circularity vehicle passport, including the right of access, and introduction, modification and updating of information included in the circularity vehicle passport by third parties other than the manufacturer.

~~Or. en~~

~~Justification~~

~~Provisions should be added to facilitate access to the circularity vehicle passport by third parties other than the manufacturer, e.g. for independent operators and repairers.~~

~~Amendment 129~~

~~Proposal for a regulation~~

~~Article 16 – paragraph 1 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~A producer shall appoint an authorised representative for extended producer responsibility in each Member State in which it sells vehicles. Such appointment shall be made by written mandate.~~

~~Or. en~~

~~Amendment 130~~

~~Proposal for a regulation~~

~~Article 17 – paragraph 1 – subparagraph 1 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

By ....[OP: insert the date XXX months after the entry into force of this Regulation] the Commission shall establish a single portal which contains the links to all national registers to facilitate the registration of producers in all Member States.

~~Or. en~~

~~Justification~~

~~Producers need to know where to submit their application for registration before they receive their authorisation. In addition, this will facilitate the process for approval of the registration.~~

~~Amendment 131~~

~~Proposal for a regulation~~

~~Article 17 – paragraph 6~~

~~Text proposed by the Commission~~

~~Amendment~~

~~6. The obligations under this Article may be fulfilled on a producer’s behalf by an appointed representative for the extended producer responsibility.~~

6. The obligations under this Article may be fulfilled on a producer’s behalf by an authorised representative for the extended producer responsibility. If more than one producer is represented in the country by one authorised representative, that authorised representative shall provide the name and the contact details for each of the represented producers separately.

~~Or. en~~

~~Amendment 132~~

~~Proposal for a regulation~~

~~Article 18 – paragraph 4~~

~~Text proposed by the Commission~~

~~Amendment~~

~~4. Producer responsibility organisations shall ensure a fair representation of producers and waste management operators in their governing bodies.~~

4. Producer responsibility organisations shall ensure a fair representation of producers and waste management operators active in the recycling of end-of-life vehicles, in relation to producers, in their governing bodies , including the executive and advisory boards.

~~Or. en~~

~~Justification~~

In order to boost a more circular economy, it is essential that all the key representative associations of the recycling sector who are responsible for the implementation of the ELV Regulation are properly represented in the governing bodies of producer responsibility organisations (PROs).

~~Amendment 133~~

~~Proposal for a regulation~~

~~Article 20 – paragraph 1 – point a~~

~~Text proposed by the Commission~~

~~Amendment~~

(a) the costs of the collection of end-of-life vehicles that is necessary to meet the requirements in Articles 23 to 26 and the costs of the treatment of end-of-life vehicles that is necessary to meet the requirements in Articles 27 to 30, 34 and 35, provided that they are not covered by the revenues of waste management operators linked to the sales of used spare parts and used spare components, of depolluted end-of-life vehicles, or of secondary raw materials recycled from end-of-life vehicles;

(a) the costs of the collection of end-of-life vehicles that is necessary to meet the requirements in Articles 23 to 26 and the costs of the treatment of end-of-life vehicles that is necessary to meet the requirements in Articles 27 to 30, 34 and 35, taking into account any revenues of waste management operators obtained from the sales of used spare parts and used spare components, of depolluted end-of-life vehicles, or of secondary raw materials recycled from end-of-life vehicles;

~~Or. en~~

~~Justification~~

~~The end of life vehicle is a valuable good and there will be no need to claim the deficit. In addition we should not encourage the waste management operators to work in inefficient way.~~

~~Amendment 134~~

~~Proposal for a regulation~~

~~Article 20 – paragraph 1 – point c~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(c) the costs of establishing notification system referred to in Article 25;~~

~~deleted~~

~~Or. en~~

~~Justification~~

~~Development and maintenance is a task for authorities.~~

~~Amendment 135~~

~~Proposal for a regulation~~

~~Article 20 – paragraph 1 – point d~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(d) the costs of data gathering and reporting to the competent authorities.~~

~~(d) the administrative costs of making data available to the competent authorities.~~

~~Or. en~~

~~Amendment 136~~

Proposal for a regulation

Article 2113 – paragraph 6 – subparagraph 1 – point a

Text proposed by the Commission

Amendment

~~(a) the weight of the vehicle;~~

(a) the manner and technical specification of the solution to be used for accessing the circularity vehicle passport;

~~(a) the weight of the vehicle, excluding batteries;~~

(a) the manner and technical specification of the solution to be used for accessing the circularity vehicle passport, ensuring that circularity requirements are met while preserving technological neutrality by not laying down specific technologies;

~~Or. en~~

Amendment 83

~~Amendment 137~~

Proposal for a regulation

Article 2113 – paragraph 6 – subparagraph 1 – point b – point i

Text proposed by the Commission

Amendment

~~(b) the type of drivetrain;~~

(i) the interoperability of the circularity vehicle passport with other passports required by Union legislation;

~~deleted~~

(i) the alignment and interoperability of the circularity vehicle passport with other passports required by Union legislation;

~~Or. en~~

Amendment 84

~~Amendment 138~~

Proposal for a regulation

Article 2113 – paragraph 6 – subparagraph 1 – point dc

Text proposed by the Commission

Amendment

~~(d) the time needed to dismantle the vehicle at an authorised treatment facility, especially for parts and components which need to be removed prior to shredding under Article 30;~~

(c) the introduction, modification and updating of information included in the circularity vehicle passport by third parties other than the manufacturer;

~~deleted~~

(c) the conditions for access to the circularity vehicle passport, including the right of access and the introduction, modification and updating of information included in the circularity vehicle passport by third parties other than the manufacturer;

~~Or. en~~

Amendment 85

~~Justification~~

The electrical vehicle battery should not be considered in the weight of the vehicle regarding the fee modulation. The criteria should be limited to recycled content and RRR rates (Recovery, Recycle, and Reuse). This is because the weight of the battery can significantly impact the overall weight of the vehicle, potentially leading to higher fees.

~~Amendment 139~~

Proposal for a regulation

Article 2113 – paragraph ~~1 –~~6 ~~point~~a e(new)

Text proposed by the Commission

Amendment

~~(e) the share of materials and substances preventing a high-quality recycling process, such as adhesives, composite plastics, or carbon-reinforced materials;~~

6a. Taking into account the principle of proportionality, when adopting the implementing acts referred to in paragraph 6, the Commission assesses the impact of such measures to avoid introducing disproportionate burdens or technological or economic constraints in the production chain, particularly affecting SMEs. The Commission shall ensure integration with existing compliance systems to avoid duplication and additional administrative burden.

~~(e) the share of materials and substances preventing a high-quality recycling process;~~

Amendment 86

~~Or. en~~

~~Justification~~

~~High-quality recycling for technical plastics can be achieved with chemical recycling, the processes of which are not impacted by the use of the listed materials and substances.~~

~~Amendment 140~~

Proposal for a regulation

Article 2317 – paragraph 1 – subparagraph 1 a (new)

Text proposed by the Commission

Amendment

The producers or, where appointed in accordance with Article 18, producer responsibility organisations shall set up, or participate in the setting up of, collection systems, including collection points, for all end-of-life vehicles belonging to vehicle categories that they have made available for the first time on the market in the territory of a Member State.

By ... [XXX months after the entry into force of this Regulation] the Commission shall establish a single portal, which contains the links to all national registers, thereby facilitating the registration of producers across all Member States.

The producers or, where appointed in accordance with Article 18, producer responsibility organisations shall set up, or participate in the setting up of, collection systems, including collection points, for all end-of-life vehicles that they have made available for the first time on the market in the territory of a Member State.

Amendment 87

~~Or. en~~

~~Justification~~

Extended producer responsibility should be limited to vehicles placed on the market by the respective producer. It is unreasonable to expect producers to finance and to take responsibility for collecting vehicles that were not distributed by them. Limiting EPR to vehicles placed on the market by the producer, it ensures that producers are held accountable for their own products while also allowing for a more manageable and feasible system of responsibility and collection.

~~Amendment 141~~

Proposal for a regulation

Article 23 – paragraph 21 – ~~point~~subparagraph b2 a (new)

Text proposed by the Commission

Amendment

(b) ensure adequate availability of authorised treatment facilities, taking into account population size and density, expected volume of end-of-life vehicles, not being limited to areas where the collection and subsequent management is most profitable;

By ... [the first day of the month following 24 months after the entry into force of this Regulation], the Commission shall evaluate the collection rates of end-of-life vehicles in Member States in order to meet conditions for a viable circular economy.

(b) ensure adequate availability of authorised treatment facilities or collection points, taking into account population size and density, expected volume of end-of-life vehicles, not being limited to areas where the collection and subsequent management is most profitable;

Amendment 88

~~Or. en~~

~~Amendment 142~~

Proposal for a regulation

Article 23 – paragraph 24 – ~~point~~subparagraph c1

Text proposed by the Commission

Amendment

~~(c) ensure collection of waste parts from repairs of vehicles;~~

Member States may authorise waste management operators other than authorised treatment facilities to set up collection points for end-of-life vehicles.

~~deleted~~

Collection points other than authorised treatment facilities may collect end-of-life vehicles only in cases where there is national-level evidence that existing facilities authorised to treat end-of-life vehicles (dismantlers) are insufficient to dispose of such vehicles.

~~Or. en~~

Amendment 89

~~Amendment 143~~

Proposal for a regulation

Article 23 – paragraph ~~2 –~~5 ~~point~~a d(new)

Text proposed by the Commission

Amendment

~~(d) enable collection of end-of-life vehicles of every brand, irrespective of their origin;~~

5a. Authorised treatment facilities may exchange end-of-life vehicles to ensure the highest possible level of reuse of parts. The authorised treatment facilities shall record the quantity of dismantling activities performed.

~~(d) enable collection of end-of-life vehicles they have made available on the market, irrespective of their origin;~~

Amendment 90

~~Or. en~~

~~Justification~~

An adequate availability of collection points is crucial to ensure, that last owners of a vehicle can return the ELV to a collection point. The logistic to bring this ELV to an authorized treatment facilities are handled and financed between the actors. Art. 23 (2c) in combination with Art. 20 (1a) obliges the producer to ensure and finance workshop disposal. However, manufacturers can only be responsible for the collection of their own brands.

~~Amendment 144~~

Proposal for a regulation

2. Delivery of an end-of-life vehicle to an authorised treatment facility shall be free of charge for the last owner of a vehicle unless the end-of-life vehicle lacks any of the essential vehicle parts or components, except the electric vehicle battery, or contains waste which has been added to the end-of-life vehicle.

2. Delivery of an end-of-life vehicle to an authorised treatment facility ~~or a collection point~~ shall be free of charge for the last owner of a vehicle unless the end-of-life vehicle lacks any of the essential vehicle parts or ~~components,or~~components or contains waste which has been added to the end-of-life vehicle.

~~Or. en~~

Amendment 91

~~Amendment 145~~

~~Proposal for a regulation~~

~~Article 24 – paragraph 2 – subparagraph 1 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

In the case of a missing electric vehicle battery, the delivery of the end-of-life vehicle shall remain free of charge if the last owner provides documentation which proves that the battery has been handled by a professional operator in accordance with Regulation (EU) 2023/1542.

~~Or. en~~

~~Amendment 146~~

~~Proposal for a regulation~~

~~Article 25 – paragraph 1~~

~~Text proposed by the Commission~~

~~Amendment~~

1. Authorised treatment facilities shall issue a certificate of destruction for every treated end-of-life vehicle to the last owner of the end-of-life vehicle. The certificate of destruction shall contain the information listed in Annex IX. The received ELV shall be destroyed within 18 months from the issuance of the Certificate of Destruction with a related registration of the destruction.

~~Or. en~~

~~Justification~~

The Certificate of Destruction in electronic format released by ATFs is the easiest way to assure the communication between Member States and prevent cases where the CoD from the MS where it was issued is different from the one in the Member State where the vehicle is registered. It is important, in order to avoid losses of parts and components that could be sent and sold to the black market, to fix a timeframe in which the vehicle must be destroyed after the release of the CoD.

~~Amendment 147~~

~~Proposal for a regulation~~

~~Article 25 – paragraph 5 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

5a. A temporary de-registration of a vehicle shall be valid for a period not longer than seven years. After a period of five years, the owner or holder of the temporarily de-registered vehicle shall present the vehicle to the relevant authority of a Member State.

~~Or. en~~

~~Amendment 148~~

Proposal for a regulation

(a) deliver the end-of-life vehicle to an authorised treatment facility or, in cases referred to in Article 23(4), to a collection point, without undue delay after receiving information that the vehicle meets any of the criteria for irreparability laid down in Part A, points 1 and 2, of Annex I;

(a) deliver the end-of-life vehicle to an authorised treatment facility or, in cases referred to in Article 23(4), to a collection point, ~~without undue delay~~ after receiving information that the vehicle meets any of the criteria for irreparability laid down in Part A, points 1 and 2, of Annex I;

~~Or. en~~

Amendment 92

~~Amendment 149~~

Proposal for a regulation

(c) remove the parts and components listed in Part C of Annex VII from the end-of-life vehicle, prior to shredding shredding or compacting by means of manual dismantling or (semi-) automated disassembly in a non-destructive way for components with a reuse, remanufacturing or refurbishment potential;

(c) remove the parts and components listed in Part C of Annex VII from the end-of-life ~~vehicle provided that there is a market potential for reuse, remanufacturing or refurbishment for them,~~vehicle, prior to shredding ~~shredding~~ or compacting by means of manual dismantling or (semi-) automated disassembly in a non-destructive way for components with a reuse, remanufacturing or refurbishment potential;

~~Or. en~~

Amendment 93

~~Justification~~

The removal of certain ELV parts shall only be mandatory if the condition of the vehicle technically permits it and the removal is economically justifiable, which depends from the market for reuse of the related parts. Otherwise, the obligations would result in unjustified costs for the removal prior to post-shredding and storage of the parts not sold because no market exists.

~~Amendment 150~~

~~Proposal for a regulation~~

~~Article 27 – paragraph 4~~

~~Text proposed by the Commission~~

~~Amendment~~

4. The Commission is empowered to adopt delegated acts in accordance with Article 50 to amend Annex VII by adapting the minimum treatment requirements for end-of-life vehicles to scientific and technical progress.

~~Or. en~~

~~Amendment 151~~

~~Proposal for a regulation~~

~~Article 28 – paragraph 3~~

~~Text proposed by the Commission~~

~~Amendment~~

3. Waste management operators conducting shredding of end-of-life vehicles shall not mix end-of-life vehicles, their parts, components and materials with packaging waste and waste electrical and electronic equipment.

3. Waste management operators conducting shredding of end-of-life vehicles shall be able to mix end-of-life vehicles, their parts, components and materials with packaging waste and waste electrical and electronic equipment, provided that traceability related to reporting is ensured.

~~Or. en~~

~~Amendment 152~~

Proposal for a regulation

~~Article 28 – paragraph 3 a (new)~~

Article 30 – title

Text proposed by the Commission

Amendment

~~3a. Waste management operators, while conducting shredding, shall ensure that steel, aluminium and copper output complies with high quality standards.~~

Mandatory removal of parts and components for reuse and recycling prior to shredding

~~Or. en~~

Mandatory removal of parts and components for reuse, remanufacturing, repair, and recycling prior to shredding

Amendment ~~153~~94

Proposal for a regulation

Article 30 – ~~title~~paragraph 1

Text proposed by the Commission

Amendment

~~Mandatory removal of parts and components for reuse and recycling prior to shredding~~

1. From [OP: Please insert the date = the first day of the month following 36 months after the date of entry into force of this Regulation] authorised treatment facilities shall ensure that the parts and components listed in Part C of Annex VII, are removed from an end-of-life vehicle prior to shredding, after the depollution operations referred to in Article 29, have been completed.

~~Mandatory removal of parts and components for reuse, recycling and remanufacturing prior to shredding~~

1. From [OP: Please insert the date = the first day of the month following 36 months after the date of entry into force of this Regulation] authorised treatment facilities shall ensure that the parts and components listed in Part C of Annex VII, which are fit for reuse, remanufacturing or refurbishment, are removed from an end-of-life vehicle prior to shredding, after the depollution operations referred to in Article 29, have been completed. End-of-life vehicle hulks, together with parts and components that are not fit for reuse, remanufacturing or refurbishment shall be sent for recycling.

~~Or. en~~

Amendment 95

~~Amendment 154~~

Proposal for a regulation

Paragraph 1 shall not apply if an authorised treatment facility demonstrates, that post-shredder technologies separates materials from parts and components listed in Part C, entries 13 to19, of Annex VII, as efficiently as manual dismantling processes or semi-automated disassembly processes.

It shall not be mandatory to remove prior to shredding parts or components without a reuse, remanufacturing or refurbishing potential if an authorised treatment facility demonstrates, that post-shredder technologies separates materials from parts and components listed in Part C, entries 133 ~~to19,~~to 19, of Annex VII, as efficiently as manual dismantling processes or semi-automated disassembly processes or if there is no demand for the used parts and components of ~~these~~those entries.

~~Or. en~~

Amendment 96

~~Amendment 155~~

Proposal for a regulation

All parts and components that have been removed from an end-of-life vehicle pursuant to Article 30(1), shall be assessed to determine whether they are fit for:

~~All~~Authorised treatment facilities shall assess all parts and components that have been removed from an end-of-life vehicle ~~or during a repair and maintenance operation, excluding parts~~pursuant ~~and~~to ~~components~~Article ~~listed~~30(1), in ~~Annex~~accordance ~~VII~~with ~~Part~~Article E,4 ~~shall~~of beDirective ~~assessed~~2008/98/EC to determine whether they are fit for:

~~Or. en~~

Amendment 97

~~Amendment 156~~

Proposal for a regulation

The parts and components that are fit for reuse, remanufacturing or refurbishment shall not be considered waste.

The cores from end-of-life and used vehicles that are fit for reuse, remanufacturing or refurbishment shall not be considered waste.

~~Or. en~~

Amendment 98

~~Amendment 157~~

Proposal for a regulation

Article 3431 – paragraph 21 – subparagraph ~~1 a (new)~~4

Text proposed by the Commission

Amendment

~~The weight of the plastic recycled and the total weight of plastics referred to in the first and second paragraphs shall exclude elastomers, thermosets other than polyurethane foams.~~

Documentation confirming the conducted assessment shall be, upon request, made available to the relevant national authorities, including when the parts and components are transported for the purpose of reuse, remanufacturing or refurbishment.

~~Or. en~~

deleted

Amendment ~~158~~99

Proposal for a regulation

Article 3632 – paragraph 1 – introductory part

Text proposed by the Commission

Amendment

~~1. Treatment of end-of-life vehicles may be undertaken outside the Union, provided that the shipment of end-of-life vehicles is in compliance with Regulation (EC) No 1013/2006.~~

From [OP: Please insert the date = the first day of the month following 36 months after the date of entry into force of this Regulation] any person trading used, remanufactured or refurbished spare parts and components shall, at the point of sale:

~~1. Treatment of end-of-life vehicles may be undertaken outside the Union, provided that the shipment of end-of-life vehicles is in compliance with Regulation (EC) No 2024/1157.~~

From [OP: Please insert the date = the first day of the month following 36 months after the date of entry into force of this Regulation] any economic operator selling used, remanufactured or refurbished spare parts and components shall:

~~Or. en~~

Amendment 100

~~Amendment 159~~

Proposal for a regulation

Article 3732 – paragraph 1 – point a a (new)

Text proposed by the Commission

Amendment

For the purpose of transferring ownership of a used vehicle, the vehicle owner shall be able to demonstrate to any natural or legal person interested in acquiring ownership of the concerned vehicle or to the competent authorities that the vehicle is not an end-of-life vehicle. When assessing the status of a used vehicle, the vehicle owner, other economic operators and competent authorities shall verify if the criteria laid down in Annex I are met in order to determine whether it is not an end-of-life vehicle.

(aa) In the case of sale of used, remanufactured or refurbished parts and components to consumers, the economic operators, including on-line traders, shall ensure that those parts and components are able to maintain their required functions and performance through normal use and comply with other requirements applicable to the goods sold in accordance with Directive (EU) 2019/771. Those requirements shall not apply to the non-commercial sale or exchange of used, remanufactured or refurbished spare parts and components.

The used vehicle owner shall clearly indicate to any natural or legal person interested in acquiring ownership of the concerned vehicle or to the competent authorities if the vehicle is or not an end-of-life vehicle.

Amendment 101

~~Or. en~~

~~Amendment 160~~

Proposal for a regulation

Article 3837 – paragraph ~~3 – point b~~1

Text proposed by the Commission

Amendment

~~(b) considered roadworthy in the Member State where the vehicles were last registered, in accordance with Article 5(1), points (a) and (b), and Article 8 of Directive 2014/45/EU.~~

~~(b) roadworthy~~

For the purpose of transferring ownership of a used vehicle, the vehicle owner shall demonstrate, upon request, to any natural or legal person interested in acquiring ownership of the concerned vehicle or to the competent authorities if that vehicle is an end-of-life vehicle or not.

~~Or. en~~

Amendment 102

~~Amendment 161~~

Proposal for a regulation

Article 38 – paragraph ~~3 a (new)~~2

Text proposed by the Commission

Amendment

3 a roadworthiness shall be considered proven for the purposes of this Article if the document referred to in Article 5(1) of Directive 2014/45/EU was valid on the day of the used vehicle deregistration in the Union, provided it was not registered again before export from the Union.

2. This Section is without prejudice to any other provisions of this Regulation as well as to other Union legal acts governing the release for export of goods, in particular Regulation (EU) No 952/2013 and its Articles 46, 47, 267 and 269.

~~Or. en~~

Amendment ~~162~~103

Proposal for a regulation

Article 38 – paragraph 3 ba (new)

Text proposed by the Commission

Amendment

3b. The Commission shall adopt the delegated act in accordance with Article 50 supplementing this Regulation by establishing common roadworthiness test requirements for the export in order to avoid market fragmentation. The common roadworthiness test shall be aligned with the minimum requirements set in the Directive 2014/45/EU and cover only the areas of point 2 of Annex I of that Directive.

3a. By way of derogation from paragraph 3, the non-commercial export of vehicles of special cultural interest as defined in Annex I, Part C, shall be allowed where due justification is provided by the seller and approval is granted by the competent authority in accordance with national law and practice.

~~Or. en~~

Justification

~~Amendment aims to harmonize the roadworthiness test for export. This is necessary in order to avoid market fragmentation and favour exports from countries with less stringent roadworthiness tests.~~

Many vehicles of special cultural interest or subject to repair or restoration would not fulfil the requirement of “roadworthiness” necessary for export. There is nonetheless an interest in maintaining the possibility of export under certain conditions as the exchange of vehicles and vehicle parts between countries plays an important role in maintaining the cultural heritage of Europe and the world. For vehicles of cultural interest, it is reasonable to ensure a level of control, similar to existing laws on export of objects of cultural value.

Amendment ~~163~~104

~~Proposal for a regulation~~

~~Article 38 – paragraph 4 – point b~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(b) a statement confirming that the used vehicle fulfills the requirements set out in paragraph.~~

~~(b) a statement confirming that the used vehicle fulfills the requirements set out in paragraph 3.~~

~~Or. en~~

~~Amendment 164~~

~~Proposal for a regulation~~

~~Article 38 – paragraph 7~~

~~Text proposed by the Commission~~

~~Amendment~~

7. The Commission is empowered to adopt delegated acts, in accordance with Article 50 of this Regulation, to amend the criteria listed in Annex I determining whether a used vehicle is an end-of-life vehicle.

~~deleted~~

~~Or. en~~

~~Amendment 165~~

Proposal for a regulation

Article 4038 – paragraph 3 b (new)

Text proposed by the Commission

Amendment

3. The Commission is empowered to adopt delegated acts in accordance with Article 50 to supplement this Regulation by setting out the compliance conditions referred to in paragraph 2, including specific conditions applied to the import of used vehicles by the third country of import linked to the protection of the environment and road safety, when such conditions have been notified by that third country to the Commission. Those conditions shall be verifiable against the information available in the electronic systems referred to in Article 45(1).

3b. By way of derogation from paragraph 3, non-commercial export to OECD member countries of vehicles or vehicle parts subject to restoration, repair or vehicles intended to be used for parts shall be allowed where due justification is provided by the seller.

3. The Commission is empowered to adopt delegated acts in accordance with Article 50 to supplement this Regulation by setting out the compliance conditions referred to in paragraph 2, on the specific conditions applied to the import of used vehicles by the third country of import linked to the protection of the environment and road safety, when such conditions have been notified by that third country to the Commission. Those conditions shall be verifiable against the information available in the electronic systems referred to in Article 45(1).

~~Or. en~~

Justification

~~This is necessary to clarify that Commission can set additional environment or road safety requirements only to implement notified third country restrictions in that respect.~~

Amendment ~~166~~105

Proposal for a regulation

Article 4155 – paragraph 1

Text proposed by the Commission

Amendment

1. Where there are reasonable grounds to believe that a used vehicle to be exported may not comply with the requirements of this Section, the customs authorities shall suspend the release for export of that used vehicle. They shall also immediately notify the competent authorities of the suspension and transmit all relevant information needed to determine whether the used vehicle complies with the requirements of this Regulation and may be released for export.

1. By 31 December 203* [OP: Please insert the date = the last day of the year following 95 months after the date of entry into force of this Regulation], the Commission shall review and draw up a report on the application of this Regulation and its impact on the environment, human health and the functioning of the single market and submit it to the European Parliament and to the Council.

1. Where customs authorities identify that a used vehicle to be exported may not comply with the requirements of this Section, the customs authorities shall suspend the release for export of that used vehicle. They shall also immediately notify the competent authorities of the suspension and transmit all relevant information needed to determine whether the used vehicle complies with the requirements of this Regulation and may be released for export.

1. By 31 December 203* [OP: Please insert the date = the last day of the year following 60 months after the entry into force of this Regulation], the Commission shall review the implementation and enforcement of this Regulation and submit a report to the European Parliament and the Council. The report shall include its impact on the environment, human health, CO₂ emissions, material recovery rates, the competitiveness, the compatibility with other Extended Producer Responsibility (EPR) schemes and the functioning of the single market economy.

~~Or. en~~

Amendment 106

~~Justification~~

Following the procedures in 39 and 40 customs authorities are required to act before releasing used vehicle for export: verify the information, undergo vehicle control. This allows customs authorities to have more that only reasonable grounds for suspension.

~~Amendment 167~~

Proposal for a regulation

Article 4255 – paragraph 32 – point a

Text proposed by the Commission

Amendment

(a) the need to extend the scope of this Regulation, in particular provisions of Chapters II and III, as well as Chapter IV Section II, to vehicles of categories L3e, L4e, L5e, L6e and L7e as defined in Article 4(2), points (c) to (g), of the Regulation (EU) 168/2013 and vehicles of categories M2, M3, N2, N3 and O as defined in Article 4(1) of Regulation (EU) 2018/858;

3. After each release for export of a used vehicle, customs authorities shall notify that release for export to the competent authority of the Member State where the vehicle in question was registered at the time of export. The competent authority of the Member State shall record that information in its national vehicles register.

(a) the need to extend the scope of this Regulation, in particular provisions of Chapters II and III, as well as Chapter IV Section II, to vehicles of L categories as defined in Article 4(2), points (c) to (g), of the Regulation (EU) 168/2013 and vehicles of categories M2, M3, N2, N3 and O as defined in Article 4(1) of Regulation (EU) 2018/858;

~~Or. en~~

Amendment 107

~~Justification~~

~~This clarification will help to track and ensure the information exchange on exported vehicles~~

~~Amendment 168~~

Proposal for a regulation

Article 4555 – paragraph 42 – point b a (new)

Text proposed by the Commission

Amendment

4. The Commission shall interconnect the MOVE-HUB system referred to in paragraph 1 to the EU Customs Single Window Certificate Exchange System established in Article 4 of Regulation (EU) 2022/2399, so that the automated controls referred to in Article 39 and Article 40(2) and the notifications referred to in Articles 41, 42 and 43 can be performed. That interconnection shall be operational within 4 years after the adoption of the implementing act referred to in paragraph 5.

(ba) By ... [36 months from the date of entry into force of this Regulation], the Commission shall conduct an impact assessment to assess the technical and economic feasibility of introducing the targets on the air-conditioning system fluids and gases contained as an initial fill by the original equipment manufacturer (OEM) in each vehicle type falling within the scope of this Regulation;

4. The Commission shall by the date of application of this Regulation interconnect the MOVE-HUB system referred to in paragraph 1 to the EU Customs Single Window Certificate Exchange System established in Article 4 of Regulation (EU) 2022/2399, so that the automated controls referred to in Article 39 and Article 40(2) and the notifications referred to in Articles 41, 42 and 43 can be performed. That interconnection shall be operational within 4 years after the adoption of the implementing act referred to in paragraph 5.

Amendment 108

~~Or. en~~

~~Justification~~

~~The system should be interconnected before customs authorities are supposed to use it.~~

~~Amendment 169~~

Proposal for a regulation

Article 4755 – paragraph 12 – point c a (new)

Text proposed by the Commission

Amendment

1. Member States shall establish, as regards all relevant competent authorities involved in the enforcement of this Regulation, effective mechanisms to enable those authorities to cooperate and coordinate domestically concerning the development and implementation of enforcement policies and activities related to monitoring vehicles registration, de-registration, suspension and cancellation of the registration as well as prevention of illegal treatment of end-of-life vehicles.

(ca) the impact of the measures regarding the export of used vehicles laid down in Chapter V;

1. Member States shall establish, as regards all relevant competent authorities involved in the enforcement of this Regulation, effective mechanisms to enable those authorities to cooperate and coordinate domestically concerning the development and implementation of enforcement policies and activities related to monitoring vehicles registration, de-registration, suspension and cancellation of the registration and certification of destruction as well as prevention of illegal treatment of end-of-life vehicles.

Amendment 109

~~Or. en~~

~~Amendment 170~~

Proposal for a regulation

Article 5055 – paragraph 2 – point e a (new)

Text proposed by the Commission

Amendment

2. The power to adopt delegated acts referred to in Articles 5(4), 6(3), 6(4), 7(3), 9(7), 11(3), 12(3), 21(2), 22(4), 27(4), 38(7) and 40(3) shall be conferred on the Commission for a period of 5 years from [OP: Please insert the date = the date of entry into force of this Regulation]. The Commission shall draw up a report in respect of the delegation of power no later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension no later than three months before the end of each period.

(ea) the measures relating to processes that may impact the high-quality recycling of end-of-life vehicles;

2. The power to adopt delegated acts referred to in Articles 5(4), 6 (2), (3), and (4), 7(3), 9(7), 11(3), 12(3), 21(2), 22(4), 27(4), 38(7) and 40(3) shall be conferred on the Commission for a period of 5 years from [OP: Please insert the date = the date of entry into force of this Regulation]. The Commission shall draw up a report in respect of the delegation of power no later than nine months before the end of the five-year period. The delegation of power shall be tacitly extended for periods of an identical duration, unless the European Parliament or the Council opposes such extension no later than three months before the end of each period.

Amendment 110

~~Or. en~~

~~Amendment 171~~

Proposal for a regulation

Article 5055 – paragraph 32 – point e b (new)

Text proposed by the Commission

Amendment

3. The delegation of power referred to in Articles 5(4), 6(3), 6(4), 7(3), 9(7), 11(3), 12(3), 21(2), 22(4), 27(4), 38(7) and 40(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.

(eb) the extent to which the issue of missing vehicles has been solved, including estimates on the number of missing vehicles, and possible additional measures at the national and European level to improve the traceability of vehicles;

3. The delegation of power referred to in Articles 5(4), 6 (2), (3), and (4), 7(3), 9(7), 11(3), 12(3), 21(2), 22(4), 27(4), 38(7) and 40(3) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated acts already in force.

Amendment 111

~~Or. en~~

~~Amendment 172~~

Proposal for a regulation

Article 55 – paragraph 2 – ~~point~~subparagraph 1 a (new)

Text proposed by the Commission

Amendment

Within [36 months from the date of entry into force of this Regulation], the Commission shall conduct an impact assessment to evaluate compliance with the targets set out in Article 6(1). That assessment shall specifically examine: (i) the availability and suitability of plastic recycling technologies; (ii) the sufficient supply of recycled plastic; (iii) the quality of recycled plastic in comparison to the safety standards required; and (iv) the technical and economic challenges in achieving the targets.

(a) the need to extend the scope of this Regulation, in particular provisions of Chapters II and III, as well as Chapter IV Section II, to vehicles of L categories as defined in Article 4(2) of the Regulation (EU) 168/2013 and vehicles of categories M2, M3, N2, N3 and O as defined in Article 4(1) of Regulation (EU) 2018/858;

Amendment 112

~~Or. en~~

~~Amendment 173~~

Proposal for a regulation

Article 55 – paragraph 2 – ~~point~~subparagraph e1 ab (new)

Text proposed by the Commission

Amendment

~~(ea) the measures concerning provisions on processes that may affect high-quality recycling of vehicles at their end-of-life;~~

Based on the findings of the assessment referred to in the first subparagraph, the Commission is empowered to adopt delegated acts, in accordance with Article 50, in order to adapt the targets set out in Article 6(1) or the scope, timeline, or minimum percentage thresholds laid down therein.

~~Or. en~~

Amendment 113

~~Amendment 174~~

Proposal for a regulation

~~Article 55 – paragraph 2 a (new)~~

Annex I – Part A – point 1 – point a

Text proposed by the Commission

Amendment

2a. By ... [36 months from the date of entry into force of this Regulation], the Commission shall conduct an impact assessment to evaluate the compliance with the plastic targets set in paragraph 1 of Article 6.

(a) it has been cut into pieces or stripped;

~~The assessment shall particularly evaluate:~~

(a) it has been cut into pieces, stripped, or dismantled for reuse of parts or no longer used as a vehicle;

~~(i) the availability of suitable plastic recycling technologies;~~

Amendment 114

~~(ii) the sufficient availability of recycled plastic;~~

~~(iii) the level of quality of recycled plastic comparing to the level of safety required and ;~~

~~(iv) technical and economical difficulties to reach the target.~~

Based on this assessment, the Commission is empowered to adopt delegated acts in accordance with Article 50 to amend the targets set in Article 6(1) in order to provide for derogations from the scope, timing or level of minimum percentages laid down in Article 6(1).

~~Or. en~~

~~Amendment 175~~

Proposal for a regulation

~~Article 55 – paragraph 2 b (new)~~

Annex I – Part A – point 1 – point b

Text proposed by the Commission

Amendment

2b. By ... [36 months from the date of entry into force of this Regulation], the Commission shall conduct an impact assessment to assess the technical and economic feasibility of introducing the targets on the air-conditioning system fluids and gases contained as an initial fill by the original equipment manufacturer (OEM) in each vehicle type falling within the scope of this Regulation.

(b) it has been welded up or closed by insulating foam;

~~Or. en~~

deleted

Amendment ~~176~~115

Proposal for a regulation

(e) one or several of the following components of the vehicle cannot be repaired or replaced:

(e) one or several of the following components of the vehicle cannot be technically be repaired or replaced:

~~Or. en~~

Amendment 116

~~Amendment 177~~

Proposal for a regulation

deleted

~~Or. en~~

Amendment 117

~~Amendment 178~~

Proposal for a regulation

2. The vehicle is economically irreparable if its market value is lower than the cost of the necessary repairs needed to restore it in the Union to a technical condition that would be sufficient to obtain a roadworthiness certificate in the Member State where the vehicle was registered before repair.

~~Or. en~~

~~Justification~~

~~It is the vehicle owner’s decision to repare or not the vehicle.~~

~~Amendment 179~~

~~Proposal for a regulation~~

~~Annex II – Part A – point 1 a (new)~~

~~Text proposed by the Commission~~

~~Amendment~~

~~1a. The methodology for re-use, and recovery or recycling targets shall exclude the mass of the part of the vehicle that contains hazardous substances.~~

~~Or. en~~

~~Justification~~

Achieving 85% recycling rate is difficult with the current calculation method, which foresees a calculation based on the average weight. The methodology should be aligned with the one in the Annex VII of the WEEE Directive 2012/19/EU, where the recycling target applies only to the amount of WEEE that does not contain restricted substances.

~~Amendment 180~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 1~~

~~Text proposed by the Commission~~

~~Amendment~~

1. A non-technical description of the actions planned to ensure that the vehicles belonging to the vehicle type continue to meet the legal requirements referred to in Articles 4 to 7 throughout their production.

~~1. A non-technical description of the actions planned to ensure that the vehicles meet the legal requirements referred to in Articles 4 to 7 throughout their production.~~

~~Or. en~~

~~Amendment 181~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 2 – point a~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(a) collect the relevant data through the full supply chain;~~

deleted

~~Or. en~~

Amendment 118

~~Amendment 182~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 2 – point b~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(b) check and verify the information received from suppliers;~~

~~(b) check the information received from suppliers;~~

~~Or. en~~

~~Amendment 183~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 2 – point c~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(c) react adequately where the data received from the suppliers indicate a risk of non-compliance with the requirements under Article 4, 5 or 6.~~

~~deleted~~

~~Or. en~~

~~Amendment 184~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 3~~

~~Text proposed by the Commission~~

~~Amendment~~

3. Information on the assumptions on end-of-life treatment technologies in place, relevant technological progress in end-of-life treatment technologies and capacity investment in such technologies, as of submitting the application for type-approval, that the manufacturer used in order to calculate the reusability, recyclability and recoverability in accordance with Article 4 of the vehicle type.

~~3. Information on the assumptions on end-of-life treatment technologies in place, relevant technological progress in end-of-life treatment technologies and capacity investment in such technologies.~~

~~Or. en~~

~~Amendment 185~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 5 – introductory part~~

~~Text proposed by the Commission~~

~~Amendment~~

5. A list of actions that the manufacturer commits to carry out in order to ensure that the treatment of end-of-life vehicles of the type concerned is carried out in accordance with this Regulation, with a particular focus on:

5. A list of actions that the manufacturer commits to carry out in order to ensure that the treatment of end-of-life vehicles is carried out in accordance with this Regulation, with a particular focus on:

~~Or. en~~

~~Amendment 186~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 5 – point b~~

~~Text proposed by the Commission~~

~~Amendment~~

(b) measures contributing to the development of recycling technologies for materials used in vehicles, for which such technologies are not widely available at commercial scale at the moment of submission of application for type-approval;

(b) in cooperation with waste management operators or research institutes, measures contributing to the development of recycling technologies for materials used in vehicles, for which such technologies are not widely available at commercial scale;

~~Or. en~~

~~Amendment 187~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 5 – point c~~

~~Text proposed by the Commission~~

~~Amendment~~

~~(c) the monitoring on how parts, components and materials contained in vehicles belonging to the vehicle type are reused, recycled and recovered in practice;~~

~~deleted~~

~~Or. en~~

~~Amendment 188~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 5 – point d~~

~~Text proposed by the Commission~~

~~Amendment~~

(d) measures to address the challenges posed by the use of materials and techniques which hamper easy dismantling or make recycling very challenging, for example adhesives or fibre-reinforced materials;

~~deleted~~

~~Or. en~~

~~Amendment 189~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 6~~

~~Text proposed by the Commission~~

~~Amendment~~

6. A description of the nature and form of the actions referred to in point 5, for example investments in research and development, investments in the development of recycling technologies or infrastructure, and how it has been cooperating with waste management operators involved in reuse, recycling and recovery of vehicles and removal of their parts.

~~deleted~~

~~Or. en~~

~~Amendment 190~~

Proposal for a regulation

Annex IVI – Part A – point 73 – paragraph 1 – point f

Text proposed by the Commission

Amendment

~~A description of the manner in which the effectiveness of the actions referred to in point 6 will be assessed.~~

(f) its brakes and steering components are excessively worn.

deleted

~~Or. en~~

Amendment 119

~~Amendment 191~~

~~Proposal for a regulation~~

~~Annex IV – Part A – point 7 – paragraph 2~~

~~Text proposed by the Commission~~

~~Amendment~~

Before Articles 4 to 7 become applicable, the circularity strategy shall explain how the manufacturer complies with circularity requirements laid down in Directive 2005/64/EC verified during the type-approval process, in particular Article 5 of that Directive, and the requirements laid down in Directive 2000/53/EC, in particular Article 4(2) of that Directive.

~~Before Articles 4 to 7 become applicable, the circularity strategy shall explain how the manufacturer complies with circularity requirements laid down in Directive 2005/64/EC.~~

~~Or. en~~

~~Amendment 192~~

Proposal for a regulation

Annex IVI – Part B – paragraph 1 – point c

Text proposed by the Commission

Amendment

~~B FOLLOW-UP AND UPDATE OF THE CIRCULARITY STRATEGY~~

(c) it has not had its required national technical roadworthiness test for more than two years from the date when this was last required;

deleted

~~1. The manufacturers shall provide an update of the circularity strategy at least every 5 years.~~

Amendment 120

~~2. The updated circularity strategy shall include the following:~~

(a) a description of how the actions referred to in point 6 of Part A have been undertaken and, in the case that one or more actions indicated in the strategy has not been conducted, an explanation of the reasons for this;

~~(b) an assessment of the effectiveness of the actions referred to in point 6 of Part A;~~

~~(c) a description of how the actions referred to in point 6 of Part A have been or will be taken into account in the design of new vehicle types.~~

~~3. In case of significant changes in the design and production of the vehicle type, the updated circularity strategy shall have a particular focus on the following:~~

~~(a) changes in the use of parts and components in new vehicles which are easy to dismantle for reuse or for high quality recycling;~~

~~(b) changes in the use of materials in new vehicles which are easy to recycle;~~

(c) the adoption of design features to address the challenges posed by the use of materials and techniques which hamper easy removal or make recycling very challenging, for example adhesives, composite plastics or fibre-reinforced materials;

(d) changes in the use of recycled materials in new vehicles, remanufactured or refurbished parts and components in vehicles and of compatibility of parts and components from other types of vehicles; and

~~(e) changes in the use of substances referred to in Article 5 in new vehicles.~~

~~Or. en~~

~~Amendment 193~~

Proposal for a regulation

Annex ~~V – point 1~~I – ~~point~~Part gB a (new)

Text proposed by the Commission

Amendment

~~(ga) access to the battery management system parameters to calculate the State of Health (SoH) of the battery.~~

PART Ba

~~Or. en~~

CRITERIA FOR EXEMPTIONS OF END-OF-LIFE VEHICLES

~~Amendment 194~~

SECTION 1 VEHICLES OF SPECIAL CULTURAL INTEREST

1. Competent authorities in the Member State of registration of a vehicle, or one of its appointed authorising bodies, may recognise a vehicle as having a special cultural interest when it meets all of the following criteria:

(a) its unique historical or cultural value or status has been documented by the vehicle owner or by the competent authorities of the Member State where a vehicle is registered or it is a single modified or custom-built vehicle which has been individually approved in accordance with Regulation (EU) 2018/858 or national law;

(b) the owner is known and can be identified;

(c) the vehicle can be identified by the Vehicle Identification Number (VIN), or serial number, or other identification provided by the manufacturer or assigned by a competent authority.

2. The owner shall ensure that:

(a) the vehicle is appropriately protected against damage during storage, transportation, loading and unloading;

(b) the vehicle is kept and handled in an appropriate environmentally sound manner in accordance with Union or national law.

3. Compliance with the criteria referred to in paragraphs 1 and 2 shall be verified by the competent authority or body referred to in paragraph 1 in the event of change in ownership of the vehicle concerned.

Amendment 121

Proposal for a regulation

Annex ~~V – point 4~~I – ~~point~~Part cB ab (new)

Text proposed by the Commission

Amendment

~~(ca) information, specifications, tools and processes, including software updates, required for remanufacturing and refurbishment;~~

PART Bb

~~Or. en~~

C CRITERIA FOR EXEMPTIONS OF END-OF-LIFE VEHICLES

~~Amendment 195~~

SECTION 2

OTHER EXEMPTIONS

1. Competent authorities in the Member State of registration of a vehicle, or one of its appointed authorising bodies, may exempt a vehicle that is considered as an end-of-life vehicle in accordance with Part A or Part B, when the vehicle concerned is subject to restoration, repair, modification or used for parts, upon request by a vehicle owner.

The vehicle owner shall submit to the competent authority a statement of the intent to repair, restore or use the vehicle for parts, including identifying the main location or main locations where the vehicle is to be kept and handled.

The competent authority shall declare that vehicle to be an end-of-life vehicle and request the vehicle owner to deliver it to an authorised treatment facility or to a collection point without undue delay if the owner does not ensure that:

(a) the vehicle is appropriately protected against damage during storage, transportation, loading and unloading;

(b) the vehicle is kept and handled in an appropriate environmentally sound manner in accordance with Union or national law.

Amendment 122

Proposal for a regulation

Annex VIV – ~~point~~Part 5A – point c4

Text proposed by the Commission

Amendment

~~(c) technical instructions on access, removal and replacement, including - coding and software necessary to activate spare parts and components to function in another vehicle;~~

4. Information on the share of recycled content in vehicles as referred to in Articles 6 and 10.

(c) technical instructions on access, removal and replacement, including - coding and software necessary to activate spare parts and components to function in another vehicle, using multi-brand diagnostic tools and vehicle manufacturer’s backend server for the repaired vehicle, if necessary;

4. Information on the usage of recycled content in vehicles as referred to in Articles 6 and 10.

~~Or. en~~

Amendment 123

~~Amendment 196~~

Proposal for a regulation

1. Electric vehicle batteries as defined in Article 3, point (14), of Regulation (EU) 2023/1542;

~~Or. en~~

Amendment 124

~~Amendment 197~~

Proposal for a regulation

Annex VII – Part C – point 31 a (new)

Text proposed by the Commission

Amendment

~~3. SLI batteries as defined in Article 3, point (12), of Regulation (EU) 2023/****[on batteries and waste batteries];~~

1a. LMT batteries, as defined in Article 3, point (11), of Regulation (EU) 2023/1542), including individual battery cells included in the battery pack, their battery management systems, onboard chargers for EVs, casing or housing if present;

~~3. SLI batteries as defined in Article 3, point (12), of Regulation (EU) 2023/1542 and portable batteries as defined in Article 3, point (9), of Regulation (EU) 2023/1542;~~

Amendment 125

~~Or. en~~

~~Amendment 198~~

Proposal for a regulation

deleted

~~Or. en~~

Amendment 126

~~Amendment 199~~

Proposal for a regulation

deleted

~~Or. en~~

Amendment 127

~~Justification~~

The mandatory disassembly of dashboards for reuse is impractical due to the lack of demand for these parts. Additionally, “dashboard” is not clearly defined and includes various components and materials, leading to a mixed waste stream with no improvement recycling quality.

~~Amendment 200~~

~~Proposal for a regulation~~

~~Annex VII – Part C – point 11~~

~~Text proposed by the Commission~~

~~Amendment~~

~~11. Directly accessible parts of the infotainment system, including sound, navigation, and multimedia controllers, including displays of a surface greater than 100 square centimetres;~~

~~deleted~~

~~Or. en~~

~~Amendment 201~~

Proposal for a regulation

Annex VII – Part CD – point 131 – point b – point i

Text proposed by the Commission

Amendment

~~13. Wire harnesses;~~

(i) the part or component is complete;

~~deleted~~

(i) the part or component contains all relevant parts;

~~Or. en~~

Amendment 128

~~Justification~~

The wiring harness is the first part which is installed in the car body after varnishing, the removal of which would result in a complete disassembly of the car. The potential for reuse is extremely low.

~~Amendment 202~~

Proposal for a regulation

Annex VII – Part CD – point 151 – point b – point ii

Text proposed by the Commission

Amendment

~~15. Fluid containers;~~

(ii) an assessment of damage, reduced functionality or performance and repairs needed for restoring the part or component to a state where it is fit to be used;

~~15. Fuel containers;~~

(ii) an assessment of damage, reduced functionality or performance and repairs needed for restoring the part or component to a state where it potentially fit to be remanufactured;

~~Or. en~~

Amendment 129

~~Amendment 203~~

Proposal for a regulation

Annex VII – Part CD – point 161 – point b – point iii

Text proposed by the Commission

Amendment

~~16. Heat exchangers;~~

(iii) there is no heavy corrosion.

deleted

~~Or. en~~

Amendment 130

~~Amendment 204~~

~~Proposal for a regulation~~

~~Annex VII – Part E – point 2~~

~~Text proposed by the Commission~~

~~Amendment~~

~~2. Emission after-treatment systems (e.g. catalytic converters, particulate filters).~~

2. Emission after-treatment systems (e.g. catalytic converters, particulate filters) if these parts are not covered by the warranty stating the part is compliant with the related roadworthiness test as stipulated in Article 4 of Directive 2014/45 on periodic roadworthiness tests for motor vehicles and their trailers.

~~Or. en~~

~~Justification~~

Components such as catalytic converters, particle filters, and exhaust silencers, all of which are currently commercialised as used parts. These parts are currently placed on the market with at least one year of full warranty including the repair cost. This warranty serves as a guarantee for the consumer that these parts are still functional.

~~Amendment 205~~

Proposal for a regulation

Annex VII – Part ED – point 32 – point b

Text proposed by the Commission

Amendment

~~3. Exhaust silencers.~~

(b) reference to the vehicle identification number (VIN) of the vehicle from which the component or part has been removed; and

deleted

~~Or. en~~

Amendment 131

~~Amendment 206~~

~~Proposal for a regulation~~

~~Annex VII – Part F – point 1~~

~~Text proposed by the Commission~~

~~Amendment~~

~~1. SLI Batteries shall be treated in accordance with Article 70 of the Regulation (EU) 2023/****[on batteries and waste batteries].~~

~~1. SLI Batteries shall be treated in accordance with Article 70 of the Regulation (EU) 2023/1542.~~

~~Or. en~~

~~Amendment 207~~

~~Proposal for a regulation~~

~~Annex VII – Part F – point 2~~

~~Text proposed by the Commission~~

~~Amendment~~

~~2. Electric vehicle batteries shall be treated in accordance with Article 70 of the Regulation (EU) 2023/****[on batteries and waste batteries].~~

~~2. Electric vehicle batteries shall be treated in accordance with Article 70 of the Regulation (EU) 2023/1542.~~

~~Or. en~~

~~Amendment 208~~

Proposal for a regulation

Annex VII – Part GD – point 12 – point c

Text proposed by the Commission

Amendment

1. A copy of the written contract between the authorised treatment facility and the facility which performs the shredding operations and uses post-shredding technologies, including the specifications on the quality of the secondary materials and the technical specification followed in processing treatment fractions from end-of-life vehicles.

(c) name, the postal address, indicating a single contact point and e-mail address, a web-address, if applicable, identifying the operator that removed the component or part.

~~deleted~~

(c) name, the postal address of dealer or workshop, indicating a single contact point and e-mail address, a web-address, on the part label or on the packaging for parts sold in bulk, if applicable, identifying the operator that removed the component or part.

~~Or. en~~

Amendment 132

~~Amendment 209~~

Proposal for a regulation

2. A report of the sample analysis on the quality and quantity of the treatment fractions (output) for a representative treatment configuration provided by an independent body.

2. A ~~mass balance~~ report of the ~~sample analysis on the~~ quality ~~and quantity~~requirements of the treatment fractions (output) for a representative treatment configuration provided by an independent body.

~~Or. en~~

Annex pursuant to Article 8 of Annex I to the Rules of Procedure

~~Amendment 210~~

ANNEX: ENTITIES OR PERSONS FROM WHOM THE RAPPORTEUR FOR OPINION HAS RECEIVED INPUT

~~Proposal for a regulation~~

Pursuant to Article 8 of Annex I to the Rules of Procedure, the rapporteur for the opinion declares that he received input from the following entities or persons in the preparation of the draft opinion:

~~Annex IX – point 7~~

Entity and/or person(1)

~~Text proposed by the Commission~~

ACEA - European Automobile Manufacturers Association

~~Amendment~~

ACEM - European Association of Motorcycle Manufacturers

~~7. Name, address, nationality of the holder or owner of the vehicle delivered.~~

ADAC - Allgemeiner Deutscher Automobilclub e.V.

~~7. Name and address of the holder or owner of the vehicle delivered.~~

~~Or. en~~

~~EXPLANATORY STATEMENT~~

The Co-Rapporteurs welcome the commission proposal aiming to support the transition of the automotive sector to a circular economy by establishing requirements for vehicle design, promoting the use of recycled materials, improving end-of-life vehicle management. The rapporteurs also support the harmonisation of the relevant type-approval conditions thus ensuring the level playing field for manufacturers and other economic operators by creating uniform requirements for placing vehicles on the EU market.

The proposed amendments aim to improve the clarity and consistency of the proposal, remove unnecessary administrative burden for economic operators while maintaining achievable ambition and improving harmonisation objectives. The proposal also seeks to address issues with the export of used vehicles and to create a more harmonised and efficient single market for vehicles.

The Co-Rapporteurs consider that it is essential to ensure that the revision aligns with the EU’s objectives for a circular economy, environmental sustainability, resource efficiency and contributes to the sector competitiveness. A key priority is to ensure that the valuable raw materials contained in end-of-life vehicles, such as steel, aluminium, copper, and plastics, are retained and recycled within Europe. Tackling the issue of "missed vehicles"—those that are not properly deregistered or processed through authorized recycling systems—is critical in achieving this goal and preventing resource leakage or environmental harm.

The Co-Rapporteurs emphasize that establishing clear targets provides the automotive industry with much needed clarity and guidance towards circularity, helps to reduce dependencies on raw material and lower the automotive sector carbon footprint. However, the Co-Rapporteurs caution against setting overly ambitious targets that the industry struggles to meet due to material shortages or technological limitations.

To ensure that the targets are reasonable and realistic, the Co-Rapporteurs propose adapting them in accordance with what is feasible for the industry. As a result, the Co-Rapporteurs propose that vehicle should contain 20% of plastic recycled content from both, pre-consumer and post-consumer plastic waste, including bio-based plastic. 15% of this recycled content target for plastics should be achieved by including plastics recycled from end-of-life vehicles. The methodology for calculating the recycled plastic content target should consider the best available recycling technology. The report stresses that the feasibility of the plastic targets should be reviewed according to an impact assessment based on technology, availability and quality of recycled plastic.

Simplification and clarity are crucial to reducing administrative burden while maintaining high environmental and sustainability standards. The changes made by the Co-Rapporteurs aim to streamline the regulatory framework without compromising its effectiveness. Therefore, unnecessary reporting obligations, such as the circularity strategy for each vehicle type, shall be limited to reasonable requirements.

Additionally the Co-Rapporteurs propose better alignment with other legislation such as Critical Raw Materials Regulation, ESPR or Batteries Regulation. It also suggests removing some excessive requirements potentially creating an unnecessary burden for companies and authorities.

The Co-Rapporteurs support the implementation of clear and harmonized rules, which will provide stakeholders with the certainty needed to apply the rules effectively. In this context, alignment with relevant UN regulations is vital to ensure a coherent global approach and to facilitate cross-border trade and compliance.

Furthermore, the Co-Rapporteurs underscores the importance of ensuring the high quality of recycled materials, particularly steel, aluminium, and copper scrap. However, this must be achieved by reducing the target for the close loop or by not imposing excessive regulations on recyclers, as overly prescriptive rules could hinder innovation and efficiency in recycling processes:

The Co-Rapporteurs also emphasize that parts and components should only be removed from end-of-life vehicles when a viable market for their recycling, reuse, or refurbishment exists. This approach ensures that dismantling efforts are focused on areas with real environmental and economic benefits, avoiding unnecessary interventions that do not support circular economy goals.

The Co-Rapporteurs strengthened the harmonization objectives, particularly regarding conditions for export. While the rapporteurs support the notion that end-of-life vehicles should not be exported to third countries, they also emphasize that roadworthiness criteria should be aligned among the Member States. It was also necessary to clarify that the commerce of used vehicles within the EU should not be further complicated.

~~ANNEX: ENTITIES OR PERSONS FROM WHOM THE RAPPORTEURS HAVE RECEIVED INPUT~~

Pursuant to Article 8 of Annex I to the Rules of Procedure, the rapporteur Jan Gieseke and the rapporteur Paulius Saudergas declare that they have received input from the following entities or persons in the preparation of the report, until the adoption thereof in committee:

~~Entity or persons~~

~~ACEA~~

~~ACEM~~

~~ADAC~~

~~ADPA~~

~~ADA~~

~~AEDRA~~

~~A-GAS~~

~~AVERE~~

~~ANCAV~~

~~BDE~~

~~BDI~~

~~BDSV~~

BASF

~~BMW~~

BDE - Bundesverband der deutschen Entsorgungs-, Wasser- und Rohstoffwirtschaft

~~BMVU~~

CLEPA - European Association of Automotive Suppliers

~~Bosch~~

CONEBI - Confederation of European Bicycle Industrie ASBL

~~City of Stockholm~~

DENSO International Europe

~~CIVD (Caravaning Industrie Verband e.V.)~~

EEB - European Environmental Bureau

~~CEFIC~~

EuRIC - European Recyclers Industries’ Confederation

~~CLEPA~~

Eurofer - The European Steel Association

~~Continental~~

EUROMETAUX

~~CONEBI~~

European Commission - DG ENV & DG GROW

~~DENSO~~

FIGIEFA - Automotive Aftermarket Distributors

~~DENUO~~

FORVIA

~~Deutsche Umwelthilfe~~

GDV - Gesamtverband der Deutschen Versicherungswirtschaft

~~DuPont~~

~~Ebay~~

~~ECOS~~

~~EEB~~

~~EURIC~~

~~Eurometaux~~

~~Eurofer~~

~~European Aluminium~~

~~European Caravan Federation~~

~~ETRMA~~

~~ETRNA~~

~~FEAD~~

~~Febelauto~~

~~FEICA~~

~~FIA~~

~~FIGIEFA~~

~~GDV~~

Glass for Europe

~~German Ministry of Environment~~

Honeywell Europe N.V.

~~Henkel~~

~~Honda~~

~~HOP~~

~~Hydro~~

~~Hyundai~~

~~International Copper Association Europe~~

Insurance Europe

~~iFixit Europe~~

International Copper Association Europe

~~LKQ~~

MAN Truck and Bus S.E.

~~Mazda~~

Mazda Motor Logistics Europe N.V.

~~Magna International (Germany) GmbH~~

~~Mack and Schneider~~

~~MOBILIANS~~

~~MOL Group~~

~~Novelis~~

~~Permanent Representation of Lithuania to the European Union Environment~~

Plastics Europe

~~Plastic Recyclers Europe~~

Volkswagen Aktiengesellschaft

~~Right to Repair~~

ZF Friedrichshafen AG

~~Salzgitter AG~~

The list above is drawn up under the exclusive responsibility of the [rapporteur for opinion / Chair in [his/her] capacity as rapporteur for opinion].

~~Scania EU Affairs~~

Where natural persons are identified in the list by their name, by their function or by both, the rapporteur for the opinion declares that he has submitted to the concerned natural persons the European Parliament's Data Protection Notice No 484 (https://www.europarl.europa.eu/data-protect/index.do), which sets out the conditions applicable to the processing of their personal data and the rights linked to that processing.

~~The Restart Project~~

PROCEDURE – COMMITTEE ASKED FOR OPINION

~~TecPart~~

Title

~~VDA~~

Circularity requirements for vehicle design and on management of end-of-life vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing Directives 2000/53/EC and 2005/64/EC

~~VDMA~~

References

~~Versalis~~

COM(2023)0451 – C9-0308/2023 – 2023/0284(COD)

~~Volkswagen~~

Committee(s) responsible

~~Volvo~~

ENVI

~~Wirtschaftsvereinigung Stahl~~

IMCO

~~WVMetalle~~

Opinion by

~~ZIV~~

Date announced in plenary

TRAN

~~Zentralverband Deutsches Kfz-Gewerbe e.V.~~

19.10.2023

~~The list above is drawn up under the exclusive responsibility of the rapporteurs.~~

Rapporteur for the opinion

Where natural persons are identified in the list by their name, by their function or by both, the rapporteurs declare that they have submitted to the natural persons concerned the European Parliament’s Data Protection Notice No 484 (https://www.europarl.europa.eu/data-protect/index.do), which sets out the conditions applicable to the processing of their personal data and the rights linked to that processing.

Date appointed

Alexandra Mehnert

13.9.2024

Discussed in committee

9.4.2025

Date adopted

3.6.2025

Result of final vote

–:

Members present for the final vote

Oihane Agirregoitia Martínez, Daniel Attard, Adrian-George Axinia, Rachel Blom, Nikolina Brnjac, Nina Carberry, Carlo Ciccioli, Vivien Costanzo, Johan Danielsson, Gheorghe Falcă, Jens Gieseke, Borja Giménez Larraz, Sérgio Gonçalves, Roman Haider, François Kalfon, Julien Leonardelli, Vicent Marzà Ibáñez, Milan Mazurek, Alexandra Mehnert, Ştefan Muşoiu, Jan-Christoph Oetjen, Philippe Olivier, Matteo Ricci, Marjan Šarec, Andreas Schieder, Volker Schnurrbusch, Rosa Serrano Sierra, Virginijus Sinkevičius, Kai Tegethoff, Elissavet Vozemberg-Vrionidi, Maciej Wąsik, Roberts Zīle, Kosma Złotowski

Members under Rule 216(7) present for the final vote

Alexander Bernhuber, Gilles Boyer, Moritz Körner, Ana Miguel Pedro, Oliver Schenk, Pál Szekeres, Marion Walsmann, Isabel Wiseler-Lima

FINAL VOTE BY ROLL CALL BY THE COMMITTEE ASKED FOR OPINION

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