EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, 13.7.2023  
COM(2023) 451 final  
2023/0284 (COD)  
 
Proposal for a  
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL  
on circularity requirements for vehicle design and on management of end -of-life 
vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing Directives 
2000/53/EC and 2005/64/EC  
(Text with EEA relevance)  
{SEC(2023)  292 final}  - {SWD(2023)  255 final}  - {SWD(2023)  256 final}  -
 {SWD(2023)  257 final}   EN 1  EN EXPLANATORY MEMORANDUM  
1. CONTEXT  OF THE  PROPOSAL  
• Reasons for and objectives of the proposal  
The European Green Deal is Europe’s growth strategy , which aims  to ensure by 2050 a 
climate  neutral, clean and circular economy, where the management of  resources is optimis ed 
and pollution  minimis ed. The circular economy action plan1 and the new industrial strategy 
for Europe2 lay out the roadmap for the European industry to meet the objectives of the Green 
Deal. The action plan c ontains a commitment to review the legislation on end -of-life vehicles 
(ELVs) with the aim 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 EU action plan 'Towards Zero Pollution for Air, Water and 
Soil'3 also stressed the need for the Commission to propo se new measures to address the EU’s 
external environmental footprint linked to the export of ELVs and used vehicles.  
The European Council4 and Parliament5 have both recognised the importance of this initiative.  
The communication accompanying the proposal  on the European Critical Raw Materials Act6 
also stressed the importance of the automotive sector in ensuring a sustainable supply of 
critical raw materials and increasing the EU's strategic autonomy.  
The production of vehicles is one of the most resource -intensive industries. Europe’s 
automotive sector is responsible for 19% of demand for the EU’s steel industry (over 7 
million ton nes/year), 10% of overall consumption of plastics (6 million ton nes/year), a 
significant share of the demand for aluminium (42 % for all transport equipment, around 2 
million ton nes/year), copper (6% for automotive parts), rubber (65% of the production of 
general rubber goods) and glass (1.5 million ton nes of flat glass produced in the EU).  
As the automotive sector shifts to zero-emission mobility , and vehicles increasingly integrate 
electronics, there will be an increase in demand for copper and critical raw materials . They 
includ e the rare earth used in permanent magnets of e -drive motors, of which the automotive 
sector is one t he biggest users. The automotive sector is also using more advanced and 
lightweight materials such as composite plastics, high -grade steel and aluminium alloys.   
The result is that vehicle production can have  a high environmental footprint . This is 
primar ily due to the greenhouse gas emissions of the energy required to extract and process 
primary materials such as coal and iron ore (for steel), bauxite (for aluminium), copper and oil 
(for plastics). In addition, the increasing use of sophisticated and composite materials poses 
particular challenges  for dismantling, reusing and recycling end -of-life vehicles.  
In this light, the aim of this proposal is to facilitate the transition of the automotive sector to 
the circular economy, at all stages of the vehicle - from design to final treatment at end -of-
life. The proposal is based on an evaluation of current legislation, which consists of two 
directives ( Directive 2000/53/EC on end -of-life vehicles ( 'ELV Directive '))7 and Directive 
                                                 
1 https://environment.ec.europa.eu/strategy/circular -economy -action -plan_en .    
2 https://commission.europa.eu/strategy -and-policy/priorities -2019 -2024/european -green -deal/industry -
and-green -deal_en  . 
3 https://environment.ec.europa.eu/strategy/zero -pollution -action -plan_en 
4 https://data.consilium.europa.eu/doc/document/ST -13852 -2020 -INIT/en/pdf  . 
5 https://www.europarl.europa.eu/doceo/document/TA -9-2021 -0040_EN.html .   
6 COM/2023/165 final.  
7 Directive 2000/53/EC of the European Parliament and of the Council of 18 September 2000 on end -of 
life vehicles. EN 2  EN 2005/64/EC on the type -approval of motor vehicles with regard to their re usability, 
recyclability and recoverability ( '3R type -approval Directive ')8). 
The ELV Directive was adopted in 2000 and it was the first harmonised EU framework 
designed to ensure that vehicles reaching the end of their life and considered as waste  are 
treated in an environmentally sound manner . The Directive sets out provisions on the 
collection and depollution of ELVs, it restricts hazardous substances in new vehicles and  sets 
targets on reuse and recycling (85%) and on reuse and recovery (95%), based on the average 
weight of ELVs per vehicle and year . Since its adoption, the legislation  has not been 
substantially amended.  
During the revision of the Waste Framework Directive in 2018, the co -legislators agreed9 that 
the Commission “shall review [the ELV] D irective, by 31 December 2020, and to this end, 
shall submit a report to the European Parliament and the Council, accompanied, if 
appropriate, by a legislative proposal” . It indicated that the process to revise the ELV 
Directive should focus on the feasibi lity of setting recycling targets for specific materials and 
the problem of ‘unknown whereabouts’ of end -of-life vehicles.   
The 3R type -approval Directive, adopted in 2005, establishes a very close link between the 
provisions of the ELV Directive and  the design provisions on reusability, recyclability and 
recoverability of the type -approval process  for vehicle types . In particular, the 3R type -
approval Directive states that vehicles should be constructed so as to be 85% 
recyclable/reusable and 95% reusable /recoverable  and the ELV Directive contains the same 
targets for Member States when it comes to the reusability, recoverability and recyclability of 
vehicles . The 3R type -approval Directive  is part of the type -approval framework10, under 
which new vehicle t ypes are tested and granted type -approval before being placed on the EU 
market, provided they meet a set of technical requirements.  
The proposed regulation repeals both the 3R type -approval and ELV Directive s and replaces 
them with a single legal instrumen t. Its  overall objective is to modernise  the EU existing 
legislation and to improve the functioning of the EU single market while reducing the 
negative environmental impacts linked to the design, production, service life and end -of-life 
treatment of vehicl es and contributing to the sustainability of the automotive and recycling 
sectors .  
This is  an initiative within the Regulatory Fitness Programme (REFIT).    
• Consistency with existing policy provisions in the  policy area  
 In the first place, the proposed regulation is anchored in the overall EU legislation on type -
approval of motor vehicles, which aims at facilitating the free movement of automotive 
products in the single market  by laying down common requirements designed to achieve 
environmental, energy performance and safety objectives . Regulation (EU) 2018/85811 sets 
the central procedural framework for the requirements for the approval and market 
surveillance of motor vehicles. It lays down the rules on conformity of veh icle types with the 
requirements of several pieces of legislation , which are listed in the Annexes to that 
                                                 
8 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. 
9 See Article 10a of Directive 2018/849/EU, OJ 150, 30.5.2018 , p. 93. 
10 Regulation  (EU)  2018/858  on the  approval  and market surveillance  of motor vehicles and their trailers, 
and of systems, components and separate technical units intended for such vehicles. 
11 Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the 
approval and market surveillance of motor vehicles and their trailers, and of systems, components and 
separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) 
No 595/2009 and r epealing Directive 2007/46/EC, (OJ L 151 14.6.2018, p. 1).  EN 3  EN Regulation.  The proposed regulation sets out requirements both on the circular design and on 
production of motor vehicles  and will be included in tho se Annexes, so that these 
requirements are checked and enforced through the type -approval process12.   
The proposed regulation complements and is consistent with recen t Commission legislative 
proposals  aimed at  improv ing the ecodesign of products and ensure the sustainable 
management of waste . 
This is the case of the proposal for a new regulation on batteries13, which covers  automotive 
batteries and contains a comprehensive new legal regime covering their whole life cycle,  
designed to address their environmental footprint. The proposed regulation on 3R type -
approval and ELV does  not contain provisions regulating the design, production and end -of-
life of batteries. It covers  vehicles as a whole as well as their parts and com ponents  (except 
for batteries) , in a way which complements the proposal for a batteries regulation and would 
ensure that the overall environmental footprint of vehicles is addressed.  It also contains 
provisions designed to facilitate the removal of batteri es from ELVs, to ensure that they are 
being re -used or recycled as per the batteries regulation.  
Besides batteries, the Commission tabled proposals to address the environmental footprint of 
other resources intensive sectors (like construction products14 and textile15) and the proposed 
regulation on 3R type -approval and ELV complements this initiative by covering the 
automotive sector, to ensure that common rules apply for manufacturers to construct vehicles 
that will be placed on the Union market, to facilit ate the transition of this sector to a circular 
economy and strengthen its sustainability.  
The proposed regulation is also consistent with the proposal for a regulation on Ecodesign for 
Sustainable Products16, which aims to enable the setting of sustainabi lity performance and 
information requirements for a wide range of physical products . Unlike other products, as 
indicated above, the r equirements on the circular design and production of motor vehicles are 
currently based  on a specific  legal framework apply ing to vehicles, which are set out and 
enforced through the ‘type-approval ’ process. This is therefore a separate legal framework 
than the one set out under the upcoming regulation on Ecodesign for Sustainable Products . In 
addition, t he regulation on Ecode sign for Sustainable Products  also does not deal with the 
end-of-life phase of the vehicle, which is subject to the proposed regulation on 3R type -
approval and ELV.  
                                                 
12 A manufacturer can obtain certification for a vehicle type in one EU country and market it EU -wide 
without further tests. The certification is issued by a national type-approval authority and the  tests are 
carried out by the designated technical services : https://single -market -
economy.ec.europa.eu/sectors/automotive -industry/technical -harmonisation/technical -harmonisation -
eu_en  
13 Proposal for a Regulation of the European Parliament and of the Coun cil concerning batteries and waste 
batteries, repealing Directive 2006/66/EC and amending Regulation (EU) No 2019/1020, 
2020/0353(COD).  
14 Proposal for regulation laying down harmonised conditions for the marketing of construction products  
(COM(2022)144 ) 
15 https://environment.ec.europa.eu/strategy/textiles -strategy_en  
16 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, 
COM(2022)142 final, 2022/0095 (COD). EN 4  EN Finally, the proposed regulation does not address the shipments of end -of-life vehicles, which 
are regulated by the waste shipment regulation17. ELVs are considered as hazardous waste 
and, as per the waste shipment regulation, their export from the EU to third countries which 
are not Members of the OECD is banned. The other provisions of the wa ste shipment 
regulation also apply to other shipments of ELVs, including between EU Member States.  
• Consistency with other Union policies  
There are also synergies between this proposal for a regulation and other EU policies, in 
particular climate policy.  The transition of the automotive sector to circularity is essential for 
the EU to reach the 2050 targets on climate neutrality set out in the ‘ European Climate 
Law’18, complementing several other initiatives under the 'Fit for 55' package19. In 
addition, t he initiative complements other recent legislative developments designed to 
transform the automotive industry, such as the recently revised CO 2 standards for cars and 
vans20, the proposed Euro 7 standard on emissions from new motor vehicles21 and the ongoing 
revision of the three directives in the 'roadworthiness package'22. In addition, the regulation 
complements the Critical Raw Materials Act23, in that it in troduces  measures specifically 
designed to achieve a higher degree of circularity of the critical raw materials used in 
vehicles , especially through the removal, re -use and recycling of parts, components and 
materials containing such CRMs . 
2. LEGAL  BASIS,  SUBSIDIARITY  AND  PROPORTIONALITY  
• Legal  basis  
The legislative proposal is based on Artic le 114 of the Treaty on the Functioning of the 
European Union  (TFEU), which aims to ensure the functioning of the  single market24. This is 
essential as the proposal lays down clear and uniform requirements governing both the 
placing on the EU market of vehi cles and their collection and treatment at end-of-life, which 
are required to facilitate the transition of the sector to a circular economy. Article 114 TFEU 
                                                 
17 Proposal for a Regulation of the European Parliament and of the Council on shipments of waste and 
amending Regulations (EU) No 1257/2013 and (EU) No 2020/1056, COM(2021) 709 final, 
2021/0367(COD).  
18 https://clima te.ec.europa.eu/eu -action/european -green -deal/european -climate -law_en  
19 More information on the package is available at:  
https://ec.europa.eu/commission/presscorner/detail/en/IP_21_3541 .  
20 Regulation (EU) 2023/851 of the European Parliament and of the Council of 19 April 2023 amending 
Regulation (EU) 2019/631 as regards strengthening the CO 2 emission performance standards f or new 
passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition 
(OJ L 110, 25.4.2023, p.). 
21 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).  
22 https://ec.europa.eu/info/law/better -regulation/have -your-say/initiatives/13132 -Vehicle -safety -revising -
the-EUs-roadworthiness -package_en .   
23 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 168/2013, 
(EU) 2018/858, 2018/1724 and (EU) 2019/1020, COM(2023)160 final, 2023/0079 (COD).  
24 It is noted that this proposal  follows other examples of legislative proposals tabled by the Commission 
recently, which aim to cover sustainability/circularity requirements applying to the whole lifecycle of 
products under a single piece of legislation  and which have Article 114 as their legal basis . Examples 
are the p roposal for a Regulation of the European Parliament and of the Council concerning batteries 
and waste batteries, the  proposal for a Regulation of the European Parliament and of the Council 
establishing a framework for setting  ecodesign requirements for sustainable products  and the proposal 
for a Regulation of the European Parliament and of the Council on packaging and packaging waste . EN 5  EN is the legal basis of the overall regulatory framework on type -approval of motor vehicles, 
includi ng the 3R type -approval Directive, whereas the ELV Directive has an environmental 
legal basis  (Article 192 TFEU).  
The proposal tackles a number of key problems related to the single market. These include: i) 
an uneven implementation of the 3RTA and ELV Directives, since their provisions are subject 
to interpretation, leading to different situations for operators depending on where they place 
vehicles on the market and treating ELVs, ii) underdeveloped EU market for secondary 
materials destined to the aut omotive sector, iii) barriers to the functioning of recycling 
markets and to the improvement in economies of scale, iv) the persistent problem of ‘missing 
vehicles’ and lack of clarity to distinguish ELVs from used vehicles in the case of export and 
v) the  need for a stable and fully harmonised regulatory framework to enable improving the 
performance, including the necessary investments, of all economic operators involved in the 
production and end -of-life treatment of vehicles.  
At the same time, the main ob jective of the p roposal  is to establish a closer link between the 
design requirements for vehicles and the provisions concerning ELV management, thus 
enabling the smooth functioning of the single market . Therefore, the vehicle design 
requirements are formulated so that they are effectively prerequisites for proper execution of 
the provisions on ELV management . Examples of such twinning of requirements include the 
rates of reusability, recyclability and recoverability rates vs. targets for reuse, recove ry and 
recycling, the requirements regarding substances present in vehicles vs. the obligation to 
remove parts and components containing such substances before shredding of ELVs, the 
recycled content requirements vs. plastic recycling target and the design  for removal of parts 
vs. the obligation to remove parts prior to shredding of ELVs.  
Article 114 of the TFEU is thus the appropriate legal basis for this proposal as it enable 
environmental -related requirements to form the core elements of conditions gover ning type -
approval and thereby the placing on the EU market of vehicles, as well as to harmonise 
requirements on end -of-life treatment of vehicles.  The rationale or centre of gravity of the 
proposal is to uniform the requirements for placing on the market (to be more precise – 
requirements for the type -approval of vehicles) and, consequently to ensure that when 
vehicles reach the end -of-life stage, they are treated in an environmentally sound manner, and 
quality secondary raw materials can effectively be re trieved from them. Therefore, in the case 
of this proposal, the environmental objective is not independent, but rather the driver for 
harmonisation of the design requirements concerning reusability, recyclability and 
recoverability or vehicles . 
• Subsidiar ity (for non-exclusive  competence)   
To achieve a harmonised and well -functioning EU single market and enable a smooth 
transition of the automotive sector to the circular economy, in line with the goal set out in the 
European Green Deal, it is essential to put in place a common set of rules at EU level with 
clear requirements and obligations for Member States and businesses. The objectives of the 
work to revis e the EU rules on end -of-life vehicles cannot be sufficiently achieved by 
individual action by the M ember States; given the scale and effects of the measures, they are 
best achieved by action taken at EU level.  
Harmonising the requirements would tackle the implementation problems caused by different 
interpretations of existing legislation. Without EU -wide action, there is a risk of fragmenting 
the EU market and the risk that progress on circular economy depend on voluntary action by 
business es or individual Member States.  EN 6  EN • Proportionality  
The principle of proportionality is reflected in the design of all measures contained in the 
proposed regulation. For example, it extends the scope of the existing legislation to new 
vehicles progressively , with transition periods for all new requirements to give economic 
operators  time to adapt to the new rules.  
A more detailed description of assessment of proportionality against each of the policy option 
is provided in Annex 8 to the impact assessment report.   
• Choice  of the instrument  
The choice of a regulation is to create a harmonised framework applying to the design, 
production and end -of-life stages of vehicles. This will provide the legal certainty that 
operators and Member State authorities  need. It will  simplify the current regulatory landscape 
by consolidating all requirements into a single act and contrib ute to a stronger integration of 
the EU single market. Compared with a directive, the choice of a regulation also reduces the 
administrative costs linked to transposi ng the law into national legislation and allows new EU 
requirements to apply earlier. The choice of a regulation is consistent with the type -approval 
regulatory framework, under which directives are transformed into regulations as part of the 
measures adopted at EU level in the aftermath of the 'Dieselgate' emissions scandal.  
3. RESULTS  OF EX-POST  EVALUATIONS,  STAKEHOLDER  
CONSULTATIONS  AND  IMPACT  ASSESSMENTS  
• Ex-post evaluations/fitness  checks  of existing  legislation  
The evaluations of the ELV Directive25 and of the 3R type -approval Directive26 identified the 
generic nature of their provisions as  one of their main shortcomings preventing the transition 
of the overall automotive supply chain to a circular economy. These shortcomings were 
discussed in the Fit for Future Platform (F4F) opinion27.  As a result, the following problems 
were identified as  hampering the functioning of the EU single market and falling short of the 
level of protection of the environment the EU aims to achieve:  
– The design and production of new vehicles do not sufficiently contribute to the 
ambitions of the European Green Deal for a climate -neutral, clean and circular 
economy;  
– The treatment of vehicle s at the end of their life  is suboptimal compared to its 
potential to contribute to a climate -neutral, clean and circular  economy ; 
– An important share of vehicles subject to the ELV Directive are not collected to be 
treated under sound environmental conditions in the EU , potentially contributing to 
pollution in third countries;  
– There  is no EU level harmonised approach  for the design, production and end -of-life 
treatment of vehicles cu rrently outside the scope  of the ELV Directive, resulting in 
unexploited potential to  the circular economy objectives of the European Green Deal.  
                                                 
25 https://ec.europa.eu/info/law/better -regulation/have -your-say/initiatives/1912 -End-of-life-vehicles -
evaluating -the-EU-rules_en .   
26 See Annex 11 to the impact assessment report. 
27 https://cor.europa.eu/en/our -work/Pages/Fit -for-Future -opinion -on-End-of-life-vehicles -and-3R-type-
approval.aspx .    EN 7  EN To address these problems,  the proposed r egulation focuses on three main aspects: circularity 
requirements for the type-approval of vehicles, management of end-of-life vehicles and the 
export of used vehicles.  
• Stakeholder  consultations  
Stakeholders were consulted on several occasions throughout the evaluation and impact 
assessment processes. These consultations formed the basis for the proposed regulation, 
especially the open public consultations, targeted consultations, stakeholder workshops28 and 
bilateral meetings.  
Stakeholders and Member States generally agreed with the main fin dings of the evaluation of 
ELV Directive and with the need to revise the EU rules on end -of-life vehicles to address 
these findings.  
Many stakeholders from the automotive manufacturing sector stressed that they ha d already 
begun integrating circularity principles into their business practices and that only minimal 
amendments were needed to improve implementation of the current legislation. Therefore, 
they did not see the need to merge the ELV Directive and the 3R type -approval Directive. 
Other  manufacturers  were in favour of action to adapt the design for recycling in the new 
legislation  to ensure a level playing field and improve  transparency.  The dismantling and 
recycling sectors, mostly consisting of SMEs, called for more ambitious legislation on design 
for dismantling/recycling and on sharing of information from manufacturers. Environmental 
NGOs, waste management authorities and public authorities unanimously supported a 
comprehensive lifecycle approach and design for circularity measures.  
Although there was strong support for setting targets on recycled content in new vehicles 
from the recycling and dismantling sectors a nd from civil society organi sations, the 
automotive sector had mixed opinions on setting targets for plastics . They raised concerns  
around  the possible lack of the necessary supply and advocat ed for chemical recycling (like 
the plastics industry). The steel industry did not support a target on recycled content for steel 
in new vehicles.  
On the end -of-life vehicle  treatment , stakeholde rs favoured measures aiming to improve and 
increase the quality of materials from ELVs to favour the reuse of spare parts and 
components, as well as high -quality recycling of materials from ELV. However , the waste 
management sector raised concerns on the i ncrease of costs that could be triggered by new 
measures governing the treatment of end -of-life vehicles and their waste.  
Overall, s takeholders strongly supported the adoption of ambitious measures to tackle  the 
continuing problem of 'missing vehicles '. There was also support for  stricter requirements on 
the export of used vehicles, to avoid that used vehicles which are not roadworthy, generate air 
pollution and present road safety risks are exported from the EU to third countries.   
Vehicle manufacturers  were of the position that the dismantling sector is already self -
sustaining and there is no need to provide compensation for the cost of treatment  by setting up 
                                                 
28 A public c onsultation was held during the evaluation of the Directive  
(https://ec.europa.eu/info/law/better -regulation/have -your-say/initiatives/1912 -End-of-life-vehicles -
evaluating -the-EU-rules_en ). An inception impact assessment was published on 15 October 2020 for 
public feedback  and then during the impact assessment, a 14 -week open public consultation was held 
between 20 July 2021 and 26 October 2021 ( https://ec.europa.eu/info/law/better -regulation/have -your-
say/in itiatives/12633 -End-of-life-vehicles -revision -of-EU-rules/public -consultation_en ).  
 EN 8  EN extended producer responsibility schemes. I f such schemes are established , they stressed the 
importance that vehicle manufacturers have the right to exercise their responsibility 
individually. The dismantling, shredding and recycling sectors called for improved  financial 
responsib ility from the automotive industry to cover addit ional costs  related to quality 
improvements , with safeguards to protect their independence in the schemes.  
A majority of stakeholders, including environmental NGOs, public authorities and waste 
management operators (mainly SMEs ), were in favour of extendi ng the regulatory scope of 
the ELV Directive to additional vehicle categories. Automotive producers and suppliers 
expressed diverse views, highlighting that it would not be desirable to fully exten d the scope 
to new vehicle categories in the short term due  to their differences.  
• Collection  and use of expertise  
To underpin the analysis of different regulatory options, the Commission engaged  external 
consultants under a support contract29.  
Evidence was compiled from the evaluation reports of the ELV Directive30 and the targeted 
evaluation of the 3R type -approval Directive, which was carried out in parallel to the impact 
assessment and presented in Annex 11 to the impact assessment report.  
The Joint Research Centre (JRC), the European Commission’s scie nce and knowledge 
service, produced a technical report on targets for recycled plastic content in new passenger 
cars31 and a report on critical raw materials in the automotive sector32. The results of these 
reports fed into the impact assessment underpinning  the proposal for a regulation.  
The proposal also takes account of the suggestions provided in the Fit for Future Platform 
(F4F) opinion33. 
Additional supporting evidence fed into the process via specific desk studies and data 
collection, also integrated i n the overall impact assessment work.  
• Impact  assessment  
The proposal is based on an impact assessment, which is published together with the proposal.  
In line with the Commission better regulation guidelines, the Regulatory Scrutiny Board 
issued two opinions on draft versions of the impact assessment report, which focused on the 
justification for the measures on the export of used vehicles, the descript ion of the impacts of 
the preferred option, the choices of some measures on recycled content and extended producer 
responsibility schemes as well as issues linked to the methodology followed in the report. 
These opinions were taken into consideration in th e final report of the impact assessment.    
                                                 
29 Baron, Y.; Kosińska -Terrade, I.; Loew, C.; Köhler, A.; Moch, K.; Sutter, J.; Graulich, K.; Adjei, F.; 
Mehlhart, G.: Study to support the impact assessment for the review  of Directive 2000/53/EC on End -
of-Life Vehicles by Oeko -Institut, June 2023.  
30 SWD(2021) 60 final.  
31 Maury, T., Tazi, N., Torres De Matos, C., Nessi, S., Antonopoulos, I., Pierri, E., Baldassarre, B., 
Garbarino, E., Gaudillat, P. and Mathieux, F., Toward s recycled plastic content targets in new 
passenger cars, EUR 31047 EN, Publications Office of the European Union, Luxembourg, 2022, ISBN 
978-92-76-51784 -9 (online), doi:10.2838/834615 (online), JRC129008.  
32 N. Tazi, M. Orefice, C. Marmy, Y. Baron, M Ljun ggren, P Wäger, F. Mathieux, Initial analysis of 
selected measures to improve the circularity of Critical Raw Materials and other materials in passenger 
cars, EUR 31468 EN, Publications Office of the European Union, Luxembourg, 2023, ISBN 978 -92-
68-01625 -1, doi: 10.2760/207541, JRC132821 . 
33 https://cor.europa.eu/en/our -work/Pages/Fit -for-Future -opinion -on-End-of-life-vehicles -and-3R-type-
approval.aspx .   EN 9  EN The impact assessment identified four problem areas t o tackle at EU level:  
 
1. There is a  lack of integration of circularity in vehicle design and production  
leading to high dependencies  for primary raw materials;  
2. The quality of treatment of vehicle s at the end of their life is suboptimal  
compared to the potential to retain  more environmental and economic value;  
3. An important share of ‘missing vehicles’  subject to the ELV Directive are not 
collected to be treated under proper environmental conditions and a large  volume of 
non-roadworthy and polluting used vehicles are exported from the EU  every 
year;  
4. There is unexploited  circularity potential of vehicles currently outside the scope of  
the ELV Directive to contribute to the objectives of the European Green Deal.  
To address  each of these problems, specific policy options have been designed and analysed 
for the each of the following areas:  
1. ‘Design circular’: make design and production circular;  
2. ‘Use recycled content’ : increase the recycled content in new vehicles;  
3. ‘Treat better’:  improve the treatment  of ELVs;  
4. ‘Collect more’ : collect more ELVs  in the EU and improve quality of exported used 
vehicles ; 
5. ‘EPR: provide the right incentives to increase the collection of ELVs and improve 
waste treatment through extended producer responsibility  schemes;  
6. ‘Cover more vehicles’ : extend the scope of the legislation to additional  vehicle  
categorie s.  
 
The mea sures contained in each option are presented in the following table. The last column 
indicates the measures selected as the preferred option following the impact assessment.  
 
Policy 
Options  No Measures  
 Preferred  
Option  
PO1 – 
 
Design 
Circular  1A M1 - Ensure that new 3RTA rules provide for proper implementation of 
circularity requirements for new vehicle types   
M2 - Empower ment for  the Commission to develop a refined methodology to 
determine compliance with 3R -requirements  
M3 - Provision  of basic disma ntling information to ELV treatment  operators  
M4a - Declaration  on substances of concern verified by 3R type -approval 
authorities  
M5a - Restrict ions of  substances under the revised ELV Directive  Yes 
 
Yes 
 
Yes 
No 
 
No 
1B Includes measures M1, M2, M3 of PO1A.  
M4b - Mandatory declaration on recycled content of plastics, steel, aluminium  
M5b - Restrictions of substances under REACH and other existing legislation  
M6 - Obligation for vehicle manufacturers to develop circularity strategies  
M7 - Design requirements for new vehicles to facilitate the removal of 
components   
Yes 
No 
Yes 
Yes 
1C Includes measures M1 -M3, M6, M7 of PO1A and PO1B.  
M4c - Mandatory declaration on recycled content for materials , other than 
plastics , including CRMs, steel, aluminium  
M5c - Hybrid approach: maintenance of current restrictions under ELV with 
new restrictions under REACH  (analysed separately in Annex 9)   
Yes 
 
Yes 
 EN 10  EN M8 - Establishment of a digital Circularity Vehicle Passport  Yes 
PO2- 
 
Use 
Recycled 
Content  2A M9a - Mandatory recycled content targets for plastic used in vehicles - 6% 
recycled plastics content by 2031, 10% by 2035 at fleet -level, of which 25% 
of recycl ed material from closed loop production, calculation and verification 
rules   
M10a – Empower the Commission to set a mandatory recycled content target 
for steel, including calculation and verification rules, based on a dedicated 
feasibility study  No 
 
 
 
Yes 
2B M9b – Recycled plastics content: 25% in 2031 for newly type -approved 
vehicles only, of which 25% from closed loop  production , calculation and 
verification rules  
M10b - Steel recycled content: 20% in newly type -approved vehicles , 
calculation and verification rules   Yes 
 
 
No 
2C M9c – Recycled plastics content: 30% in 2031 for newly type -approved 
vehicle s only, of which 25% from closed loop production , calculation and 
verification rules  
M10c - Steel recycled content: 30% in newly type -approved vehicles, of 
which 15% from closed loop  production , calculation and verification rules  
M11 - Empower the Commission to set mandatory recycled content targets for 
other materials (aluminium alloys, CRMs), feasibility study, target levels 
calculation and verification rules  No 
 
 
No 
 
Yes 
PO3- 
 
Treat 
Better  3A M12 - Aligning the definition  of recycling and aligning the calculation 
methodology for recycling rates with other waste legislation  
M13a - Mandatory removal of certain parts/components prior to shredding to 
encourage their recycling or reuse, ‘list A’  
M14a – New definition of 'remanu facturing' and new monitoring requirements 
for reuse/ remanufacturing   
M16a - Ban on the landfilling of automotive waste residues from shredding 
operations  Yes 
 
Yes 
 
Yes 
 
 
Yes 
3B Includes all measures of PO3A (cumulative)  
M13b - Mandatory removal of a longer list of components, including those 
that contain a high concentration of valuable metals or CRMs, ‘list B’  
M14b - Market support for the use of spare parts  
M15b - Recycling targets for plastics – 30%  
M16b - Ban on mixed shredding of ELVs with WEEE and packaging waste   
Yes 
 
Yes 
Yes 
Yes 
3C Includes all measures of PO3A and PO3B (cumulative)  
M13c - Mandatory removal of additional components, ‘list C’  
M15c - Glass – 70% recycling as container glass quality or equivalent  
M16c - Setting requirements on post shredder technologies to improve the 
quantity and quality of metal scrap recovered from ELVs   
No 
No 
 
No 
PO4 –  
 
Collect 
More  4A M17a - Reporting by Member States on missing vehicles, vehicle registration, 
the import and export of used vehicles, incentives to encourage delivery to an 
authorised treatment facility and penalties  
M18 - Obligations for dismantlers, recyclers to check a nd report on ELVs, 
certificates of destruction  
M19a – Setting minimum requirements for sector inspections and enforcement 
action (incl uding  non-binding Correspondents Guideline s No9)  No 
 
 
Yes 
Yes 
4B M17b – Setting fines for the ELV sector if an ELV is so ld to illegal 
dismantlers and for dealers (and electronic platforms) dealing with dismantled 
(used) spare parts from non -authorised facilities  
M19b - Clearer definition of ELVs to ensure that there is a better distinction 
between used vehicles and ELVs  (binding CG9)  
M20 - Improving the information contained in national vehicle registries and 
making them interoperable  Yes 
 
 
Yes 
 
Yes 
4C M19c - Provide or making  available information on vehicle identification and 
roadworthiness to customs authorities ( vehicle identification number ) 
M21 - Export requirements for used vehicles linked to roadworthiness  Yes 
 
Yes 
4D Includes measures M17b, M18, M19a -c, M20, M21of PO4A, PO4B and 
PO4C (cumulative)  Yes 
PO5 – 5A M22 - Requirement for the Member States to establish collective or individual Yes EN 11  EN  
Extended 
Producer 
Responsibil
ity (EPR)  EPR schemes, incl uding  monitoring compliance costs and minimum financial 
obligations  
M23 - Reporting obligations for producers   
Yes 
5B Includes measures M22, M23 of PO5A (cumulative)  
M24 - Harmonised modulation of EPR fees   
M25 - Transfer of the EPR fees/ guarantees (cross -border EPR)   
Yes 
Yes 
5C Includes measures M22 -M25 of PO5A and PO5B (cumulative)  
M26 – Setting up national deposit refund schemes  
M27 - Harmonised Green Public Procurement  criteria (voluntary)   
No 
No 
PO6 – 
 
Cover more 
vehicles  6A M28 - Provision of information to dismantlers and recyclers  Yes 
6B Includes measure M28 of PO6A (cumulative)  
M30a - Mandatory treatment of end -of-life L3 e-L7e-category vehicles, lorries 
(N2, N3) and buses (M2, M3) and trailers (O) at authorised treatment facilities   
M30b – Export requirements for used vehicles linked to roadworthiness status 
of lorries (N2, N3) and buses (M2, M3) and trailers (O)  
M31b – Minimum EPR requirements for end -of-life L3 e-L7e category, lorries 
(N2, N3) and buses (M2, M3) and trailers (O)  
M32 – Review clause on the regulatory extension of 3RTA scope to new 
vehicles   
Yes 
 
Yes 
 
Yes 
 
Yes 
6C Includes measures M28, M30a -b, M31b of PO6A and PO6B (cumulative)  
M31c – Full application of EPR and advanced economic incentives  
M33 – Full scope application of the new 3RTA and end -of-life treatment 
requirements to additional vehicle categories   
No 
No 
 
The impacts of each policy option were analysed comprehensively, as were the joint impacts 
and synergies between the options. The impacts on small and medium -sized enterprises 
(SMEs) were taken into account and summarised in a dedicated SME test. The environmental, 
economic and social impacts w ere calculated until 2040 and compared with the baseline 
scenario. The main year for comparison is 2035 with all long -term measures due to have 
taken effect by that date.  
The preferred policy package contains a combination of the following options .  
Design  circular.  The preferred option contains short -term obligations for vehicle 
manufacturers to make available detailed and user -friendly dismantling and recycling 
information, including the use and location of CRMs in vehicles and information on the share 
of recycled content in new vehicles. Actions for the medium term include revisin g the 
methodology to calculate recyclability and reusability of new vehicles at type -approval stage 
and develop ing a circularity vehicle passport. Overall, this anchors circulari ty requirements 
into the type -approval of new vehicle types.  
Recycled content.  The preferred option is to set a medium level of ambition with target for 
recycled plastics content of 25% by 2030, of which 25% from closed loop ELV treatment . For 
steel, this option empowers the Commission to set a target for recycled steel content in newly 
approved vehicles within three years after the regulation enters into force, based on a 
feasibility study.  The option to set recycled content targets for other materials su ch as 
aluminium and CRMs will be assessed in the future, based on changes to automotive designs 
and the availability of recycling capacity.  
Treat  better.  The preferred option includes a stricter definition of recycling, a ban on landfill 
for automotive sh redder residue fractions and a medium level of ambition on removal 
obligations to improve the recovery of key components from ELVs without disproportionate 
costs on treatment operators. It will increase the recovery of  (critical) raw materials and 
improve the quality of plastics, steel and aluminium fractions.  EN 12  EN Collect more.  The preferred option is the most ambitious policy option . Measures such as 
clearer responsibility allocation for certificate s of destruction, binding criteria for 
distinguishing used vehicles and ELVs, and new enforcement provisions will significantly 
increase the number of ELVs treated legally in the EU.  It will also ban the export of vehicles 
that are no longer roadworthy , in accordance with the ’do no significant harm’ principle .  
Provide incentives to increase the collection of ELVs and improve waste treatment.  The 
preferred option includes financial and organisation incentives by setting EPR requirements to 
increase the collection of ELVs and to offset the costs o f improved treatment quality that 
cannot be offset by the value of materials and components recovered.  
Cover more vehicles . The preferred option is a phased -in approach to gradually cover more 
vehicles under the new  EU rules by requiring manufacturers to provide information on the 
composition of their vehicles . It also brings in a set of minimum treatment requirements for 
end-of-life L 3e-L7e category vehicles, lorries, buses and trailers.  The preferred option is 
expected to have a positive impact on the environment by reducing the environmental 
footprint linked to the production and end -of-life requirements of vehicles.  
The overall environmental benefits are assessed as an annual reductio n of 12.3 million tons of 
CO 2-eq in 2035 (10.8 million tons in 2030 to 14.0 million tonnes in 2040), key to 
decarbonising the automotive industry. These CO 2 savings represent EUR  2.8 billion when 
monetised. This is linked to a better valorisation of 5.4 mi llion tons of materials (plastics, 
steel, aluminium, copper, CRMs) which would be either recycled at higher quality or reused, 
and to the fact that up to 3.8 million additional ELVs would be collected and treated  in the 
EU. 350 tonnes of rare earths in per manent magnet materials would be separately collected 
for reuse and recycling in 2035 (and 1  500 ton nes in 2040), which would contribute greatly to 
the EU's goal  to achieve strategic autonomy for critical raw materials. The preferred option 
contribute s mostly to the sustainable development goals of sustainable innovations (SDG9), 
responsible consumption and production (SDG12) and climate action (SDG13).  
The total annual revenue for the preferred option is EUR  5.2 billion in 2035, including 
EUR  2.8 billion  of CO 2 savings when monetised, against a cost of EUR  3.3 billion  yielding  to 
a EUR  1.8 billion in net revenue . 
The cost of the preferred option is estimated to reach EUR  66 per vehicle put on the market in 
2035. It is estimated to create 22  100 additional j obs, of which 14  200 in SMEs , mostly 
dismantlers and recyclers .  
While there will be some short -term costs for the EU automotive industry, the preferred 
option will also generate energy savings, reduce the EU's dependency on materials sourced 
from third co untries and ensure that the transition to vehicle electrification is made based on 
sustainable and circular business models , all contributing to the long -term competitiveness of 
the sector .  
The preferred option will generate both costs (linked to investment in new technologies) and 
revenue (linked to higher values of spare parts and recycled materials) for the waste 
management sector. While the situation will vary between different Member Sta tes and 
operators due to differences in technologies used and labour costs, the planned changes will 
significantly strengthen and modernise the EU dismantling, shredding and recycling industry.  
Member State authorities are expected to face limited costs a ssociated with monitoring and 
enforcing compliance with the new legislation. The costs will primarily be due to inspections, 
checks on the export of ELVs and used vehicles and the need to adapt registration systems. In 
return, increased digitalisation (for reporting on the certificate of destruction, for exchange of 
information from national vehicle registration registries on export of ELVs and used vehicles EN 13  EN and with interoperability with single windows system) will increase efficiency for both 
enforcement authorities and businesses and will also reduce their burden. The estimated 
overall cost for public authorities to supervise the EPR schemes, carry out enforcement work 
and adapt national vehicle registration systems is around EUR  24 million, less than EUR  2 per 
vehicle.  
Consumers may face an increase in new vehicle prices of approximately EUR  39 per vehicle, 
and lower prices (by EUR  12 per vehicle) when selling second -hand cars due to the fall in 
exports. Conversely, measures to support the recovery and s ale of used spare parts are 
expected to result in lower purchase prices and cheaper repair and maintenance for 
consumers, which is a benefit.  
The advanced requirements for end -of-life vehicle treatment may pose challenges for SME s 
in terms of higher short - and medium -term implementation costs and adaptation to new 
treatment  technologies. At the same time, more investment in the automotive recycling sector, 
support for the reuse market of secondary parts and easier access to dismantling information 
of a vehi cle will boost innovation , unlock new opportunities for SMEs and help create new 
jobs in the sector . To further mitigate the impacts on SMEs, stronger EPR requirements 
enable the costs to be offset by higher collection rates and treatment quality.  
The recu rrent costs related to the ‘one -in, one -out’ approach per vehicle are assessed at 81.8 
million EUR or EUR 5.45 per new vehicle for the preferred option package. The preferred 
option makes a maximum use of the digitalisation potential to ensure efficient en forcement of 
new requirements  in accordance with the ‘digital by default’ principle.  Without digitalisation, 
the impacts are estimated to be  32.2 million EUR or 40% higher.  
• Regulatory  fitness  and simplification  
The proposed regulation is expected to improve efficiency and harmonisation. It takes into 
account the majority of the suggestions made in the Fit for Future Platform (F4F) opinion34. 
Specifications of vehicle type -approval procedures on setting clear circularity requirements 
will streamline the  single market procedures for manufacturers. Further simplification will be 
achieved th rough  centralis ing restrictions on chemical substances under  REACH, the EU's 
main piece of legislation governing chemicals. For the management of end -of-life vehicles, 
aligning recycling definitions with the Waste Framework Directive will harmonise and 
facilitate legal interpretation and make reporting data more comparable. Setting ELV -specific 
extended producer responsibility schemes will prevent uneven approaches among Member 
States. This will improve transparency and the fair allocation of financial responsibilities 
between companies involved in treating  end-of-life vehicles.  
Digitalisation will also help improve the collection of ELVs and tackle the issue of missing 
vehicles by bringing in digital reporting in authorised treatment facilities and sharing vehicle 
registration information among Member States. Interconnection with the EU Single Window 
Environment for Customs will enable customs authorities to enforce new c onditions on the 
export of used vehicles. Tapping the potential of digitalisation will be essential to empower 
SMEs, in particular smaller and often family -run companies, to reach new market s by 
enabling them to connect to online platforms and distant mark ets at both local and 
international levels. In addition, the pull  effect from setting a mandatory target on the recycled 
content of plastics is expected to boost the competitiveness of dismantlers, as they would 
become the primary source of supply of high-demand , high-quality secondary materials.  
                                                 
34  For more information on the selected suggestions from the F4F opinion, see Annexes 1 and 5 of the 
Impact Assessment Report.  EN 14  EN Particular attention was paid to limit reporting obligations to what is strictly necessary to 
assess and monitor the implementation of the legislation, privileging digital solutions and 
leaving discretion on h ow operators should report to national authorities.  
• Fundamental  rights  
The proposal does not have consequences on the protection of fundamental rights.  
4. BUDGETARY  IMPLICATIONS  
Implement ing the proposal will require staff and financial resources to purchase services. 
Some of the requirements in terms of staffing are expected to be met under the existing 
allocations for the Commission , albeit some needs for additional external staff are presented 
in the accompanying legislative financial statement . A need for limited extra resources is 
expected at the European Chemicals Agency, which will be provided for in a subsequent 
legislative proposal covering Chemicals legislation.  
The proposal includes several articles detailing further work  streams that will need to be 
carried out to complement the regulation . This work will entail adopt ing 
implementing/delegated acts over the course of the following 1-8 years.  
The main  technical tasks include:  
– improving the methodology for the calculation  of the rates  on recyclability, 
reusability and recoverability (3R rates) ;  
– improving the risk assessment of the remaining hazardous substance exemptions 
(ECHA support);  
– calculating and verifying the rules for the recycled content of plastics, a feasibility  
study for setting recycled content targets for steel in automotive applications and a 
wider feasibility study, including an economic assessment for setting recycled 
content targets for other materials and declaration formats (building on JRC expertise  
and methodology although not necessarily carried out by the JRC); ); 
– specifying  removability requirements for EV batteries and e -drive motors, general 
removal information for other relevant components and aligning the requirements for 
the CRM Act with the Batt eries Regulation ( as above, building on  JRC expertise);  
– updating the type -approval formats and the information folder to be provided to type -
approval authorities;  
– developing criteria for the vehicle circularity passport;  
– establishing  cross -border EPR mechanisms;  
– amending the calculation and verification rules for quality in vehicle treatment 
performance ( as above, building on JRC expertise);  
– digitalisation: creating interoperable vehicle registers and real -time export controls 
via th e EU Single Window Environment  for Customs , based on valid 
roadworthiness requirements first and risk -based assessment as a second step (close 
cooperation between DG ENV, DG MOVE and DG TAXUD);  
– taking a phased -in approach to extending the scope of vehicl e categories and 
preparing for review 8 years after entry into force.  
The Commission will require additional staff to carry out these technical tasks as follows:  EN 15  EN – 0.5 full -time equivalent (FTE) contractual agents in 2024 ;  
– 3.0 FTE contractual agents in 202 5;  
– 4.0 FTE contractual agents in 2026 and 2027, plus 1 FTE seconded national expert.  
Overall, the total implementation costs, including the costs for Commission staff, is 
estimated at EUR  4.346 million, based on the latest salary scales.  
5. OTHER  ELEMENTS  
• Implementation  plans  and monitoring,  evaluation  and reporting  arrangements  
Implementing the proposed regulation will be monitored by several indicators tracking 
information such as the volume of recycled materials used in new vehicles, recycling  rates for 
specific materials from ELVs, materials/components/parts removed prior to shredding, the 
market share of used spare parts, the number of ELVs collected and processed in line with 
ELV requirements and the volume of used vehicles exported. More in formation on these 
indicators can be found in the impact assessment report . 
A general review of a regulation is planned 8 years after it enters into force.  
• Detailed  explanation  of the specific  provisions  of the proposal  
Chapter I  sets out the general  provisions.   
Article 1  lays down the subject matter  of this regulation and Article 2 indicates its scope. The 
majority of its provisions apply to vehicles of categories M 1 and N 1 (cars and vans).  Certain 
provisions on the management of end -of-life vehicles and on export requirements also apply 
to certain L -category vehicles  (vehicles of categories L3e, L4e, L5e, L6e and L 7e), to lorries , 
buses and to trailers (vehicles of categories M 2, M 3, N2, N3 and O).  
Article 3  lays down  the definitions  needed for the purposes of this regulation. Several 
definitions are carried over from the repealed Directives 2000/53/EC and 2005/64/EC or from 
existing EU legislation, such as Directives 1999/37/EC, 2008/98/EC and 2014/45/EU or 
Regula tion (EU) 2018/858.  
Chapter II contains circularity requirements concerning vehicle design, to be verified in a 
type-approval process.  
Article 4  lays down minimum requirements on the reusability, recyclability and recoverability 
of vehicle types, specifyi ng the rates to be achieved by each type. It empowers the 
Commission to adopt implementing acts setting out the methodology for calculating and 
verifying these rates.  
Article 5  restricts the use of lead, cadmium, mercury and hexavalent chromium in vehicle s 
and Annex III provide exemptions from this restriction. The Commission will adopt delegated 
acts amending this Annex adjusting it to technical and scientific progress.  
Article 6 requires that each vehicle type contains at least 25% of plastic recycled f rom post -
consumer plastic waste, and that 25% of such material should come from recycled end -of-life 
vehicles. It also empowers the Commission to adopt delegated acts setting recycled content 
targets for other materials . Setting such potential targets must  be underpinned by a detailed 
assessment.  
Article 7 lays down a general obligation that the design of new vehicles must not hinder the 
removal of parts and components that have an important potential for reuse when vehicles 
become waste. It also lays down a requirement to design vehicles in a manner that enables the EN 16  EN removal and replacement of electric  vehicle  batteries  and e-drive  motors  from  the vehicle  type 
during  both the use phase  and the waste  phase.   
Chapter III lays down information and labelling requirements for manufacturers.  
Article 8  sets out the manner in which the manufacturers must prove compliance of their 
vehicle  types  with the requirements laid down in this regulation during the type -approval 
process.  
Article 9 establishes the obligation  to prepare a circularity strategy for each new vehicle type, 
containing the aspects listed in Annex IV. Manufacturers should update the strategies every 5 
years, summarising the outcome of the actions taken to meet their undertakings .  
Article 10 oblig es manufacturers to declare in type -approval documentation the share of 
recycled content of indicated materials present in vehicles.  
Article 11 oblig es manufacturers to provide information on the safe removal and replacement 
of parts, components and material s contained in vehicles. This information must be accessible 
free of charge  to waste management operators and repair and maintenance operators.  
Article 12 covers the labelling of parts, components and materials present in vehicles in line 
with material co ding standards. Detailed rules on labelling e -drive motors containing 
permanent magnets are laid down in Annex VI.  
Article 13 establishes a circularity vehicle passport, a digital tool used to improve the 
provision of information on the safe removal and replacement of vehicle parts and 
components  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 .  
Chapter IV sets out rules on the management of end -of-life vehicles.  
Section 1 contains provisions requiring Member States to designate the authorities responsible 
for implementing and enforcing Chapter IV and V ( Article 14 ) and for setting the general 
conditions for issuing permits for authorised treatment f acilities ( Article 15 ). 
Section 2 lays down requirements for extended producer responsibility.  
Article 16 establishes a general obligation of producers on responsibility  and indicates its 
scope. Article 17 requires Member States to create a register that will monitor compliance of 
producers with these requirements. Producers who are not registered shall not make available 
vehicles on the market within a territory of a Member State.  Article 18  concerns producer 
responsibility organisations. Article 19 lays down conditions for the authorisation of 
producer s, in case of individual fulfillment of extended producer  responsibility obligations, 
and producer responsibility organisations.  Article 20  indicates the costs related to manag ing 
end-of-life vehicles that should be covered by financial contributions of producers. Article 21 
lays down harmonised criteria for modul ating these fees. Article 22  sets out rules on  the cost 
allocation mechanism for vehicles becoming end -of-life vehicles i n another Member State. It 
empowers the Commission to adopt delegated  acts concerning  detailed rules on the 
application of fee modulation criteria and on the cost allocation mechanism of cross -border 
extended producer responsibility.  
Section 3  covers the collection of end -of-life vehicles.  
Article 23  sets out an obligation for producers to set up and participate in collection systems 
for end -of-life vehicles and sets out the requirements of these  systems. It also obliges the 
Member States to ensure that these  systems function properly.  EN 17  EN Article 24 establishes an obligation to deliver all end -of-life vehicles to authorised treatment 
facilities .  
Article 25 specifies obligation of authorised treatment facilities to issue certificate s of 
destruction for all treated end-of-life vehicles.  
Article 26 lists the obligations of vehicle owner s to deliver their vehicle s to an authorised 
treatment facility when it reaches the end-of-life stage and to present the subsequent 
certificate of destruction for the vehicle’s  deregistration.  
Section 4  covers the treatment of end -of-life vehicles.  
Article 27 sets outs obligations of authorised treatment facilities on the specific action needed 
to treat vehicles properly.  
Article 28 sets out the general requirements applicable to the shredding of end -of life vehicles. 
It also bans the mixing of end-of-life vehicles, their parts, components and materials with 
packaging waste and waste electrical and electronic equipment.   
Article 29 establishes req uirements for the depollution of end -of-life vehicles, indicating that 
removed fluids and liquids must be separately stored, similarly as parts, components and 
materials containing lead, cadmium, mercury and hexavalent chromium. It also underlines , 
that re moved electric vehicles batteries need to  be stored and treated  in line with Regulation 
(EU) 2023/[Batteries].  
Article 30 obliges authorised treatment facilities to remove the parts and components listed in 
Annex VII Part C before shredding and sets out t he conditions authorising an exemption from 
this requirement.  
Article 31  sets out the obligations concerning removed parts and components to assess their 
fitness for reuse, remanufacturing, refurbishment, recycling, or other treatment operations and 
how t hey should be labelled. It also provides a list of parts that should not be reused, 
remanufactured or refurbished.  
Article 32 lays down requirements governing the trading of used, remanufactured and 
refurbished parts and components. These parts and compone nts must be properly labelled and 
covered by a warranty.  
Article 33 states that Member States must adopt incentives to promote the reuse, 
remanufacturing and refurbishment of parts and components.  
Article 34 sets out three targets: on the reuse and recycl ing of end -of-life vehicles, on their 
reuse and recovery and on plastic recycling.  
Article 35 introduces a ban for landfilling of non -inert waste  that are not processed through 
post shredder technology . 
Article 36 lays down rules to calculate re-use, recyc ling and recovery targets in situations 
when end -of-life vehicles are shipped to another country for treatment .  
Chapter V provides rules on used vehicles and their export.  EN 18  EN Section 1  concerns the status of used vehicles. Article 37 oblig es the vehicle owner 
transferring the ownership of the vehicle to be able to demonstrate that the vehicle subject to 
the transfer is not an end -of-life vehicle.  
Section 2 contains several provisions governing the export of used vehicles.  
Article 38  lays dow n conditions for exporting used vehicles: they should not be end -of-life 
vehicle s according to criteria set out in Annex I and they must be roadworthy. It also explains 
how the customs authorities will verify if and how vehicles comply with these requireme nts. 
Article 39 oblig es customs authorities to automatically and electronically verify the 
compliance of vehicles to be exported with export requirements.  
 Article 40  sets out when  customs authorities should carry out c hecks on used vehicles to be 
exported .  
Article 41 indicates when customs authorities should suspend the export of a used vehicle  
from releasing for export , Article 42 concerns situations when a used vehicle should be 
released  for export and Article 43 provides for grounds for refusal to release the vehicle for 
export.  
Article 44 covers cooperation between the authorities and exchange of customs -related 
information and Article 45 indicates the electronic system to be used for this purpose.  
Chapter VI contain provisions on the enforcement of the rules contained in the regulation.  
Article 46 oblig es Member States to carry out regular inspections of authorised treatment  
facilities, repair and maintenance operators and other facilities and economic operators who 
may treat end-of-life vehicles.  
Article 47 obliges Member States to establish effective cooperation mechanisms at national 
and international level, enabling the exchange of the data needed under this regulation.  
Article 48 requires Member States to establish e ffective, proportionate and dissuasive 
penalties for infringing this Regulation.  
Article 49  lays down rules on reporting from Member States to the Commission on data 
concerning the collection and treatment of end -of-life vehicles, as well as on implementing 
the extended producer resp onsibility obligations.  
Chapter VII is a standard chapter with articles on delegated acts ( Article 5 0) and on 
implementing acts ( Article 5 1).   
Chapter VIII sets out amendments to Regulation (EU) 2019/1020  and Regulation (EU) 
2018/858.  
Chapter IX is a standard chapter on final provisions, with articles covering the requirement to 
evaluate the regulation 8 years after adoption ( Article 55), on repeal and transitional 
provisions ( Article 56) and entry into force ( Article 57).  
  EN 19  EN 2023/0284 (COD)  
Proposal for a  
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL  
on circularity requirements for vehicle design and on management of end -of-life 
vehicles, amending Regulations  (EU) 2018/858 and 2019/1020 and repealing Directives 
2000/53/EC and 2005/64/EC  
(Text with EEA relevance)  
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,  
Having regard to the Treaty on the Functioning of the European Union, and in particular  
Article 114 thereof,  
Having regard to the proposal from the European Commission,  
After transmission of the draft legislative act to the national parliaments,  
Having regard to the opinion of the European Economic and Social Committee1,  
Having regard to th e opinion of the Committee of the Regions2,  
Acting in accordance with the ordinary legislative procedure,  
Whereas:  
(1) The Communication of the Commission of 11 December 2019 on ‘The European 
Green Deal’3 (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 econom ic 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 t heir end -of-life in a sustainable manner.  
(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 ar e 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 
                                                 
1 OJ C , , p.  . 
2 OJ C , , p. .  
3 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).  EN 20  EN market . This can represent a significant environmental impact, linked to the energy 
required for the extraction and processing of these  materials . The en vironmental 
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 recyc led from 
end-of-life vehicles. To address th ese environmental impact s 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 e conomy . 
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’4 which 
called for a revision of the current rules to “ promote more circular bus iness models by  
linking design issues to end -of-life treatment, consider rules on mandatory recycled 
content for certain materials, and improve recycling efficiency ”. The Council5 and the 
Parliament6 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.  
(3) Directive 2000/53/EC of the European P arliament and of the Counci l7 sets up 
harmonised treatment requirements for end -of-life vehicles and targets for vehicles’ 
reuse and recycling and reuse and recovery. It establishe s 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 create s basic rules on extended 
producer responsibility, requiring  vehicle producers to cover part of the costs of 
collection of end -of-life vehicles.  
(4) The C ommission’s evaluation of Directive 2000/53/EC8 highlighted that it has been 
effective in deliver ing many of its initial objectives , especially the  elimination of 
cadmium, lead, mercury and hexavalent chromium  from vehicles , an increase in 
collection point s 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 
vehicle s and was not adapted any  longer to ensure a high quality of treatment of these 
vehicles . 
                                                 
4 Communicat ion 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 ). 
5 Council co nclusions of 17 December 2020,  Making the recovery circular and green . 
6 European Parliament resolution of 10 February 2021 on the New Circular Economy Action Plan . 
7 Directive 2000/53/EC of the European Parliament and of the Council of 18 S eptember 2000 on end -of 
life vehicles (OJ L 269 21.10.2000, p. 34).  
8 Evaluation of Directive (EC) 2000/53 of 18 September 2000 on end -of-life vehicles, SWD(2021) 61 
final.    EN 21  EN (5) Directive 2005/64/EC of the European Parliament and of the Council9 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 
improv ing 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.    
(6) Regulation (EU) 2018/858 of the Eu ropean Parliament and of the Council10 introduced 
a comprehensive type -approval and market surveillance system for motor vehicles, 
trailers, and for systems, components and separate technical units intended for such 
vehicles with a view to ensuring the prop er functioning of the single market and in 
order to offer a high level of environmental performance. There is a need for a 
separate regulatory act for the purposes of the EU type -approval procedure laid down 
in Annex II to Regulation (EU) 2018/858. It is n ecessary to lay down provisions and 
requirements on the circularity of vehicles in the process of EU type approval. To 
ensure the compliance of vehicles with those requirements it is necessary to ensure 
their verification in the EU type -approval process. T he administrative provisions of 
Regulation (EU) 2018/858, including the provisions on market surveillance, corrective 
measures and penalties, apply to type approvals issued this Regulation. The 
administrative provisions of Regulation (EU) 2018/858, includi ng the provisions on 
market surveillance, corrective measures and penalties, apply to type approvals issued 
in compliance with the requirements of this Regulation.  
(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, placeme nt 
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 a nd 
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).  
                                                 
9 Directive 2005/64/EC of the European Parliament and of the Council of 26 Octob er 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).  
10 Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the 
approval and market surveillance of motor vehicles and their trailers, and of systems, components and 
separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) 
No 595/2009 and repealin g Directive 2007/46/EC  (OJ L 151 14.6.2018, p. 1 ). EN 22  EN (8) Directives 2000/53/EC and 2005/64/EC apply only to passenger vehicles (M 1) and 
light commercial vehicles (N 1), 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 framewor k 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 M 1 and 
N1, but,  partially, also to certai n L-category vehicles (L 3e-L7e), heavy -duty vehicles 
and their trailers (M 2, M 3, N 2, N 3, 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 M 1 and N 1 
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 (M 2, M 3, N 2, N 3, O). To facilitate 
treatment of these end -of-life vehicles, their manufacturers should be required to 
provide information on the rem oval 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.  
(9) Problems with exporting used vehicles concern not only passenger vehicles (M 1) and 
light commercial vehicles (N 1), but also, as studies show11, larger vehicles. Therefore, 
these provisions should also apply to heavy -duty vehicles and their trail ers (M 2, M 3, 
N2, N3, O).  
(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 rec overability 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 m ulti-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.  
(11) One of the biggest practical challenges related to the application of Directive 
2000/53/EC concern s the  determination whether or not  a vehicle has become an end-
of-life vehicle, in particular in cases of transboundary shipment s of vehicles. Despite 
the issuance of guidance12 on this issue , such assessment remain s problematic. It is 
therefore necessary  to provide legally -binding precise criteria allowing to  determine  an 
end-of-life vehicle. Those criteria  should be used by all economic operators and 
vehicle owners dealing with  end-of-life vehicles.  
                                                 
11 https://www.unep.org/resources/report/global -trade -used-vehicles -report   
12 Correspondents' Guidelines No 9 on shipm ent of waste vehicles ,  
https://ec.europa.eu/environment/pdf/waste/shipments/correspondents_guidelines9_en.pdf  
 EN 23  EN (12) The evaluation of Directive 2000/53/EC  concluded that the provisions in this Directive 
on the design of vehicles aimed at facilitating their dismantling and the uptake of 
recycled materials had a  very limited impact on the desi gn and manufacturing of new 
vehicles , as they were not sufficiently detailed, specific and measurable.  
(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 circularit y 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 mate rials 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 ve hicles. 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 v ehicle  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 con ditions 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 .  
(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’)13, 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.  
(15) Directive 2000/53/EC already restrict s the use of lead, mercury, cadmium and 
hexavalent chromium in vehicles an d provide s 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 Council14. Similarly, restrictions on the use of substances regulated in 
                                                 
13 Communication from the Commission to th e 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).  
14 Regulation (EC) No 1907/2 006 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  EN 24  EN Regulation (EU) 2019/1021  of the European Parliament and of the Council15, 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.  
(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, t he use of substances in batteries is comprehensively regulated i n 
Regulation (EU) No 2023/[Batteries] of the European Parliament and of the Council16. 
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 a n exemption  is still required and in what scope.  
(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 
amend ing 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 abs ent 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.  
(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, dec arbonises 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 greenho use 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 c oncerning 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 an d contribute to 
creating fair competition between manufacturers. The requirements will apply to all 
manufacture rs intending to place vehicles on Union’s market, irrespective of where 
they are based. Acknowledging the importance of global value chains in th e 
                                                                                                                                                         
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).  
15 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).  
16 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 […]). EN 25  EN automotive sector, the Regulation should  allow for sourcing the secondary raw 
materials from outside the Union.  
(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 . 
(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 to wards  climat e 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. 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 was te present in and incorporated into the 
vehicle type . 
(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 underdevelope d, 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 i mpacts 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 ta rgets 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.  
(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 EN 26  EN Commission  to establish methodology for the calculation and verification of the shares 
of the materials re cycled 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 f or 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 carrie s the same carbon footprint as the primary raw material.  
(23) In line with the requirements of Regulation (EU) [CRM Act]  of the European 
Parliament and of the Council17, and considering that it is necessary to establish in this 
Regulation  provisions on rec ycled 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  streamlin ing and integrat ing various information, labelling and 
removal obligations under the procedures of this Regulation with those for other parts, 
components and materials . 
(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 
necessa ry 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 v ehicle. 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 Regulat ion 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 Comm ission.  
(25) The type -approval system laid down in Regulation (EU) 2018/858 requires  
manufacturers to construct  their vehicles, systems, components and separate technical 
units in conformity with an approved vehicle type. To ensure that manufacturers 
compl y with the circularity requirements that are applicable to them at type -approval 
stage and which are laid down in this Regulation,  and that type -approval authorities 
can verify compliance, it is necessary for manufacturers to include the information 
requir ed for the type -approval procedure in the information folder. To increase 
transparency and ensure that the required type -approval information is presented  in a 
manner coherent with the requirements in other legislation governing type -approval 
requirements for vehicles, the Commission should  amend the rules established in 
Commission Implementing Regulation (EU) 2020/68318 which standardis e the 
                                                 
17 Proposal for a Regulation of the European Parliament and of the Council establishing a framework fo r 
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) . 
18 Commission Implementing Regulation (EU) 2020/683 of 15 April 2020 implementing  Regulation (EU) 
2018/858 of the European Parliament and of the Council with regards to the administrative 
requirements for the approval and market surveillance of motor vehicles and their trailers, and of 
systems, components and separate technical units i ntended for such vehicles (OJ L 163, 26.5.2020, p. 
1). 
 EN 27  EN documents and information to be included into the information folder and thus specify 
the administrative requirements for type -approval . 
(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 prov ide 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 i n 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.  
(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 requi red to provide technical documentation showing the  
percentage of recycled materials  present in new vehicle type s 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 docume nts as part of the application for type -
approval.  
(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, remanufacturin g 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 st eps 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 ide ntify, 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 t he 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 Articl e 
290 of the Treaty on the Functioning of the European Union should be delegated to the 
Commission in respect of  amending Annex V . EN 28  EN (29) While digital coding is increasingly used to control different parts and components in 
vehicle, the evaluation of Direct ive 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 .  
(30) Manufacturers and  their suppliers should use component and material coding 
standards , which were established initially in  Commission Decision 2003/138/EC19, 
for labelling and identification of vehicles’ plastic and elastomer parts, components 
and materials.  They should ensu re, that all parts and components of vehicles are 
marked in accordance with other applicable Union legislation, in particular concerning 
labelling of batteries and of permanent magnets included in vehicles that they place on 
the market. In order to take in to account the 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 VI specifying how parts and c omponents of vehicles should be labelled.  
(31) In order to facilitate the end -of-life treatment of vehicles, vehicle m anufacturers  
should provide, via  digital tool s, accurate, complete and up -to-date information on the 
safe removal and replacement of vehi cle parts and components. A Circularity V ehicle 
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 Council20 and the Regulation  [Euro 7 ] of the European 
Parliament and of the Council21. 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 operati on requirements for the 
passport and rules on location of the data carrier or other identifier enabling accessing 
the passport on the vehicle .  
(32) In order  to ensure that producers and other economic operators are subject to the same 
rules across the Mem ber States , it is necessary to lay down harmonised rules for waste 
management of end -of-life vehicles. This should lead to  a high level of protection of 
human health and the environment across the Union. It would also result in further 
harmonisation of the  quality of waste management services provided by economic 
operators and facilitate the functioning of the market for secondary raw materials.  
(33) In order to guarantee the safe and environmentally sound treatment of end -of-life 
vehicles, any establishmen t or undertaking intending to perform waste treatment 
                                                 
19 Commission Decision 2003/138/EC of 27 February 2003 establishing component and material coding 
standards for vehicles pursuant to Directive 2000/53/EC of the European Parliament and of the Council 
on end -of-life vehicles (OJ L 53, 28.2.2003, p. 58 –59). 
20 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.  
21 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.  EN 29  EN 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.  
(34) Directive 2000/53/EC establishe s 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 g eneral minimum requirements 
for extended producer respons ibility schemes set out in Directive 2008/98/E C of the 
European Parliament and of the Council22, 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 th is Regulation.  
(35) In order to facilitat e 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 part icular 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 regis ter 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.   
(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.  
(37) Producers should be able choose whether  they will exercise their extended produce r 
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 producer s. 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 repre sentation of producers and waste management operators should be 
ensured in the governing bod ies of such organisations.  
(38) Producers should finance part of the costs of collection and treatment of end -of-life 
vehicles necessary to meet the requirements e stablished 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 
                                                 
22 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).  EN 30  EN covered by producers should be determined  taking in to 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. T o this end , the competent authorities, i n 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 .  
(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 fo r 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.  
(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  insolven t or permanent ly cease their  
operat ions.   
(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 am ount 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.  
(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 c overs 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 mechanism s 
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 facilitat es the development of Union wide 
approaches in case of individual producer responsibility .  
(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 establish ing further detailed  rules on the obligations of the producers, Member EN 31  EN States and waste management operators and the features of the cross -border 
mechanisms.  
(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 , second arily,  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 facilit y without unnecessary efforts or costs. This means in 
practice that such systems should appropriately  cover the wh ole 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.  
(45) End-of-life vehicles should  be treated only in authorised treatment facilities, thus such 
facilities play a vital role in collection of the e nd-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 collec tion 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.  
(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 s hould 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.  
(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/EC23 and the content of this 
Decision s hould 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 o wner 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.  
(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 whi ch 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 th eir cooperation so as to reduce the 
                                                 
23 Commission Decisi on 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). EN 32  EN 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.  
(49) To ensure effective collection of end -of-life vehicles, explicit obligations should be 
addressed to vehicle owners. They should deliver their vehicle, when i t 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.   
(50) In order to ensure a uniform an d environmentally sound treatment of end -of-life 
vehicles  in the Union, it is essential to ensure that the a uthorised treatment facilities 
accept and treat  all end -of-life vehicles , parts, components and materials , including  
waste parts from repairs of vehicles,  in compliance with the conditions set out in their 
permits, as well as in accordance  with the requirements set out in  this Regulation , the 
best available techniques,  and Directive  2010/75/EU  of the European Parliament and 
of the Council24.  
(51) In view of the key role of a uthorised treatment facilities in managing end -of-life 
vehicles in a way that does not adverse ly affect the environment or human health  and 
contribut es to the achievement of circular economy objectives of the Union , it is 
necessa ry 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.  
(52) In order to ensure traceability on their activities, t he authorised treatment f acilities 
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.  
(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 tr eatment facility, before the end -of-life vehicle is 
treated any further. In this phase, w aste 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 .  
(54) In order to ensure a proper implementation of  Regulat ion (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.  
(55) In order to maximise the potential of reuse , remanufactur ing and refurbishment  of 
parts and components, and preserve a high value for the secondary materials which 
deriv e from end -of-life vehicles, certain parts and components should mandatorily be 
removed from an end -of-life vehicle prior to shredding. The part s 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 
                                                 
24 Directive 2010/75/EU of the European Parliament and of the Council of 24 November 2010 on 
industrial emissions  (OJ L 334, 17.12.2010, p. 17 ). EN 33  EN on mandatory removal o f 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 wi thout 
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 delega ted to the 
Commission in respect of  amending Annex VII . 
(56) Once  the authorised treatment facilities have removed parts and components from an 
end-of-life vehicle, they should carefully assess and determine whether th ose 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.  
(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.  
(58) Recognising the potential of remanufacturing and refurbishment in the automotive 
secto r, 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 p arts and components removed  from an end -of-life vehicle, which are 
suitab le 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 d ocumentation , 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 remanufactur ing, refurbishment or 
reuse.  
(59) In its evaluation of Directive 2000/53/EC, the Commission found that used spare parts 
and components are offered to the public by unidentified providers and often come 
from illegal activities. Therefore, new requirements should be established concerning 
the trading of used , remanufactured or refurbished  parts and components. Such parts 
and components should, above all, be marked with a label indicating the vehicle 
identification number of the vehicle from which the compone nt or part has been 
removed and details of the operator who removed them, and be accompanied by a 
warranty .  
(60) In the interests of road safety and protection of the environment, certain components 
and parts which have been removed from end -of-life vehic les 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.  
(61) In order to encourage the development and prop er functioning of the market for 
reusa ble, 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 o f 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 EN 34  EN sharing their best practices on the incentives  taken at the national leve l, with a view to 
monitoring their  effectiveness .  
(62) In its evaluation of Directive 2000/53/EC, the Commission found that the definition of 
recycling in that Directive is too broad  and not consistent with Directive 2008/98/EC, 
as it considers ‘backfilli ng’ as a recycling operation. Therefore, the Regulation should 
align th e definition of recycling with Directive  2008/98/EC , excluding backfilling 
from its scope.  
(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 recycl ates 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.  
(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 
combin ation  with packaging waste and waste electrical and electronic equipment , 
particularly to improve the separation of copper from steel fractions . 
(65) To further increase the treatment quality of end -of-life vehicles, it should not be 
possible to landfill  waste fractions resulting from shredde d end-of-life vehicles, which 
contain non -inert waste and which  are not processed by post -shredder technology.  
(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 th ose depollute d end-of-life vehicles are shipped  in compliance 
with Regulation (EU) 1013/2006 . 
(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].  
(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 
vehicle s 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 EN 35  EN Union should be delegated to the Commission in resp ect of amending Annex I 
determi ning the criteria on when a vehicle is end -of-life vehicle.  
(69) The EU Action Plan: “Towards Zero Pollution for Air, Water and Soil”25 stresse d the 
need for the Commission to propose new measures to address the U nion’s extern al 
environmental footprint linked to the export of end -of-life vehicles and used vehicles. 
Taking in to account that the export of used vehicles raises important environmental 
and public health challenges as documented by the UN Environmental Programme26, 
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 Council27. 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 authori ties to verify  that those requirements are met upon export, an y 
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 . 
(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 b y 
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 
vehicle s 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 
notifi cation 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 interconnect ed to the EU Single Window 
Environment for Customs , in accordance with Regulation (EU) 2022/2399  of the 
European Parliament and of the Council28. That Regulation  provides for a 
comprehensive framework of automated controls, which appl y to a specific Union 
non-customs formality. Therefore, this Regulation should set out the main  elements  
                                                 
25 COM(2021)400  
26 https://www.unep.org/resources/report/global -trade -used-vehicles -report   
27 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 200 9/40/EC (OJ L 
127, 29.4.2014, p. 51 –128).  
28 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). EN 36  EN which  are to be controlled, while the technical aspects of the implementation of this 
control w ould be laid down  under Regulation (EU) 2022/2399 .  
(71) In order to ensure uniform conditions for the implementation of export requirements , 
implementing  powers should be conferred on the Commission to  develop the 
necessary electronic sys tems and make them operational with national systems . 
(72) Member States should collaborate with one another to ensure an effective 
implementation of the requirements governing the export of used vehicles and to 
provide mutual assistance. This assistance s hould include information exchange to 
verify the status of vehicles prior to their export, including confirming registration 
information in the Member State where they were previously registered. Furthermore, 
in pursuit of comprehensive cooperation, Member  States should cooperate with 
authorities from third countries.  
(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 th e Council29. 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.  
(74) To prevent the risk of vehicles being exported  without the required documents 
indicating the v ehicle identification number and roadworthiness of the vehicle and of 
non-compliance with export requirements  being detected only when the vehicle has 
already left the Union, the appl ication of the  simplified  customs procedures set out in 
Regulation (EU) No 952/2013  should not be allowed . Those procedures would prevent 
customs authorities from conducting real -time controls through the EU Single 
Window Environment for Customs, which would increase the risk of b reaching the 
Union rules on the export of used vehicles.  
(75) In its evaluation of Directive 2000/53/EC, the Commission considered the lack of 
requirements on mandatory inspections as a shortcoming of the Directive. Therefore, 
this Regulation should set ou t minimum requirements concerning the frequency of 
inspections, their scope and characteristics of facilities subject to such inspections. The 
competitiveness of the authorised treatment facilities in relation to the illegal operators 
would  thus be safegua rded and a continued compliance with conditions of permits and 
requirements on the collection and treatment of end -of-life vehicles would  be ensured.  
(76) The inspections should cover compliance with the provisions on export of used 
vehicles  and on treatm ent 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 
                                                 
29 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).  EN 37  EN complementary to inspections on the shipment of end -of-life vehicles, which are 
comprehensively regulated in Regulation  [OP: new Waste Shipment Regulation].  
(77) Membe r 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.  
(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 
environ ment 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 
measu res, 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.  
(79) Member States should lay down rules on penalties applicable to infringements of  this 
Regulation and ensure that those rules are implemented. The penalties should be 
established in particular for violations of the provisions on export of used vehicles, on 
delivery of end -of-life vehicles to authorised treatment facilities or collectio n points 
and on trading used, remanufactured or refurbished parts and components. The 
penalties provided for should be effective, proportionate and dissuasive.  
(80) Establishing reporting obligations is necessary to ensure proper implementation, 
monitorin g and evaluation of Union legislation and to provide markets with up -to-date 
transparency information. Correct and valid data is indispensable for the Commission 
to assess whether the measures provided for in the Regulation function properly and to 
propose , where necessary, further adjustments aimed at ensuring environmentally 
sound treatment of end -of-life vehicles or at streamlining the implementation of the 
Regulation. With a view to limiting the burden linked to reporting, only data which are 
indispensa ble for the purpose of the implementation of this Regulation should be 
reported and reporting should be facilitated through digital tools. Based on these 
elements, it should be specified which data is to be reported by economic operators to 
the relevant au thorities and by the Member States to the Commission. In order to 
ensure uniform conditions  for the implementation of reporting requirements, 
implementing  powers should be conferred on the Commission. The implementing acts, 
which should replace Commission Decision 2005/293/EC30, should also lay down a 
methodology for calculating and verifying whether the reuse, recycling and recovery 
targets have been attained . 
(81) The competent authorities of the Member States play an important role in verifying 
compliance  with the obligations established under this Regulation relating to the 
collection and management of end -of-life vehicles, including better tracking by those 
authorities of the vehicles’ whereabouts and combating illegal handling of end -of-life 
vehicles. M ember States should thus require that waste management operators and 
other relevant economic operators provide the competent authorities with data 
allowing them to better monitor how the provisions on collection and management of 
end-of-life vehicles are being implemented.  
                                                 
30 Commission Decision 2005/293/EC of 1 April 2005 laying down detailed rules on the monitoring of the 
reuse/recovery and reuse/recycling targets set out in Directive 2000/53/EC of the European Parliament 
and of the Council on end -of-life vehicles (OJ L 94, 13.4.2005, p. 30 –33). EN 38  EN (82) The implementi ng powers that are conferred on the Commission by this Regulation 
should be exercised in accordance with Regulation (EU) No 182/2011 of the European 
Parliament and of the Council31. 
(83) When adopting delegated acts under this Regulation, it is of particula r importance that 
the Commission carry out appropriate consultations during its preparatory work, 
including at expert level, and that those consultations be conducted in accordance with 
the principles laid down in the Interinstitutional Agreement of 13 Apr il 2016 on Better 
Law-Making32. To ensure equal participation in the preparation of delegated acts, the 
European Parliament and the Council receive all documents at the same time as 
Member States’ experts, and their experts systematically have access to mee tings of 
Commission expert groups dealing with the preparation of delegated acts.  
(84) Annex II to Regulation (EU) 2019/1020 , which lists Union harmonisation legislation 
without provisions on penalties,  should be amended to delete Directives 2000/53/EC 
and 2005/64/EC from that list as it is necessary that the current Regulation contains 
penalty provisions.  
(85) It is necessary to ensure that the type -approval related provisions and requirements of 
this Regulation are verified during the EU type -approval pr ocess . Regulation (EU) 
2018/858 should  therefore be amended accordingly.  
(86) Missing  vehicle s have been recogni sed 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 thi s, the Commission should propose a 
revision of Council Directive 1999/37/EC  on the registration documents for vehicles33. 
This revision should require Member States to record electronically , for vehicles 
registered on their territory , data allowing to prope rly document the rea sons 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 t he 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 au thority. These amendments  
complement and build on the existing requirements for Member States to 
electronically record data on all vehicles registered on their territory.   
(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 shou ld 
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 exten ding the  scope of this Regulation 
                                                 
31 Regulation (EU) No 182/2011 of the European Parliame nt and of the Council of 16 February 2011 
laying down the rules and general principles concerning mechanisms for control by Member States of 
the Commission’s exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).  
32 OJ L 123, 12.5.2016, p.1.  
33 Council  Directive 1999/37/EC of 29 April 1999 on the registration documents for vehicles (OJ L 138, 
1.6.1999, p. 57).  EN 39  EN 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.  
(88) The report from the Commission should also include an assessment of the measures 
concerning provision of information on substances of concern present in vehicles and 
whether the traceability of such substances need to be improved. It should also assess 
whether there is a need to introduce measures addressing the substances that may 
affect the treatment of vehicles when they reach end -of-life stage, in order to align it 
more closely with Regulation (EU) [Ecodesign for Sustainable Products].  
(89) It is neces sary to provide for sufficient time for economic operators to comply with 
their obligations under this Regulation, and for Member States to set up the 
administrative infrastructure necessary for its application. The application of this 
Regulation should th erefore be deferred.  
(90) In order to allow Member States to take the necessary administrative measures 
regarding establishment of collection systems, while keeping continuity for economic 
operators and waste management operators, repeal of Directive 2000/ 53/EC should be 
deferred.  
(91) This Regulation does not change the rules on restrictions on the use of lead, mercury 
cadmium and hexavalent chromium in vehicles established under Directive 
2000/53/EC or exemptions from those restrictions. However, it lays down clearer rules 
on how compliance with these  restrictions , as well as with other  circularity 
requirements, are to be verified during the type -approval process. In order to ensure 
that manufacturers have sufficient time to comply with those rules , their application 
should be deferred . Therefore, provisions of Directive 2000/53/EC concerning 
restrictions on the use of lead, mercury cadmium and hexavalent chromium should 
remain in force until those rules become applicable , in order to ensure continuity and 
to assure that vehicles placed on Union’s market do not contain such substances , in 
cases other than provided for in that Directive.  
(92) This Regulation also provide s clear er provisions on extended producer responsibility 
than Directive 2000/53/EC. As est ablishment of such schemes and necessary national 
provisions on authorisation of producers and producer responsibility organisations 
requires some time, the application of those provisions should be deferred . The 
corresponding provisions  of Directive 2000/53/EC should remain in force until those 
provisions become applicable in order to ensure continuity with regard to the 
producers financing of the costs  of collecting end -of-life vehicles .  
(93) Similarly, this Regulation contains  new req uirements on the treatment of end -of-life 
vehicles, in particular on the  removal of parts and components  for the purpose of  
promot ing their reuse , remanufacturing or refurbishment  as well as increas ing the 
quality of recycling processes . Waste management o perators  require time to adjust to 
those new requirements and the application of them should therefore be deferred. The 
corresponding provisions of Directive 2000/53/EC should remain in force until those 
requirements become applicable in order to ensure co ntinuity with regard to treatment 
of end -of-life vehicles .   
(94) Obligations under Directive 2000/53/EC on reporting and the related obligations for 
the transmission of data to the Commission should remain in force for a period of time 
in order to ensure continuity until the new calculation rules and reporting formats are 
adopted by the Commission under t his Regulation .  EN 40  EN (95) The application of all provisions concerning vehicle of categories L 3e-L7e, M2, M 3, 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 furth er treatment of such vehicles.  
(96) In the interest of clarity, rationality and simplification, since the rules on type -approval 
of motor vehicles with regard to their reusability, recyclability and recoverability are 
all contained in this Regulation, the repeal of Directive 2005/65/EC  should be 
deferred . This time provides sufficient time for  manufacturers to ensure that the 
vehicles types they design and construct comply with the circularity requirements and 
for approval authorities to implement the new r ules.  
(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, a nd 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 i n 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 . 
HAVE ADOPTED THIS REGULATION:  
  EN 41  EN CHAPTER  I 
GENERAL PROVISIONS  
Article 1  
Subject matter  
This Regulation lays down circularity requirements on vehicle design and production related 
to reusability, recyclability and recoverability and the use of recycled content, which are to be 
verified at type -approval of vehicles, and on information and labelling requirements on parts, 
components and materials in vehicles. It also lays down requirements on extended producer 
responsibility, collection and treatment of end -of-life vehicles, as well as on the export  of 
used vehicles from the Union to third countries.  
Article 2  
Scope  
1. This Regulation shall apply :  
(a) to vehicles and end -of-life vehicles of categories M 1 and N 1 as set out in 
Article 4(1) , point (a)(i) and (b)(i) , of Regulation (EU) 2018/858 ; 
(b) from [OP: Please insert the date = the first day of the month following 60 
months after the date of entry into force of this Regulation]  to vehicles and 
end-of-life  vehicles of categories  M2, M 3, N 2, N 3 and O as set out in Article 
4(1) of Regulation (EU) 2018/858 ; 
(c) from [OP: Please insert the date = the first day of the month following 60 
months after the date of entry into force of this Regulation]  to vehicles and 
end-of-life vehicles and of categories L 3e, L4e, L5e, L6e and L 7e as set out in 
Article 4 (2), points (c) to (g), of Regulation (EU) 168/2013.  
2. This Regulation shall not apply to:  
(a) special purpose vehicles as defined in Article 3 , point (31) , of Regulation (EU) 
2018/858 ; 
(b) other parts of a vehicle that have been type -approved in multi -stage type 
approval of category N 1, N2, N3, M 2 or M 3 than the base vehicle;  
(c) vehicles produced in small series, as defined in Article 3, point (30), of 
Regulation 2018/858;  
(d) vehicles of historical interest as defined in Article 3, point (7), of  Directive 
2014/45/EU.  
3. Notwithstanding paragraph 1, point (b), the following provisions shall not apply to 
vehicles and end -of-life vehicles of categories  M2, M 3, N2, N3 and O :  
(a) Article 4 on reusability, recyclability and recoverability of vehicles;  
(b) Article 5 on requirements for substances in vehicles;  
(c) Article 6 on minimum recycled content in vehicles;  
(d) Article 7 on design to enable removal and replacement of certain parts and 
components in vehicles;  
(e) Article 8 on general obligations;  EN 42  EN (f) Article 9 on circularity strategy;  
(g) Article 10 on declaration on recycled content present in vehicles;  
(h) Article 12 on labelling of parts, components and materials present in vehicles;  
(i) Article 13 on circularity vehicle passport;  
(j) Article 21 on fee modulation;  
(k) Article 22 on cost allocation mechanism for vehicles becoming end -of-life 
vehicles in another Member State;  
(l) Article 28 on g eneral requirements for shredding ; 
(m) Article 30 on mandatory removal of parts and components for reuse a nd 
recycling prior to shredding;  
(n) Article 31 on requirements concerning the removed parts and components;  
(o) Article 32 on trade of used, remanufactured or refurbished parts and 
components;  
(p) Article 33 on reuse, remanufacturing and refurbishment of  parts and 
components;  
(q) Article 34 on reuse, recycling and recovery targets;  
(r) Article 35 on ban on landfilling of non -inert waste;  
(s) Article 36 on shipments of end -of-life vehicles.  
4. Notwithstanding paragraph 1, point (c), the following provisio ns shall not apply to 
vehicles and end -of-life vehicles of categories  L3e, L4e, L5e, L6e and L 7e:  
(a) Articles listed in paragraph 3;  
(b) Article 38 on controls and requirements on the export of used vehicles;  
(c) Article 39 on automated verification of the Vehicle Identification Number and 
the information on vehicle status;  
(d) Article 40 on risk management and customs controls;  
(e) Article 41 on suspension;  
(f) Article 42 on release for export;  
(g) Article 43 on refusal to release for export;  
(h) Article 44 on cooperation among authorities and exchange of information;  
(i) Article 45 on electronic systems.  
5. Notwithstanding paragraph 2, point (a), the following provisions shall apply to 
special purpose vehicles:   
(a) Article 5 on requirements for s ubstances in vehicles;  
(b) Article 16 on extended producer responsibility;  
(c) Article 20 on financial responsibility of producers;  
(d) Article 23 on collection of end -of-life vehicles;  
(e) Article 24 on d elivery of end -of-life vehicles to the authorised t reatment 
facilities;  EN 43  EN (f) Article 25 on certificate of destruction;  
(g) Article 26 on obligations for the vehicle owner;  
(h) Article 29 on depollution;  
(i) Article 30 on m andatory removal of parts and components for reuse and 
recycling  prior to shredding.  
6. Notwithstanding paragraph 1, points (b) and (c), Articles 16, 19, 20, 27 and  46 to 49 
shall apply to vehicles and end -of-life vehicles of categories  L3, L4, L5, L6 L7, M2, 
M3, N2, N3 and O  with the following modifications:   
(a) the extended producer res ponsibility, referred to in Article 16, shall include the 
obligation of producers of such vehicles to ensure that vehicles, that they have 
made available on the market for the first time within the territory of a Member 
State and that become end -of-life ve hicles, are:  
(i)  collected, in accordance with Article 23;  
(ii)  depolluted, in accordance with Article 29;  
(b) the authorisation, referred to in Article 19, shall be granted upon demonstration 
that the applicant meets the criteria laid down in Article 19 (2) with respect to 
the collection and depollution of vehicles;  
(c) the financial contributions to be  paid by producers in accordance with Article 
20(1), point  (a), shall cover the costs of collection and depollution of vehicles 
of such categories, which are not covered by the revenues of waste 
management operators linked to the sales of used spare parts and used spare 
components, of depolluted end -of-life vehicles, or of secondary raw materials 
recycled from end -of-life vehicles;  
(d) Article 27 shall apply except for paragraph 3 , points (c) and (d);  
(e) Articles 46 to 49 shall apply only with respect to enforcement of obligations 
applicable for such vehicle categories . 
Article 3  
Definitions  
1. For the purposes of this Regulation, the following definiti ons shall apply:  
(1) ‘vehicle’ means any vehicle as defined in Article 3, point (15), of Regulation (EU) 
2018/858 or listed in Article 4(2), points (c) to (g), of Regulation (EU) 168/2013;  
(2) ‘end-of-life vehicle’ means a vehicle which is w aste as defined  in Article 3 , point (1), 
of Directive 2008/98/EC,  or vehicles that are irreparable  according to criteria Part A, 
points 1 and 2 of Annex I;  
(3) ‘vehicle type’ means any type of vehicle as defined in Article 3, point (32), of 
Regulation (EU) 2018/858 or vehicle type as defined in Article 3, point (73), of 
Regulation (EU) No 168/2013;  
(4) ‘reusability’ means the possibility  for reuse of parts or components  diverted from an 
end-of-life vehicle;  
(5) ‘reuse’ means any operation by which parts or components of end -of life vehicles are 
used for the same purpose for which they were conceived;  EN 44  EN (6) ‘recyclability’ means the possibility for recycling  of parts, components or materials 
diverted from an end -of-life vehicle;  
(7) ‘recoverability’ means the possibility for recovery  of parts, component s or materials 
diverted from an end -of-life vehicle;  
(8) ‘supplier’ means any natural or legal  person  who supplies parts , components or 
materials to a manufacturer w ho uses them to manufacture vehicles;  
(9) ‘plastic’ means a polymer within the meaning of Article 3 , point (5) , of Regulation 
(EC) No 1907/2006, to which additives or other substances may have been added;  
(10) ‘critical raw materials’ means critical raw m aterials as defined in Article 2, point (2), 
of Regulation (EU) [Critical Raw Mat erials Act];  
(11) ‘post -consumer waste’ means waste that is generated from products after they have 
been placed on the market;  
(12) ‘removal’ means manual, mechanical, chemica l, thermal or metallurgic handling 
with the result that the targeted parts, components or materials from end -of-life 
vehicles are individually identifiable as a separate output stream or part of an output 
stream ;  
(13) ‘e-drive motor’ means an electric mot or that converts electrical input power into 
mechanical output power to provide traction to a vehicle;  
(14) ‘electric vehicle battery’ means electric vehicle battery as defined in Article 3 , point 
(14), of Regulation (EU) 2023/ [Batteries and waste batteries];  
(15) ‘authorised treatment facility’ means any establishment or undertaking that is 
permitted in accordance with Directive 2008/98/EC and this Regulation to carry out 
collection and treatment of end -of-life vehicles;  
(16) ‘treatment’ means any  activity after the end -of-life vehicle has been handed over to a 
facility for depollution, dismantling, compacting, shearing, shredding, recovery or 
preparation for disposal of the shredder waste, and any other operation carried out for 
the recovery or di sposal of the end -of-life vehicle and its parts, components and 
materials;  
(17) ‘shredding’ means any operation used for tearing into pieces or fragmenting end -of-
life vehicles;  
(18) ‘repair and maintenance operator’ means any natural or legal person  who, related to 
that person’s trade, business, craft or profession, provides repair or maintenance 
services, whether independent ly from or authorised by manufacturers;  
(19) ‘placing on the market’ means making available a vehicle for the first time in the 
Union ;  
(20) ‘making available on the market’ means any supply of a vehicle for distribution or 
use on the market in the course of a commercial activity, whether in return for 
payment or free of charge;  
(21) ‘waste management operator’ means any natural or leg al person dealing on a 
professional basis with the collection or treatment of end -of-life vehicles;  
(22) ‘producer’ means any manufacturer, importer or distributor who, irrespective of the 
selling technique used, including by means of distance contracts as  defined in Article 
2, point (7), of Directive  2011/83/EU, supplies a vehicle for the first time for 
distribution or use, within a territory of a Member States on a professional basis;  EN 45  EN (23) ‘producer responsibility organisation’ means a legal entity that f inancially or 
financially and operationally organises  the fulfilment of extended producer 
responsibility obligations on behalf of several producers;  
(24) ‘appointed representative for the extended producer responsibility’ means a natural 
or legal person es tablished in a Member State in which the producer makes vehicle 
available on the market for the first time,  which is different from the Member State 
where the producer is established, and is appointed  by the producer in accordance 
with Article 8a(5), third  subparagraph , of Directive 2008/98/EC to fulfil the 
obligations of that producer under Chapter  IV of this Regulation;  
(25) ‘secondary raw materials’ means materials that have  been obtained through recycling 
processes and can substitute primary raw materia ls;  
(26) ‘vehicle owner’ means any natural or legal person holding the ownership right of a 
vehicle and, if not specified otherwise, any holder of the registration certificate;  
(27) ‘post -shredder technology’ means techniques and technologies used to proc ess 
materials from end -of-life vehicles, after they have been shredded, for further 
recovery ; 
(28) ‘remanufacturing’ means an operation in which a new part or component is 
manufactured from parts and components that are either removed from vehicles or 
end-of-life vehicles and in which at least one change is made to the part or 
component that affects its safety, performance, purpose or type;  
(29) ‘refurbishment’ means actions carried out to prepare, clean, test and, where 
necessa ry, repair a part or component that is removed from vehicles or end -of-life 
vehicles in order to restore the performance or functionality of that part or 
component within the intended use and range of performance originally conceived at 
the design stage ap plicable at the time of its placing on the market;  
(30) ‘packaging waste’ means packaging waste as defined in Article 3 , point (2) , of 
European Parliament and Council Directive 94/62/EC34 [Article 3 , point (20) , of 
Regulation (EU) [Packaging and Packaging W aste Regulation]];  
(31) ‘waste electrical and electronic equipment’ means waste electrical and electronic 
equipment as defined in Article 3(1) , point (e) , of Directive 2012/19/EU  of the 
European Parliament and of the Council35; 
(32) ‘non-inert waste’ means waste that does not meet the conditions of definition of 
‘inert waste’ laid down in Article 2 , point (e) , of Council Directive 1999/31/EC36;  
(33) ‘used vehicle’ means a vehicle which has been registered in a Member State or any 
other country  and is not an end-of-life vehicle;  
(34) ‘used vehicle to be exported’ means a used vehicle that is to be placed under the 
customs procedure laid down in Article 269 of Regulation (EU) No 952/2013 ; 
(35) ‘economic operators’ means producers, collectors, vehicle insurance companies, 
suppliers,  repair and maintenance operators, waste management operators and any 
                                                 
34 European Parliament and Council Directive 94/62/EC of 20 December 1994 on packaging and 
packaging waste (OJ L 365, 31.12.1994, p. 10).  
35 Direct ive 2012/19/EU of the European Parliament and of the Council of 4 July 2012 on waste electrical 
and electronic equipment (WEEE)  (OJ L 197 24.7.2012, p. 38) . 
36 Council Directive 1999/31/EC of 26 April 1999 on the landfill of waste (OJ L 182, 16.7.1999, p. 1 –19). EN 46  EN other operators involved in design of vehicles, trade in used vehicles, or management 
of end -of-life vehicles.  
2. In addition to the definitions referred to in paragraph 1, the following definitions 
shall apply:  
(a) ‘waste’, ‘waste oils’, ‘waste holder’, ‘waste management’, ‘collection’, 
‘prevention’, ‘recycling’, ‘recovery’, ‘backfilling’, ‘disposal ’ and ‘extended 
producer responsibility scheme’  laid down in Article 3, points (1), (3), (6), (9), 
(10), (12), (15), (17), (17a), (19)  and (21), of Directive 2008/98/EC ; 
(b) ‘type -approval’, ’multi -stage type approval’,  ‘component’, ‘parts’, ‘spare parts’,  
‘base vehicle’, ‘vehicle produced in small series’, ‘special purpose vehicle’, 
‘market surveillance authority’, ‘approval authority’ ‘manufacturer’, ‘importer’  
and ‘distributor’ laid down in Article 3, points (1), ( 8), (19), (21), (23), ( 24) 
(28), (30), ( 31), (35), (36), (40), (42)  and (43), of Regulation (EU) 2018/858;  
(c) ‘registration’, ‘registration certificate’, ‘suspension’, ‘holder of registration 
certificate’ and ‘cancellation of registration’ laid down in Article 2, points (b), 
(c), (d), (e) and ( f), of Directive 1999/37/EC;  
(d) ‘vehicle of historical interest’, ‘roadworthiness test’ and ‘roadworthiness 
certificate’ laid down in Article 3, points (7), (9) and (12) , of Directive 
2014/45/EU;  
(e) ‘substance of concern’  and ‘data carrier’  laid down in Article 2, points (28) and 
(30), of Regulation [Ecodesign for sustainable products].  
 
CHAPTER II  
CIRCULARITY REQUIREMENTS  
Article 4  
Reusability, recyclability and recoverability of vehicles  
1. Each vehicle belonging to a vehicle type  that is type -approv ed as of [OP: Please 
insert the date = the first day of the month following 72 months after the date of entry 
into force of th is Regulation ] under Regulation (EU) 2018/858 shall be constructed 
so that it is:   
(a) reusable or recyclable to a minimum of 85 % by mass;  
(b) reusable or recoverable to a minimum of 95 % by mass.  
2. For each vehicle type referred to in paragraph 1, manufacturers shall take the 
following measures : 
(a) collect the necessary data  through the  full chain of supply, in particular the 
nature and the mass of all materials used in the construction of the vehicles, to 
ensure continued compliance with the requirements;  
(b) keep all the other appropriate vehicle data required by the calculation proces s 
referred to in point (e) ; 
(c) verify the correctness and completeness of the information received from 
suppliers;  
(d) the breakdown of the materials shall be managed and documented;  EN 47  EN (e) calculat e the reusability, recyclability and recoverability rates for the purposes 
of paragraph 1 in accordance with the methodology established by the 
Commission under paragraph 3  or, before such methodology has been adopted, 
in accordance with ISO standard 22628:2002 in combination with the elements 
set out in Part A o f Annex II;  
(f) mark the parts and components of the vehicles made of polymers and 
elastomers in accordance with Article 12(1);  
(g) ensure that parts and component s listed in Part E of Annex VII are not reused 
in the construction of new vehicles.  
3. The Co mmission shall, by [ OP: please enter the date = the last day of the month 
following 35 months after the date of entry into force of this Regulation ], adopt an 
implementing act establishing a new methodology for calculation and verification of 
the rates of reusability, recyclability and recoverability of a vehicle, taking into 
account  the elements set out in Annex II . 
That implementing act shall be adopted in accordance with the examination 
procedure referred to in Article 51 (2). 
Article 5  
Requirements for substances in vehicles  
1. The presence of substances of concern in vehicles and in their parts and components 
shall be minimised as far as possible.    
2. In addition to the restrictions set out in Annex XVII to Regulation (EC) No 
1907/2006  and, as applicable, to the restrictions set out in Annexes I and II to 
Regulation (EU) 2019/1021 and in Regulation (EU) 2023/[OP: Batteries], any 
vehicle type that is type -approved  as of [OP: Please insert the date = the first day of 
the month following 72 months after the date of entry into force of this Regulation ], 
under Regulation (EU) 2018/858  shall not contain lead, mercury, cadmium or 
hexavalent chromium . 
3. By way of derogation from paragraph 2, vehicle types may contain lead, mercury, 
cadmium or hexavalent chromium under the conditions and up to the maximum 
concentration values  laid down in Annex III.  
4. The Commission is empowered to  adopt delegated acts in accordance with Art icle 5 0 
to amend Annex III in order to adapt it to scientific and technical progress by : 
(a) establish ing maximum concentration values up to which the presence of lead, 
mercury, cadmium or hexavalent chromium  in specific parts, components and 
homogenous materials of vehicles is to be tolerated;  
(b)  exempt ing certain parts, components and homogenous materials of vehicles 
from the prohibition on the presence of lead, mercury, cadmium or hexavalent 
chromium set out in paragraph 2 where the following condition s are fulfilled:  
(i)  the use of those substances is unavoidable ; 
(ii)  it is demonstrated that socio -economic benefits outweigh the risk to 
human health or the environment arising from the use of those 
substances;  
(iii)  there are no suitable alternative substances or technologies . EN 48  EN (c)  delet ing parts, components and homogenous materials of vehicles from Annex 
III, if the use of lead, mercury, cadmium or hexavalent chromium  is avoidable ; 
(d) designat ing those parts, components and homogenous materials of vehicles that 
shall be removed before further treatment and require  them to be labelled or 
made identifiable by other appropriate means.  
The Commission is empowered to adopt delegated acts in accordance  with Article 50 
to amend Annex III, in particular by removing certain exemptions for homogenous 
materials and components from the list, in case the specific exemption is addressed 
under other Union legislation . 
5. Upon request from the Commission, and wit hin 12 months from the request, the 
European Chemicals Agency (the ‘Agency’) shall prepare a report on the technical 
and economic feasibility of alternatives pertaining to existing exemptions listed in 
Annex III and, based on such assessment, a motivated p roposal for the specific 
amendment of the exemption.  
6. As soon as it receives the request from the Commission, the Agency shall publish on 
its website a notice that a report on a possible amendment of an exemption in Annex 
III will be prepared and invite  all interested parties to submit comments within eight 
weeks from the date of publication of the notice. The Agency shall publish on its 
website all comments received from the  interested parties.  
7. At the latest nine months following the submission of th e report referred to in 
paragraph 4  to the Commission , the Committee for Socio -economic Analysis of the 
Agency, set up pursuant to Article 76(1) , point (d), of Regulation (EC) No 
1907/2006, shall adopt an opinion on the report and on the specific amendment s 
proposed.  The Agency shall submit th at opinion to the Commission without delay.  
8. The Commission shall adopt the delegated acts referred to in paragraph  4 and shall 
take into account the socio -economic impact of introducing, modifying or deleting an 
exemption to the restriction in the use of lead, mercury, cadmium or hexavalent 
chromium in vehicle types, including the availability of alternatives and the impacts 
on human health and the environment across t he full lifecycle of vehicles.  
Article 6  
Minimum  recycled content in vehicles  
1. The plastic contained in e ach vehicle type that is type -approved as of [ OP: Please 
insert the date = the first day of the month following 72 months after the date of entry 
into force of the Regulation ] under Regulation (EU) 2018/858 shall contain a 
minimum of 25 % of plastic recycled by weight  from post -consumer plastic waste.  
At least 25 % of the target set out in the first subparagraph shall be achieved by 
including plastics recycled from end -of-life vehicles in the vehicle type concerned.  
2. By [OP: Please insert the date = the last day of the month following 23 months after 
the date of entry into force of this Regulation], the Commission shall adopt an 
implementing  act in accordance with Article 51(2) to supplement this Regulation by 
establishing the methodology for the calculation and verification , for the purposes of 
paragraph 1 of this Article,  of the share of plastics recovered from post -consumer 
waste, and from end -of-life vehicles respectively,  present in and incorporated into the 
vehicle type.  EN 49  EN 3. The Commission is empowered to  adopt delegated acts,  in accordance with Article 
50, to supplement this Regulation by establishing a minimum share of steel recycled 
from post -consumer steel waste to be present and incorporated into vehicle types to 
be type -approved in accordance with this Regulation and Regulation (EU) 2018/858.  
The minim um share of recycled steel referred to in the first subparagraph shall be 
based on a feasibility study , carried out by the Commission.  The study shall  be 
finalised by [OP: Please insert the date = the last day of the month following 23 
months after the dat e of entry into force of this Regulation ], looking in particula r at 
the following aspects:  
(a) the current and forecasted availability of steel recycled from post -consumer 
sources of steel waste ; 
(b) the current share of post -consumer waste in various stee l semi -products and 
intermediates used in vehicles ; 
(c) the potential uptake of post -consumer recycled steel by manufacturers in 
vehicles to be type -approved in the future ; 
(d) the relative demand of the automotive sector in comparison to the demand for 
post-consumer steel waste of other sectors ; 
(e) economic viability, technical and scientific progress, including changes in the 
availability of recycling technologies concerni ng steel recycling rates;  
(f) the contribution of a minimum share of recycled con tent of steel  in vehicles to 
the Union’s  open  strategic autonomy, climate and environmental objectives ; 
(g) the need to prevent disproportionate negative impacts on the affordability of 
vehicles;  and 
(h) the influence on the overall costs and competitivene ss of the automotive sector . 
The Commission may adopt an implementing act establishing the methodology for 
the calculation and verification of the share of steel recycled from post -consumer 
steel waste present in and incorporated into vehicle types.  
Those implementing acts shall be adopted in accordance with the examination 
procedure referred to in Article 51(2).  
4. By [OP: Please insert the date = the last day of the month following  35 months after 
the date of entry into force of this Regulation], the Commission shall assess the 
feasibility of establishing a requirement on the minimum share of :  
(a) aluminium and its alloys, magnesium and its alloys , recycled from post -
consumer waste an d incorporated into vehicle types; and   
(b) neodymium, dysprosium, praseodymium, terbium, samarium or boro n recycled 
from post -consumer waste  and incorporated into permanent magnets in e -drive 
motors . 
After finalisation of the assessment referred in the fi rst subparagraph,  the 
Commission is empowered  to adopt delegated acts , in accordance with Article 50, to 
supplement this Regulation by establishing a minimum share of aluminium and its 
alloys, magnesium and its alloys , neodymium, dysprosium, praseodymium,  terbium, 
samarium  or boron recycled from post -consumer waste that shall be present in and 
incorporated into the vehicles types to be type -approved under this Regulation and 
Regulation (EU) 2018/858.  EN 50  EN The minimum share of recycled content of the materials r eferred to in the second 
subparagraph shall be based on the feasibility study referred to in the first 
subparagraph, taking into account  all of the following : 
(a) the current and forecasted availability of the materials listed in the second 
subparagraph recycled from post -consumer waste ; 
(b) the current shares of recycled content from post -consumer waste in the 
materials listed in the second subparagraph in vehicles placed on the market;  
(c) economic viability, technical and scientific progress, including changes in the 
availability of recycling technologies concerning  the type of  materials recycled, 
and their recyc ling rates;  
(d) the contribution of a minimum share in vehicles of recycled con tent of the 
materials listed in the second subparagraph  to the Union’s strategic autonomy 
and its climate and environmental objectives ;  
(e) possible impacts on the functioning of vehicles from incorporating recycled 
content  of the materials listed in the  second subparagraph into vehicle parts and 
components ;  
(f) the need to prevent disproportionate negative impacts on the affor dability of 
vehicles containing  the materials listed in the second subparagraph ; 
(g) the influence on the overall costs and compe titiveness of the automotive sector . 
The Commission may adopt an implementing act establishing the methodology for 
the calculation and verification of the share of the materials recycled from post -
consumer waste in vehicle types.  
That implementing act shal l be adopted in accordance with the examination 
procedure referred to in Article 51(2).  
Article 7  
Design to enable removal and replacement of certain parts and components in vehicles  
1. Each vehicle belonging to a vehicle type that is type -approved as of [OP: Please 
insert the date = the first day of the month following 72 months after the date of entry 
into force of this Regulation ] shall be designed in a way which does not hinder the 
removal by authorised treatment facilities of the parts and component s listed in Part 
C of Annex VII from the concerned vehicle during the waste phase of the vehicle.  
2. Each vehicle belonging to a vehicle type that is type -approved as of [ OP: Please 
insert the date = the first day of the month following 72 months after the date of entry 
into force of th is Regulation ] under Regulation (EU) 2018/858 shall  be designed, as 
regards joining, fastening and sealing elements, so as to enable, in a readily and non -
destructive manner, the removal and replacement of electric  vehicle bat teries and e -
drive motors from the vehicle  by authorised treatment facilities or repair and 
maintenance operators  during the use phase and waste phase of the vehicle.  
3. The Commission is empowered to adopt delegated acts in accordance with Article 50 
to amend paragraph 2 by revising the list of parts and components that are to be 
designed for removal and replacement from vehicles, in order to include in that 
paragraph additional parts and components listed in Part C of Annex VII, taking into 
account techn ical and scientific progress.  EN 51  EN 4. The Commission may adopt implementing acts laying down the conditions for the 
design for removal and replacement of parts and components referred to in paragraph 
2 where necessary to ensure harmonised implementation of the obligation set out in 
paragraph 2.  
Those implementing acts shall be adopted in accordance with the examination 
procedure referred to in Article 51(2).  
 
CHAPTER III  
OBLIGATIONS OF MANUFACTURERS  
Article 8  
General obligations  
1. Manufacturers shall demonstrate that new vehicles that they have manufactured and 
that are placed on the market, are type -approved in accordance with the requirements 
of Regulation (EU) 2018/858 and of this Regulation.  
2. For the purposes of type -approval of vehicles to which the requirements in Articles 
4, 5, 6 or 7, t he manufacturer shall provide the documentation showing compliance 
with those  requirements  and shall:  
(a) include it in the information folder referred to in Article 24 of Regulation (EU) 
2018/858 ; and  
(b) submit it to the type -approval authority in accordance with Article 23 of 
Regulation (EU) 2018/858.  
3. For the purposes of type -approval of vehicles to which the requirement in Article 9 
applies, the manufacturer shall submit the circularity  strategy  to the type -approval 
authority together with the application for type -approval referred to in Article 23 of 
Regulation (EU) 2018/858.  
4. For the purposes of type -approval of vehicles to which the requirements set out in 
Article 10 apply, t he manu facturer shall draw up the information referred to in 
Article 10( 1) and submit it, in accordance with Article 24(1), point (a), of Regulation 
(EU) 2018/858, to the type -approval authority together with the application for type -
approval referred to in Article 23 of that Regulation.  
5. For the purposes of type -approval of vehicles to which the requirements set out in 
Article 11 apply, t he manufacturer shall submit the declaration confirming 
compliance with the requirement set out in Article 11(1), in acc ordance with 24(1), 
point (a), of Regulation (EU) 2018/858, to the type -approval authority together with 
the application for type -approval referred to in Article 23 of that Regulation.  
Article 9  
Circularity strategy  
1. For each vehicle type that is type -approved under Regulation (EU) 2018/858 as of 
[OP: Please insert the date = the first day of the month following 36 months after the 
date of entry into force of this Regulation ], the manufacturer shall draw up a 
circularity strategy.  EN 52  EN 2. The circularity strat egy shall describe which actions the manufacturer s will take to 
follow -up on their obligations to ensure that the circularity requirements  in Chapter 
II, which are verified in the type-approval proce dures and which are applicable to the 
vehicle type concer ned, are met.  
3. The circularity strategy shall contain the elements laid down in Part A of Annex IV.  
4. The manufacturer shall provide a copy of the circularity strategy to the Commission 
within 30 days after the type -approval for the concerned vehicle  type has been 
granted.  
5. The manufacturer shall monitor and follow  up on the actions contained in the 
circularity strategy and update the strategy every five years in accordance with Part B 
of Annex  IV. The updated circularity strategy shall be provided to the type -approval 
authority that issued the type -approval for the vehicle type and  to the Commisssion.   
6. The Commission shall make the circularity strategies and any updates to those 
strategies publicly available , except for confidential information .  
7. The Commission is empowered to adopt delegated acts in accordance with Article 5 0 
to amend Part B of Annex IV by adapting the requirements on the content of the 
circularity strategy and the updates to that strategy to technical and scientific 
progress  in vehicle manufacturing and management of end -of-life vehicles, to market 
developments in the automotive sector and to regulatory changes .  
8. By [OP: Please insert the date = the last day of the month following 83  months after 
the date of entry into for ce of this Regulation] and every six years thereafter, the 
Commission shall draw up and publish a report on the circularity of the automotive 
sector. The report shall be based in particular on circularity strategies and updates  to 
such strategies . 
Article 10 
Declaration on recycled content present in vehicles  
1. Manufacturers shall declare, for each vehicle type that is type -approved as of [ OP: 
Please insert the date = the first day of the month following 36 months after the entry 
into force of the Regulat ion] under Regulation (EU) 2018/858, the respective share of 
recycled content of:    
(a) neodymium, dysprosium, praseodymium,  terbium, samarium, boron  in 
permanent magnets in e-drive motors;  
(b) aluminium and its alloys;  
(c) magnesium and its alloys;  
(d) steel. 
The declaration shall concern the recycled content of these materials present in the 
vehicle type and indicat e, per material share, whether the material is recycled from 
pre-consumer waste or from post -consumer waste.  
2. The type -approval authorities shall verify that the required documentation has been 
submitted by the manufacturers and that it contains the information referred to in 
paragraph  1. EN 53  EN 3. By way of derogation from paragraph 1, the requirement to declare the share of 
recycled content of a certain material  shall not apply where a target has been 
established for that material under Article 6(3) or (4).  
Article 11  
Information on removal and replacement of parts, components and materials present in 
vehicles  
1. From [OP: Please insert the date = the first day of the month following  36 months 
after the date of entry into force of this Regulation ], manufacturers shall provide 
waste management operators and repair and maintenance operators unrestricted, 
standardised an d non -discriminatory access to the information  listed in Annex V, 
enabling access to, and safe removal and replacement of, the following : 
(a) electric vehicle batteries incorporated in the vehicle;  
(b) e-drive motors incorporated in the vehicle ; 
(c) parts,  components and materials which contain the fluids and liquids listed in 
Part B of Annex VII and which are contained in vehicles ; 
(d) parts and components listed in Part C of Annex VII contained in vehicles;  
(e) parts and components, containing t he critica l raw materials as referred to in 
Article 27(1) , point (b), of Regulation (EU) [CRM Act] at the time of the type -
approval of the vehicle ; 
(f) digitally coded components and parts in a vehicle, where such coding prevents 
their repair, maintenance or replace ment in another vehicle.  
2. Manufacturers shall ensure cooperation with the authorised treatment operators  and 
repair and maintenance operators by establishing necessary communication 
platforms to provide and keep up -to-date the information referred to in paragraph 1 
and the information specified in Annex V.  
The manufacturers shall provide the information referred to in the first subparagraph 
free of charge. The manufacturers may collect charges from waste management 
operators and repair and maintenance ope rators  to the amount necessary to cover the 
administrative costs for making the required information accessible through 
communication platforms.  
3. The Commission is empowered to adopt delegated acts in accordance with Article 50 
to amend Annex V by revis ing the list of parts, components and materials of vehicles 
and scope of information to be provided by the manufacturers.    
Article 12  
Labelling of parts, components and materials present in vehicles  
1. Manufacturers and their suppliers shall use the nomenclature of the component and 
material coding standards listed in points 1 to 3 of Annex VI for the labelling and 
identification of parts, components and materials of vehicles.  
2. Manufacture rs shall ensure that e -drive motors containing permanent magn ets bear a 
conspicuous, clearly legible and indelible label indicating  the information listed in 
point 4 of Annex VI.  EN 54  EN 3. The Commission is empowered to adopt delegated acts in accordance with Article 5 0 
to amend Annex VI in order to adapt it to technical and scientific  progress.  
Article 13  
Circularity Vehicle Passport  
1. From [ OP: please insert a date = the first day of the month following  84 months after 
entry into force of the Regulation ] each vehicle placed on the market shall have a 
circularity  vehicle passport , which shall be aligned with and , where possible , 
integrated in other vehicle related environmental passports  established under Union 
law.   
2. The circularity vehicle passport shall contain the information referred to in Article  11 
of this Regulation in digital format  and sha ll be accessible free of charge . 
3. The manufacturer  placing the vehicle on the market shall ensure that the information 
in the circular vehicle passport  is accurate, complete and up to date.  
4. All information includ ed in the circularity vehicle passport  shall comply with the 
rules established by the Commission under paragraph 6 and shall be: 
(a) based on open standards;  
(b) developed with an interoperable format;   
(c) transferable through an open interoperable data e xchange network without 
vend or lock -in; 
(d) machine -readable, structured, and searchable . 
5. The circularity vehicle passport of a vehicle that has become an end -of-life vehicle 
shall cease to exist at the earliest 6 months after the certificate of destruction for that 
end-of-life vehicle  was issued.   
6. The Commission shall adopt implementing act s laying down rules on the following:   
(a) the manner and technical specification of the solution to be used for accessing 
the circularity vehicle passport;  
(b)  the technical design and operation requirements for the circularity vehicle 
passport , includin g rules  on: 
(i) the interoperability of the circularity vehicle passport with other 
passports required by Union legislation;  
(ii) the storage and processing of information included in the circularity 
vehicle passport;  
(iii) the availability of the circula rity vehicle passport after the manufacturer  
responsible for the fulfilment of the obligations set out in paragraph 3 
ceases to exist or ceases its activity in the Union;  
(c) the introduction, modif ication and updating of information included in the 
circul arity vehicle passport by third parties other than the manufacturer;   
(d) the location of the data carrier or other identifier enabling access  to the 
circularity vehicle passport o f the vehicle.  
When laying down the rules referred to in the first subparagr aph, the Commission 
shall take into account the need to ensure a high level of security and privacy .  EN 55  EN The implementing acts referred to in the first subparagraph of this Article shall be 
adopted in accordance with the examination procedure referred to in A rticle 51(2) .  
 
CHAPTER IV  
MANAGEMENT OF END -OF-LIFE OF VEHICLES  
SECTION  1 
GENERAL PROVISIONS  
Article 14  
Competent authority  
1. Member States shall designate one or more competent authorities responsible for the 
obligations under this Chapter, in particular for monitoring and verifying compliance 
of producers and producer responsibility organisations with their obligations as set 
out in Articles 15 to 36.   
2. Each Member State may designate one contact point, among the competent 
authorities referred to in the paragraph 1, for the purpose of communicating with the 
Commission.  
3. Member States shall lay down the details of the compete nt authorities’ organisation 
and operation, including the administrative and procedural rules for:  
(a) the registration of producers in accordance with Article 17;  
(b) the authorisation of producers and producer responsibility organisations in 
accordance with Article 19 ; 
(c) the oversight of the implementation of extended producer responsibility 
obligations in accordance with Articles 16 and 20 ; 
(d) the collection of data on vehicles and end -of-life vehicles in accordance with 
Articles 17(12) and 49(6) ; 
(e) making information available in accordance with Article 49 . 
4. By [OP: Please insert the date = the last day of the month following  3 months after 
the date of entry into force of this Regulation ], Member States shall notify the 
Commission of the names and addresses of the competent authorities designated 
pursuant to paragraph 1. Member States shall inform the Commission without undue 
delay of any changes to the names or addresses of those competent authorities.  
Article 15  
Authorised treatment facilities  
1. Without prejudice to Directive 2010/75/EU,  any establishment or undertaking that 
intends to carry out treatment operations on end -of-life vehicles shall obtain a permit 
from the competent authority in accordance with Article 23 of Directive 2008/98/EC 
and shall comply with the conditions laid down in th at permit.  
2. In order to issue a permit referred to in paragraph 1, the competent authority shall 
verify whether the establishment or undertaking has the technical, financial and EN 56  EN organisational capacity  that is necessary to comply with the obligations set out in 
Article 27 . 
3. Permits referred to in paragraph 1 shall indicate that the treatment facilities have the 
competence to issue a certificate of destruction, as referred to in Article 25.  
4. The competent authority shall ensure that the conditions of, and the procedures for 
the granting of, the permit are fully coordinated where more than one competent 
authority or more than one establishment  or undertaking intending to carry out 
treatment ope rations on end-of-life vehicles is involved in those permit procedures.  
 
SECTION  2 
EXTENDED PRODUCER RESPONSIBILITY  
Article 16  
Extended producer responsibility  
From [ OP: Please insert the date =  the first day of the month following  36 months after the 
date of entry into force of this Regulation ] producers  shall have extended producer 
responsibility for vehicles that they make available on the market for the first time within the 
territory of a Member State.  The scheme established by producers to exercise that 
responsibility  shall be consistent with Articles 8 and 8a of Directive 2008/98/EC and comply 
with the requirements of  this Chapter.   
The extended producer responsibility shall include the obligation for  producers to ensure that:  
(a) vehicles which they have made available on the market for the first time within the 
territory of a Member State  and which become end -of-life vehicles  
(i)  collected in accordance with Article 23;  
(ii)  treated in accordance  with Article  27; 
(b) the waste management operators treating end -of-life vehicles referred to in point (a) 
meet the targets laid down in Article  34. 
Article 17  
Register of producers   
1. By [OP: Please insert the date =  the last day of the month following  35 months after 
the date of entry into force of this Regulation ] Member State s shall establish a 
register of producers which shall serve to monitor compliance of producers with the 
requirements of this Chapter.  
The register shall provide links to other n ational registers of producers ’ websites  to 
facilitate, in all Member States, registration of producers or appointed representatives 
for the extended producer responsibility.  
2. Producers shall register in the register referred to in paragraph 1. They shal l to that 
end submit an application for registration in each Member State where they make a 
vehicle available on the market for the first time.  
Producers shall submit the application for registration via an electronic data -
processing system as referred to  in paragraph 8, point (a).  EN 57  EN Producers shall only  make available vehicles on the market of a Member State, if 
they or , in case of authorisation, their appointed representatives for the extended 
producer responsibility, are registered in such Member State.  
3. The application for registration shall include the information listed in  Annex  VIII. 
Member States may request additional information or documents, as necessary, to 
use the register of producers in an efficient  manner.  
4. By way of derogation from paragraph 3, the information referred to in point 1  (d) of 
Annex VIII shall be provided  either in the application for registration under 
paragraph 3 or in the application for authorisation under Article 19.  
5. Where a producer ha s appointed a producer responsibility organisation in accordance 
with Article 18, the obligations under this Article shall be met by that organisation 
mutatis mutandis  unless otherwise specified  by the Member State  in which the 
vehicle has been made availa ble on the market for the first time . 
6. The obligations under this Article may be fulfilled on a producer’s behalf by an 
appointed representative for the extended producer responsibility.  
7. Member States may decide that the registration procedure pursuant to this Article 
and the authorisation procedure pursuant to Article  19 constitute a single procedure, 
provided that the  application for authorisation meets the requirements set out in 
paragraphs 3  to 6 of this Article.  
8. The competent authority s hall: 
(a) make available on its website information about the application process via an 
electronic data -processing system;  
(b) grant registrations and provide a registration number within a maximum period 
of 12 weeks from the moment that all the information required under 
paragraphs 2 and 3 is provided.  
9. The competent authority may:  
(a) lay down modalities with regard to the requirements and process of registration 
without adding substantive requirements to those laid down in paragraphs 2 
and 3;   
(b) charge cost -based and proportionate fees to producers for the processing of the 
applications referred to in paragraph 2 . 
10. The competent authority may refuse to register a producer or withdraw the 
producer’s registration where the information refer red to in paragraph 3 and related 
documentary evidence are not provided or are not sufficient, or where the producer 
no longer meets the requirements laid down in Annex  VIII, point 1 (d).   
The competent authority shall withdraw the producer’s registration if the producer 
has ceased to exist.  
11. The producer, or, where applicable, the producer’s appointed representative for the 
extended producer responsibility or the producer responsibility organisation 
appointed on behalf of the producers it represents shall without undue delay notify 
the competent authority of any changes to the infor mation contained in the 
registration and of any permanent cessation as regards the making available on the 
market within the territory of the Member State of the vehicles referred to in the 
registration.  EN 58  EN 12. The producer or, where applicable, the producer ’s appointed representative for the 
extended producer responsibility or the producer responsibility organisation shall 
report to the competent authority responsible for the register on the performance of 
extended producer responsibility obligations.  
Articl e 18 
Producer Responsibility Organisation  
1. Producers may choose to fulfil their extended producer responsibility obligations 
either individually or may entrust a producer responsibility organisation authorised in 
accordance with Article 19  to fulfill the  extended producer responsibility obligations 
on their behalf.  
2. Producer responsibility organisations shall ensure the confidentiality of the data in 
their possession as regards proprietary information or information directly 
attributable to individual producers or their appointed representatives for the 
extended producer responsibility . 
3. In addition to the information referred to in Article 8a(3), point (e) , of Directive 
2008/98/EC, producer  responsibility organisations  shall publish on their websites at 
least each year, subj ect to commercial and industrial confidentiality, the information 
on the collection of end -of-life vehicles and achievement of targets on reuse and 
recycling, reuse and recovery and plastic recycling  by the producers which entrusted 
the producer responsibi lity organisation . 
4. Producer responsibility organisations shall ensure a fair representation of producers 
and waste management operators in their governing bodies . 
Article 19 
Authorisation on fulfi lment of extended producer responsibility  
1. A producer, in the case of individual fulfilment of extended producer responsibility 
obligations, and producer responsibility organisations appointed in the case of 
collective fulfilment of extended producer res ponsibility obligations, shall apply for 
an authorisation from the competent authority.   
2. The authorisation shall be granted only where it is demonstrated that  the 
requirements laid down in Article 8a (3), points (a) to (d),  of Directive 2008/98/EC 
are c omplied with and the measures put in place by the producer or producer 
responsibility organisation are sufficient to meet the obligations set out in this 
Chapter with regard to the number of vehicles made available on the market for the 
first time within t he territory of a Member State  by the producer or producers on 
whose behalf the producer responsibility organisation acts . 
3. Member States shall, in their measures laying down administrative and procedural 
rules referred to in Article 14(3) , point (b), in clude the details of the authorisati on 
procedure, which may differ according to whether it relates to individual or 
collective fulfilment of the extended producer responsibility obligations, and the 
modalities for verifying compliance of producers or produ cer responsibility 
organisations, in cluding the information to be provided by producers or producers 
responsibi lity organisations to that end.  
4. The producer or the producer responsibility organisations shall notify the competent 
authority without undue d elay of any changes to the information contained in the EN 59  EN authorisation, of any changes that concern the terms of the authorisation or of the 
permanent cessation of operations.  
5. The self -control mechanism provided for in 8a (3), point (d),  of Directive 2008/98/EC 
shall be carried out regularly, and at least every 3 years, and upon the request by the 
competent authority, in order to verify that the provisions in that point  are complied 
with and the conditions for authorisation referred to in  paragraph 2 continue to be 
met. The producer or the producer responsibility organisation shall, upon request, 
present a self-control report and, where necessary, the draft corrective action plan to 
the competent authority. Without prejudice to the compete ncies under paragraph 6, 
the competent authority may make observations on the self -control report and on the 
draft corrective action plan, and shall communicate any such observations to the 
producer or the producer responsibility organisation. The producer  or producer 
responsibility organisation shall draw up and implement the corrective action plan 
based on  those observations.  
6. The competent authority may decide to revoke the authorisation if the producer or 
producer responsibility organisation no longer  fulfils the requirements with regard to 
the organisation of the collection and treatment of end -of-life, fails in relation to 
reporting to the competent authority , fails to notify the competent authority of any 
changes that concern the terms of the author isation, or has ceased operations.  
Article 20  
Financial responsibility of producers  
1. The financial contributions paid by the producer shall cover the following costs 
related to the vehicles that the producer makes available on the market:  
(a) the costs o f the collection of end -of-life vehicles that is necessary to meet the 
requirements in Articles  23 to 26  and the costs of the treatment of end -of-life 
vehicles that is necessary to meet the requirements in Articles  27 to 30, 34 and 
35, provided that they are not covered by the revenues of waste management 
operators linked to the sales of used spare parts and used spare components, of  
depolluted end -of-life vehicles, or of secondary raw materials recycled from 
end-of-life vehicles;  
(b) the costs of conducting awareness raising campaigns aimed to improve 
collection of end -of-life vehicles;  
(c) the costs of establish ing notification system referred to in Article 25;  
(d) the costs of data gathering and reporting to the competent authorities.  
2. The competent authority shall, in close cooperation with producers, producer 
responsibility organisations and waste management operators , monitor:  
(a) the average costs of collection, recycling and treatment operations and the 
revenues of waste managem ent operators;  
(b) the level of financial contributions to be paid by the producers to the producer 
responsibility organisations appointed in the case of collective fulfilment of 
extended producer responsibility obligations  so that the costs are  fairly 
allocat ed between all interested operators . EN 60  EN 3. The financial contributions paid by the producers making available on the market 
special purpose vehicles shall cover only these costs referred to in point (a) of  
paragraph 1 that concern collection and depollut ion of such vehicles.  
4. In the case of individual fulfilment of extended producer responsibility obligations, 
the producers shall provide a guarantee for vehicles that they make available on the 
market for the first time in  the territory of a Member State . That guarantee shall 
ensure that the operations referred to in paragraph 1 relating to th ose vehicles will be 
financed.  
The amount of the guarantee shall be determined by the Member States in which  the 
vehicle has been made available  on the market for the first time taking into account 
criteria laid down in Article 21. 
The guarantee may take the form of participation by the producer in appropriate 
schemes for the financing of the management of end -of-life vehicles, a recycling 
insuran ce or a blocked bank account.  
Article 21  
Fee modulation  
1. In the case of a collective fulfilment of extended producer responsibility obligations, 
producer responsibility organisations shall ensure that the financial contributions 
paid to them by producer s are modulated by taking into account  the following : 
(a) the weight of the vehicle;  
(b) the type of drivetrain ;  
(c) the rate of recyclability and reusability of the vehicle  type to which the vehicle 
belongs, based on the information submitted to the type -approval authority in 
accordance with Article 4;   
(d) the time needed to dismantle the vehicle at an authorised treatment facility, 
especially for parts and components which need to be removed prior to 
shredding under Article  30; 
(e) the share of materials and substances preventing a high-quality recycling 
process, such as adhesives, composite plastics, or carbon -reinforced materials;   
(f) the percentage of recycled content of materials listed in Article s 6 and 10  used 
in the vehicle;  
(g) the presence and amount of substances referred to in Article 5(2).   
2. The Commission is empowered to adopt delegated acts  in accordance with Article 50 
supplementing this Regulation by establishing detailed rules on how the criteria 
provided for in parag raph 1 are to be applied.  
Article 22  
Cost allocation mechanism for vehicles becoming  end-of-life vehicles in another  Member 
State  
1. Where a vehicle becomes an end -of-life vehicle in another Member State than the 
Member State within whose territory the veh icle was made available on the market 
for the first time , the producer of that vehicle or, where appointed in accordance with 
Article 18, the producer responsibility organisation shall ensure that the net costs of EN 61  EN waste management operations referred to in  Article  20 incurred by waste 
management operators in other Member States are covered .  
2. A producer or, where appointed in accordance with Article 18, a producer 
responsibility organisation shall:  
(a) designate  by a written mandate an appointed representative for the extended 
producer responsibility in each Member State;  
(b) establish cross -border cooperation mechanisms with the waste management 
operators carrying out waste management operations referred to in Article 20. 
3. The Member State where the vehicle became an end -of-life vehicle shall monitor 
producers’ or, where appointed in accordance with Article 18, producer 
responsibility organisations’ compliance with paragraphs 1 and 2. The monitoring 
shall be b ased on the information reported and verified by producers’ or, where 
appointed in accordance with Article 18, producer responsibility organisations’, to 
the competent authorities on the implementation of paragraphs 1 and 2, in particular 
on the calculatio n and allocation of costs for the management of end -of-life vehicles 
referred to in paragraph 1 , with due regard for business confidentiality and other 
concerns regarding competitiveness .  
4. Where necessary to ensure compliance with this Article and avoid  distortion of the 
single  market, the Commission is empowered to adopt delegated acts in accordance 
with Article 50 this Regulation by laying down detailed rules on the obligations of 
the producers, Member States and waste management operators and the feat ures of 
the mechanisms referred to in paragraph 1.  
 
SECTION  3 
COLLECTION OF END -OF-LIFE VEHICLES  
Article 23  
Collection of end -of-life vehicles  
1. The producers or, where appointed in accordance with Article 18, producer 
responsibility organisations shall set up , or participate in the setting up of , collection 
systems, including collection points, for all end -of-life vehicles belonging to vehicle 
categories that they have made available for the first time on the market in the 
territory of a Member State .  
Member States shall adopt the necessary measures to ensure that  producers or, where 
appointed in accordance with Article  18, producer responsibility organisations set up 
collection systems for all end -of-life vehicles.  
2. The producers or, where appointed in accordance with Article  18, producer 
responsibility organisations  shall ensure that  collection systems referred to in 
paragraph 1:  
(a) cover the whole territory of the Member State;   
(b) ensure adequate availability of authorised treatment facilities, taking into 
account population size and density, expected volume of end -of-life vehicles, 
not being limited to areas where the collection and subsequent management is  
most profitable;  EN 62  EN (c) ensure collection of waste parts from repairs of vehicles;  
(d) enable collection of end -of-life vehicles of every brand, irrespective of their 
origin;  
(e) enable  the delivery of all end -of-life vehicles free of charge to authorised 
treatment facilities as  provided in Article 24(2) . 
3. Producers or, where appointed in ac cordance with Article  18, producer responsibility 
organisations shall carry out educational  campaigns promoting the collection system 
for end -of-life vehicles and informing about environmental consequences of 
improper collection and handling of end -of-life vehicles.  
4. Member States may authorise waste management  operators  other than authorised 
treatment facilities  to set up collection points for end -of-life vehicles.  
The waste management operator operating  the collection point shall:  
(a) ensure that the collection point meets the conditions for storage of end -of-life 
vehicles, laid down in Part A of Annex VII; 
(b) be authorised by the competent authorities referred to in Article 14 to collect 
end-of-life vehicles and be registered in the respective register;  
(c) guarantee that all collected end -of-life vehicles are transferred to an authorised 
treatment facility within one year from receipt of the end -of-life vehicle; and  
(d) meet all other applicable conditions for storage of waste laid down in national 
law.  
5. The waste management operators, including authorised treatment facilities, shall 
issue a document in electronic format, confirming receipt of an end -of-life vehicle, to 
the vehicle ow ner, and provide it through an electronic notification procedure 
established in accordance with Article 25(2) to the relevant authorities of the 
Member State , including the competent authorities designated under Article 14.   
Article 24 
Delivery of end -of-life vehicles to authorised treatment facilities  
1. All end -of-life vehicles shall be delivered for treatment to authorised treatment 
facilities.  
2. Delivery  of an end-of-life vehicle to an authorised treatment facility shall be free of 
charge for the last owner of a vehicle unless the end -of-life vehicle lacks any of the 
essential vehicle parts or components , except the electric vehicle battery, or contains  
waste which has been added to the end -of-life vehicle.  
Article 25  
Certificate of destruction  
1. Authorised treatment facilities shall issue a certificate of destruction  for every treated 
end-of-life vehicle to the last owner of the end -of-life vehicle.  The certificate of 
destruction shall contain the information listed in Annex IX.  
2. The certificate of destruction shall be issued in an electronic format and provided 
through an electronic notification procedure to the relevant authorities of the Member 
State, including the competent authorities designated under Article  14.  EN 63  EN 3. In case the end -of-life vehicle, for which a certificate of destruction has been issued  
in a Member State , is registered in another Member State, the vehicle registration 
authorities  of the Member State where the certificate of destruction was issued shall 
inform the relevant vehicle registration authorities of the Member State where the 
vehicle is registered that a certificate of destruction has been issued for the vehicle in 
questio n.  
4. The r elevant authorities of a Member State shall cancel the registration of an end -of-
life vehicle only after receiving  the certificate of destruction for that vehicle.    
5. Certificates of destruction issued in a Member State shall be recognised in  all other 
Member States.   
Article 26  
Obligations for the vehicle owner   
The owner of a vehicle that becomes an end -of-life vehicle shall:  
(a) deliver the end-of-life vehicle to an authorised treatment facility or, in cases referred 
to in Article 23(4), to a collection point, without undue delay after receiving 
information that the vehicle meets any of  the criteria for irreparability laid down in 
Part A , points  1 and 2 , of Annex I;  
(b) present a certificate of destruction to the relevant registration  authority .  
 
SECTION  4 
TREATMENT OF END -OF-LIFE VEHICLES  
Article 27  
Obligations for  authorised treatment facilities  
1. Authorised treatment facilities shall ensure that all end -of-life vehicles and their 
parts, components and materials, as well as  waste parts from repairs of vehicles,  are 
accepted and treated in compliance with the conditions set out in their permits, as 
well as in accordance with this Regulation.  
2. Authorised treatment facilities shall ensure that all treatment  for end -of-life vehicles 
compl y, as a minimum, with Articles  28, 29, 30, 31, 34 and 35 and Annex VII  of this 
Regulation , and shall apply best available techniques  as defined in Article 3(10) of 
Directive 2010/75/EU.  
3. Authorised treatment facilities shall:  
(a) store, even temporarily, all end -of-life vehicles and their parts, components and 
materials in compliance with the minimum requirements set out in Part A of 
Annex VII;  
(b) depollute all end -of-life vehicles, in compliance with Article 29 and the 
minimum requirements s et out in Part B of Annex VII;  
(c) remove the parts and components listed in Part C of Annex VII from the end -
of-life vehicle, prior to shredding  shredding  or compacting by means of manual 
dismantling or (semi -) automated disassembly in a non -destructive w ay for 
components with a reuse, remanufacturing or refurbishment potential ; EN 64  EN (d) treat all end -of-life vehicles and their parts, components and materials in 
accordance with the waste hierarchy and the general requirements laid down in 
Article 4 of Directive  2008/98/EC, and with Articles 32, 34, 35 and 36 of this 
Regulation.  
In addition to the requirements set out in Article 35 of Directive 2008/98/EC, the 
authorised treatment facilities shall electronically store the record of the performed 
treatment operati ons of end -of-life vehicles for 3 years, and be able to present this 
information, upon request by relevant national authorities.  
4. The Commission is empowered to adopt delegated ac ts in accordance with Article 50  
to amend Annex VII by adapting the minimum  treatment requirements for end -of-life 
vehicles to scientific and technical progress.   
5. Member States shall encourage authorised treatment facilities to introduce certified 
environmental management systems in accordance wi th Regulation (EC) No 
1221/2009 . 
Article 28  
General requirements for shredding  
1. From [OP: Please insert the date =  the first day of the month following  36 months 
after the date of entry into force of this Regulation ] authorised treatment facilities 
and other waste management operators  shall request that end -of-life vehicles 
delivered to them for shredding are accompanied by  the following : 
(a) documentation which includes the Vehicle Identification Number (VIN) for the 
end-of-life vehicle concerned;  
(b) a copy of the certificate of dest ruction that has been issued for the end -of-life 
vehicle concerned.  
2. Authorised treatment facilities and waste management operators receiving end -of-life 
vehicles not compliant with the requirements set out in paragraph 1 shall:  
(a) report the non -compl iance to the competent authority;  
(b) refrain from using those end-of-life vehicles in their shredding operations 
unless the competent authority authorises such operation s. 
3. Waste management operators conducting shredding of e nd-of-life vehicles shall no t 
mix end-of-life vehicles, their parts, components and materials with packaging waste 
and waste electrical and electronic equipment.  
Article 29  
Depollution of end -of-life vehicles  
1. As soon as possible after delivery of an end -of-life vehicle to the authorised 
treatment facility, that facility shall depollute those vehicles before they are further 
treated, in compliance with the minimum requirements  set out in Part B of Annex 
VII. 
2. The fluids and liquid s listed in Part B of Annex VII  shall be separa tely collected and 
stored, in line with the requ irements set out in Part A of Annex VII . Waste oils shall 
be collected and stored separately from the other fluids and liquids and be treated in 
accordance with Article  21 of Directive 2008/98/EC.  EN 65  EN 3. The part s, components and materials containing substances referred to in Article 5(2) 
shall be removed from the end -of-life vehicles, and handled in accordance with 
Article 17 of Directive 2008/98/EC.  
4. The batteries shall be separately removed from end -of-life vehicles and stored in a 
designated area for further treatment in accordance with Article 70(3) of Regulation 
(EU) 2023/ [OP: Batteries Regulation].  
5. The parts, components and materials, that have been depolluted, shall be handled and 
labelled in accorda nce with Articles 18 and 19 of Directive 2008/98/EC.  
6. The authorised treatment facility shall document the depollution of end -of-life 
vehicles, by recording the information listed in Part B, point 3, of Annex VII . 
Article 30  
 Mandatory removal of parts and components for reuse and recycling prior to 
shredding  
1. From [OP: Please insert the date =  the first day of the month following  36 months 
after the date of entry into force of this Regulation ] authorised treatment facilities 
shall ensure that the parts and components listed in Part C of Annex VII, are 
removed from an end -of-life vehicle prior to shredding, after the depollution 
operations referred to in Article 29, have been completed.  
2. Paragraph 1 shall not apply if an authorised treatment facil ity demonstrates, that 
post-shredder technologies separate s materials from  parts and components listed in 
Part C, entries 13  to19, of Annex VII, as efficiently as manual dismantling processes 
or semi -automated disassembly processes.  
For the purposes of th e first subparagraph, the authorised treatment facility shall 
provide the information listed in Part G of Annex VII.  
3. In addition to the obligations set out in Article 35 of Directive 2008/98/EC, the 
authorised treatment facilities shall maintain records  of the end -of-life vehicles that 
are processed without the prior removal of parts, components and materials in 
accordance with paragraph 2, including the name and address of the treatment 
facilities, and the Vehicle Identification Number (VIN) of the end -of-life vehicles 
concerned.  
The authorised treatment facilities shall provide the information in the records 
referred to in the first subparagraph to the competent authority in accordance with 
Article 49(6).  
Article 31  
Requirements concerning the removed p arts and components  
1. All parts  and components that have been removed from an end -of-life vehicle 
pursuant to Article 30(1), shall be assessed to determine whether they are fit for:  
(a) reuse, in accordance with  Part D, point 1(a), of Annex VII ; 
(b) remanufacturing  or refurbishment , in accordance with Part D, point 1(b), of 
Annex VII ; 
(c) recycling; or  EN 66  EN (d) other treatment operations , taking into account the specific treatment 
requirements in Part F of Annex VII  
The parts and co mponents that are fit fo r reuse, remanufacturing or refurbishment 
shall not be considered waste.  
The assessment shall be carried out taking into account in particular technical 
feasibility  of conducting the processes referred to in the first subparagraph and 
vehicle safety requir ements.  
Documentation confirming the conducted assessment shall be, upon request, made 
available to the relevant national authorities, including when the parts and 
components are transported for the purpose of reuse , remanufacturing  or 
refurbishment . 
2. The removed parts and components fit for reuse , remanufacturing or refurbishment 
shall be:  
(e) labelled in compliance with Part D , point 2,  of Annex VII;  
(f) accompanied by a warranty, if the parts and components are tr ansferred to or 
used by another  person.  
3. The parts and components listed in Part E of Annex VII shall not be  reused.  
Article 32  
Trade of used , reman ufactured or refurbished parts and components  
From [ OP: Please insert the date =  the first day of the month following  36 months after the 
date of entry into force of this Regulation ] any  person trading used , remanufactured  or 
refurbished  spare parts and components shall, at the point of sale:  
(a) ensure that parts and components are labelled in compliance with  Part D, point 2, of 
Annex VII ; 
(b) provide a warranty for the used , remanufactured or refurbished parts and 
components.  
Article 33  
Reuse , remanufacturing  and refurbishment  of parts and components  
1. From [OP: Please insert the date =  the first day of the month fol lowing  36 months 
after the date of entry into force of this Regulation ] Member States shall take 
necessary incentives to promote the reuse , remanufacturing  and refurbishment  of 
parts and components, whether removed during the use or end -of-life phase of a 
vehicle.  
The incentives referred to in the first subparagraph 1 may include:  
(a) a requirement for maintenance and repair operators to offer customers to repair 
a vehicle wi th used , remanufactured or refurbished spare parts and components 
alongside offer to repair the vehicle with new parts and components, provided 
that such a requirement is formulated not to create excessive costs or 
administrative burdens for mi cro- and sma ll enterprises;  
(b) the use of economic  incentives, including the establishment of a reduced rate of 
value added tax for used,  remanufactured or refurbished spare parts and 
components.  EN 67  EN The Commission shall facilitate the exchange of information and sharing  of best 
practices among Member States on such incentives.  
2. The Commission shall monitor the effectiveness of the incentives given by Member 
States.  
Article 34  
Reuse, recycling and recovery targets  
1. From  [OP: Please insert the date = the first day of the calendar year following 36  
months after the date of entry into force of the Regulation ], Member States shall 
ensure that the following targets are met by the waste management operators:  
(a) the reuse and recovery, as calculated togeth er, shall be a minimum of 95 %, by 
average weight per vehicle, excluding batteries, and year;  
(b) the reuse and recycling, as calculated together, shall be a minimum of 85 %, by  
average weight per vehicle, excluding batteries, and year.  
2. From [OP: please  insert a date = the first day of  the calendar year following 60 
months after the  date of entry into force of the Regulation] Member States shall 
ensure that waste management operators achie ve a yearly target  for the recycling of 
plastics of at least 30 % of the total weight of plastics contained in the vehicles 
delivered to the waste management operators . 
Article 35  
Ban on landfilling of non -inert waste  
From [ OP: Please insert the date =  the first day of the month following  36 months after the 
date of entry into force of this Regulation ] fractions from shredde d end-of-life vehicles, 
containing non -inert waste, that are not processed by the post -shredder technology, shall  not 
be accepted in a landfill.  
Article 36  
Shipments of  end-of-life vehicles  
1. Treatment of end -of-life vehicles may be undertaken outside the Union, provided 
that the shipment of end -of-life vehicles is in compliance with Regulation (EC) No 
1013/2006.  
2. Shipments of end -of-life vehicles from the Union to a  third country  in accordance 
with paragraph 1 shall only count towards the fulfilment of obligations  and targets 
set out in Article 34 if the exporter of the end-of-life vehicles provides documentary 
evidence approved by the competent authority of destinat ion demonstrating that the 
treatment took place in conditions that are broadly equivalent to the requirements 
laid down in this Regulation  and to human health and environmental protection 
requirements laid down in other Union legislation . 
 EN 68  EN CHAPTER V  
USED V EHICLES AND THEIR EXPORT  
SECTION  1 
STATUS OF USED VEHICL ES 
Article 37  
Distinction between  used vehicle s and end -of-life vehicles  
For the purpose of  transferring ownership of a used vehicle , the vehicle owner shall be able to 
demonstrate to any natural or legal person interested in acquiring ownership of the concerned 
vehicle or to the competent authorities that the vehicle is not an end -of-life vehicle.  When 
assessing the status of a used vehicle, the vehicle owner, other economic operators and 
competent authorities shall verify if th e criteria laid down in Annex I  are met in order to 
determine whether it is not an end-of-life vehicle.   
 
SECTION  2 
EXPORT OF USED VEHICL ES 
Article 38  
Controls  and requirements on the export of used vehicles  
1. From [OP: Please insert the date =  the first day of the month following  36 months 
after the date of entry into force of this Regulation ] used vehicles to be exported shall 
be subject to the controls and r equirements laid down in this Section.   
2. This Section is without prejudice to any other provisions of this Regulation as well as 
to other Union legal acts governing the release for export of goods , in particular 
Regulation (EU) No 952/2013  and its Articles 46, 47 , 267 and 269.  
3. Used vehicle s may be exported only if they are :  
(a) not end -of-life vehicles based on the criteria listed in Annex I;  
(b) considered roadworthy in the Member State where the vehicles were last 
registered, in accor dance with Article 5(1), points (a) and (b), and Article 8 of 
Directive 2014/45/EU . 
4. The following information shall be provided or made available to customs authorities 
for each used vehicle to be exported:  
(a) the Vehicle Identification Number (VIN) o f the used vehicle and the 
identification of the Member State where the vehicle was last registered;  
(b) a statement  confirming  that the used vehicle fulfills the requ irements set out in 
paragraph . 
5. In order to  verify the compliance with this Section on allowing a used vehicle to be 
released for export:  
(a) until the interconnection referred to in Article 45(4) is operational, customs 
authorities shall exchange information and cooperate with competent 
authorities in accordance with Article 44, and, where necessary, shall take into EN 69  EN account such exchange of information and cooperation in order to allow a used 
vehicle to be released for export;   
(b) once the interconnection referred to in Article 45(4) is operational, Articles 39, 
40(2) and (3) and 42(3) shall apply, and notifications  and other exchanges 
under Articles 41  to 43 shall take place by means of those electronic systems .  
6. A used vehicle to be exported shall not:  
(a) be placed under a customs procedure based on a simplified declaration 
pursuan t to Article 166 of Regulation (EU) No 952/2013;  
(b) be subject to an entry in the declarant’s record s pursuant to Article 182 of 
Regulation (EU) No 952/2013;  
(c) be subject to self -assessment pursuant to Article 185 of Regulation (EU) No 
952/2013 . 
7. The Commission is empowered to adopt delegated acts, in accordance with Article 
50 of this Regulation,  to amend the criteria listed in Annex I determining whether a 
used vehicle is an end -of-life vehicle.   
Article 39  
Automated verification of the information on vehicle status  
1. Before releasing used vehicles for export, customs shall verify electronically and 
automatically via the electronic systems referred to in Article 45, that based on the 
Vehicle Identification Number and the information on the Member St ate of last 
registration, the vehicle is considered roadworthy in accordance with Article 38(3), 
point (b).  
2. Where the information provided or made available to customs  does not correspond to  
the information in the national  vehicle registers and national  electronic systems on 
roadworthiness  pursuant to paragraph 1, customs authorities shall not release that 
vehicle for export and shall inform the economic operator concerned thereof  through 
these systems.    
Article 40  
Risk management and customs controls  
1. For the purpose of enforcing the provisions laid down in Article 38, customs 
authorities shall carry out controls on used vehicles to be exported in accordance 
with Articles 46 and 47 of Regulation (EU) No 952/2013. Without prejudice to 
Article 39, such  controls shall primarily be based on risk analysis, as established in 
Article 46(2) of Regulation (EU) No 952/2013.  
2. In addition to the risk management referred to in paragraph 1, once the 
interconnection referred  to in Article 45 is operational , customs shall  use these 
electronic systems referred to in Article 45(1) to determine whether a used vehicle to 
be exported complies with specific conditions linked to the protection of the 
environment or road safety  in accordance with paragraph 3 of this Article . 
3. The Commission is empowered to  adopt delegated acts in accordance with Article 50 
to supplement this Regulation by setting out  the compliance conditions referred to in 
paragraph 2,  including specific conditions applied to the import of used veh icles by 
the third country of import linked to the protection of the environment and road EN 70  EN safety,  when such conditions have been notified by that third country to the 
Commission . Those conditions shall be verifiable against the information available in 
the electronic systems referred to in Article 45 (1). 
Article 41  
Suspension  
1. Where there are reasonable grounds to believe that a used vehicle to be exported may 
not comply with the requirements of this Section, the customs authorities shall 
suspend the release for export of that used vehicle. They shall also immediately 
notify the competent authorities of the suspension and transmit all relevant 
information needed to determine whether the used vehicle complies with the 
requirements of this Regulation and  may be released for export.    
2. For the purpose of determining whether a used vehicle, subject to suspension as 
referred to in paragraph 1, complies with this Regulation, the competent authorities 
may request, from any person involved in the export of th at used vehicle, additional 
information, including information on the sale or transfer of vehicle ownership,  such 
as a copy of the invoice or contract, and documentary evidence that that used vehicle 
is destined for further use.    
Article 42  
Release for ex port 
1. Where the release for export of a used vehicle has been suspended in accordance 
with Article 41, that used vehicle shall be released for export where all the other 
requirements and formalities relating to such release have been fulfilled and where 
any of the following conditions is satisfied:   
(a) the competent authorities have not requested, within four working days from 
the beginning of the suspension, the customs authorities to maintain the 
suspension, or   
(b) the competent authorities have infor med the customs authorities of their 
approval for release for export pursuant to this Section . 
2. The release for export shall not be deemed proof of compliance with Union law and, 
in particular, with this Regulation or Regulation (EU) No 952/2013.   
3. After each release for export of a used vehicle, customs authorities shall notify that 
release for export to the competent authority of the Member State where the vehicle 
in question was registered at the time of export.   
Article 43  
Refusal to release for export  
1. Where the competent authority concludes that a used vehicle for which the 
suspension has been notified in accordance with Article 41 does not comply with this 
Section, they shall immediately require the customs authorities not to release it for 
export and notify them thereof.   
2. Upon the notification from the competent authority pursuant to paragraph 1, the 
customs  authorities  shall not release the used vehicle for export.    EN 71  EN Article 44  
Cooperation among authorities and exchange of information  
1. Member States shall mutually assist one another in the implementation of this 
Section through exchange of information at bilateral level, in particular for the 
purpose of verifying the status of a vehicle, including the verification of its 
registration sta tus in the Member State in which it was previously registered.   
2. Where appropriate, competent authorities of Member States  shall also cooperate with 
administrative authorities from third countries. Such cooperation may include 
sharing of relevant inform ation, conducting joint inspections, and other forms of 
mutual assistance as deemed necessary to ensure compliance with applicable laws 
and regulations governing the export of used vehicles.  
3. Customs authorities and competent authorities of Member States  shall cooperate in 
accordance with Article 47(2) of Regulation (EU) No 952/2013 and exchange 
information necessary for the fulfilment of their functions under  this Regulation, 
including via electronic means. The customs authorities may communicate, in 
accordance with Article 12(1) and Article 16(1) of Regulation (EU) No 952/2013, 
confidential information acquired by the customs authorities in the course of 
performing their duties, or provided to the customs authorities on a confidential 
basis, to the compe tent authority of the Member State where the operator or trader is 
established.  
4. Where the competent authorities have received information in accordance with 
paragraphs 1 to 3 of this Article, those competent authorities may communicate that 
information to competent authorities from other Member States.  
5. Risk-related information shall be exchanged  as follows : 
(a) between customs authorities in accordance with Article 46(5) of Regulation 
(EU) No 952/2013;  
(b) between customs authorities and the Commissi on in accordance with Article 
47(2) of Regulation (EU) No 952/2013 ; 
(c) between customs authorities and competent authorities, including competent 
authorities from other Member States, in accordance with Article 47(2) of 
Regulation (EU) No 952/2013 . 
Articl e 45 
Electronic systems  
1. The MOVE -HUB electronic system developed by the Commission shall be used for 
exchanging Vehicle Identification Number and information on the vehicle 
registration and roadworthiness status between national vehicle registers and 
electronic systems on roadworthiness of the Member States, as well as, to 
interconnect to the EU Single Window Environment for Customs, where necessary 
for controls and requirements laid down in this Section .  
2. The MOVE -HUB electronic system , referred to in paragraph 1 shall provide at least 
the following functionalities:    
(a) exchange the data in real -time with the national vehicle registers, national 
electronic systems on roadworthiness of the Member States interconnected 
with it;   EN 72  EN (b) enable an automat ed electronic check of data provided in a roadworthiness 
certificate as referred to in Annex II of Directive 2014/45/EU of the date of 
first registration of a vehicle, as well as of the Member State where a vehicle 
was last registered, as referred to in Di rective 1999/37/EC, to determine 
whether a used vehicle to be exported complies with the requirements set out in 
Article 38, Article 39(1) and Article 40;    
(c) interconnect to the EU Single Window Environment for Customs, in 
accordance with Regulation (EU) 2022/2399 for the purpose of exchanging 
data and support the process of exchange of information referred to in Articles 
39(1) and Article 40(2), as well as support the notifications referred to in 
Articles 41 to 43;  
(d) for the purpose of cooperation with third countries under Article 44(2), allow 
electronic exchange of information  with the competent authorities of third 
countries which have notified to the Commission pursuant to Article 40(2)  the 
specific conditions for the import of used vehicles  that they apply . 
3. Member States shall interconnect their national vehicle registers and national 
electronic systems on roadworthiness with the MOVE -HUB electronic system 
referred to in paragraph 1. Th at interconnection shall be operational within 2 years  
after the adoption of the implementing act referred to in paragraph 5.  
4. The Commission shall interconnect the MOVE -HUB system referred to in paragraph 
1 to the EU Customs Single Window Certificate Exchange System established in 
Article 4 of Regulation (EU) 2022/2399, so that the automated controls referred to in 
Article 39 and Article 40(2) and the notifications referred to in Articles 41, 42 and 43 
can be performed. That interconnection shall be operational within 4 years after the 
adoption of the impl ementing act referred to in paragraph 5.   
5. The Commission shall adopt the implementing acts laying down the necessary 
arrangements for the implementation of the functionalities of the MOVE -HUB 
referred to in paragraph 2, including the technical aspects n ecessary for the 
interconnection of national electronic systems to the MOVE -HUB, the conditions of 
connection to MOVE -HUB, the data to be transmitted by the national systems and 
the format for the transmission of that data through the interconnected nation al 
systems.   
The implementing acts  shall be adopted in accordance with the examination 
procedure referred to in Article 51 (2).   
 
CHAPTER VI  
ENFORCEMENT  
Article 46  
Inspections  
1. Member States shall, for the purpose of enforcing this Regulation, inspect:  
(a) authorised treatment facilities;  
(b) repair and maintenance operators;  
(c) other facilities and economic operators, which may treat end -of-life vehicles.  EN 73  EN 2. The inspections shall cover at least 10 % of the operators listed in paragraph 1, points 
(a) and (c), in each calendar year.  
3. Member States shall also carry out inspections concerning  export of used vehicles in 
order to verify compliance with Artic le 38. 
Article 47  
Enforcement cooperation at national level and between Member States  
1. Member States shall establish, as regards all relevant competent authorities involved 
in the enforcement of this Regulation, effective mechanisms to enable those 
authorities to cooperate and coordinate domestically concerning the development and 
implementa tion of enforcement policies and activities related to monitoring vehicles 
registration, de -registration, suspension and cancellation of the registration as well as 
prevention of illegal treatment of end -of-life vehicles.  
2. Member States shall cooperate, bilaterally and multilaterally, with one another in 
order to facilitate the prevention and detection of illegal treatment of end -of-life 
vehicles. They shall exchange relevant information on vehicles registration, de -
registration and suspension and cancell ation of the registration, through the 
electronic exchange system referred to in Article 45. They shall also exchange 
relevant information on authorised treatment facilities and repair and maintenance 
operators not permitted as authorised treatment facilit ies, and other facilities and 
economic operators, who may perform operations concerning treatment of end -of-
life vehicles.  They shall share experience and knowledge on enforcement measures 
within established structures.  
The exchange of vehicle registratio n data shall include access to and exchange of 
data on performance, and the nature and results of the checks carried out, with other 
Member States’ competent authorities to facilitate the enforcement of this 
Regulation.  
3. Member States shall notify to the  Commission which members of their permanent 
staff that are responsible for the cooperation referred to in paragraph 2 of this Article 
and Article 44.  
Article 48  
Penalties  
By [OP: Please insert the date =  the first day of the month following  36 months after the date 
of entry into force of this Regulation ] Member States shall lay down the rules on penalties 
applicable to infringements of Article 15(1), Article 16, Article 19(1), Article 22(1) and (2), 
Articles 23 and 24, Article 25(1) and (2),  Articles 26 to 32, and Articles 34, 35, 37 and 38 of 
this Regulation, and shall take all measures necessary to ensure that they are implemented. 
The penalties provided for shall be effective,  proportionate and dissuasive. Member States 
shall, without dela y, notify the Commission of those rules and of those measures and shall 
notify it, without delay, of any subsequent amendment affecting them.  
Article 49  
Reporting to the Commission  
1. From [ OP: Please insert the date =  the first day of the month following  36 months 
after the date of entry into force of this Regulation ] Member States shall make 
publicly available in an aggregated form for each calendar year and in the format EN 74  EN established by the Commission pursuant to paragraph 5, the following data, which 
shall be based on information and data received from producers, producer 
responsibility organisations and waste management operators:  
(a) the number of vehicles registered in the Member State;  
(b) the number of vehicles made available on the market for the first time in the 
territory of  the Member State;  
(c) the number and weight of end -of-life vehicles  collected and depolluted  in the 
Member State ; 
(d) the number and weight of end -of-life vehicles recycled in the territory of the 
Member State;  
(e) the number and weight of end -of-life vehicles exported or shipped for further 
treatment to another Member State or a third countr y; 
(f) the number of certificates of destruction issued;  
(g) the total amount and weight of parts, components and materials re moved from 
end-of-life vehicles for purpose of ; 
(i) reuse;  
(ii) remanufacturing  or refurbishment ; 
(iii) recycling;  
(iv) recovery, including energy recovery;  
(v) disposal;  
(h) the amount and weight of end -of-life vehicles  treated in a different manner than  
indicated in point ( d); 
(i) the amount and weight of end -of-life-vehicles used for backfilling;  
(j) the rates of the targets laid down in Article  34 attained by all waste 
management operators that are active in the Member State;   
(k) use of the exemptio n provided for in Article 30(2) , and how it was monitored 
by the reporting Member State ; 
(l)  data on the producer responsibility organisations, including the names of the 
legal persons  they represent ; 
(m) data on the implementation of Article  21. 
Member Sta tes shall make th e data referred to in paragraph 1 publicly available 
within 18 months of the end of the reporting period for which it is collected. The data 
shall be machine readable, sortable and searchable, and shall respect open standards 
for third par ty use. Member States shall notify the Commission when the data 
referred to in the first subparagraph is made available.  
The first reporting period shall be the first calendar year after the adoption of the 
implementing act referred to in  paragraph 5.  
2. The data made available by Member States in accordance with paragraph 1 shall be 
accompanied by a quality check report. That information shall be presented in the 
format established by the Commission pursuant to paragraph 5.  
3. Member States shall every 5  years draw up a report summarising:  EN 75  EN (n) incentives introduced to promote the reuse , remanufacturing  and refurbishment 
of parts and components in accordance with Article 33; 
(a) the application of penalties and other sanctions envisaged in their national l aw 
for infringements of this Regulation adopted in accordance with Article 48, 
including a list of type of infringements notified and types of measures taken;  
(b) results of inspections carried out in accordance with Article  46; 
(c) the manner of application of definitions of ‘end -of-life vehicle’ and ‘used 
vehicle’, including practical difficulties encountered in th at context.  
Member States shall submit the report to the Commission within 6 months  from the 
end of the five year period  which it cove rs. The first report shall be provided to the 
Commission by [ OP: please insert a date = the first day of the month following 6 
years after the date of entry into force of this Regulation ]. 
The Commission shall review the reports submitted by the Member States and, if 
appropriate, draw up reports on the received information in order to facilitate the 
exchange of information on best practices applied in the Member States.  
4. For the purpose of monitoring the implementation of this Regulation, the 
Commissio n shall collect and review the information made available in accordance 
with this Article.  
5. The Commission shall adopt implementing acts laying down:  
(a) the methodology and rules for the calculation, verification and reporting of data 
in accordance wi th paragrap h 1, including:  
(i) the methodology for determining the amount and weight of parts, 
components and materials removed for purposes referred to in paragraph 
1, points (g), (h) and (i) ; 
(ii) the methodology for determining the weight of recycled waste, including 
determination of calculation point s and measurement point s, and, if 
necessary, possibilities of applying average loss rates;  
(iii) the methodology for calculation and verification of the attainment of the 
reuse, recycling and recovery targ ets referred to in Article 34. 
(b) the format for the reporting  to the Commission  referred to in paragraph 1 , as 
well as the format for the quality check report.   
Those implementing acts shall be adopted in accordance with the examination 
procedure referre d to in Article 51(2).  
6. Producers, producer responsibility organisations, waste management operators and 
other relevant economic operators provide competent authorities with accurate and 
reliable data allowing Member States to fulfil their reporting obli gations under this 
Article.  
 EN 76  EN CHAPTER VII  
DELEGATED POWERS AND COMMITTEE PROCEDURE  
Article 5 0 
Exercise of the delegation  
1. The power to adopt delegated acts is conferred on the Commission subject to the 
conditions laid down in this Article.  
2. The power to adopt delegated acts referred to in Articles 5(4), 6(3), 6(4), 7(3), 9(7), 
11(3), 12(3), 21(2), 22(4), 27(4), 38(7)  and 40(3) shall be conferred on the 
Commission for a period of 5 years from [OP: Please insert the date = the date of 
entry int o force of this Regulation ]. The Commission shall draw up a report in 
respect of the delegation of power no later than nine months before the end of the 
five-year period. The delegation of power shall be tacitly extended for periods of an 
identical duratio n, unless the European Parliament or the Council opposes such 
extension no later than three months before the end of each period.  
3. The delegation of power referred to in Articles 5(4), 6(3), 6(4), 7(3), 9(7), 11(3), 
12(3), 21(2), 22(4), 27(4), 38(7)  and 40(3) may be revoked at any time by the 
European Parliament or by the Council. A decision to revoke shall put an end to the 
delegation of the power specified in that decision. It shall take effect the day 
following the publication of the decision in the Of ficial Journal of the European 
Union or at a later date specified therein. It shall not affect the validity of any 
delegated acts already in force.  
4. Before adopting a delegated act, the Commission shall consult experts designated by 
each Member State in accordance with the principles laid down in the 
Interinstitutional Agreement of 13 April 2016 on Better Law -Making.  
5. As soon as it adopts a delegated act, the Commission shall notify it simultaneously to 
the European Parliament and to the Council.  
6. A delegated act adopted pursuant to Articles 5(4), 6(3), 6(4), 7(3), 9(7), 11(3), 12(3), 
21(2), 22(4), 27(4), 38(7)  and 40(3) shall enter into force only if no objection has 
been expressed either by the European Parliament or the Council within a period of 
two months of notification of that act to the European Parliament and the Council or 
if, before the expiry of that period, the European Parliament and the Council have 
both informed the Commission that they will not object. That period shall be 
extended by t wo months at the initiative of the European Parliament or of the 
Council.  
Article 5 1 
Committee procedure  
1. The Commission shall be assisted by the committee established  by Article 39 of 
Directive 2008/98/EC. That committee shall be a committee within the meaning of 
Regulation (EU) No 182/2011.  
2. Where reference is made to this paragraph, Article 5 of Regulation (EU) No 
182/2011 shall apply.  EN 77  EN CHAPTER VIII   
AMENDMENTS  
Article 53  
Amendments to Regulation (EU) 2019/1020  
In Regulation (EU) 2019/1020, Annex II,  points 10 and 11 are deleted.  
Article 54  
Amendments to Regulation (EU) 2018/858  
Annex II to Regulation (EU) 2018/858 is amended in accordance with Annex X to this 
Regulation.  
 
CHAPTER IX 
FINAL PROVISIONS  
Article 55 
Review  
1. By 31 December 203* [ OP: Pleas e insert the date = the last day of the year 
following 95 months after the date of entry into force of this Regulation ], the 
Commission shall review and draw up a report on the application of this Regulation 
and its impact on the environment, human health and the functioning of the single 
market  and submit it to the European Parliament and to the Council.  
2. Taking account of technical progress and practical experience gained in Member 
States as well as any revision of Regulation (EC) No 1907/2006, the Comm ission 
shall, in its report, include an evaluation o n the following aspects of this  Regulation:  
(a) the need to extend the scope of this Regulation, in parti cular provisions of 
Chapters II and III,  as well as  Chapter IV Section II, to vehicles of categories 
L3e, L 4e, L 5e, L 6e and L 7e as defined in Article 4(2), points (c) to (g), of the 
Regulation (EU) 168/2013 and vehicles of categories M 2, M 3, N 2, N 3 and O as 
defined in Article 4(1) of Regulation (EU) 2018/858;  
(b) the measures concerning provisi on of information on substances of concern 
present in vehicles and the need of introducing further provisions addressing 
substances of concern that may affect high-quality recycling  of vehicles at their 
end-of-life; 
(c) the measures regarding management of  end-of-life vehicles  laid down in 
Chapter IV , including the levels of targets laid down in Article 34 and the need 
of their revision;  
(d) infringements and the effectiveness, proportionality and dissuasiveness of 
penalties as set out in Article 48; 
(e) the need to amend Article 5 of this Regulation.  EN 78  EN Article 56 
Repeal and transitional provisions  
1. Directive 2000/53/EC is repealed with effect from [OP: Please insert the date = the 
first day of the month following 12 months after the date of entry into force  of this 
Regulation ].  
However, the following provisions of Directive 2000/53/EC shall continue to apply:  
(a) Article 4(2) until [OP: Please insert the date the last day of the month following 
71 months after the date of entry into force of this Regulation ]; 
(b) Article 5(4), second subparagraph, Article 6(3), second sub -paragraph, Article 
7(1), Article 8(3) and (4), until [OP: Please insert the date = the last day of the 
month following 35 months after the date of entry into force of this 
Regulation];  
(c) Article 7(2) point (b), until 31 December 20** [OP: Please insert the year = the 
last day of the year following  35 months after the date of entry into force of 
this Regulation];  
(d) Article 9, paragraphs (1a) sub -paragraphs 1 and 3, (1b) and (1d) until [OP: 
Please insert the date = the last day of the month following 35 months after the 
date of entry into force of this Regulation] ; 
(e) Article 9(1a), sub -paragraph two , until [OP: Please insert the date = the last day 
of the month following 59 months afte r the date of entry into force of the 
Regulation].  
2. Directive 2005/64/EC is repealed with effect from [OP: Please insert the date = the 
last day of the month following 71  months after the date of entry into force of th is 
Regulation ].  
However, its Articl e 6(3) is repealed with effect from [OP: Please insert the date = 
the last day of the month following 35 months  after the date of entry into force of this 
Regulation ]. 
3. References to the repealed Directives shall be construed as references to this 
Regulation  and shall be read in accordance with the correlation tables in Annex X I. 
Article 5 7 
Entry into force and application  
1. This Regulation shall enter into force on the twentieth day following that of its 
publication in the Official Journal of the European Union . 
2. It shall apply from [OP: Please insert the date = the first day of the month following 
12 months after t he date of entry into force of this Regulation].  
However, Article 54 shall apply from [ OP: Please insert the date = the first day of  
the month following 72 months after the date of entry into force of this Regulation ]. EN 79  EN This Regulation shall be binding in its  entirety and directly applicable in the Member States . 
Done at Brussels,  
For the European Parliament  For the Council  
The President  The President  EN 1  EN LEGISLATIVE FINANCIAL STATEMENT  
1. FRAMEWORK  OF THE  PROPOSAL/INITIATIVE  
1.1. Title of the proposal/initiative  
1.2. Policy area(s) concerned  
1.3. The proposal/initiative relates to:  
1.4. Objective(s)  
1.4.1.  General objective(s)  
1.4.2.  Specific objective(s)  
1.4.3.  Expected result(s) and impact  
1.4.4.  Indicators of performance  
1.5. Grounds for the proposal/initiative  
1.5.1.  Requirement(s) to be met in the short or long term including a detailed timeline for 
roll-out of the implementation of the initiative  
1.5.2.  Added value of Union involvement (it may result from different factors, e.g. 
coordination gains, legal certainty, greater effectiveness or complementarities). For 
the purposes of this point 'added value  of Union involvement' is the value resulting 
from Union intervention, which is additional to the value that would have been 
otherwise created by Member States alone.  
1.5.3.  Lessons learned from similar experiences in the past  
1.5.4.  Compatibility with the  Multiannual Financial Framework and possible synergies 
with other appropriate instruments  
1.5.5.  Assessment of the different available financing options, including scope for 
redeployment  
1.6. Duration and financial impact of the proposal/initiative  
1.7. Method(s) of budget implementation planned  
2. MANAGEMENT  MEASURES  
2.1. Monitoring and reporting rules  
2.2. Management and control system(s)  
2.2.1.  Justification of the management mode(s), the funding implementation mechanism(s), 
the payment modalities and t he control strategy proposed  
2.2.2.  Information concerning the risks identified and the internal control system(s) set up 
to mitigate them  
2.2.3.  Estimation and justification of the cost -effectiveness of the controls (ratio of "control 
costs ÷ value of the  related funds managed"), and assessment of the expected levels 
of risk of error (at payment & at closure)  
2.3. Measures to prevent fraud and irregularities  
3. ESTIMATED  FINANCIAL  IMPACT  OF THE  PROPOSAL/INITIATIVE  EN 2  EN 3.1. Heading(s) of the multiannual financi al framework and expenditure budget 
line(s) affected  
3.2. Estimated financial impact of the proposal on appropriations  
3.2.1.  Summary of estimated impact on operational appropriations  
3.2.2.  Estimated output funded with operational appropriations  
3.2.3.  Summary of estimated impact on administrative appropriations  
3.2.3.1.  Estimated requirements of human resources  
3.2.4.  Compatibility with the current multiannual financial framework  
3.2.5.  Third -party contributions  
3.3. Estimated impact on revenue  EN 3  EN FRAMEWORK  OF THE  PROPOSAL/INITIATIVE   
1.1. Title of the proposal/initiative  
Proposal for a Regulation of the European Parliament and of the Council on 
circularity requirements for vehicle design and on management of end-of-life 
vehicles, amending Regulations (EU) 2018/858 and 2019/1020 and repealing 
Directives 2000/53/EC and 2005/64/EC . 
1.2. Policy area(s) concerned   
Policy areas:  03 Single Market  
  09 Environment  
Activities:  09 02 02 - Programme for Environment and  Climate Action (LIFE) - 
Circular economy and quality of life  
  03 02 01 01 – Operation and development of the internal market  of 
goods and services  
1.3. The proposal/initiative relates to:  
 a new action   
 a new action following a pilot project/preparatory action71  
 the extension of an existing action   
 a merger or redirection of one or more actions towards another/a new action   
1.4. Objective(s)  
1.4.1.  General objective (s) 
Improve the functioning of the EU internal market  by reducing the negative 
environmental impacts linked to the design, production, service life and end -of-life 
treatment of vehicles and contributing to the sustainability of the automotive and 
recycling sectors.  
1.4.2.  Specific objective(s)  
Design and production  
- Facilitate and increase the removal, reuse, remanufacturing and recycling of 
materials, parts and components contained in vehicles.  
- Increase the use of recycled materials in the production of vehicles, thereby 
incentivising recy cling, reducing strategic dependencies of raw materials and 
supporting the decarbonisation of the automotive industry.  
- Increase circularity for lorries, buses, trailers and  certainL -category vehicles  
currently outside the scope of the ELV and 3R type -approval legislation.  
End of life treatment  
- Improve treatment of end -of-life vehicles by increasing the quantity and quality of 
materials re -used, remanufactured and recycled, thereby reducing the environmental 
footprint linked to the end -of-life stage.  
                                                 
71 As referred to in Article 58(2)(a) or (b) of the Financial Regulation.  EN 4  EN - Increase the collection of ELVs in the EU and ensure roadworthiness of used 
vehicles exported from the EU, so that the number of “missing vehicles” and their 
environmental footprint is reduced.  
1.4.3.  Expected result(s) and impact  
Specify the effects whic h the proposal/initiative should have on the beneficiaries/groups targeted.  
- Better aligment of the production versus waste stages of vehicles  
- Incentivising recycling, reducing strategic dependencies of raw materials and 
energy  
- Supporting the decarbon isation of the automotive industry.  
- Reducing the environmental footprint linked to the vehicles recycling.  
- Reducing the EU external pollution footprint and road safety risks associated with 
the export of non -roadworthy used vehicles.  
- Increase circula rity and ensure proper treatment of vehicles currently out of scope.  
1.4.4.  Indicators of performance  
Specify the indicators for monitoring progress and achievements.  
- Improved recyclability and reusability of vehicles  
- More streamlined dismantling information for treatment operators  
- Lower repair costs from 2nd -hand spare parts  
- Improved collection of vehicles, reduced exports of low -quality used vehicles and 
end-of-life vehicles  
- Reduced number of vehicles treated illegally and informally  
- Increased amounts of parts and components reused and recycled  
- Increased amounts of materials recycled, recycled at higher quality and more 
critical and strategic materials recycled reducing dependencies,  
- Reduced energy dependency in metal and plastic pro duction  
- Lower amounts of landfill  
- Higher uptake levels of recycled content for plastics and possibly other materials in 
new vehicles  
- Significant green house gas savings from improved resource efficiency  
- Reduced air pollution and road accidents in i mporting countries from higher quality 
and roadworthy vehicles  
- Lower repair costs for vehicle owners  
- Increased revenues from improved collection and treatment  
- Improved markets for secondary raw materials, especially plastics  
- Reduced air pollution f rom increased plastics recycling  
- Significant increase in employment.  
- Reduced environmental externalities of mismanaged waste  
- More legitimate income and increased tax revenue  
- Improved reuse and recycling of vehicles currently outside scope  EN 5  EN 1.5. Grounds for the proposal/initiative  
1.5.1.  Requirement(s) to be met in the short or long term including a detailed timeline for 
roll-out of the implementation of the initiative  
The detailed requirements would need to be adopted through implementing/delegated  
acts in a time horizon of 1 -8 years. A series of actions in terms of mandates, 
delegated or implementing decisions and impact assessment reports will stem from 
this proposed regulation.  
The actions will cover consistent definition and improved verificatio n with 
recyclability, reusability, removability and circularity information requirements, 
recycled content declarations. For collection and treatment various provision require 
establishing further specification for collection and treatment, including  calc ulations 
rules for reuse and recycling targets and electronic exchange of information between 
Member States to enable interoperable registers and streamlined customs controls. 
Further harmonisation elements relate to establishing uniform criteria for EPR f ee 
modulation and cross -border EPR.  
In more detail (timeline for task completion in months after entry -into-force):  
- Improving the methodology for the determination of the 3R -rates (36 months),  
- Improved risk assessment of the remaining hazardous substance exemptions with 
support of ECHA (24 months), transfer of battery related substance restriction 
exemptions to the Battery Regulation, general review and alignment with  REACH/ 
“Omnibus Regulation” (96 months)  
- Calculation and verification rules f or recycled content of plastics (24 months), 
feasibility study for the setting recycled content targets for steel (36 months) and 
other materials (36 months), declaration formats for other materials including Critical 
Raw Materials (60 months)  
- Specificat ion of removability requirements for EV -batteries and e -drive motors, and 
general removal information for other relevant components, including amendment of 
selective treatment Annex VII, (36 months), update of information requirements (72 
months).  
- Specif ication of the circularity strategy requirements and harmonised reporting (36 
months)  
- Labelling requirements of plastic parts (updated at 72 months), EV batteries and e -
drive motors, in line with Battery Regulation and CRM Act requirements (36 
months),  
- Amending reporting obligations for export and calculation rules for treatment 
performance (24 months)  
- Updating of the existing reporting and its formats on treatment performance 
currently based on Commission Decision 2005/293 (executed by ESTAT), in 
particular on batteries and e -drive motors removed (36 months).  
- Updating of the type -approval formats and information folder to be provided to 
type-approval authorities (between 24 and 48 months using existing empowerment).  
- Development of Vehicle Circul arity Passport criteria (84 months).  EN 6  EN - Harmonised EPR fee (60 months) and cross -border EPR cooperation criteria (36 
months).  
- Criteria for export used vehicles, roadworthiness requirement and interoperability 
of vehicle registration information (48 months)  
- IT development of the ‘Single Window’ system and support of DG TAXUD for the 
transmission of information for custom authorities under MOVEHUB  (84 months) - 
Evaluation of the functioning of the market for spare parts (96 months, review 
clause)  
- Phased -in approach for the vehicle category scope extension and preparation for 
review (96 months)  
1.5.2.  Added value of Union involvement (it may result from different factors, e.g. 
coordination gains, legal certainty, great er effectiveness or complementar ities).  For 
the purposes of this point 'added value of Union involvement' is the value resulting 
from Union intervention, which is additional to the value that would have been 
otherwise created by Member States alone.  
Reasons for action at European level ( ex-ante):  
Modernising the current ELV Directive adopted more than 20 years ago is necessary 
to ensure that manufacturers, importers and economic operators are incentivised to 
the objectives of the Green Deal and put in position to contribute tot the  Circular 
Economy Action plan.  
The evaluations of these Directives have shown that considerable improvements 
were needed to boost the transition of the automotive sector to a circular economy, 
thereby reducing the environmental footprint linked to the pro duction and end -of-life 
treatment of vehicles, and strengthening the sustainability of the automotive and  
recycling industry in Europe.  
As the automotive sector is undergoing a massive transformation with the shift to 
electric vehicles, this means main sh are of the environmental footprint of vehicles 
will shift from the use -phase to the production and recycling stages, and that 
important supplies of critical raw mate rials (CRMs) will be required.  
Expected generated Union added value (ex -post):  
This actio n reduces the resulting increased vulnerability of the EU industry supply 
chains, especially for critical raw materials essential for the EU’s strategic autonomy. 
At the same time, improving quality of collection and treatment facilitates improved 
uptakes of recycled materials supporting the transition to a carbon -neutral economy 
by up to 14 million tonnes of CO 2 equivalent per year in 2040.  
The added value of an EU approach in the form of a single Regulation is that it 
ensures consistency in the requiremen t set at design and production of vehicles under 
the type -approval umbrella with the requirements at the collection and waste stages. 
Improved synchronisation is needed to ensure retainment of both economic and 
environmental quality of parts, components an d materials from reuse, 
remanufacturing and recycling.  EN 7  EN 1.5.3.  Lessons learned from similar experiences in the past  
This Regulation follows the example of the Battery Regulation that is providing a 
comprehensive framework for improving circularity of batteries. Several provisions 
are complementing the sustainability requirements for EV batteries forming the 
largest future subsector under the Battery Regulation. It further specifies in this 
sectoral waste legislation, fully to be embedded in the type -approval framework, the 
detailed needs for improved design, production and recovery of critical and strategic 
raw materials as addressed by the recently adopted CRM act, notably for permanent 
magnet materials in e -drive motors for vehicles.  
1.5.4.  Compatibil ity with the Multiannual Financial Framework and possible synergies 
with other appropriate instruments  
The European Commission is proposing a major recovery plan based on a reinforced 
long term budget for the next Multiannual Financial Framework and a new recovery 
instrument, Next Generation EU.  
The European Green Deal will be the basis of the EU's recovery strategy. This 
includes the objective of cleaner transport and logistics, including e -mobility, which 
are the main driver of the exponential growth of d emand for batteries, e -drive motors 
and many other CRMs and strategic raw materials, including their embedded energy 
of production.  
The objectives of this regulation are supported by the Multiannual Financial 
Framework and the Next Generation EU, which bo th place an important emphasis on 
funding and investments to support the transition of the European economy to 
climate -neutral and circular models. This includes investments to modernise waste 
management, increase capacity for recycling for specific waste streams and promote 
high quality recycling and innovation.  
Circular economy is also embedded in the matrix of the Horizon Europe programme 
on research, notably its partnership on circularity and is one of the pillars of the 
Programme for the environment an d climate action (LIFE) 2021 –2027. These will be 
essential to ensure the sustainable competitiveness of Europe in this field as well as 
to boost its economy, growth and well -being. It is expected that the EU will continue 
to promote the research in this an d in related fields in the next MFF.  
1.5.5.  Assessment of the different available financing options, including scope for 
redeployment  
For streamlining and improving consistency in the assessment of substance 
restrictions, the expertise of ECHA (risk assess ments of substances) and JRC 
(development of methodologies and procedures) would be the most appropriate to 
ensure consistency in the implementation of the proposed approach in relation to 
related files like like EPSR, Batteries and the CRM act similary ca lling upon their 
expertise.  
As far as the JRC is concerned, work could build on previous JRC research for the 
impacts assessment of recycled content targets and verification rules for recycling EN 8  EN rates of  batteries and ongoing activities by the JRC for ESPR  as well as activities of 
the JRC for DG GROW on future policy measures for CRMs (0.837 M EUR). The 
JRC will consider how best to synergise and  support the work in cooperation with 
ENV and GROW.  
For the development of the IT system and data exchanges for c ustoms controls, the 
staff and resource needs in DG TAXUD and DG MOVE are related to the  
MOVEHUB digitalisation of vehicle registration information and reflect the 
ambition to restrict the export of low -quality non -roadworthy vehicles to third 
countries t o tackle the persistent problem of unknown whereabouts of vehicles. In the 
long term, this IT development supports further digitalisation of vehicle registration 
information under consideration for the ongoing revision of the DG MOVE 
Directives on the matt er planned for adoption later in 2023.  
For the circularity strategy, criteria for the Circularity Vehicle Passport as well as 
EPR related requirements, external contractors are best positioned to provide the 
necessary technical support (0.500 M EUR by DG GROW). The same counts for 
support studies for treatment requirements, the functioning of the markets for spare 
parts) , the preparation for reviewing substance restriction exemptions (0.075 M 
EUR)  and the foreseen phased -in approach for the scope extension (0.5 75 M EUR by 
DG ENV for 2024 -2027)  
 
1.6. Duration and financial impact of the proposal/initiative  
 limited duration  
–  in effect from [DD/MM]YYYY to [DD/MM]YYYY   
–  Financial impact from YYYY to YYYY for commitment appropriations and 
from YYYY to YYYY for payment appropriations.   
 unlimited duration  
– Implementation with a start -up period from 2025 to 2028,  
– followed by full -scale operation and complete implementation around 2032.  
1.7. Method(s) of budget implementation planned72  
 Direct management  by the Commission  
–  by its departments, including by its staff in the Union delegations;   
–  by the executive agencies   
 Shared management  with the Member States  
 Indirect management  by entrusting budget implementation tasks to:  
–  third countries or the bodies they have designated;  
–  international organisations and their agencies (to be specified);  
                                                 
72 Details of budget implementation methods and references to the Financial Regulation may be found on 
the BUDGpedia site: https://myintracomm.ec.europa.eu/corp/budget/financial -rules/budget -
implementation/Pages/implementation -methods.aspx  EN 9  EN –  the EIB and the European Investment Fund;  
–  bodies referred to in Articles 70 and 71 of the Financial Regulation;  
–  public law bodies;  
–  bodies governed by private law with a public service mission to the extent that 
they are provided with adequate financial guarantees;  
–  bodies governed by the private law of a Member State that are entrus ted with 
the implementation of a public -private partnership and that are provided with 
adequate financial guarantees;  
–  bodies or persons entrusted with the implementation of specific actions in the 
CFSP pursuant to Title V of the TEU, and identified in th e relevant basic act.  
– If more than one management mode is indicated, please provide details in the ‘Comments’ section.  
Comments  
Direct management by DG ENV, DG GROW, DG MOVE, DG TAXUD and administrative 
arrangements with the JRC.  EN 10  EN 2. MANAGEMENT  MEASURES   
2.1. Monitoring and reporting rules  
Specify frequency and conditions.  
The initiative involves procurement, administrative arrangement with the JRC and 
impact on the COM HR.  
2.2. Management and control system(s)  
2.2.1.  Justification of the management mode(s), the funding implementation mechanism(s), 
the payment modalities and the control strategy proposed  
N.A. 
2.2.2.  Information concerning the risks identified and the internal control system(s) set up 
to mitigate them  
N.A.  
2.2.3.  Estimation and justification of the cost -effectiveness of the controls (ratio of "control 
costs ÷ value of the related funds managed"), and assessment of the expected levels 
of risk of error (at payment & at closure)  
N.A.  
2.3. Measures to prevent fraud and irregularities  
Specify existing or envisaged prevention and protection measures, e.g. from the Anti -Fraud Strategy.  
N.A. EN 11  EN 3. ESTIMATED  FINANCIAL  IMPACT  OF THE  PROPOSAL/INITIATIVE   
3.1. Heading(s) of the multiannual financial framework and expenditure budget 
line(s) affected  
 Existing budget lines  
In order  of multiannual financial framework headings and budget lines.  
Heading of 
multiannual 
financial 
framework  Budget line  Type of  
expenditure  Contribution  
Number  
 Diff./Non -
diff.73 from 
EFTA 
countries
74 from 
candidate 
countries 
and 
potential 
candidates
75 fromother 
third 
countries  other assigned 
revenue  
1 03.02.01.01 Operation and development 
of the internal market  of goods and 
services  Diff.  YES  NO NO NO 
3 09.02.02 – Circular Economy and quality 
of life  Diff.  YES  NO NO NO 
7 20.02.01.01 Contract staff  Non-diff.  NO NO NO NO 
7 20.02.01.03 National civil servants 
temporarily assigned to the institution  Non-diff.  NO NO NO NO 
 New budget lines requested  
In order  of multiannual financial framework headings and budget lines.  
Heading of 
multiannual 
financial 
framework  Budget line  Type of  
expenditure  Contribution  
Number  
 Diff./Non -
diff. from 
EFTA 
countries  from 
candidate 
countries 
and 
potential 
candidates  from  
other 
third 
countries  other assigned 
revenue  
 N.A.       
                                                 
73 Diff. = Differentiated appropriations / Non -diff. = Non -differentiated appropriations.  
74 EFTA: European Free Trade Association.  
75 Candidate countries and, where applicable, potential candidates from the Western Balkans.   
EN 12  EN 3.2. Estimated financial impact of the proposal on appropriations  
3.2.1.  Summary of estimated impact on operational appropriations  
–  The proposal/initiative does not require the use of operational appropriations   
–  The proposal/initiative requires the use of operational appropriations, as explained below:  
EUR million (to three decimal places)  
Heading of multiannual financial  
framework  1 Single market, innovation and digital  
 
DG: GROW  03.02.01.01   2024 
N-1 2025 
N 2026 
N+1 2027 
N+2 TOTAL  
2024 -2027  
Operational expenditure, support studies  Commitments  (1a) - 0.250  - 0.250  0.500  
Payments  (2a) - 0.250  - 0.250  0.500  
TOTAL appropriations  
for DG GROW  Commitments  =1a+1b +3  - 0.250  - 0.250  0.500  
Payments  =2a+2b+3  - 0.250  - 0.250  0.500  
 
DG GROW has estimated that the development of the updated methodology for the 3R rates, the removability criteria for batteries and e -drive 
motors and the electronic information exchange for the proposed Vehicle Circularity Passport require respectively (0.250, 0.2 50 M EUR).  
Some additional resources will be needed in the period 2028 -2033 to progress with work after the end of the current MFF in 2027: for DG 
GROW, a total amount is scheduled for the period from 2028 until full implementation around 2032 of 0.150 M EUR for technical  studies.  
 
The amount reported above would also be needed to finance the rele vant share of the administrative arrangements, to be discussed between DG 
ENV/DG GROW and the JRC and for the procurement of studies and data related to DG GROW provisions (updated methodology for th e 3R 
rates, the removability criteria for batteries and e -drive motors and the electronic information exchange for the proposed Vehicle Circularity 
Passport). Significant synergies would be taken into account with the ongoing policy support by the JRC for the CRM Act.  
 
   
EN 13  EN  
EUR million (to three decimal places)  
Heading of multiannual financial  
framework  3 Natural resources and environment  
 
 
DG: ENV  09.02.02   2024 
N-1 2025 
N 2026 
N+1 2027 
N+2 TOTAL  
2024 -
2027  
Operational expenses DG ENV, support 
studies  Commitments  (1a) 0.025  0.200 0.050 0.300 0.575 
Payments  (2a) 0.025  0.200 0.050 0.300 0.575 
Co-delegation to DG TAXUD, development 
of the Single Window Customs  Commitments  (1b) - 0.030  0.260  0.260  0.550  
Payments  (2b) - 0.030  0.260  0.260  0.550  
Co-delegation to DG MOVE, IT support  Commitments  (1a) 0.225  0.080  0.080  0.080  0.465  
Payments  (2a) 0.225  0.080  0.080  0.080  0.465  
Administrative Agreement with JRC Commitments  (1a) - 0.209  0.293  0.335  0.837  
Payments  (2a) - 0.209  0.293  0.335  0.837  
TOTAL appropriations  
for DG ENV Commitments  =1a+1b+3  0.250  0.519 0.683 0.975 2.427 
Payments  =2a+2b+3  0.250  0.519 0.683 0.975 2.427 
 
DG ENV has estimated the need for technical support studies (from 2024 until 2031) for plastic recycled content and chemical recycling 
prospects (0.100 M EUR), the study for determining steel recycled content target levels (0.100 M EUR), the wider feasibility study for CRMs, 
aluminium and magnesium recycled content (0.100 M EUR in 2027), criteria for EPR fee modulation (0.050 M EUR), quality requir ements for 
PST technologies (0.050 M EUR), cros s-border EPR cooperation mechanism (0.100 M EUR) , the preparation for reviewing substance restriction 
exemptions (0.075 M EUR)  and rules for calculating and verification of recycling performance totalling (0.5 75 M EUR) for the period 2024 – 
2027.  
The JRC is likely to  play an important role in supporting the Commission with some of the technical work required as mentioned above for 
developing recycled content specification, removability of batteries and CRM rich e -drive motors and the calculation and verifi cation rules 
related to treatment. A possible  administrative arrangement may cover the estimated needs (0.837 M EUR for 2024 -2027), while maximising 
synergies with related tasks under the CRM Act,  ESPR, SuP and PPWR proposals.   
EN 14  EN Co-delegation is applied fro m DG ENV to DG TAXUD and DG MOVE to digitalise vehicle registration information by extending IT systems to 
create interoperability of vehicle registers digitalisation and as a second step to establish real -time export controls by linking to the Customs 
Single Window system for the period 2024 -2027.  
Some additional resources will be needed in the period 2028 -2033 to progress with work after the end of the current MFF in 2027:  
(c) For DG ENV, a total amount is scheduled for the period from 2028 until full implementation around 2032 of 0. 550 M EUR in technical 
studies.  
(d) For DG TAXUD, a total amount is scheduled for the period from 2028 until full implementation around 2032 of 0.500 M EUR for I T 
deployment.  
(e) Resources for JRC in the form of a possible a dditional administrative arrangements for a total amount of 0.335 M EUR for 2028 - 2032.  
 
TOTAL appropriations  
under HEADINGS 1 to 6  
of the multiannual financial 
framework (Reference amount)  Commitments  =4+ 6  0.250  0.769 0.683 1.225 2.927  
Payments  =5+ 6  0.250  0.769 0.683 1.225 2.927  
 
   
EN 15  EN  
EUR million (to three decimal places)  
Heading of multiannual financial  
framework  7 Administrative expenditure  
 
DG ENV, DG TAXUD    2024 
N-1 2025 
N 2026 
N+1 2027 
N+2 TOTAL  
2024 -2027  
Human Resources, DG ENV  Commitments  (1a) 0.139  0.275  0.321  0.321  1.055  
Payments  (2a) 0.139  0.275  0.321  0.321  1.055  
Human Resources, DG TAXUD  Commitments  (1a) - 0.091  0.137  0.137  0.364  
Payments  (2a) - 0.091  0.137  0.137  0.364  
        
       
TOTAL appropriations  
under HEADING  7 
of the multiannual financial framework  
for DG GROW, DG TAXUD  Commitments  =1a+1b +3  0.139  0.366  0.457  0.457  1.419 
Payments  =2a+2b+3  0.139  0.366  0.457  0.457  1.419 
 
Please find the justification for the staff needs in section 3.2.3 below.  
 
 
   2024 
N-1 2025 
N 2026 
N+1 2027 
N+2 TOTAL  
2024 -2027  
TOTAL appropriations  
under HEADINGS 1 to 7  
of the multiannual financial framework  Commitments  0.389 1.135 1.140 1.682 4.346 
Payments  0.389 1.135 1.140 1.682 4.346 
 
   
EN 16  EN  
3.2.2.  Estimated output funded with operational appropriations  
Commitment appropriations in EUR million (to three decimal places)  
Indicate 
objectives and 
outputs  
 
   Year 
N Year 
N+1 Year 
N+2 Year 
N+3 Enter as many years as necessary to show the 
duration of the impact (see point 1.6)  TOTAL  
OUTPUTS  
Type
76 
 Avera
ge 
cost 
No 
Cost 
No 
Cost 
No 
Cost 
No 
Cost 
No 
Cost 
No 
Cost 
No 
Cost Total 
No Total 
cost 
SPECIFIC OBJECTIVE No 177…                 
- Output                    
- Output                    
- Output                    
Subtotal for specific objective No 1                  
SPECIFIC OBJECTIVE No 2 ...                  
- Output                    
Subtotal for specific objective No 2                  
TOTALS                  
                                                 
76 Outputs are products and services to be  supplied (e.g.: number of student exchanges financed, number of km of roads built, etc.).  
77 As described in point 1.4.2. ‘Specific objective(s)…’   
EN 17  EN 3.2.3.  Summary of estimated impact on administrative appropriations  
 
3.2.3.1 . Estimated requirements on administrative appropriations in the Commission  
–  The proposal/initiative does not require the use of human resources.  
–  The proposal/initiative requires the use of human resources, as explained 
below:  
Estimate to be expressed in full time equivalent units  
 
2024 
N-1 2025 
N 2026 
N+1  2027 
N+2  TOTAL  
2024 -
2027  
20 01 02 01  (Headquarters and Commission’s Representation Offices)  
DG GROW: TA       
20 01 02 01  (Headquarters and Commission’s Representation Offices)  
DG ENV: TA       
20 01 02 03 (Delegations)       
01 01 01 01   (Indirect research)       
 01 01 01 11 (Direct research)       
Other budget lines (specify)       
20 02 01  (AC, END, INT from the ‘global envelope’) DG ENV  1.5 3 3.5 3.5 11.5 
20 02 01  (AC, END, INT from the ‘global envelope’)  DG TAXUD  0.0 1.0 1.5 1.5 4.0 
 - in Delegations       
01 01 01 02  (AC, END, INT - Indirect research)       
 01 01 01 12 (AC, END, INT - Direct research)       
Other budget lines (specify)       
TOTAL  1.5 4.0 5.0 5.0 15.5 
The human resources required will be met by staff from the DG who are already assigned to management of the 
action and/or have been redeployed within the DG, together if necessary with any additional allocation which 
may be granted to the managing DG under the annual allocation procedure and in the light of budgetary 
constraints.  
Description  of tasks to be carried out:  
Officials and temporary staff  No additional TA posts are needed for the general management. Expected  
supervision of all negotiation tasks in 2024 and for the preparation, drafting and 
adoption of secondary legislation according to the deadlines proposed will be 
covered by existing TA staff.  
External staff  Additional technical tasks lead by DG GROW will be covered by existing staff, 
supplemented with DG ENV support and JRC technical expertise (where agreed ): 
- Improving the methodology for the determination of the 3R -rates;  
- Improve d risk assessment of the remaining hazardous substance exemptions with 
support of ECHA, transfer of battery related substance restriction exemptions to the 
Battery Regulation, general review and alignment with REACH/ “Omnibus 
Regulation”;  
- Specification o f removability requirements for EV -batteries and e -drive motors, and 
general removal information for other relevant components (including amendment of 
selective treatment Annex IV, update of information requirements (JRC support);   
EN 18  EN - Specification of the circularity strategy requirements;  
- Labelling requirements of plastic parts (updated at 72 months), EV batteries and e -
drive motors  in line with Battery Regulation and CRM Act requirements (36 
months);  
- Updating of the type -approval formats and informat ion folder to be provided to 
type-approval authorities;  
-Development of Vehicle Circularity Passport criteria.  
 
For DG ENV additional tasks will need to be covered by additional CA and END 
posts. For DG ENV this should be 1.0 FTE END from 2024 onwards, com plemented 
by respectively 0.5 FTE CA posts for 2024, 2.0 FTE CA posts in 2025 and 2.5 FTE 
CA posts in both 2026 and 2027 to perform the technical work, with JRC support 
where agreed , including:  
- Calculation and verification rules for recycled content of plastics, feasibility 
study for the setting recycled content targets for steel, wider technical and 
economic feasibility study for CRMs and other materials, declaration formats for 
other materials including CRMs (DG GROW and JRC support);  
- Amending reportin g obligations for export and calculation rules for treatment 
performance (JRC support);  
- Quality requirements for treatment operators and PST;  
- Harmonised EPR fee and cross -border EPR cooperation criteria;  
- Criteria for export used vehicles.  
- Evaluation of the  functioning of the market for spare parts (96 months, review 
clause)  
- Phased -in approach for the vehicle category scope extension and preparation for 
review (96 months)  
 
For DG TAXUD 1.0 FTE for 2025 and 1.5 FTE of CA posts are foreseen towards 
2026 and 20 27 and DG MOVE tasks will be coverd by existing staff, with technical 
support from DG ENV (covered by DG ENV staff listed above):  
- Implementation of the roadworthiness requirement and interoperability of vehicle 
registration information;  
- - IT development of  the ‘Single Window’ system and support of DG TAXUD for 
the transmission of information for custom authorities under MOVEHUB ;   
EN 19  EN 3.2.4.  Compatibility with the current multiannual financial framework  
The proposal/initiative : 
–  can be fully financed within the relevant heading of the Multiannual 
Financial Framework (MFF).  
–  requires use of the unallocated margin under the relevant heading of the 
MFF and/or use of the special instruments as de fined in the MFF Regulation . 
–  requires a revision of the MFF.  
3.2.5.  Third -party contributions  
The proposal/initiative:  
–  does not provide for co -financing by third parties  
–  provides for the co -financing by third parties estimated below:  
Appropriations in EUR million (to three decimal places)  
 Year 
N78 Year 
N+1 Year 
N+2 Year 
N+3 Enter as many years as necessary 
to show the duration of the 
impact (see point 1.6)  Total  
Specify the co -financing 
body           
TOTAL appropriations 
co-financed          
 
 
                                                 
78 Year N is the year in which implementation of the proposal/initiative starts. Please replace "N" by the 
expected first year of implementation (for instance: 2021). The same for the following years.   
EN 20  EN 3.3. Estimated impact on revenue  
–  The proposal/initiative has no financial impact on revenue.  
–  The proposal/initiative has the following financial impact:  
–  on own resources  
–  on other revenue  
– please indicate, if the revenue is assigned to expenditure lines   
     EUR million (to three decimal places)  
Budget revenue line:  Appropriations 
available for 
the current 
financial year  Impact of the proposal/initiative  
Year 
N Year 
N+1 Year 
N+2 Year 
N+3 Enter as many years as necessary to show 
the duration of the impact (see point 1.6)  
Article ………….          
For assigned revenue, specify the budget expenditure line(s) affected.  
 
Other remarks (e.g. method/formula used for calculating the impact on revenue or any other 
information).