Sittings · Document

Draft report (COM(2023)0451 – C90308/2023 – 2023/0284(COD)) 2025-02-24

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

Committee on the Environment, Climate and Food Safety Committee on the Internal Market and Consumer Protection

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Amendment 212

Laurent Castillo

Proposal for a regulation

Citation 1

Text proposed by the Commission

Amendment

Having regard to the Treaty on the Functioning of the European Union, and in particular Article 114 thereof,

Having regard to the Treaty on the Functioning of the European Union, and in particular Article 114 thereof and Article 192(1) thereof in relation to Articles 14 to 45, Article 46 and Article 48 of this Regulation,

Or. en

Amendment 213

Sara Matthieu, David Cormand

Proposal for a regulation

Citation 1

Text proposed by the Commission

Amendment

Having regard to the Treaty on the Functioning of the European Union, and in particular Article 114 thereof,

Having regard to the Treaty on the Functioning of the European Union, and in particular Articles 114 and 192 thereof,

Or. en

Justification

This proposal merges type-approval legislation with Article 114 as legal basis and end-of-life vehicles legislation with Article 192 as legal basis. A double legal basis, as it is the case for the Battery Regulation, is therefore appropriate.

Amendment 214

Jonas Sjöstedt

Proposal for a regulation

Citation 1

Text proposed by the Commission

Amendment

Having regard to the Treaty on the Functioning of the European Union, and in particular Article 114 thereof,

Having regard to the Treaty on the Functioning of the European Union, and in particular Articles 114 and 192 thereof,

Or. en

Amendment 215

Alexandr Vondra, Piotr Müller

Proposal for a regulation

Recital 1

Text proposed by the Commission

Amendment

(1) The Communication of the Commission of 11 December 2019 on ‘The European Green Deal’37 (the ‘European Green Deal’) is Europe’s growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy where there are no net greenhouse gas emissions in 2050 and where economic growth is decoupled from resource use. In order for the Union’s product policies to contribute to lowering carbon emissions on a global level, it needs to be ensured that products marketed and sold in the Union are sourced, manufactured and treated at their end-of-life in a sustainable manner.

(1) The Communication of the Commission of 11 December 2019 on ‘The European Green Deal’37, aims to create a more sustainable and resource-efficient economy but is not a conventional growth strategy, as it prioritises sustainability and regulatory intervention over economic growth, job creation, and industrial competitiveness. A key concern is its impact on the European car industry, where strict emissions targets and electrification mandates place significant pressure on automakers. European manufacturers face intense global competition, particularly from China and the United States, where state subsidies and industrial policies provide strategic advantages. The high costs of transitioning to electric vehicle (EV) production may disproportionately burden small and medium-sized enterprises (SMEs) in the automotive supply chain. This shift risks job losses and economic disruption, as regulatory uncertainty creates additional challenges for long-term investment. Moreover, manufacturers exceeding CO₂ emission targets currently face fines of €95 per excess gram per vehicle, potentially costing the industry billions. While these penalties are intended to drive emissions reductions, they serve only to add financial strain to the sector, hinder investment in innovation and undermine competitiveness. While environmental considerations are important, policies must be designed to avoid undermining market strength, industrial resilience, and consumer affordability. A balanced approach is needed to encourage innovation and sustainability while supporting economic growth and prosperity. The revision of the End-of-Life Vehicles (ELV) Directive should reinforce recycling and circular economy obligations in a way that drives competitiveness and sustainable growth for manufacturers, suppliers, dismantlers, recyclers, scrap metal markets, consumers, regulators, waste handlers, EV battery recyclers, and logistics providers, rather than imposing excessive compliance costs or regulatory burdens on them.

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37 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, The European Green Deal (COM (2019) 640 final).

Or. en

Amendment 216

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 1

Text proposed by the Commission

Amendment

(1) The Communication of the Commission of 11 December 2019 on ‘The European Green Deal’37 (the ‘European Green Deal’) is Europe’s growth strategy that aims to transform the Union into a fair and prosperous society, with a modern, resource-efficient and competitive economy where there are no net greenhouse gas emissions in 2050 at the latest (“climate neutrality”) respecting the planetary boundaries and where economic growth is decoupled from resource use. In order for the Union’s product policies to contribute to lowering carbon emissions on a global level, it needs to be ensured that products marketed and sold in the Union are sourced, manufactured and treated at their end-of-life in a sustainable manner.

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Or. en

Amendment 217

Anja Arndt

Proposal for a regulation

Recital 1

Text proposed by the Commission

Amendment

(1) The Communication of the Commission of 11 December 2019 on ‘The European Green Deal’37 (the ‘European Green Deal’) is a new de-growth strategy that aims to transform the Union into a low-industry economy with an increasingly impoverished society, where, from 2050 onwards, there are apparently no net greenhouse gas emissions, by deliberately reducing output and consumption. The Union’s economic policy will lead to a situation whereby the products we need are manufactured in third countries and have to be imported. A significant reduction in CO2 emissions is therefore not to be expected.

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Or. de

Amendment 218

Beatrice Timgren

Proposal for a regulation

Recital 2

Text proposed by the Commission

Amendment

(2) The automotive sector is an important contributor to the use of energy and material resources by the Union, and hence to the generation of greenhouse gases. The production of vehicles in third countries that are placed on the Union market contributes to the generation of global greenhouse gases, which in turn has a negative environmental impact on the Union. A shift from the use of fossil fuels in vehicles to zero emission mobility, as foreseen in the Fit for 55 package, is one of the prerequisites for reaching the climate neutrality goal in 2050. It will reduce the emissions of greenhouse gases from the automotive sector linked to the use phase of vehicles. The automotive industry is one of the largest users of primary aluminium, steel and plastics, linked to the manufacturing of new vehicles placed on the Union market. This can represent a significant environmental impact, linked to the energy required for the extraction and processing of these materials. The environmental footprint linked to the manufacturing of new vehicles could increase with the ongoing electrification of the fleet, as well as due to more widespread use of electronics in future models, which both require a considerable amount of critical and strategic raw materials and precious metals, such as copper and rare earth elements. The result of these changes is that the production phase could have a larger environmental footprint than the use phase of vehicles. In addition, the current requirements in Union law on waste management result in a suboptimal recovery of resources from end-of-life vehicles, and there is high potential to increase the quantity and quality of parts, components and materials to be re-used, remanufactured, refurbished or recycled from end-of-life vehicles. To address these environmental impacts and contribute to the decarbonisation of the sector, it is necessary to improve the functioning of the single market and enhance the transition of the automotive industry to a circular economy. This is in line with Communication of the Commission of 11 March 2020 on ‘A new Circular Economy Action Plan – For a cleaner and more competitive Europe’38 which called for a revision of the current rules to “promote more circular business models by linking design issues to end-of-life treatment, consider rules on mandatory recycled content for certain materials, and improve recycling efficiency”. The Council39 and the Parliament40 also stressed the need for new Union rules on these matters, replacing the existing rules on type approval of vehicles when it comes to re-usability, recyclability and recoverability and on end-of-life vehicles.

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38 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions of 11 March 2020, A new Circular Economy Action Plan – For a cleaner and more competitive Europe (COM(2020)98 final).

39 Council conclusions of 17 December 2020, Making the recovery circular and green.

40 European Parliament resolution of 10 February 2021 on the New Circular Economy Action Plan.

Or. en

Amendment 219

Anja Arndt

Proposal for a regulation

Recital 2

Text proposed by the Commission

Amendment

(2) The automotive sector is a contributor to the use of energy and material resources by the Union. A shift from the use of fossil fuels in vehicles to zero emission mobility is a way of deceiving citizens. There is no such thing as emissions-free mobility. Electric vehicles also produce emissions during their manufacturing process, in the generation of the electricity they consume and in their recycling. The automotive industry is one of the largest users of primary aluminium, rare earths, steel and plastics, linked to the manufacturing of new electric vehicles placed on the Union market. The extraction and processing of these materials has a significant environmental impact. The environmental footprint linked to the manufacturing of new vehicles could increase with the ongoing electrification of the fleet, as well as due to more widespread use of electronics in future models; electric vehicles require a considerable amount of critical and strategic raw materials and precious metals, such as copper and rare earth elements. The result of these changes is that the production phase could have a larger environmental footprint than the use phase of vehicles. With a view to sustaining the automotive industry and ensuring the mobility of citizens, the functioning of the internal market must be guaranteed under the conditions of a free market economy, and the automotive industry must be supported in its transition to a circular economy. The forced transition to electric vehicles has proven harmful to the environment, to the workers who extract the rare earths, and to low-income households. With less regulation, the automotive sector can drive innovation towards responsible reuse, recycling and waste management.

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39 Council conclusions of 17 December 2020, Making the recovery circular and green.

40 European Parliament resolution of 10 February 2021 on the New Circular Economy Action Plan.

Or. de

Amendment 220

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 2

Text proposed by the Commission

Amendment

(2) The automotive sector is an important contributor to the use of energy and material resources by the Union, and hence to the generation of greenhouse gases. The production of vehicles in third countries that are placed on the Union market contributes to the generation of global greenhouse gases, which in turn has a negative environmental impact on the Union. A shift from the use of fossil fuels in vehicles to zero emission mobility, as foreseen in the Fit for 55 package, is one of the prerequisites for reaching the climate neutrality goal in 2050. It will reduce the emissions of greenhouse gases from the automotive sector linked to the use phase of vehicles. However, the increasing use of materials and techniques hampering repair, the unavailability of spare parts and of software updates, and the lack of measures in Union law to enhance repair, remanufacturing, refurbishment, retrofitting and replacement of vehicle parts and components result in low circularity during the use phase of the vehicles and lead to premature obsolescence. The automotive industry is one of the largest users of primary aluminium, steel and plastics, linked to the manufacturing of new vehicles placed on the Union market. This can represent a significant environmental impact, linked to the energy required for the extraction and processing of these materials. The environmental footprint linked to the manufacturing of new vehicles could increase with the ongoing electrification of the fleet, the ongoing growth in the number of vehicles, the ongoing growth in size and weight of the vehicles, as well as due to more widespread use and complexity of electronics, which require a considerable amount of critical and strategic raw materials and precious metals, such as copper and rare earth elements supplied only by one or few countries. The result of these changes is that the production phase could have a larger environmental footprint than the use phase of vehicles and a growing environmental footprint in absolute terms, and that the industry could become more and more reliant on critical raw materials imports, vulnerable to supply disruptions, and hence, lose competitiveness. In addition, the current requirements in Union law on waste management result in a suboptimal recovery of resources from end-of-life vehicles, and there is high potential to increase the quantity and quality of parts, components and materials to be repaired, re-used, remanufactured, refurbished, retrofitted or recycled from vehicles both during the use phase and at the end-of-life. To address these environmental impacts, contribute to the decarbonisation of the sector, and support competitiveness by increasing the resilience of the automotive industry, it is necessary to improve the functioning of the single market and enhance the transition of the automotive industry to a circular economy. This is in line with Communication of the Commission of 11 March 2020 on ‘A new Circular Economy Action Plan – For a cleaner and more competitive Europe’38 which called for a revision of the current rules to “promote more circular business models by linking design issues to end-of-life treatment, consider rules on mandatory recycled content for certain materials, and improve recycling efficiency”. This is also in line with Regulation (EU) 2024/1252 establishing a framework for ensuring a secure and sustainable supply of critical raw materials. The Council39 and the Parliament40 also stressed the need for new Union rules on these matters, replacing the existing rules on type approval of vehicles when it comes to re-usability, recyclability and recoverability and on end-of-life vehicles.

__________________

39 Council conclusions of 17 December 2020, Making the recovery circular and green.

40 European Parliament resolution of 10 February 2021 on the New Circular Economy Action Plan.

Or. en

Amendment 221

Sirpa Pietikäinen

Proposal for a regulation

Recital 2

Text proposed by the Commission

Amendment

(2) The European Union is heavily dependent on imported materials. To improve the strategic self-sufficiency and to reduce the dependencies on third countries, the EU needs to improve the better use of resources and energy. To tackle the challenges, the EU needs to take necessary steps to achieve the circularity of materials in closed-loops by increasing the resource- and energy- efficiency, and by following the cascading principle, design-out-waste principle, waste hierarchy, and overarching circularity principles. This will also benefit European industries, increase sustainable competitiveness and provide sustainable business models for new economic growth. The automotive sector is an important contributor to the use of energy and material resources by the Union, and hence to the generation of greenhouse gases. The production of vehicles in third countries that are placed on the Union market contributes to the generation of global greenhouse gases, which in turn has a negative environmental impact on the Union. A shift from the use of fossil fuels in vehicles to zero emission mobility, as foreseen in the Fit for 55 package, is one of the prerequisites for reaching the climate neutrality goal in 2050. It will reduce the emissions of greenhouse gases from the automotive sector linked to the use phase of vehicles. The automotive industry is one of the largest users of primary aluminium, steel and plastics, linked to the manufacturing of new vehicles placed on the Union market. This can represent a significant environmental impact, linked to the energy required for the extraction and processing of these materials. The environmental footprint linked to the manufacturing of new vehicles could increase with the ongoing electrification of the fleet, as well as due to more widespread use of electronics in future models, which both require a considerable amount of critical and strategic raw materials and precious metals, such as copper and rare earth elements. The result of these changes is that the production phase could have a larger environmental footprint than the use phase of vehicles. In addition, the current requirements in Union law on waste management result in a suboptimal recovery of resources from end-of-life vehicles, and there is high potential to increase the quantity and quality of parts, components and materials to be re-used, remanufactured, refurbished or recycled from end-of-life vehicles. To address these environmental impacts and contribute to the decarbonisation of the sector, it is necessary to improve the functioning of the single market and enhance the transition of the automotive industry to a circular economy. This is in line with Communication of the Commission of 11 March 2020 on ‘A new Circular Economy Action Plan – For a cleaner and more competitive Europe’38 which called for a revision of the current rules to “promote more circular business models by linking design issues to end-of-life treatment, consider rules on mandatory recycled content for certain materials, and improve recycling efficiency”. The Council39 and the Parliament40 also stressed the need for new Union rules on these matters, replacing the existing rules on type approval of vehicles when it comes to re-usability, recyclability and recoverability and on end-of-life vehicles.

__________________

39 Council conclusions of 17 December 2020, Making the recovery circular and green.

40 European Parliament resolution of 10 February 2021 on the New Circular Economy Action Plan.

Or. en

Amendment 222

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

Proposal for a regulation

Recital 2

Text proposed by the Commission

Amendment

__________________

39 Council conclusions of 17 December 2020, Making the recovery circular and green.

40 European Parliament resolution of 10 February 2021 on the New Circular Economy Action Plan.

Or. fr

Amendment 223

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 3

Text proposed by the Commission

Amendment

(3) Directive 2000/53/EC of the European Parliament and of the Council41 sets up harmonised treatment requirements for end-of-life vehicles and targets for vehicles’ reuse and recycling and reuse and recovery. It establishes obligations on collection of end-of-life vehicles, as well as obligations for economic operators, in particular restricting the use of heavy metals in vehicles. It also creates basic rules on extended producer responsibility, requiring vehicle producers to cover part of the costs of collection of end-of-life vehicles. In line with the polluter pays principle enshrined in Article 191(2) TFEU, producers should assume financial and operational responsibility for the proper management of vehicles they place on the market, ensuring that the costs related to the management of end-of-life costs are not shifted to consumers, public authorities, or waste services. Strengthening extended producer responsibility is essential to drive circularity, incentivise sustainable design, and prevent environmental externalities.

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41 Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end-of life vehicles (OJ L 269 21.10.2000, p. 34).

Or. en

Amendment 224

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 4

Text proposed by the Commission

Amendment

(4) The Commission’s evaluation of Directive 2000/53/EC42 highlighted that it has been effective in delivering many of its initial objectives, especially the elimination of cadmium, lead, mercury and hexavalent chromium from vehicles, an increase in collection points for end-of-life vehicles and the attainment of the recovery and recycling targets. The evaluation however found that the Directive however insufficiently addressed important issues linked to the collection of end-of-life vehicles and was not adapted any longer to ensure a high quality of treatment of these vehicles.

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42 Evaluation of Directive (EC) 2000/53 of 18 September 2000 on end-of-life vehicles, SWD(2021) 61 final.

Or. en

Amendment 225

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

Proposal for a regulation

Recital 5

Text proposed by the Commission

Amendment

(5) Directive 2005/64/EC of the European Parliament and of the Council43 regulates the type-approval of vehicles in relation to their reusability, recyclability and recoverability, so that these vehicles could meet the targets established in Directive 2000/53/EC at their end-of-life stage. That Directive has not been effective in improving substantially the re-usability, recyclability and recoverability of new vehicles and is not adapted to the features of new vehicles, which have considerably changed since the entry into force of that Directive.

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43 Directive 2005/64/EC of the European Parliament and of the Council of 26 October 2005 on the type-approval of motor vehicles with regard to their reusability, recyclability and recoverability and amending Council Directive 70/156/EEC (OJ L 310, 25.11.2005, p. 10).

Or. fr

Amendment 226

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 7

Text proposed by the Commission

Amendment

(7) In order to improve the functioning of the single market, while ensuring a high level of protection of the environment, it is essential to harmonise the conditions for the type-approval of vehicles when it comes their reusability, recyclability and recoverability, as well as the conditions governing waste management in the automotive sector. There are intrinsic links between the production stage and the end-of-life treatment of vehicles, as the environmentally sound treatment of end-of-life vehicles depends to a large extent on how vehicles are designed and constructed in the first place. The most efficient way of facilitating the transition of the automotive sector to a circular economy is therefore to establish a uniform regulatory framework at the Union level, covering in an integrated and consistent manner the design, manufacturing, placement on the market in the Union and end-of-life treatment of vehicles. This is also essential for the development of the Union market for secondary raw materials which are included in new vehicles placed on the market, as well as to avoid barriers to trade and distortions of competition, ensure legal clarity and improve the environmental performances of all of the economic operators involved in the design, production and end-of-life treatment of vehicles. In order to achieve these objectives and the necessity to have uniform rules for the single market driven by environmental concerns, and in line with the overall Union legislation on type-approval for motor vehicles, Directive 2000/53/EC and Directive 2005/64/EC should be replaced by a Regulation, based on Article 114 of the on the Functioning of the European Union (TFEU).

(7) In order to improve the functioning of the single market and ensure a high level of protection of the environment, it is essential to harmonise and lay down new conditions for the type-approval of vehicles when it comes to their design for repairability, reusability, remanufacturing, refurbishment, retrofitting, recyclability and recoverability, as well as the conditions governing waste management in the automotive sector. There are intrinsic links among the production stage, the use phase, and end-of-life treatment of vehicles, as the feasibility of repairing, reusing, remanufacturing, refurbishing, retrofitting and of treating in an environmentally sound manner end-of-life vehicles depends to a large extent on how vehicles are designed and constructed in the first place. The most efficient way of facilitating the transition of the automotive sector to a circular economy is therefore to establish a uniform regulatory framework at the Union level, covering in an integrated and consistent manner the design, manufacturing, placement on the market in the Union and end-of-life treatment of vehicles. This is also essential for the development of the Union market for secondary raw materials which are included in new vehicles placed on the market, as well as to avoid barriers to trade and distortions of competition, ensure legal clarity and improve the environmental performances of all of the economic operators involved in the design, production and end-of-life treatment of vehicles. In order to achieve these objectives and in light of the necessity to have uniform rules for the single market driven by environmental concerns, in line with the overall Union legislation on type-approval for motor vehicles, and coherently with complementary and similar legislation such as Regulation 2023/1542 on batteries and waste batteries and Regulation 2024/1781 on ecodesign requirements for sustainable products, Directive 2000/53/EC and Directive 2005/64/EC should be replaced by a Regulation, based on Articles 114 and 192 of the on the Functioning of the European Union (TFEU).

Or. en

Amendment 227

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 7

Text proposed by the Commission

Amendment

(7) In order to improve the functioning of the single market, while ensuring a high level of protection of the environment, it is essential to harmonise the conditions for the type-approval of vehicles when it comes their reusability, recyclability and recoverability, as well as the conditions governing waste management in the automotive sector and the export of used vehicles. There are intrinsic links between the production stage and the end-of-life treatment of vehicles, as the environmentally sound treatment of end-of-life vehicles depends to a large extent on how vehicles are designed and constructed in the first place. The most efficient way of facilitating the transition of the automotive sector to a circular economy is therefore to establish a uniform regulatory framework at the Union level, covering in an integrated and consistent manner the design, manufacturing, placement on the market in the Union and end-of-life treatment of vehicles. This is also essential for the development of the Union market for secondary raw materials which are included in new vehicles placed on the market, as well as to avoid barriers to trade and distortions of competition, ensure legal clarity and improve the environmental performances of all of the economic operators involved in the design, production and end-of-life treatment of vehicles. In order to achieve these objectives and the necessity to have uniform rules for the single market driven by environmental concerns, and in line with the overall Union legislation on type-approval for motor vehicles, Directive 2000/53/EC and Directive 2005/64/EC should be replaced by a Regulation, based on Article 114 of the on the Functioning of the European Union (TFEU).

Or. en

Amendment 228

Sirpa Pietikäinen

Proposal for a regulation

Recital 7

Text proposed by the Commission

Amendment

(7) In order to improve the functioning of the single market, while ensuring a high level of protection of the environment, it is essential to harmonise the conditions for the type-approval of vehicles when it comes their reusability, recyclability and recoverability, as well as the conditions governing waste management in the automotive sector. There are intrinsic links between the production stage and the end-of-life treatment of vehicles, as the environmentally sound treatment of end-of-life vehicles depends to a large extent on how vehicles are designed and constructed in the first place. The most efficient way of facilitating the transition of the automotive sector to a circular economy is therefore to establish a uniform regulatory framework at the Union level, covering in an integrated and consistent manner the design, following the design-out waste principle, manufacturing, placement on the market in the Union and end-of-life treatment of vehicles. This is also essential for the development of the Union market for secondary raw materials which are included in new vehicles placed on the market, as well as to avoid barriers to trade and distortions of competition, ensure legal clarity and improve the environmental performances of all of the economic operators involved in the design, production and end-of-life treatment of vehicles. In order to achieve these objectives and the necessity to have uniform rules for the single market driven by environmental concerns, and in line with the overall Union legislation on type-approval for motor vehicles, Directive 2000/53/EC and Directive 2005/64/EC should be replaced by a Regulation, based on Article 114 of the on the Functioning of the European Union (TFEU).

Or. en

Amendment 229

Sara Matthieu, David Cormand

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.

Or. en

Amendment 230

Jonas Sjöstedt

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 L-category vehicles (L3e-L7e), heavy-duty vehicles and their trailers (M2, M3, N2, N3, O). The requirements regarding the collection of end-of-life vehicles, their mandatory delivery to authorised treatment facilities for treatment as well as their depollution, repairability and non-destructive removability of their components of their onboard EV chargers and e-drive motors 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.

Or. en

Amendment 231

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado, Elena Sancho Murillo

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 L-category vehicles, 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 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 232

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

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 and digital coding 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. fr

Amendment 233

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado, Elena Sancho Murillo

Proposal for a regulation

Recital 8 a (new)

Text proposed by the Commission

Amendment

(8a) In order to ensure regulatory coherence and to avoid fragmentation in the Single Market, it is necessary to expand the scope of this Regulation to vehicles falling under categories L1 and L2 as defined in Regulation (EU) No 168/2013. Where such vehicle categories are not subject to administrative registration under Directive 1999/37/EC in an individual Member State and in order to guarantee compliance with this Regulation, registration should entail the recording of vehicles in an equivalent system that enables their identification, including at the point of placing on the market, during use, and at end-of-life.

Or. en

Amendment 234

Beatrice Timgren

Proposal for a regulation

Recital 9

Text proposed by the Commission

Amendment

(9) Problems with exporting used vehicles concern not only passenger vehicles (M1) and light commercial vehicles (N1), but also, as studies show45, larger vehicles. Therefore, these provisions should also apply to heavy-duty vehicles and their trailers. However, restrictions on vehicle exports should not disrupt legitimate trade within and outside the EU. Used vehicles play an important role in global markets, and arbitrary limitations on their transfer could create market distortions, harm economic operators and reduce the affordability of second-hand vehicles in the EU and abroad. Ensuring clear, fair, and proportionate export rules will support economic activity while maintaining environmental and safety standards.

__________________

45 https://www.unep.org/resources/report/global-trade-used-vehicles-report

Or. en

Amendment 235

Jonas Sjöstedt

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

(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.

deleted

Or. en

Amendment 236

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

deleted

Or. en

Amendment 237

Alexandr Vondra, Piotr Müller

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

(10) Special purpose vehicles, including ambulances, fire trucks, military vehicles and other specialised units, are designed to perform specific functions and require specialised bodywork arrangements, often beyond the control of the manufacturer. These vehicles, representing a minimal fraction of the overall vehicle fleet, are subject to unique design and operational requirements that limit the applicability of standard circularity criteria. Given their specialised functions and low production volumes, including special purpose vehicles under the End-of-Life Vehicles Regulation would yield negligible environmental benefits while imposing disproportionate compliance challenges. To address these concerns, it is recommended to explicitly exclude special purpose vehicles from the scope of the Regulation.

Or. en

Amendment 238

Matteo Ricci, Pierfrancesco Maran, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

(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 should also be accountable for the vehicles they place on the market and should therefore be covered by the extended producer responsibility requirements. However, special purpose vehicles, including those that have type-approved in multi-stage type approval processes, should continue to be exempt as indicated in this Regulation.

Or. en

Amendment 239

Massimiliano Salini, Flavio Tosi, Letizia Moratti, Susana Solís Pérez

Proposal for a regulation

Recital 10

Text proposed by the Commission

Amendment

(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. For vehicles approved in a multistage approval, the parts added by a second stage manufacturer, such as the bodywork, will be collected and treated together with the base vehicle. As a consequence, the bodywork of multi stage vehicles shall be in the scope of the extended producer responsibility.

Or. en

Amendment 240

Zala Tomašič, Milan Zver

Proposal for a regulation

Recital 10 a (new)

Text proposed by the Commission

Amendment

(10a) Motor caravans and trailer caravans, as defined in Regulation (EU) 2018/858 Annex I Part A 5.1, are distinct from conventional vehicles or trailers, as their primary function is accommodation rather than transportation. Many trailer caravans are permanently fixed in place as holiday homes, used for seasonal accommodation, and remain functional for decades. These units should not be classified as end-of-life vehicles (ELVs) since they continue to serve as housing, often unregistered, leading to misclassification as "lost vehicles." These caravans are built with non-automotive components like wood, furniture, water systems and household electrical systems, which are outside the scope of vehicle recycling facilities. Given their special-purpose nature, distinct material composition, and ongoing use, motor caravans and trailer caravans should be excluded from ELV regulations.

Or. en

Amendment 241

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann

Proposal for a regulation

Recital 10 b (new)

Text proposed by the Commission

Amendment

(10b) Circularity requirements for tyres should be introduced as a priority product group by the Ecodesign for Sustainable Products Regulation (ESPR), as indicated in its Article 18(5)(e). As a result, they should not be considered covered under Chapter II of this Regulation.

Or. en

Amendment 242

Beatrice Timgren

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. To ensure that vehicle owners retain their fundamental property rights, a vehicle should only be classified as an end-of-life vehicle if it is abandoned, irreparably damaged, or presents a clear and demonstrable risk to public safety or the environment. This Regulation should ensure that decisions on ELV classification follow a transparent process, preventing arbitrary or automated administrative determinations that could unjustly deprive owners of their property.

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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 243

Christine Singer

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. Those criteria should not be established by the Commission but rather by a group of independent experts.

__________________

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

Or. en

Justification

The establishment of precise criteria cannot be made by the European Commission. It must be made by independent experts who have the technical knowledge and expertise required.

Amendment 244

Matteo Ricci, Pierfrancesco Maran, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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 and export of vehicles. Despite the issuance of guidance46 on this issue, such assessment remains problematic. It is therefore necessary to provide legally-binding precise criteria based on technological and technical justifications, allowing to determine an end-of-life vehicle. Those criteria should be used by all competent authorities, 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 245

Zala Tomašič, Milan Zver

Proposal for a regulation

Recital 12 a (new)

Text proposed by the Commission

Amendment

(12a) End-of-Life Vehicles (ELVs) are not merely waste but valuable resources with economic potential. Reusing them when it makes sense aligns with the economic interests of companies. Moreover, illegal exports pose not only environmental risks but also economic losses for the EU.

Or. en

Amendment 246

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 13

Text proposed by the Commission

Amendment

(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 use and end-of-life stages 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 modularity, reparability, 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 guarantee alignment with the waste hierarchy, in the future the reusability target should be split from the recyclability and recoverability targets. Moreover, to further reduce the environmental impacts of vehicles, a new durability target should be established, making sure that manufacturers design their vehicles for a longer lifetime. In order to establish the reusability and the durability targets and ensure that the calculation of the durability, reusability, recyclability and recoverability rates is done in a uniform manner and can be verified, a new methodology for calculation and verification of the rates of durability, reusability, recyclability and recoverability of a vehicle should be established. This methodology should better reflect the actual potential of a new vehicle to live longer, and be recycled, reused and recovered at the end-of-life, while taking into account the ongoing technological progress. This methodology should result in proper verification of compliance by vehicles manufactured both within and outside of the Union. 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.

Or. en

Amendment 247

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 13

Text proposed by the Commission

Amendment

Or. en

Amendment 248

Christine Singer

Proposal for a regulation

Recital 13

Text proposed by the Commission

Amendment

(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. 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.

Or. en

Justification

The European Commission should not be the one in charge of providing the methodology for calculation and verification of the rates of reusability, recyclability and recoverability of a vehicle. Instead, a group of independent experts with the required knowledge and expertise should assess it.

Amendment 249

Sirpa Pietikäinen

Proposal for a regulation

Recital 13

Text proposed by the Commission

Amendment

(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 by implementing design-out-waste principle, 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.

Or. en

Amendment 250

Alexandr Vondra, Piotr Müller

Proposal for a regulation

Recital 13 a (new)

Text proposed by the Commission

Amendment

(13a) Ensuring the reparability of vehicles throughout their lifespan is a fundamental pillar of a truly sustainable and circular automotive economy. Vehicles should not be prematurely classified as end-of-life when they remain repairable, as this would lead to unnecessary waste, economic inefficiencies, and an undue burden on vehicle owners. A vehicle should only be deemed an end-of-life vehicle when it cannot reasonably be restored to meet roadworthiness test requirements and thus presents a safety risk to road users. The longevity of vehicles depends not only on their initial design but also on the availability of affordable and competitive repair and maintenance services. Independent repairers must be able to operate under fair and transparent conditions to ensure that consumers are not solely dependent on manufacturer-controlled repair networks, which could otherwise limit competition, increase costs, and reduce service availability. Barriers to repair, including restrictions on access to spare parts, diagnostic tools, the unjustified linking of parts to a specific vehicle, and technical information, must be prevented to safeguard consumer choice and ensure the efficient use of resources. The ability to repair and maintain vehicles is of particular societal and economic importance, especially for lower-income individuals and families who rely on affordable second-hand vehicles as their primary means of transport. Restricting repair options disproportionately impacts those in rural or economically disadvantaged regions, where public transport infrastructure is insufficient, thereby limiting their independence, mobility, and access to employment, education, and essential services. Safeguarding reparability is therefore not only an environmental and economic imperative but also a matter of equal access to opportunities. Furthermore, certain categories of vehicles require special consideration to ensure their continued usability and preservation. These include off-road vehicles, leisure vehicles, and historic or classic vehicles, which are often maintained beyond standard commercial lifecycles and require continued, often major repairs to preserve their intended function, cultural value, and usability. These vehicles are frequently restored and maintained over extended periods by enthusiasts and small businesses, contributing to economic activity and employment in specialized restoration and repair sectors. This Regulation should ensure that such vehicles are not unduly classified as end-of-life, thereby preserving their continued use and restoration.

Or. en

Amendment 251

Pietro Fiocchi

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. 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 to the extent possible, where required, to prevent adverse effect on human health or the environment, throughout their life-cycle

__________________

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

Amendment 252

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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, in line with the One Health approach, 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 health or the environment, throughout their life-cycle.

__________________

Or. en

Amendment 253

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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. 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.

__________________

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 254

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 15 a (new)

Text proposed by the Commission

Amendment

(15a) With a view to further restrictions on substances present in vehicles or used in their manufacturing, it is appropriate to carry out a mapping of substances of concern, defined in the Chemicals Strategy for Sustainability as substances having a chronic effect on health or the environment, such as substances in the candidate list for eventual inclusion in Annex XIV to Regulation (EC) No 1907/2006 and in Annex VI to Regulation (EC) No 1272/2008, but also those which hamper recycling for safe and high quality secondary raw materials, in the context of the substance evaluation planned in the REACH Evaluation Joint Action Plan published on the website of the European Chemicals Agency set up under Regulation (EC) No 1907/2006 (‘the Agency’).

Or. en

Amendment 255

Jonas Sjöstedt

Proposal for a regulation

Recital 16

Text proposed by the Commission

Amendment

(16) Directive 2000/53/EC provides exemptions to the restrictions on the use of lead and cadmium in batteries used in vehicles, which are taken over by this Regulation. However, the use of substances in batteries is comprehensively regulated in Regulation (EU) No 2023/[Batteries] of the European Parliament and of the Council50 . Therefore, such substances should be addressed and eventually their restrictions and related exemptions transferred, as appropriate, to that Regulation and should not be regulated in this Regulation. Prior to introducing such restrictions under Regulation (EU) No 2023/[Batteries], a comprehensive assessment should be carried out under that Regulation to evaluate, if an exemption is still required and in what scope.

(16) Directive 2000/53/EC provides exemptions to the restrictions on the use of lead and cadmium in batteries used in vehicles, which are taken over by this Regulation. However, the use of substances in batteries is comprehensively regulated in Regulation (EU) No 2023/1542 of the European Parliament and of the Council50 . Therefore, such substances should be addressed and eventually their restrictions and related exemptions transferred, as appropriate, to that Regulation and should not be regulated in this Regulation. Prior to introducing such restrictions under Regulation (EU) No 2023/[Batteries], a comprehensive assessment should be carried out under that Regulation to evaluate, if an exemption is still required and in what scope.

__________________

50 Regulation of the European Parliament and the Council of [date] 2023 concerning batteries and waste batteries, amending Directive 2008/98/EC and Regulation (EU) 2019/1020 and repealing Directive 2006/66/EC (OJ L […]).

Or. en

Amendment 256

Christine Singer

Proposal for a regulation

Recital 17

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.

(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 the adoption of such a delegated act, the Commission should consult relevant experts and stakeholders to ensure that, in addition to the impacts on human and environmental health, the broader socioeconomic impacts are also 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.

Or. en

Justification

The Commission does not always have the required expertise, especially when it comes to technical details and application in practice.

Amendment 257

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 17 a (new)

Text proposed by the Commission

Amendment

(17a) In order to ensure that substances that pose an unacceptable risk to human health or to the environment when used in vehicles or are present in end-of- life of vehicles, can be duly addressed, the power to adopt acts in accordance with Article 290 TFEU should be delegated to the Commission in respect of amending restrictions on substances in vehicles.

Or. en

Amendment 258

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 18

Text proposed by the Commission

Amendment

(18) To increase circularity in the automotive sector, vehicles should progressively be designed and manufactured in such a way which incorporates recycled materials instead of primary raw materials. The use of recycled materials allows for a more resource-efficient use of materials, decarbonises production and reduces negative environmental impacts related to the use of primary raw materials. Increased circularity for the vehicles manufactured in third countries that are placed on the Union market will also contribute to reducing greenhouse gas emissions globally, including the Union. It also reduces raw material and energy dependencies linked to the supply of primary raw materials and at the same time reinforces the market for secondary raw materials. Although there are no requirements concerning the use of recycled content on a global level, many manufacturers have already incorporated recycled materials in their vehicles. Establishing targets and uniform provisions on how to calculate the recycled content will provide legal certainty and contribute to creating fair competition between manufacturers. The requirements will apply to all manufacturers intending to place vehicles on Union’s market, irrespective of where they are based. Acknowledging the importance of global value chains in the automotive sector, the Regulation should allow for sourcing the secondary raw materials from outside the Union.

(18) To increase circularity in the automotive sector, vehicles should progressively be designed and manufactured in such a way which incorporates recycled materials instead of primary raw materials. The use of recycled materials allows for a more resource-efficient use of materials, decarbonises production and reduces negative environmental impacts related to the use of primary raw materials. Increased circularity for the vehicles manufactured in third countries that are placed on the Union market will also contribute to reducing greenhouse gas emissions globally, including the Union. It also strengthens the Union’s strategic autonomy and competitiveness by reducing raw material and energy dependencies linked to the supply of primary raw materials, particularly by contributing to retain valuable critical raw materials within the Union, and at the same time reinforcing the market for secondary raw materials. Although there are no requirements concerning the use of recycled content on a global level, many manufacturers have already incorporated recycled materials in their vehicles. Establishing targets and uniform provisions on how to calculate the recycled content will provide legal certainty and contribute to creating fair competition between manufacturers. The requirements will apply to all manufacturers intending to place vehicles on Union’s market, irrespective of where they are based. Acknowledging the importance of global value chains in the automotive sector, the Regulation should allow for sourcing the secondary raw materials from outside the Union.

Or. en

Amendment 259

Filip Turek, Elisabeth Dieringer, Jorge Buxadé Villalba, Jorge Martín Frías, Klara Dostalova, Ondřej Knotek, Jaroslava Pokorná Jermanová, Jana Nagyová, Jaroslav Bžoch, Ondřej Kovařík, Virginie Joron, Nikola Bartůšek

Proposal for a regulation

Recital 18

Text proposed by the Commission

Amendment

(18) To increase circularity in the automotive sector, vehicles should progressively be designed and manufactured in such a way which incorporates recycled materials instead of primary raw materials, provided that recycled content does not alter the safety performance of vehicles. The use of recycled materials allows for a more resource-efficient use of materials, decarbonises production and reduces negative environmental impacts related to the use of primary raw materials. Increased circularity for the vehicles manufactured in third countries that are placed on the Union market will also contribute to reducing greenhouse gas emissions globally, including the Union. It also reduces raw material and energy dependencies linked to the supply of primary raw materials and at the same time reinforces the market for secondary raw materials. Although there are no requirements concerning the use of recycled content on a global level, many manufacturers have already incorporated recycled materials in their vehicles. Establishing targets and uniform provisions on how to calculate the recycled content will provide legal certainty and contribute to creating fair competition between manufacturers. The requirements will apply to all manufacturers intending to place vehicles on Union’s market, irrespective of where they are based. Acknowledging the importance of global value chains in the automotive sector, the Regulation should allow for sourcing the secondary raw materials from outside the Union.

Or. en

Justification

Vehicles undergo strict safety and performance assessments to ensure that they are type-approved for passengers. The use of extensive recycled content requires prior assessment of its impact on the overall safety and quality of the vehicle.

Amendment 260

Silvia Sardone, Valérie Deloge, Aldo Patriciello, Filip Turek, Marie-Luce Brasier-Clain, Roberto Vannacci, Matthieu Valet, Anne-Sophie Frigout, Mathilde Androuët, Ondřej Knotek, Susanna Ceccardi, Jana Nagyová

Proposal for a regulation

Recital 18

Text proposed by the Commission

Amendment

(18) To increase circularity in the automotive sector, vehicles should progressively be designed and manufactured in such a way which incorporates recycled materials instead of primary raw materials, provided that recycled content does not alter the safety performance of vehicles. The use of recycled materials allows for a more resource-efficient use of materials, decarbonises production and reduces negative environmental impacts related to the use of primary raw materials. Increased circularity for the vehicles manufactured in third countries that are placed on the Union market will also contribute to reducing greenhouse gas emissions globally, including the Union. It also reduces raw material and energy dependencies linked to the supply of primary raw materials and at the same time reinforces the market for secondary raw materials. Although there are no requirements concerning the use of recycled content on a global level, many manufacturers have already incorporated recycled materials in their vehicles. Establishing targets and uniform provisions on how to calculate the recycled content will provide legal certainty and contribute to creating fair competition between manufacturers. The requirements will apply to all manufacturers intending to place vehicles on Union’s market, irrespective of where they are based. Acknowledging the importance of global value chains in the automotive sector, the Regulation should allow for sourcing the secondary raw materials from outside the Union.

Or. en

Amendment 261

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 18

Text proposed by the Commission

Amendment

(18) To increase circularity in the automotive sector, vehicles should progressively be designed and manufactured in such a way which incorporates recycled materials instead of primary raw materials. The use of recycled materials allows for a more resource-efficient use of materials, decarbonises production and reduces negative environmental impacts related to the use of primary raw materials. Increased circularity for the vehicles manufactured in third countries that are placed on the Union market will also contribute to reducing greenhouse gas emissions globally, including the Union. It also reduces raw material and energy dependencies linked to the supply of primary raw materials and at the same time reinforces the market for secondary raw materials. Although there are no requirements concerning the use of recycled content on a global level, many manufacturers have already incorporated recycled materials in their vehicles. Establishing targets and uniform provisions on how to calculate the recycled content will provide legal certainty and contribute to creating fair competition between manufacturers. The requirements will apply to all manufacturers intending to place vehicles on Union’s market, irrespective of where they are based, including when they are placed on market through online marketplaces. Acknowledging the importance of global value chains in the automotive sector, the Regulation should allow for sourcing the secondary raw materials from outside the Union.

Or. en

Amendment 262

Matteo Ricci, Pierfrancesco Maran, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado, Elena Sancho Murillo

Proposal for a regulation

Recital 18 a (new)

Text proposed by the Commission

Amendment

(18a) The transition towards the circular economy in the automotive sector should be accompanied by measures that safeguard job security and create new employment opportunities. This Regulation should be able to support workers through a just transition, by integrating social, economic, and environmental sustainability aspects.

Or. en

Amendment 263

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

deleted

Or. en

Amendment 264

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

(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, mandatory targets should be established to require the inclusion in new vehicles of minimum amounts of plastics recycled from post-consumer waste. Accordingly, each vehicle type approved starting 48 months after the entry into force of this Regulation should contain twenty percent of plastic recycled from post-consumer plastic waste. As of 72 months after the entry into force of this Regulation, the target should be of thirty percent and 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. This two-step approach will provide a pathway to the industry, guarantee gradual improvements, and unlock investments. In order to ensure uniform conditions for the implementation this obligation, implementing powers should be conferred on the Commission to establish a 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. The verification methodology should guarantee equivalent conditions of waste management and recycling within the Union and outside of the Union and may require demonstration of compliance through a certification by an independent and accredited third party with appropriate qualifications.

Or. en

Amendment 265

Pascal Canfin, Yvan Verougstraete, Sandro Gozi, Gerben-Jan Gerbrandy

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

(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. To ensure a level playing field, it is necessary to address the related environmental concerns in a non-discriminatory manner with regard to domestically produced and imported recycled plastic. To that end, recycled plastics integrated in vehicles imported in the Union should be subject to equivalent conditions with regard to emissions and separate collection and sustainability criteria for recycling technologies.

Or. en

Amendment 266

Christine Singer

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

(19) In view of the low recycling rate for plastics, particularly from end-of-life vehicles, and the overall negative impacts of other forms of plastic waste treatment, it is appropriate to increase the use of recycled plastics in vehicles. To this end, a binding target for recycled plastics from pre-consumer and post-consumer waste streams in new vehicles should be included. Accordingly, each vehicle type should contain twenty-five percent plastic that has been recycled from both pre-consumer and post-consumer plastic waste streams, including bio-based plastics. Twenty-five percent of this recycling share for plastics should be achieved by recycling plastics from waste streams originating from end-of-life vehicles, incorporated into the respective vehicle type. To ensure uniform conditions for the implementation of this obligation, an independent group of experts should establish a methodology for calculating and verifying the proportion of plastics recovered from pre-consumer and post-consumer waste as well as from end-of-life vehicles, and incorporated into the respective vehicle type, taking into account the best available recycling technology, including chemical recycling.

Or. en

Justification

The Commission should not be the one in charge developing a methodology for calculating and verifying the proportion of plastics recovered from pre-consumer and post-consumer waste as well as from end-of-life vehicles. An independent group of experts with the best knowledge would be more indicated for that.

Amendment 267

Laurent Castillo

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

(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-five percent of plastic recycled from both, pre-consumer and 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 pre-consumer and post-consumer waste, and from end-of-life vehicles respectively, present in and incorporated into the vehicle type and which takes into account the best available recycling technology, with a priority for mechanical recycling.

Or. en

Amendment 268

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

Or. en

Justification

Based on the currently available recycling technologies, the proposal of a 25% recycled plastic target is not technically achievable for car manufacturers, and would result in disproportionate costs for producers and consequently prohibitive costs for consumers. Additionally, in order to reduce reliance on primary raw materials, a broader range of sustainable materials should be considered. This includes pre-consumer recyclates, materials deriving from chemical recycling and bio-based materials. All relevant waste streams, such as waste generated from vehicle production and workshop waste, should be factored into the target. Furthermore, the current availability of closed loop secondary raw materials that comply with safety and quality standards required for vehicles is extremely low. This challenge is largely due to the current state of recycling technologies, the long lifespan of vehicles and the presence of legacy substances that are no longer permitted nor desired in new vehicle types. Given these constraints, the establishment of any closed-loop targets must first rely on a comprehensive evaluation process with active participation of industry stakeholders.

Amendment 269

Sirpa Pietikäinen

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

Or. en

Amendment 270

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

Or. en

Amendment 271

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

Or. en

Amendment 272

Jonas Sjöstedt

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

Or. en

Amendment 273

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

Proposal for a regulation

Recital 19

Text proposed by the Commission

Amendment

Or. fr

Amendment 274

Pascal Canfin, Yvan Verougstraete, Sandro Gozi, Gerben-Jan Gerbrandy

Proposal for a regulation

Recital 19 a (new)

Text proposed by the Commission

Amendment

(19a) In order to boost innovation and drive a market for bio based solutions, the Commission should publish, by 96 months after the entry into force of this Regulation, a review of the state of technological development and environmental performance of bio-based plastic in vehicles, and where appropriate, present a legislative proposal to introduce sustainability requirements and dedicated targets.

Or. en

Amendment 275

Bruno Tobback, Elisabeth Grossmann

Proposal for a regulation

Recital 19 b (new)

Text proposed by the Commission

Amendment

(19b) The minimum recycled content targets for plastics set out in this Regulation shall be composed of plastic waste recycled in the EU or plastic waste coming from a third country applying waste management and recycling practices in line with relevant EU legislation. Compliance shall be verified and documented by an accredited third party.

Or. en

Justification

Setting recycled content targets will not have any positive effects on the environment nor the competitiveness and strategic autonomy of the EU if the recycled content does not originate from the EU or from a third country that produces recycled content with verified EU social, environment and safety standards. Importing third country virgin, greenwashed or low quality recycled content is counterproductive to EU goals and targets.

Amendment 276

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

deleted

Or. en

Justification

Any proposal to include a recycled steel target would have a disproportionate impact on the affordability of vehicles.

Amendment 277

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(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, reduce energy consumption and costs, and enhance resilience by reducing dependencies on primary raw materials supplies, it is appropriate to increase the uptake of recycled steel in vehicles. To this end, targets should be established for the inclusion of minimum amounts of steel recycled from post-consumer waste in new vehicles. Accordingly, each vehicle type approved starting 48 months and 108 months from the entry into force of this Regulation should contain thirty and forty percent of steel recycled from post-consumer recycled steel respectively. Seventy-five percent of these recycled content targets for steel should be achieved by including steel recycled from end-of-life vehicles in the vehicle type concerned. In order to ensure uniform conditions for the implementation of this obligation, implementing powers should be conferred on the Commission to establish a methodology for the calculation and verification of the share of steel recovered from post-consumer waste, and from end-of-life vehicles respectively, present in and incorporated into the vehicle type. The verification methodology should guarantee equivalent conditions of waste management and recycling within the Union and outside of the Union and may require demonstration of compliance through a certification by an independent and accredited third party with appropriate qualifications.

Or. en

Amendment 278

Pascal Canfin, Yvan Verougstraete, Sandro Gozi

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(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, a target for integrating recycled steel from post-consumer waste in new vehicles should be set. In addition, 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 low-carbon steel 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. In order to ensure uniform conditions for the implementation this obligation, delegating powers should be conferred on the Commission to establish methodology for the calculation and verification of the share of steel recovered from post-consumer steel waste and low-carbon steel present in and incorporated into the vehicle type.

Or. en

Amendment 279

Dennis Radtke

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(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 low CO2 steel and steel recycled from post-consumer steel waste 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, also including impacts on other steel using sectors and global GHG emissions. 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 steel recovered from post-consumer steel waste present in and incorporated into the vehicle type.

Or. en

Justification

Increasing steel recycled content in the automotive sector in the absence of an overall increase of scrap availability would have a negative impact on other steel using sectors where scrap would no longer be available, both in terms of recycled content and GHG emissions (substitution effect).

Amendment 280

Susana Solís Pérez

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(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 post-consumer steel waste 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, also including impacts on other steel using sectors and global GHG emissions. 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 steel recovered from post-consumer steel waste present in and incorporated into the vehicle type.

Or. en

Amendment 281

Laurent Castillo

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(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 post-consumer steel waste 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, also including impacts on other steel using sectors and global GHG emissions. 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 steel recovered from post-consumer steel waste present in and incorporated into the vehicle type.

Or. en

Amendment 282

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

Or. en

Amendment 283

Jonas Sjöstedt

Proposal for a regulation

Recital 20

Text proposed by the Commission

Amendment

(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 environmental impact linked to the production of new vehicles and support the move of the automotive industry towards climate neutrality, a mandatory target for steel recycled from post-consumer waste should be included in new vehicles. Accordingly, each vehicle type should contain forty percent of steel recycled by weight from post-consumer steel waste. Seventy-five percent of this recycled content target for steel should be achieved by including steel 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 steel recovered from post-consumer steel waste present in and incorporated into the vehicle type.

Or. en

Amendment 284

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 20 a (new)

Text proposed by the Commission

Amendment

(20a) The automotive sector is also one of the biggest users of aluminium, representing more than forty percent of total demand, and the use is increasing. The current uptake of recycled aluminium in new vehicles is 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, reduce energy consumption and costs, and enhance resilience by reducing dependencies on primary raw materials supplies, it is appropriate to increase the uptake of recycled aluminium in vehicles. To this end, targets should be established to mandate the inclusion of minimum amounts of aluminium recycled from post-consumer waste in new vehicles. Accordingly, each vehicle type approved starting 48 months and 108 months from the entry into force of this Regulation should contain thirty and fifty percent of aluminium recycled from post-consumer recycled aluminium respectively. Ten and twenty percent of these recycled content targets for aluminium, respectively, should be achieved by including aluminium 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 a methodology for the calculation and verification of the share of aluminium recovered from post-consumer waste, and from end-of-life vehicles respectively, present in and incorporated into the vehicle type. The verification methodology should guarantee equivalent conditions of waste management and recycling within the Union and outside of the Union and may require demonstration of compliance through a certification by an independent and accredited third party with appropriate qualifications. The establishment of the recycled content targets should go hand in hand with design and treatment requirements that allow dismantling, removal and separation of the materials so they can keep the same quality and down-cycling is avoided.

Or. en

Amendment 285

Jonas Sjöstedt

Proposal for a regulation

Recital 20 a (new)

Text proposed by the Commission

Amendment

(20a) Aluminium is one of the fastest growing materials used by the automotive sector in the manufacture of vehicles. In order to contribute to lowering the environmental impact linked to the production of new vehicles and support the move of the automotive industry towards climate neutrality, a mandatory target for aluminium recycled from post-consumer waste should be included in new vehicles. Accordingly, each vehicle type should contain fifty percent of aluminium recycled by weight from post-consumer aluminium waste. Twenty percent of this recycled content target for aluminium should be achieved by including aluminium 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 aluminium recovered from post-consumer aluminium waste present in and incorporated into the vehicle type.

Or. en

Amendment 286

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 21

Text proposed by the Commission

Amendment

(21) There is a potential to increase the use of recycled content in vehicles for other materials commonly used by the automotive industry for which markets for secondary raw materials are underdeveloped, the footprint linked to the production of primary raw materials is high or recycling levels are limited, while sorting and recycling technologies are improving. It is therefore appropriate for the Commission to assess the desirability, feasibility and impacts of setting out targets on recycled content of neodymium, dysprosium, praseodymium, terbium, samarium, boron used in permanent magnets as well as for aluminium and its alloys, or magnesium and its alloys. For the feasibility of potentially setting targets on specific types of aluminium and magnesium alloys, the study should address the matching of demand by secondary supply in general and in particularly investigate the trade-off between maximising economies of scale by specifying a minimum number of alloy families versus maximising value retention by sorting into a wider range of specific alloy types.

(21) There is a potential to increase the use of recycled content in vehicles for other materials commonly used by the automotive industry for which markets for secondary raw materials are underdeveloped, the footprint linked to the production of primary raw materials is high or recycling levels are limited, while sorting and recycling technologies are improving. It is therefore appropriate for the Commission to assess the desirability, feasibility and impacts of setting out targets on recycled content of neodymium, dysprosium, praseodymium, terbium, samarium, nickel, cobalt, and boron used in permanent magnets as well as for aluminium and its alloys, magnesium and its alloys, glass and rubber. For the feasibility of potentially setting targets on specific types of aluminium and magnesium alloys, the study should address the matching of demand by secondary supply in general and in particularly investigate the trade-off between maximising economies of scale by specifying a minimum number of alloy families versus maximising value retention by sorting into a wider range of specific alloy types.

Or. en

Amendment 287

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado, Elena Sancho Murillo

Proposal for a regulation

Recital 21

Text proposed by the Commission

Amendment

(21) There is a potential to increase the use of recycled content in vehicles for other materials commonly used by the automotive industry for which markets for secondary raw materials are underdeveloped, the footprint linked to the production of primary raw materials is high or recycling levels are limited, while sorting and recycling technologies are improving. It is therefore appropriate for the Commission to assess the desirability, feasibility and impacts of setting out targets on recycled content of neodymium, dysprosium, praseodymium, terbium, samarium, nickel, cobalt, boron used in permanent magnets as well as for aluminium and its alloys, copper or magnesium and its alloys. For the feasibility of potentially setting targets on specific types of aluminium and magnesium alloys, the study should address the matching of demand by secondary supply in general and in particularly investigate the trade-off between maximising economies of scale by specifying a minimum number of alloy families versus maximising value retention by sorting into a wider range of specific alloy types.

Or. en

Amendment 288

Jonas Sjöstedt

Proposal for a regulation

Recital 21

Text proposed by the Commission

Amendment

(21) There is a potential to increase the use of recycled content in vehicles for other materials commonly used by the automotive industry for which markets for secondary raw materials are underdeveloped, the footprint linked to the production of primary raw materials is high or recycling levels are limited, while sorting and recycling technologies are improving. It is therefore appropriate for the Commission to assess the desirability, feasibility and impacts of setting out targets on recycled content of neodymium, dysprosium, praseodymium, terbium, samarium, boron used in permanent magnets as well as for magnesium and its alloys. For the feasibility of potentially setting targets on specific types of magnesium alloys, the study should address the matching of demand by secondary supply in general and in particularly investigate the trade-off between maximising economies of scale by specifying a minimum number of alloy families versus maximising value retention by sorting into a wider range of specific alloy types.

Or. en

Amendment 289

Jorge Martín Frías, Jorge Buxadé Villalba

Proposal for a regulation

Recital 22

Text proposed by the Commission

Amendment

(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.

deleted

Or. es

Amendment 290

Jorge Martín Frías, Jorge Buxadé Villalba

Proposal for a regulation

Recital 22

Text proposed by the Commission

Amendment

Or. es

Amendment 291

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 22

Text proposed by the Commission

Amendment

(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, nickel, cobalt, boron, glass and rubber 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.

Or. en

Amendment 292

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado, Elena Sancho Murillo

Proposal for a regulation

Recital 22

Text proposed by the Commission

Amendment

(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, copper, magnesium and its alloys, neodymium, dysprosium, praseodymium, terbium, samarium, nickel, cobalt 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, delegating 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.

Or. en

Amendment 293

Jonas Sjöstedt

Proposal for a regulation

Recital 22

Text proposed by the Commission

Amendment

(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 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.

Or. en

Amendment 294

Jonas Sjöstedt

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).

Or. en

Amendment 295

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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/[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 their battery packs 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. The Commission should encourage the development of standards for design and assembly techniques that facilitate the maintenance, repair and repurposing of batteries and battery packs. 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 296

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 24

Text proposed by the Commission

Amendment

(24) In order to ensure that vehicle parts and components, including batteries and e-drive motors, can be removed, repaired, remanufactured, refurbished, retrofitted, replaced and recycled, it is necessary to introduce design requirements for new vehicles types, ensuring that these parts and components can be removed in a readily and non-destructive manner by authorised treatment facilities or repair, maintenance and retrofit operators during any phase of the life-cycle of a vehicle. Design requirements should enable batteries to be recycled in accordance with the requirements of the Regulation (EU) 2023/1542. 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 297

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

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 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 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/[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 and requirements concerning access to technical and digital information 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 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 ensure uniform conditions for the implementation of this design requirement, implementing powers should be conferred on the Commission.

Or. fr

Amendment 298

Jonas Sjöstedt

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) 2023/1542, 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 components 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 299

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 24 a (new)

Text proposed by the Commission

Amendment

(24a) In order to support more circular approaches in the automotive sector and enable consumers to make informed decisions, a mandatory repairability index for electric vehicles should be established. The repairability index should cover crucial aspects of vehicle repair and maintenance, such as availability and price of spare parts and repair tools. 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 such index, based on an assessment of the most suitable design.

Or. en

Amendment 300

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 24 b (new)

Text proposed by the Commission

Amendment

(24b) The availability and affordability of spare parts are essential to the repairability, longevity, and sustainability of vehicles, and are key to promoting a circular economy, in line with the objectives outlined in the Circular Economy Action Plan. In order to reduce premature vehicle replacement and minimise the environmental impacts associated with waste generation, it is necessary to ensure that critical components, including batteries, e-drive motors, and other essential parts, remain accessible for a minimum period following the vehicle's market placement. To support the durability and repairability of vehicles, this Regulation should require manufacturers to guarantee the availability of spare parts for a period of 20 years after the end of placement on the market.

Or. en

Amendment 301

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 26

Text proposed by the Commission

Amendment

(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 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 adopt implementing acts in order to provide manufacturers with the commonly agreed standards to be used for conducting a life cycle assessment quantifying the environmental impacts and resource use of vehicle production and end-of-life management as part of their circularity strategies. 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.

Or. en

Amendment 302

Proposal for a regulation

Recital 26

Text proposed by the Commission

Amendment

(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 developed at company level and based on proven technologies. The circularity strategy should 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.

Or. en

Justification

Developing separate circularity strategies for each vehicle model would result in redundant processes, higher costs, and operational inefficiencies. A single, unified company-wide approach allows for standardised processes in material sourcing, recycling and end-of-life management, enabling economies of scale and more efficient use of resources.

Amendment 303

Proposal for a regulation

Recital 26

Text proposed by the Commission

Amendment

(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 developed at company level and based on proven technologies. The circularity strategy should 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.

Or. en

Amendment 304

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

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.

deleted

Or. fr

Amendment 305

Maria Grapini

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(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, repair and maintenance operators and waste management operators in the automotive value chain are essential to maximise the 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 dismantlers, waste management operators and repair and maintenance operators unrestricted, standardised and non-discriminatory access to the information referred to in paragraph 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 vehicles, 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.

Or. ro

Amendment 306

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(28) Access to up-to-date information and timely communication between vehicle manufacturers and repair, maintenance, retrofit and waste management operators across the automotive value chain are essential to maximise repair, reuse, remanufacturing, retrofitting 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 retrofit, repair and maintenance operators timely, unrestricted, standardised and non-discriminatory access to information during at least twenty years after the date of end of placement on the market enabling safe and non-destructive removal, repair, refurbishment, retrofitting, remanufacturing and replacement of certain parts, components and materials present in a vehicle. The information should guide the waste management operators and retrofit, 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 retrofit, 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.

Or. en

Amendment 307

Zala Tomašič, Milan Zver

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(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]. It is important that intellectual property rights are duly respected, ensuring that access to technical information does not compromise proprietary technologies or trade secrets. 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.

Or. en

Amendment 308

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(28) Access to up-to-date information and timely communication between vehicle manufacturers, repair and maintenance operators, 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, immediate, free, standardised and non-discriminatory access to information enabling safe and non-destructive removal and replacement, and repair, remanufacturing, and refurbishment where appropriate, 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 battery packs, 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.

Or. en

Amendment 309

Jonas Sjöstedt, Luke Ming Flanagan

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(28) Access to up-to-date information and timely communication between vehicle manufacturers, dismantlers, remanufacturers, repair, retrofitting and maintenance operators 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 dismantlers, retrofitters, remanufacturers 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 and their constituent 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. 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.

Or. en

Amendment 310

Jens Gieseke, Paulius Saudargas

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(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 retrofit operators, repair and maintenance operators unrestricted, standardised and non-discriminatory access to information, e.g. via existing tools used by the Automotive Industry, 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.

Or. en

Justification

Retrofit operators are important operators in the aftermarket.

Amendment 311

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

Proposal for a regulation

Recital 28

Text proposed by the Commission

Amendment

(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, information on the digital coding of parts, and information on how to access and remove 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.

Or. fr

Amendment 312

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 28 a (new)

Text proposed by the Commission

Amendment

(28a) Regulation (EU) 2024/1781 establishes binding requirements to promote durability of product, including by banning certain practices of premature obsolescence, such as the use of disproportionately fragile components, barriers to disassembly or software incompatibilities. This approach should be replicated under this Regulation to support longer lifetime of vehicles. The long-term functionality, cybersecurity, and technological compatibility of electric vehicles should therefore be safeguarded through mandatory provision of regular, secure, and accessible operating system (OS) updates by manufacturers. Such updates are indeed critical to maintain vehicle performance, address emerging cybersecurity risks, and enable compatibility with evolving infrastructure and charging standards.

Or. en

Amendment 313

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 28 a (new)

Text proposed by the Commission

Amendment

(28a) In order to encourage manufacturers to improve vehicle repairability and to provide more transparent information to consumers on the maintenance and repair costs of the vehicles they purchase, manufacturers should provide information on repairability for each new vehicle type.

Or. en

Amendment 314

Jonas Sjöstedt

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.

Or. en

Amendment 315

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 29

Text proposed by the Commission

Amendment

Or. en

Amendment 316

Alexander Bernhuber

Proposal for a regulation

Recital 29

Text proposed by the Commission

Amendment

Or. en

Justification

It is very important that repair and maintenance companies also have access to this information so that they can seamlessly integrate parts from waste management operators into a new vehicle.

Amendment 317

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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 and repair and maintenance 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 318

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 and repair and maintenance 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

Justification

Repair and maintenance operators should be included in the beneficiaries of access to information, and access to information should also include access to coding for the reintegration of parts into new vehicles.

Amendment 319

Alexandr Vondra, Piotr Müller

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 and repair and maintenance 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 320

Ivars Ijabs, Svenja Hahn

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.

deleted

__________________

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.

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.

Or. en

Amendment 321

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 31

Text proposed by the Commission

Amendment

(31) In order to facilitate the repair, refurbishment, remanufacturing, retrofitting, replacement and end-of-life treatment of vehicles and their parts, components and materials, vehicle manufacturers should provide, via digital tools, accurate, complete and up-to-date information on vehicle parts, and components, and materials. A Circularity Vehicle Passport should therefore be developed and made available as a data carrier for such information, in a manner that is consistent, complementary and integrated 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.

__________________

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.

Or. en

Amendment 322

Christine Singer, Andreas Glück

Proposal for a regulation

Recital 31

Text proposed by the Commission

Amendment

__________________

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.

Or. en

Justification

Administrative burden should be kept as low as possible.

Amendment 323

Jonas Sjöstedt

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 Digital 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 2024/1781 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.

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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.

Or. en

Amendment 324

Pascal Canfin, Yvan Verougstraete, Sandro Gozi, Gerben-Jan Gerbrandy

Proposal for a regulation

Recital 31 a (new)

Text proposed by the Commission

Amendment

(31a) In laying down the design and requirement for the passport, the Commission should ensure information sources are based on the existing platforms in the automotive sector, including, but not limited to, IDIS for dismantling, IMDS for material declarations or individual groups of manufacturers platforms for tracking spare part availabilities.

Or. en

Amendment 325

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 33

Text proposed by the Commission

Amendment

(33) In order to guarantee the safe and environmentally sound treatment of end-of-life vehicles, any establishment or undertaking intending to perform waste treatment operations for these vehicles should obtain an authorisation from the competent authority. The authorisation should be granted only if the establishment or undertaking has the technical, financial and organisational capacity needed to carry out the end-of-life treatment operations for vehicles in a manner that complies with the applicable EU and national law, including the specific treatment requirements established in this Regulation. Additionally, authorised treatment facilities should have the competence to issue certificates of destruction in accordance with this Regulation.

(33) This Regulation builds on the waste management rules and general principles laid down in Directive 2008/98/EC of the European Parliament and of the Council, which should be adapted to reflect the specific nature of end -of- life vehicles In order to guarantee the safe and environmentally sound treatment of end-of-life vehicles, any establishment or undertaking intending to perform waste treatment operations, including collection, for these vehicles should obtain an authorisation from the competent authority. The authorisation should be granted only if the establishment or undertaking has the technical, financial and organisational capacity needed to carry out the end-of-life treatment operations for vehicles in a manner that complies with the applicable EU and national law, including the specific treatment requirements established in this Regulation. Additionally, authorised treatment facilities should have the competence to issue certificates of destruction in accordance with this Regulation.

Or. en

Amendment 326

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 33 a (new)

Text proposed by the Commission

Amendment

(33a) Member States should be allowed to adopt measures under their national laws to require that producers or producer responsibility organisations conclude contracts with authorised treatment facilities for the purposes of fulfilling their producer responsibility obligations. In order to achieve the objectives of this Regulation, including the promotion of a circular economy, implementing powers should be conferred on the Commission to lay down detailed rules to ensure that such contracts can operate on fair, transparent and non-discriminatory terms as regards different categories of producers and producer responsibility organisations.

Or. en

Amendment 327

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 34

Text proposed by the Commission

Amendment

(34) Directive 2000/53/EC establishes a basic obligation for vehicle producers to cover part of the costs of collection of end-of-life vehicles. Building on this obligation, in line with the polluter-pays principle and consistent with the general minimum requirements for extended producer responsibility schemes set out in Directive 2008/98/EC of the European Parliament and of the Council56 , it is appropriate to lay down at Union level requirements on the responsibilities of vehicle manufacturers relating to the management of end-of-life vehicles. Producers should have extended producer responsibility for the vehicles that they have placed on the market once they reach their end-of-life stage. The extended producer responsibility should cover the obligations to ensure that the vehicles made available by the producers on the market in a Member State are collected and treated in accordance with this Regulation and that waste management operators treating such vehicles meet the recycling targets established by this Regulation.

(34) Directive 2000/53/EC establishes a basic obligation for vehicle producers to cover part of the costs of collection of end-of-life vehicles. Building on this obligation, in line with the polluter-pays principle and consistent with the general minimum requirements for extended producer responsibility schemes set out in Directive 2008/98/EC of the European Parliament and of the Council56 , it is appropriate to lay down at Union level requirements on the responsibilities of vehicle manufacturers relating to the management of vehicles throughout their entire life-time. The extended producer responsibility should cover the obligations to ensure that the vehicles made available by the producers on the market in a Member State are collected and treated in accordance with this Regulation and that waste management operators treating such vehicles meet the recycling targets established by this Regulation.

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56 Directive 2008/98/EC of the European Parliament and of the Council of 19 November 2008 on waste and repealing certain Directives (OJ L 312, 22.11.2008, p. 3).

Or. en

Amendment 328

Beatrice Timgren

Proposal for a regulation

Recital 35

Text proposed by the Commission

Amendment

(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/[OP: Batteries], to enable producers of vehicles and producers of batteries to use one and the same register.

(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 harmonized across the Union to facilitate registration, in particular where producers make vehicles available in different Member States. Member States with existing national producer registers that meet or exceed the requirements of this Regulation should be allowed to continue using them instead of creating new redundant registers. This ensures regulatory efficiency and minimizes unnecessary administrative burdens on businesses.

Or. en

Amendment 329

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 36

Text proposed by the Commission

Amendment

(36) In case the producer makes vehicles available on the market for the first time within a territory of a Member State, where the producer is not established, the producer should designate an appointed representative for the extended producer responsibility.

(36) In case the producer makes vehicles available on the market for the first time within a territory of a Member State, where the producer is not established, the producer should designate an authorised representative for the extended producer responsibility.

Or. en

Amendment 330

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 37

Text proposed by the Commission

Amendment

(37) Producers should be able choose whether they will exercise their extended producer responsibility obligations individually or collectively, by means of producer responsibility organisations taking responsibility on their behalf. Producer responsibility organisations should ensure the confidentiality of data provided to them by producers. In order to ensure that the interests of all economic operators are properly taken into consideration and avoid that waste management operators are placed at a disadvantage in the decisions taken in extended producer responsibility schemes, a fair representation of producers and waste management operators should be ensured in the governing bodies of such organisations.

(37) Producers should be able to choose whether they will exercise their extended producer responsibility obligations individually or collectively, by means of producer responsibility organisations taking responsibility on their behalf. Member States should be able to adopt measures to make the appointment of a producer responsibility organisation mandatory. Producer responsibility organisations should ensure the confidentiality of data provided to them by producers. In order to ensure that the interests of all economic operators are properly taken into consideration and avoid that waste management operators are placed at a disadvantage in the decisions taken in extended producer responsibility schemes, a fair representation of producers and waste management operators should be ensured in the governing bodies of such organisations. Waste management operators should be subject to non-discriminatory selection procedures and, to this end, the producer responsibility organisations should also make publicly available the information related to the selection procedure for waste management operators.

Or. en

Amendment 331

Jonas Sjöstedt

Proposal for a regulation

Recital 37

Text proposed by the Commission

Amendment

(37) Producer responsibility organisations should ensure the confidentiality of data provided to them by producers. In order to ensure that the interests of all economic operators are properly taken into consideration and avoid that waste management operators are placed at a disadvantage in the decisions taken in extended producer responsibility schemes, a fair representation of producers and waste management operators should be ensured in the governing bodies of such organisations.

Or. en

Amendment 332

Beatrice Timgren

Proposal for a regulation

Recital 37

Text proposed by the Commission

Amendment

(37) Producers should be able to choose whether they will exercise their extended producer responsibility obligations individually or collectively, by means of producer responsibility organisations taking responsibility on their behalf. Producer responsibility organisations should ensure the confidentiality of data provided to them by producers. To ensure legal certainty, ELV classification should not be determined by subjective or automated criteria but should instead require a transparent, legally binding decision based on due process. No automated administrative decisions or presumptive classifications should apply, and vehicle owners must have the right to challenge ELV classifications before being forced to dispose of their vehicles.

Or. en

Amendment 333

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 37

Text proposed by the Commission

Amendment

(37) Producers should exercise their extended producer responsibility obligations collectively, by means of producer responsibility organisations taking responsibility on their behalf. Producer responsibility organisations should ensure the confidentiality of data provided to them by producers. In order to ensure that the interests of all economic operators are properly taken into consideration and avoid that waste management operators are placed at a disadvantage in the decisions taken in extended producer responsibility schemes, a parity representation of producers and waste management operators should be ensured in the governing bodies of such organisations.

Or. en

Amendment 334

Jorge Martín Frías, Jorge Buxadé Villalba

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, through their extended producer responsibility, finance part of the costs of collection for the treatment of end-of-life vehicles necessary to meet the requirements established in this Regulation.

Or. es

Amendment 335

Sara Matthieu, David Cormand

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 reduce environmental impacts of vehicle use and 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 reducing the environmental impact of vehicle use and 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. The financial contributions should also be modulated in a way that incentivises manufacturers to produce more resource and materials efficient, as well as circular, vehicles. Weight and size of the vehicles should be used among other criteria to counter the increasing weight and size of vehicle models. Member States should however consider additional incentives to address this issue, and the Commission should consider introducing maximum thresholds for the carbon footprint of vehicles, in coherence with the carbon footprint requirements of Article 7 of Regulation (EU) 2024/1252.

Or. en

Amendment 336

Christine Singer

Proposal for a regulation

Recital 39

Text proposed by the Commission

Amendment

(39) Producers should not cover alone 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. But producers cannot manage them alone. Therefore, a substantial support is needed from other sources.

Or. en

Justification

Asking producers not only to be in charge of the whole bureaucratic part, but also taking care of all the costs, is not realistic. Producers need to be supported in this.

Amendment 337

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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 inform the public and 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.

Or. en

Amendment 338

Jonas Sjöstedt

Proposal for a regulation

Recital 40

Text proposed by the Commission

Amendment

(40) Producers who choose to fulfil their extended producer responsibility obligations individually should also provide a guarantee to be used to cover the costs of management of end-of-life vehicles. Such guarantees may be used in particular in cases where the concerned producers become insolvent or permanently cease their operations.

deleted

Or. en

Amendment 339

Sirpa Pietikäinen

Proposal for a regulation

Recital 41

Text proposed by the Commission

Amendment

(41) In case a producer exercises its extended producer responsibility obligations collectively with a producer responsibility organisation, the financial contributions paid by the producer should be modulated based on harmonised criteria. Such criteria should create economic incentives for the manufacturers to increase circularity in the design and production of new vehicles, taking into consideration the amount of primary and recycled materials in a vehicle, the extent to which it contains parts, components and materials which are difficult to remove, dismantle, reuse or recycled, as well as the amount of hazardous substances that it contains. Fulfilling the collection and processing obligations of producers and producer responsibility organisations must not lead to distortions of the common market. Arrangements and agreements made for the fulfilment of obligations shall enable commercial activities. Producer responsibility in itself does not constitute a legal right of ownership for the producer of the end-of-life vehicle, but ownership is determined in the same way as for other movable property. In order 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 supplementing this Regulation by establishing detailed rules on how the criteria for the modulation of the financial contributions paid to producer responsibility organisations should be applied.

Or. en

Amendment 340

Jonas Sjöstedt

Proposal for a regulation

Recital 41

Text proposed by the Commission

Amendment

(41) The financial contributions paid by the producer to the extended producer responsibility obligations should be modulated based on harmonised criteria. Such criteria should create economic incentives for the manufacturers to increase circularity in the design and production of new vehicles, taking into consideration the amount of primary and recycled materials in a vehicle, the extent to which it contains parts, components and materials which are difficult to remove, dismantle, reuse or recycled, as well as the amount of hazardous substances that it contains. In order 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 supplementing this Regulation by establishing detailed rules on how the criteria for the modulation of the financial contributions paid to producer responsibility organisations should be applied.

Or. en

Amendment 341

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 41

Text proposed by the Commission

Amendment

(41) The financial contributions paid by the producer to the extended producer responsibility organisations should be modulated based on harmonised criteria. Such criteria should create economic incentives for the manufacturers to reduce materials consumption for the production of new vehicles, increase circularity in the design and production of new vehicles, taking into consideration the amount of primary and recycled materials in a vehicle, the extent to which it contains parts, components and materials which are difficult to remove, repair, dismantle, reuse or recycled, as well as the amount of hazardous substances that it contains, and the durability of the parts and components. In order 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 supplementing this Regulation by establishing detailed rules on how the criteria for the modulation of the financial contributions paid to producer responsibility organisations should be applied.

Or. en

Amendment 342

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 42

Text proposed by the Commission

Amendment

(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.

Or. en

Amendment 343

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 43

Text proposed by the Commission

Amendment

(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 these obligations, 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, to avoid distortion of the single market, and in respect of establishing. detailed rules for the payment by the producer responsibility organisations of costs incurred by waste management operators in third countries.

Or. en

Amendment 344

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 44

Text proposed by the Commission

Amendment

(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 ensure that all end-of-life vehicles that they have made available on the market in the territory of a Member State are collected. To this end, producers or producer responsibility organisations 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 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 345

Christine Singer

Proposal for a regulation

Recital 44

Text proposed by the Commission

Amendment

(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 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.

Or. en

Justification

Requirements for producers are too strong. They cannot set up alone collection systems, they need to be supported in this.

Amendment 346

Sirpa Pietikäinen

Proposal for a regulation

Recital 45

Text proposed by the Commission

Amendment

(45) End-of-life vehicles should be treated only in authorised treatment facilities, thus such facilities play a vital role in collection of the end-of-life vehicles. In order to facilitate collection and ensure adequate availability of facilities collecting end-of-life vehicles, this Regulation provides for a possibility for establishing collection points. The role of such points would be limited to collecting of end-of-life vehicles, storing them in proper conditions and transporting them to the authorised treatment facility. Operating such a point requires a specific permit. Collection points should be required to deliver all collected end-of-life vehicles to authorised treatment facilities.

(45) End-of-life vehicles should be treated only in authorised treatment facilities, authorised dismantlers being the first entry point for all end-of-life vehicles before delivered to shredding. The authorised dismantlers and shredders shall be separate operators to ensure that the end-of-life vehicles are appropriately and effectively dismantled, and that all required parts and components have been removed prior shredding to avoid that any reusable, recyclable or remanufacturable materials or components are being shredded by the shredder. Thus such facilities play a vital role in collection of the end-of-life vehicles. In order to facilitate collection and ensure adequate availability of facilities collecting end-of-life vehicles, this Regulation provides for a possibility for establishing collection points. The role of such points would be limited to collecting of end-of-life vehicles, storing them in proper conditions and transporting them to the authorised treatment facility. Operating such a point requires a specific permit. Collection points should be required to deliver all collected end-of-life vehicles to authorised treatment facilities, authorised dismantlers being the first entry point for all end-of-life vehicles.

Or. en

Justification

There is a risk of misconduct and neglect if the shredder is responsible for the dismantling and the removal of reusable, recyclable, remanufacturable materials and components prior shredding. Therefore, the authorized treatment facilities shall be divided into dismantlers and shredders as two separate operators, and dismantlers being the first entry point for all end-of-life vehicles. This shall be incorporated throughout the text.

Amendment 347

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 45

Text proposed by the Commission

Amendment

Or. en

Amendment 348

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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 and authorised treatment facilities. Producers should publish on their websites an updated list of collection points and authorised treatment facilities. 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. In case of a missing electric vehicle battery, the delivery of the end-of-life vehicle should remain free of charge if the last owner provides documentation to prove that the battery has been handled by a professional operator in accordance with Regulation (EU) 2023/1542. The educational campaign by producers or producer responsibility organisations should also present the consequences for the environment and health of improper collection and treatment of end-of-life vehicles.

Or. en

Amendment 349

Sirpa Pietikäinen

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, authorised dismantlers being the first entry point, 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 350

Christine Singer

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, producer responsibility organisations but also by EU and national institutions, should also present the consequences for the environment and human health of improper collection and treatment of end-of-life vehicles.

Or. en

Justification

Educational campaigns should not be restricted to producers and producers responsibility organizations. EU and national institutions should also present the consequences for environment and human health of improper collection and treatment of end-of-life vehicles.

Amendment 351

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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 be responsible for issuing 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.

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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 352

Susana Solís Pérez

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 the reception of an end-of-life vehicle. 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 upon delivery of an end-of-life vehicle, and then transmitted by the authorised treatment facilities or 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.

__________________

Or. en

Justification

CoD is the key element to make sure that the vehicle is going to be treated according to the regulation and shall be issued (as it is today) upon delivery to the authorised treatment facility (ATF). Obliging both the ATF and the last owner to transmit the CoD to the authorities is an unnecessary increase in administrative burden. This is especially true when the deregistration is processed electronically from the ATFs.

Amendment 353

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 48

Text proposed by the Commission

Amendment

(48) Despite an obligation in Directive 2000/53/EC to transfer all end-of-life vehicles for treatment to an authorised treatment facility, there is a very significant share of vehicles whose whereabouts are unknown, and which might have been either illegally treated or exported as end-of-life vehicles, or whose status is not properly reported to the Member States registration authorities. Such vehicles are referred to as “missing vehicles”. Member States should strengthen their cooperation so as to reduce the number of missing vehicles. Recognition of certificates of destruction issued in another Member State and obligation to inform the authorities of the Member States, where the vehicle is registered, that a certificate of destruction is issued, should allow for better tracking of end-of-life vehicles’ whereabouts.

(48) Despite an obligation in Directive 2000/53/EC to transfer all end-of-life vehicles for treatment to an authorised treatment facility, there is a very significant share of vehicles whose whereabouts are unknown, and which might have been either illegally treated or exported as end-of-life vehicles, or whose status is not properly reported to the Member States registration authorities. Such vehicles are referred to as “missing vehicles”. This Regulation should aim to provide a clear Union-wide framework to deal with the issue of “missing vehicles”. However, Member States should also strengthen national measures and their cooperation so as to reduce the number of missing vehicles. Recognition of certificates of destruction issued in another Member State and obligation to inform the authorities of the Member States, where the vehicle is registered, that a certificate of destruction is issued, should allow for better tracking of end-of-life vehicles’ whereabouts.

Or. en

Amendment 354

Sirpa Pietikäinen

Proposal for a regulation

Recital 48 a (new)

Text proposed by the Commission

Amendment

(48a) In order to ensure a high level of end-of-life vehicle collection and to achieve a high level of recycling, including waste recycling, without negatively affecting the functioning of the single market, Member States may use different economic and organizational incentives, including measures modelled on deposit systems, to motivate the last vehicle owner to send the vehicle for dismantling as a complete vehicle. According to Member States' reports on the implementation of the Regulation, the Commission should periodically evaluate the effect of legal and economic mechanisms on the handing of complete vehicles for disposal, as a factor demonstrating the implementation of circular economy policies.

Or. en

Amendment 355

Andreas Glück, Svenja Hahn, Christine Singer

Proposal for a regulation

Recital 49

Text proposed by the Commission

Amendment

(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. However, every owner is empowered to decide freely about their property. It is therefore the decision of the owner of an end-of-life vehicle to decide whether the end-of-life vehicle is to be delivered to a collection point or authorised treatment facility or whether the end-of-life vehicle is to be repaired or stored. If the end-of-life vehicle is to be stored, the owner has to demonstrate to the competent authority that it does not pose an environmental hazard.

Or. en

Amendment 356

Sirpa Pietikäinen

Proposal for a regulation

Recital 49

Text proposed by the Commission

Amendment

Or. en

Amendment 357

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 49

Text proposed by the Commission

Amendment

Or. en

Amendment 358

Zala Tomašič, Milan Zver

Proposal for a regulation

Recital 49 a (new)

Text proposed by the Commission

Amendment

(49a) To ensure legal certainty and protect former vehicle owners from undue liability, it is essential to establish clear provisions allowing for the deregistration of vehicles upon their lawful sale, irrespective of the buyer’s presence. Currently, former owners may remain listed in vehicle ownership registries despite having legally transferred ownership, exposing them to potential legal and financial risks if the new owner engages in unlawful activities or fails to comply with regulatory requirements. To address this issue, former owners must be granted the right to deregister a vehicle upon submission of a validated purchase agreement and proof of financial transaction. This measure ensures that vehicle registries accurately reflect current ownership status, preventing the wrongful attribution of liability to individuals who no longer possess or control the vehicle.

Or. en

Amendment 359

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

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.

deleted

Or. fr

Amendment 360

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

Proposal for a regulation

Recital 52

Text proposed by the Commission

Amendment

(52) In order to ensure traceability on their activities, the authorised treatment facilities should document the performed treatment operations and electronically store the record for a minimum of three years, and be able to present it, upon request, to relevant national authorities.

deleted

Or. fr

Amendment 361

Susana Solís Pérez

Proposal for a regulation

Recital 52

Text proposed by the Commission

Amendment

(52) In order to ensure traceability on their activities, including quality of scrap or other relevant input materials, the authorised treatment facilities should document the performed treatment operations and electronically store the record for a minimum of three years, and be able to present it, upon request, to relevant national authorities.

Or. en

Amendment 362

Laurent Castillo

Proposal for a regulation

Recital 52

Text proposed by the Commission

Amendment

(52) In order to ensure traceability on their activities including quality of scrap or other relevant input materials, the authorised treatment facilities should document the performed treatment operations and electronically store the record for a minimum of three years, and be able to present it, upon request, to relevant national authorities.

Or. en

Amendment 363

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 53

Text proposed by the Commission

Amendment

(53) The depollution of an end-of-life vehicle is the first step towards preventing damage to the environment, human health and risks to work safety. It is therefore essential that an end-of-life vehicle undergoes the necessary depollution operations as soon as possible after its delivery to the authorised treatment facility, before the end-of-life vehicle is treated any further. In this phase, waste oils should be collected and stored separately from the other fluids and liquids, and be further treated in accordance with Directive 2008/98/EC. In addition, the parts, components and materials containing lead, cadmium, mercury and hexavalent chromium, should be removed from the end-of-life vehicle, to avoid adverse effects on humans or the environment.

(53) The depollution of an end-of-life vehicle is the first step towards preventing damage to the environment, health and risks to work safety. It is therefore essential that an end-of-life vehicle undergoes the necessary depollution operations within 15 days after its delivery to the authorised treatment facility, before the end-of-life vehicle is treated any further. In this phase, waste oils should be collected and stored separately from the other fluids and liquids, and be further treated in accordance with Directive 2008/98/EC. In addition, the parts, components and materials containing lead, cadmium, mercury and hexavalent chromium, should be removed from the end-of-life vehicle, to avoid adverse effects on health or the environment.

Or. en

Amendment 364

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 53 a (new)

Text proposed by the Commission

Amendment

(53a) 1234yf, the most common refrigerant used in mobile air conditioning (MAC) systems for cars, is a per- and polyfluoroalkyl substance (PFAS). This raises significant concerns given the growing body of evidence on the risks PFAS pose to both the environment and human health. Furthermore, 1234yf degrades into trifluoroacetic acid (TFA), a persistent and mobile substance. There is a mounting body of evidence suggesting TFA could be toxic to humans, and it is being found in alarmingly increasing quantities in bodies of water, drinking water, and even human blood worldwide. While some pesticides are also a source of TFA, scientists estimate that at least 50% of TFA found in our waters and our blood could be coming from refrigerants in MAC systems. High leakage rates, especially from old vehicles, is a constant issue, posing a further challenge when servicing cars and recycling, reclaiming and reusing this PFAS refrigerant safely. However, mobile air conditioning systems can be designed using natural refrigerants, technologies in which European companies are leaders. Therefore, the Commission should consider decisive action to restrict, if not ban, the use of 1234yf in MAC systems for all new vehicles, with no derogations or loopholes in type approval, thereby ensuring a complete transition to safer alternatives. Finally, the Commission should consider banning the export of vehicles using 1234yf, or any other PFAS refrigerant, to third countries that lack appropriate legislation to address the risks associated with PFAS pollution.

Or. en

Amendment 365

Jonas Sjöstedt

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 366

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann

Proposal for a regulation

Recital 55

Text proposed by the Commission

Amendment

(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 in a non-destructive way. When parts and components cannot fulfil any of these purposes, these parts and components can also be removed in a semi-automated destructive way.. 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 only in certain exceptional cases when there is no technical potential of reuse, repair, remanufacturing or refurbishing. It should be demonstrated 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. For this purpose, the necessary information to be provided and quality requirements for the output fractions are included in Annex VII, Part G. 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 367

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 55

Text proposed by the Commission

Amendment

(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, when parts and components do not have a potential of reuse, repair, remanufacturing or refurbishing, provided it is demonstrated that the parts and components concerned do not have a potential of reuse, repair, remanufacturing or refurbishing and that they 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. For this purpose, criteria for shredding with other waste and limit values to enhance the quality of the output fractions are included in Part G of Annex VII. 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 368

Jonas Sjöstedt

Proposal for a regulation

Recital 55

Text proposed by the Commission

Amendment

(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. When parts and components cannot fulfil any of these purposes, these parts and components can also be removed in a destructive (semi-automated) way. 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, only in certain exceptional cases without a technical potential of reuse, repair, remanufacturing or refurbishing. It should be demonstrated 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. For this purpose, criteria for shredding with other wastes and limit values to enhance the quality of the output fractions are included in Part G of Annex VII. 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 369

Pascal Canfin, Yvan Verougstraete, Sandro Gozi, Ivars Ijabs

Proposal for a regulation

Recital 55

Text proposed by the Commission

Amendment

(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. 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. For this purpose, criteria for shredding with other wastes and limit values to enhance quality of the output fractions are included in Part G of Annex VII. 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 370

Pascal Canfin, Yvan Verougstraete, Sandro Gozi, Ivars Ijabs, Andreas Glück

Proposal for a regulation

Recital 56

Text proposed by the Commission

Amendment

(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 cores for remanufacturing or refurbishment. Cores, being non-functioning or partially-functioning, should contain most of the relevant parts, while the absence of minor components such as screws shall be disregarded as long as its performance is restored same-as new or even better as new.

Or. en

Amendment 371

Alexandr Vondra, Piotr Müller

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) Authorised treatment facilities should assess removed parts and components from end-of-life vehicles to determine if they are suitable for reuse, remanufacturing, or refurbishment. Cores should retain most relevant structural and functional elements, even if they are missing minor components such as screws, clips, gaskets, or fasteners, which can be replaced during remanufacturing. Non-functioning or partially functioning cores remain eligible if they can be restored to same-as-new or better-than-new performance, even with surface wear, corrosion on non-critical areas, or minor cracks that can be repaired. Electronic modules and other cores with software issues or degraded components may still be viable if they can be reprogrammed or repaired. The key criterion is that cores maintain the necessary structural integrity and material properties for successful remanufacturing or refurbishment.

Or. en

Justification

The proposed criteria are too generic and could unnecessarily restrict the availability of cores for remanufacturing if applied too rigidly. Since remanufacturing does not require a core to be fully intact, corresponding recitals should clarify that minor component absences do not impact suitability, ensuring a practical and effective implementation of Annex VII Part D.

Amendment 372

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 57

Text proposed by the Commission

Amendment

Or. en

Amendment 373

Jonas Sjöstedt

Proposal for a regulation

Recital 57

Text proposed by the Commission

Amendment

(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 374

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 58

Text proposed by the Commission

Amendment

(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 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. On the other hand, parts and components not suitable for reuse, remanufacturing or refurbishment should be considered as waste and their export should be regulated by Regulation (EU) 2024/1157. 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.

Or. en

Amendment 375

Beatrice Timgren

Proposal for a regulation

Recital 58

Text proposed by the Commission

Amendment

(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. Vehicle owners should have the right to repair, restore, and preserve their vehicles without unnecessary bureaucratic restrictions. The reuse of parts should be prioritized over disposal, thereby supporting resource efficiency and reducing unnecessary regulatory burdens on vehicle restoration and maintenance.

Or. en

Amendment 376

Andreas Glück, Svenja Hahn

Proposal for a regulation

Recital 58

Text proposed by the Commission

Amendment

(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, 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 economic operator that removed the 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 377

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 58

Text proposed by the Commission

Amendment

(58) Recognising the potential of remanufacturing, retrofitting 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, retrofitting 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, retrofitting, refurbishment or reuse.

Or. en

Amendment 378

Jonas Sjöstedt, Luke Ming Flanagan

Proposal for a regulation

Recital 58

Text proposed by the Commission

Amendment

Or. en

Amendment 379

Alexandr Vondra, Piotr Müller

Proposal for a regulation

Recital 58

Text proposed by the Commission

Amendment

(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 removed from an end-of-life vehicle or prior to its declaration as 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 cores. The relevant national authorities should be in position to request documentation, from the authorised treatment facility that removed the cores concerned, that confirms, via a dedicated assessment, the technical suitability of the relevant cores for remanufacturing, refurbishment or reuse.

Or. en

Justification

The proposal requires authorised treatment facilities to assess whether cores from ELVs meet criteria in Annex VII Part D before they are not classified as waste. To ensure legal certainty for remanufacturing, all cores, including those from used vehicles, should not be considered waste by default.

Amendment 380

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 59 a (new)

Text proposed by the Commission

Amendment

(59a) To prevent illegal (imports and) sales of non-compliant vehicle spare parts and components, on-line platforms should only put on-line for sale parts and components if they have established that there is a liable actor in the Union to guarantee compliance with legislation of those parts and components.

Or. en

Amendment 381

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

Proposal for a regulation

Recital 60

Text proposed by the Commission

Amendment

(60) In the interests of road safety and protection of the environment, certain components and parts which have been removed from end-of-life vehicles should not be reused, remanufactured or refurbished. Such parts and components should be used neither for the construction of new vehicles, nor in vehicles that have already been placed on the market.

(60) In the interests of road safety and protection of the environment, certain components and parts which have been removed from end-of-life vehicles, in particular so-called ‘consumable’ parts, should not be reused, remanufactured or refurbished.

Or. fr

Justification

The lack of clarity in this proposal—particularly regarding which parts it applies to—undermines its original goal of circularity.

Amendment 382

Sara Matthieu, David Cormand

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) Recognising the potential of remanufacturing, retrofitting 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, retrofitting 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, retrofitting, refurbishment or reuse.

Or. en

Amendment 383

Jonas Sjöstedt, Luke Ming Flanagan

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, retrofitted 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, retrofitting 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.

Or. en

Amendment 384

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

Proposal for a regulation

Recital 63

Text proposed by the Commission

Amendment

(63) The recycling of all plastics from end-of life vehicles should be continuously improved, and it is important to ensure a sufficient supply of recyclates to meet the demand for recycled plastics in vehicles. It is therefore necessary to lay out a specific recycling target of 30 % of plastics from end-of-life vehicles. This target would be complementary to the targets for (85 %) of end-of-life vehicles as well as re-use and recovery (95 %) of end-of-life vehicles by average weight per vehicle and year. To facilitate the implementation of those requirements by waste management operators, a transitional period of three years is needed. In the meantime, the current targets for the re-use and recycling (85 %) as well as re-use and recovery (95 %) of end-of-life vehicles, as established by the Directive 2000/53/EC, and based on the definition of recycling in that Directive, should continue to apply.

deleted

Or. fr

Amendment 385

Jonas Sjöstedt

Proposal for a regulation

Recital 63

Text proposed by the Commission

Amendment

(63) The recycling of all plastics from end-of-life vehicles should be continuously improved, and it is important to ensure a sufficient supply of recyclates to meet the demand for recycled plastics in vehicles. It is therefore necessary to lay out a specific recycling target of 30 % of plastics from end-of-life vehicles. This target would be complementary to the targets for (85 %) of end-of-life vehicles as well as re-use and recovery (95 %) of end-of-life vehicles by average weight per vehicle and year. To facilitate the implementation of those requirements by waste management operators, a transitional period of three years is needed. In the meantime, the current targets for the re-use and recycling (85 %) as well as re-use and recovery (95 %) of end-of-life vehicles, as established by the Directive 2000/53/EC, and based on the definition of recycling in that Directive, should continue to apply. In addition, a separate target for re-use shall be established. When parts or components are successfully remanufactured or refurbished, they should be counted towards the achievement of the reuse targets by the authorised treatment facilities.

Or. en

Amendment 386

Jorge Martín Frías, Jorge Buxadé Villalba

Proposal for a regulation

Recital 63

Text proposed by the Commission

Amendment

(63) The recycling of all plastics from end-of-life vehicles should be continuously improved, and it is important to ensure a sufficient supply of recyclates to meet the demand for recycled plastics in vehicles. It is therefore necessary, taking into account criteria such as production costs and after hearing experts, to set recycling targets for plastics from end-of-life vehicles. This target would be complementary to the targets for (85 %) of end-of-life vehicles as well as re-use and recovery (95 %) of end-of-life vehicles by average weight per vehicle and year. To facilitate the implementation of those requirements by waste management operators, a transitional period of three years is needed. In the meantime, the current targets for the re-use and recycling (85 %) as well as re-use and recovery (95 %) of end-of-life vehicles, as established by the Directive 2000/53/EC, and based on the definition of recycling in that Directive, should continue to apply.

Or. es

Amendment 387

Sirpa Pietikäinen

Proposal for a regulation

Recital 63

Text proposed by the Commission

Amendment

(63) The recycling of all plastics from end-of-life vehicles should be continuously improved, and it is important to ensure a sufficient supply of recyclates to meet the demand for recycled plastics in vehicles. It is therefore necessary to lay out a specific recycling target of 40 % of plastics from end-of-life vehicles. This target would be complementary to the targets for (85 %) of end-of-life vehicles as well as re-use and recovery (95 %) of end-of-life vehicles by average weight per vehicle and year. To facilitate the implementation of those requirements by waste management operators, a transitional period of three years is needed. In the meantime, the current targets for the re-use and recycling (85 %) as well as re-use and recovery (95 %) of end-of-life vehicles, as established by the Directive 2000/53/EC, and based on the definition of recycling in that Directive, should continue to apply.

Or. en

Amendment 388

Anne-Sophie Frigout

Proposal for a regulation

Recital 63 a (new)

Text proposed by the Commission

Amendment

(63a) whereas the recycling targets imposed by this Regulation far exceed the supply of necessary materials, risking supply disruptions and consequently a supply shock;

Or. fr

Amendment 389

Pascal Canfin, Yvan Verougstraete, Sandro Gozi, Ivars Ijabs

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.

(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 only be processed in a shredder in combination with packaging waste and waste electrical and electronic equipment, if certain criteria and limit values are met, in particular to improve the separation of copper from steel fractions.

Or. en

Amendment 390

Ivars Ijabs

Proposal for a regulation

Recital 64

Text proposed by the Commission

Amendment

Or. en

Amendment 391

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 65

Text proposed by the Commission

Amendment

(65) To further increase the treatment quality of end-of-life vehicles, it should not be possible to landfill waste fractions resulting from shredded end-of-life vehicles, which contain non-inert waste and which are not processed by post-shredder technology.

(65) In view of the waste hierarchy as established by Article 4 of Directive 2008/98/EC and to further increase the treatment quality of end-of-life vehicles, it should not be possible to landfill waste fractions resulting from shredded end-of-life vehicles, which contain non-inert waste and which are not processed by post-shredder technology.

Or. en

Amendment 392

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 66

Text proposed by the Commission

Amendment

(66) End-of-life vehicles are classified as hazardous waste and cannot be exported to non-OECD countries. Depolluted end-of-life vehicles may still be treated outside the Union, provided that those depolluted end-of-life vehicles are shipped in compliance with Regulation (EU) 2024/1157. Competent authorities in Member States should be allowed to inspect shipments of used vehicles that are suspected to be end-of-life vehicles and, where appropriate, charge the cost of analyses, inspections and storage to the producers, third parties acting on their behalf, or to other persons arranging the shipment.

Or. en

Amendment 393

Radan Kanev

Proposal for a regulation

Recital 66 a (new)

Text proposed by the Commission

Amendment

(66a) The export of valuable scrap metals, including those derived from used and end-of-life vehicles, to non-EU countries results in the loss of essential raw materials that are vital for the EU's manufacturing and defence sectors. The EU shall therefore recognise the critical role of retaining high-quality scrap to achieve the European Union's circular economy objectives in terms of raw material supply, industrial competitiveness and environmental protection. Measures should therefore be considered by the Commission to enhance the retention and recycling of high-quality metal scrap within the EU to bolster the sustainability and resilience of its manufacturing and heavy industries. Those should also assess the export rules for used vehicles and not limit this assessment to setting equivalence criteria based on waste management and environmental practices.

Or. en

Amendment 394

Alexandr Vondra

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].

(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 considered 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) 2024/1157.

Or. en

Justification

Ensuring fair conditions under the Waste Shipment Regulation (EU) 2024/1157 is essential to protect human health, the environment in developing countries, and European industry competitiveness. Waste exports should only proceed if receiving countries meet equivalent European standards and enable efficient material recovery.

Amendment 395

Sara Matthieu, David Cormand

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 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

Justification

Alignment with wording in Waste Shipment Regulation.

Amendment 396

Jonas Sjöstedt

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 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 397

Pietro Fiocchi

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 considered 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) 2024/1157.

Or. en

Amendment 398

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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 equivalent to the requirements of this Regulation and to health and environmental protection requirements laid down in other Union legislation, in line with Regulation (EU) [new Waste Shipment Regulation].

Or. en

Amendment 399

Matthieu Valet, Valérie Deloge, Mathilde Androuët, Marie-Luce Brasier-Clain, Anne-Sophie Frigout

Proposal for a regulation

Recital 68

Text proposed by the Commission

Amendment

(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. fr

Amendment 400

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 68

Text proposed by the Commission

Amendment

(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 provide documentation to any natural or legal person intending to acquire that the vehicle or to the competent authorities proving that it is not an end-of-life vehicle. This documentation should consist of a valid roadworthiness certificate or, when not available, of an assessment in accordance with Annex I verified by the competent authorities or other bodies certified by the Member States. In case of doubt that a used vehicle may be an end-of-life vehicle, competent authorities or bodies certified by Member States should be able to require a vehicle owner to present further documentation. 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 an end-of-life vehicle.

Or. en

Amendment 401

Beatrice Timgren

Proposal for a regulation

Recital 68

Text proposed by the Commission

Amendment

Or. en

Amendment 402

Beatrice Timgren

Proposal for a regulation

Recital 69

Text proposed by the Commission

Amendment

(69) The EU Action Plan: “Towards Zero Pollution for Air, Water and Soil”59 stressed the need for the Commission to propose new measures to address the Union’s external environmental footprint linked to the export of end-of-life vehicles and used vehicles. Taking into account that the export of used vehicles raises important environmental and public health challenges as documented by the UN Environmental Programme60 , and that the Union is the biggest exporter of used vehicles worldwide, it is necessary to lay out specific requirements at Union level governing the export of used vehicles [from the Union]. The requirements should be based on objective criteria according to which a used vehicle is not an end-of-life vehicle and is to be roadworthy pursuant to Directive 2014/45/EU of the European Parliament and of the Council61 . This should ensure that only used vehicles which are suitable to be driven on the Union roads can be exported to a third country, thereby reducing risks that the export of used vehicles from the Union contributes to air pollution or road accidents in third countries. To allow customs authorities to verify that those requirements are met upon export, any person exporting a used vehicle should be required to provide those authorities with the vehicle identification number and a statement confirming that the used vehicle is not an end-of-life vehicle and that it is considered roadworthy.

__________________

59 COM(2021)400

59 COM(2021)0400.

60 https://www.unep.org/resources/report/global-trade-used-vehicles-report

61 Directive 2014/45/EU of the European Parliament and of the Council of 3 April 2014 on periodic roadworthiness tests for motor vehicles and their trailers and repealing Directive 2009/40/EC (OJ L 127, 29.4.2014, p. 51–128).

Or. en

Amendment 403

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 69

Text proposed by the Commission

Amendment

(69) The EU Action Plan: “Towards Zero Pollution for Air, Water and Soil”59 stressed the need for the Commission to propose new measures to address the Union’s external environmental footprint linked to the export of end-of-life vehicles and used vehicles. Taking into account that the export of used vehicles raises important environmental and public health challenges as documented by the UN Environmental Programme60 , and that the Union is the biggest exporter of used vehicles worldwide, it is necessary to lay out specific requirements at Union level governing the export of used vehicles [from the Union]. The requirements should be based on objective criteria according to which a used vehicle is not an end-of-life vehicle, is to be roadworthy pursuant to Directive 2014/45/EU of the European Parliament, and of the Council61, and compliant with certain environmental standards/emission limits. This should ensure that only used vehicles which are suitable to be driven on the Union roads can be exported to a third country, thereby reducing risks that the export of used vehicles from the Union contributes to air pollution or road accidents in third countries. To allow customs authorities to verify that those requirements are met upon export, any person exporting a used vehicle should be required to provide those authorities with the vehicle identification number, a statement confirming that the used vehicle is not an end-of-life vehicle, and a proof that it is roadworthy. Moreover, limits should be established to the age of vehicles that can be exported. This will prevent vehicles that are the most polluting and damaging for human health from being exported to third countries.

__________________

59 COM(2021)400

59 COM(2021)0400.

60 https://www.unep.org/resources/report/global-trade-used-vehicles-report

Or. en

Amendment 404

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 69

Text proposed by the Commission

Amendment

(69) The EU Action Plan: “Towards Zero Pollution for Air, Water and Soil”59 stressed the need for the Commission to propose new measures to address the Union’s external environmental footprint linked to the export of end-of-life vehicles and used vehicles. Taking into account that the export of used vehicles raises important environmental and public health challenges as documented by the UN Environmental Programme60 , and that the Union is the biggest exporter of used vehicles worldwide, it is necessary to lay out specific requirements at Union level governing the export of used vehicles [from the Union]. The requirements should be based on objective criteria according to which a used vehicle is not an end-of-life vehicle and is to be roadworthy pursuant to Directive 2014/45/EU of the European Parliament and of the Council61 and is to be included in a national vehicle registry. This should ensure that only used vehicles which are suitable to be driven on the Union roads can be exported to a third country, thereby reducing risks that the export of used vehicles from the Union contributes to air pollution or road accidents in third countries. To allow customs authorities to verify that those requirements are met upon export, any person exporting a used vehicle should be required to provide those authorities with the vehicle identification number and a statement confirming that the used vehicle is not an end-of-life vehicle and that it is considered roadworthy.

__________________

59 COM(2021)400

59 COM(2021)0400.

60 https://www.unep.org/resources/report/global-trade-used-vehicles-report

Or. en

Amendment 405

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 70

Text proposed by the Commission

Amendment

(70) It is important to establish a mechanism where the compliance of used vehicles with the export requirements can be effectively verified without impeding the trade between the Union and third countries. An electronic system should therefore be established by the Commission, enabling authorities in the Member States to exchange information in real time on the vehicle identification number and the roadworthiness status of used vehicles to be exported. In view of its existing features and functionalities linked to the sharing, between vehicle registration authorities, of information relating to vehicles registered in the Union, the MOVE-HUB, a message exchange platform has been developed by the Commission for the exchange of messages to interconnect Member State national electronic registers. The platform currently hosts the interconnection of road transport undertaking registers (ERRU), the driving licence registers (RESPER), the interconnection of professional driver training registers (ProDriveNet), the notification of vehicle roadside inspection failures (RSI) and the interconnection of tachograph driver card registers (TACHOnet). Therefore, the functionalities of the MOVE-Hub should be further extended to enable the exchange of information on the vehicle identification number and the roadworthiness status of used vehicles to be exported. To allow customs to verify electronically and automatically whether a used vehicle to be exported complies with the export requirements, the electronic system operated by MOVE-HUB should be interconnected to the EU Single Window Environment for Customs, in accordance with Regulation (EU) 2022/2399 of the European Parliament and of the Council62 . That Regulation provides for a comprehensive framework of automated controls, which apply to a specific Union non-customs formality. Therefore, this Regulation should set out the main elements which are to be controlled, while the technical aspects of the implementation of this control would be laid down under Regulation (EU) 2022/2399.

(70) It is important to establish a mechanism where the compliance of used vehicles with the export requirements can be effectively verified. An electronic system should therefore be established by the Commission, enabling authorities in the Member States to exchange and verify information in real time on the vehicle identification number and the roadworthiness status of used vehicles to be exported. In view of its existing features and functionalities linked to the sharing, between vehicle registration authorities, of information relating to vehicles registered in the Union, the MOVE-HUB, a message exchange platform has been developed by the Commission for the exchange of messages to interconnect Member State national electronic registers. The platform currently hosts the interconnection of road transport undertaking registers (ERRU), the driving licence registers (RESPER), the interconnection of professional driver training registers (ProDriveNet), the notification of vehicle roadside inspection failures (RSI) and the interconnection of tachograph driver card registers (TACHOnet). Therefore, the functionalities of the MOVE-Hub should be further extended to enable the exchange and verification of information on the vehicle identification number, the roadworthiness status and conformity with certain environmental standards of used vehicles to be exported. To allow customs to verify electronically and automatically whether a used vehicle to be exported complies with the export requirements, the electronic system operated by MOVE-HUB should be interconnected to the EU Single Window Environment for Customs, in accordance with Regulation (EU) 2022/2399 of the European Parliament and of the Council62. That Regulation provides for a comprehensive framework of automated controls, which apply to a specific Union non-customs formality. Therefore, this Regulation should set out the main elements which are to be controlled, while the technical aspects of the implementation of this control would be laid down under Regulation (EU) 2022/2399.

__________________

62 Regulation (EU) 2022/2399 of the European Parliament and of the Council of 23 November 2022 establishing the European Union Single Window Environment for Customs and amending Regulation (EU) No 952/2013 (OJ L 317, 9.12.2022, p. 1).

Or. en

Amendment 406

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 73

Text proposed by the Commission

Amendment

(73) It is important that customs authorities are able to carry out controls on used vehicles to be exported in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council63 . A significant share of used vehicles leaving the Union are destined to countries where import requirements are established or might be established, such as requirements in relation to the age of the vehicle or to its emissions. It is important that customs authorities are able to verify electronically and automatically, via the EU Single Window Environment for Customs, whether a used vehicle to be exported complies with those requirements, when the information on these requirements is officially communicated to the Commission by the third countries concerned. In order to protect the environment and road safety in third countries, the power to adopt delegated acts in accordance Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of setting these requirements.

(73) It is important that customs authorities are able to carry out controls on used vehicles to be exported in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council63. While there are currently no specific conditions on the export of used vehicles from the Union, third countries have increasingly introduced specific conditions on the import of used vehicles, such as requirements in relation to the age and/or emissions standards of vehicles. A significant share of used vehicles leaving the Union are destined to countries where import requirements are established or might be established, such as requirements in relation to the age of the vehicle or to its emissions standard. It is important that customs authorities are able to verify electronically and automatically, via the EU Single Window Environment for Customs, whether a used vehicle to be exported complies with those requirements, when the information on these requirements is officially communicated to the Commission by the third countries concerned. The Commission should publish and make available information related to these requirements introduced by third countries. In order to protect the environment and road safety in third countries, 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 setting these requirements.

__________________

63 Regulation (EU) No 952/2013 of the European Parliament and of the Council of 9 October 2013 laying down the Union Customs Code (OJ L 269, 10.10.2013, p. 1).

Or. en

Amendment 407

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 73

Text proposed by the Commission

Amendment

(73) It is important that customs authorities are able to carry out controls on used vehicles to be exported in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council63. It should therefore be designated as a priority control area allowing enhanced customs controls and coordinated action between customs authorities. A significant share of used vehicles leaving the Union are destined to countries where import requirements are established or might be established, such as requirements in relation to the age of the vehicle or to its emissions. It is important that customs authorities are able to verify electronically and automatically, via the EU Single Window Environment for Customs, or via specific customs controls, whether a used vehicle to be exported complies with those requirements, when the information on these requirements is officially communicated to the Commission by the third countries concerned. In order to protect the environment and road safety in third countries, the power to adopt delegated acts in accordance Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of setting these requirements.

__________________

63 Regulation (EU) No 952/2013 of the European Parliament and of the Council of 9 October 2013 laying down the Union Customs Code (OJ L 269, 10.10.2013, p. 1).

Or. en

Amendment 408

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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].

(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, collection points, and other facilities and economic operators that may treat end-of-life vehicles or sell used vehicles or their spare parts and components, 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 409

Sara Matthieu, David Cormand

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 20 % 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 410

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 77

Text proposed by the Commission

Amendment

(77) Member States should establish cooperation mechanisms at national and international level so that inspections can take place in an efficient manner. Such mechanisms should allow for the exchange of vehicle registration data, necessary for tracking the vehicles and checking if they have been properly treated when they reach end-of-life stage.

(77) Member States should establish cooperation mechanisms at national and international level so that inspections can take place in an efficient manner, with the objective of facilitating the prevention and detection of illegal treatment and export of end-of-life vehicles, and permanently addressing the issue of “missing vehicles”. Such mechanisms should allow for the exchange of vehicle registration data, necessary for tracking the vehicles and checking if they have been properly treated when they reach end-of-life stage.

Or. en

Amendment 411

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 78

Text proposed by the Commission

Amendment

(78) All necessary enforcement measures should be taken by the Member States to tackle illegal treatment of end-of-life vehicles, in order to prevent damages to the environment or human health due to such activities. Any establishment or undertaking treating end-of-life vehicles without a valid permit, or in breach of conditions or requirements set out in the permit, should therefore be subject to penalties. Also other measures, such as withdrawing the permit or suspending the operations of an operator should be considered by Member States to ensure effective compliance with this Regulation.

(78) All necessary enforcement measures should be taken by the Member States to tackle illegal treatment of end-of-life vehicles, in order to prevent damages to the environment or human health due to such activities, as well as to address the issue of missing vehicles and non-compliant exported vehicles. Any establishment or undertaking treating end-of-life vehicles without a valid permit, or in breach of conditions or requirements set out in the permit, should therefore be subject to penalties. Also other measures, such as withdrawing the permit or suspending the operations of an operator should be considered by Member States to ensure effective compliance with this Regulation.

Or. en

Amendment 412

Matteo Ricci, Pierfrancesco Maran, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 78

Text proposed by the Commission

Amendment

(78) All necessary enforcement measures should be taken by the Member States to tackle illegal treatment of end-of-life vehicles, in order to prevent damages to the environment or health due to such activities. Any establishment or undertaking treating end-of-life vehicles without a valid permit, or in breach of conditions or requirements set out in the permit, should therefore be subject to penalties. Also other measures, such as withdrawing the permit or suspending the operations of an operator should be considered by Member States to ensure effective compliance with this Regulation.

Or. en

Amendment 413

Sara Matthieu, David Cormand

Proposal for a regulation

Recital 78 a (new)

Text proposed by the Commission

Amendment

(78a) In order to ensure effective cooperation between Member States, a coordination network for enforcement should be established and supervised by the Commission. This network should aim at discussing recurrent enforcement problems, exchange best practices and look at a harmonised framework for adoption of corrective measures and penalties.

Or. en

Amendment 414

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

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, within a reasonable timeframe, 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.

__________________

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 415

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 87

Text proposed by the Commission

Amendment

(87) In view of the need to ensure a high level of environmental protection and to take into account scientific progress, the Commission should submit to the European Parliament and to the Council a report on the application of this Regulation and its impact on the functioning of the single market and the environment. The Commission should include, in its report, an evaluation of the provisions on the design of new vehicles, including the targets for re-usability, recyclability and recoverability, the management of end-of-life vehicles, including the recycling targets, and on penalties as well as an assessment of the need and feasibility of further extending the scope of this Regulation to certain L-category vehicles, heavy-duty vehicles and their trailers. This assessment should focus not only on aspects concerning treatment of end-of-life vehicles, but also on the relevance and added-value of laying down design requirements.

Or. en

Amendment 416

Laurent Castillo

Proposal for a regulation

Recital 87

Text proposed by the Commission

Amendment

(87) In view of the need to ensure a high level of environmental protection and to take into account scientific progress, the Commission should submit to the European Parliament and to the Council a report on the application of this Regulation and its impact on the functioning of the single market and the environment, considering also export including illegal shipment. The Commission should include, in its report, an evaluation of the provisions on the design of new vehicles, including the targets for re-usability, recyclability and recoverability, the management of end-of-life vehicles, including the recycling targets, and on penalties as well as an assessment of the need and feasibility of further extending the scope of this Regulation to certain L-category vehicles, heavy-duty vehicles and their trailers. This assessment should focus not only on aspects concerning treatment of end-of-life vehicles, but also on the relevance and added-value of laying down design requirements.

Or. en

Amendment 417

Pierfrancesco Maran, Matteo Ricci, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado, Elena Sancho Murillo

Proposal for a regulation

Recital 95

Text proposed by the Commission

Amendment

(95) The application of all provisions concerning vehicle of categories L3e-L7e, 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.

(95) The application of all provisions concerning vehicle of categories L1e-L7e, 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 418

Matteo Ricci, Pierfrancesco Maran, Bruno Tobback, Elisabeth Grossmann, Annalisa Corrado

Proposal for a regulation

Recital 97

Text proposed by the Commission

Amendment

(97) Since the objectives of this Regulation, namely to contribute to the functioning of the single market, to prevent and reduce the adverse impacts from management of end-of-life vehicles and to ensure a high level of protection of human health, and the environment, cannot be sufficiently achieved by the Member States but can rather, by reason of the need for harmonisation, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives.

(97) Since the objectives of this Regulation, namely to contribute to the functioning of the single market, to prevent and reduce the adverse impacts from management of end-of-life vehicles and to ensure a high level of protection of health, and the environment, cannot be sufficiently achieved by the Member States but can rather, by reason of the need for harmonisation, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Regulation does not go beyond what is necessary in order to achieve those objectives.

Or. en