Proposal for a Directive of the European Parliament and of the Council on the type-approval of motor vehicles with regard to their re-usability, recyclability and recoverability and amending Council Directive 70/156/EEC
Date: 2004-03-11
Institutions: European Commission
Subjects: EU environmental policy, environmental standard, metal waste, vehicle, waste recycling

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 11.3.2004 
COM(2004) 162 final 

2004/0053 (COD) 

Proposal for a 

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL  

on the type-approval of motor vehicles with regard to their re-usability, recyclability 
and recoverability and amending Council Directive 70/156/EEC 

(presented by the Commission) 

EN 

   EN 

 
 
 
  
  
EXPLANATORY MEMORANDUM 

1. 

OBJECTIVE OF THE PROPOSAL 

This proposal for a Directive lays down the necessary provisions to ensure that new 
passenger  cars  and  light-duty  trucks  up  to  3 500  kg1  are  designed  to  comply  with 
required  minimum  rates  with  respect  to  their  ‘re-usability’,  ‘recyclability’  and 
‘recoverability’. 

These  provisions  will  be  included  in  the  Community  type-approval  system.  In 
respect  of  passenger  cars,  they  will  be  part  of  the  whole  vehicle  type-approval 
procedure, which is compulsory for all new passenger cars, since Council Directive 
70/156/EEC2 was amended by Council Directive 92/53/EC of 18 June 19923. 

Directive  70/156/EEC  is  currently  being  recast  with  a  view  inter  alia  to  extending 
the  Community  type-approval  system  to  vehicles  other  than  passenger  cars.  In  the 
meantime, Member States will be requested to apply the provisions of this Directive 
to light-duty trucks through their national type-approval procedures. 

1.1. 

Required minimum rates 

The relevant minimum thresholds have been set out in Directive 2000/53/EC of the 
European  Parliament  and  of  the  Council  of  18  September  2000  on  end-of-life 
vehicles4.  In  application  of  Article  7(4)  of  that  Directive,  new  vehicles  put  on  the 
market  three  years  after  the  adoption  of  an  amendment  to  Council  Directive 
70/156/EEC shall be designed and constructed as to be : 

– 

– 

re-usable and/or recyclable up to 85 % by mass5; 

re-usable and/or recoverable up to 95 % by mass. 

These  provisions  will  apply  to  new  types  of  vehicles  to  be  approved  and  to  new 
vehicles already covered by an approval, put on the market three years after the entry 
into force of this Directive. 

1.2. 

Amendments to Directive 70/156/CEE 

As  second  feature,  the  proposal  creates  the  necessary  binding  links  with  Directive 
70/156/EEC,  in  particular  to  include  in  Annex  I  of  this  Directive  all  relevant 
technical information necessary for type-approval applications. 

1 

2 

3 
4 
5 

Throughout this explanatory note, the terms ‘passenger cars’ will be used instead of ‘M1 vehicles’ and 
‘light-duty trucks’ instead of ‘N1 vehicles’ (Category M1 includes passenger cars, sport utility vehicles, 
monospaces and minibuses - Category N1 includes light-duty trucks up to 3 500 kg). 
Council  Directive  70/156/EEC  of  6  February  1970  on  the  approximation  of  the  laws  of  the  Member 
States relating to the type-approval of motor vehicles and their trailers (OJ L 42, 23.2.1970, p. 1). 
OJ L 225, 10.8.1992, p 1. 
OJ L 269, 21.10.2000, p. 34. 
The term ‘mass’ is used in this proposal instead of weight. Masses are expressed in kilograms. 

2 

 
 
  
 
                                                 
1.3.  Marking of component parts 

At  the  dismantling  stage,  it  is  important  to  identify  the  materials  constituting  the 
component  parts  that  are  made  of  polymers  or  elastomers  in  order  to  avoid  the 
mixing of incompatible products. The component parts, which are concerned in this 
Directive, are those listed in the dismantling list the manufacturer has to present to 
the approval authority. 

Appropriate  markings  shall  be  made  in  accordance  with  Commission  Decision 
2003/138/EC of 27 February 20036. 

1.4. 

Re-use of component parts 

Lastly,  the  proposal  includes,  in  accordance  with  Article  7(5)  to  Directive 
2000/53/EC, a list of component parts that shall not be re-used in the construction of 
vehicles, because they could give rise to safety or environmental hazards. 

These provisions shall apply 12 months after the entry into force of the Directive. 

2. 

LEGAL BASIS 

The  proposed  measures  are  based  on  the  assumption  that  the  more  re-usable, 
recyclable  and  recoverable  new  vehicles  are,  the  easier  it  will  be  to  achieve  the 
targets  set  in  Article  7(2)  of  Directive  2000/53/EC,  when  those  vehicles  reach  the 
end  of  their  life.  Article  7(4)  of  the  same  directive  provides  for  the  minimum 
thresholds  concerning  re-usability,  recyclability  and  recoverability  relating  to  new 
vehicles. 

Article 7(4) of Directive 2000/53/EC requires that the measures to be adopted have 
to be incorporated within the whole vehicle type-approval procedure. 

Since the beginning, the Community type-approval system has been firmly anchored 
on the principle that only total harmonisation of the legislations of the Member States 
can guarantee the free circulation of goods. Therefore, the proposed measures, which 
will  affect  significantly  the  construction  of  vehicles,  can  only  be  implemented 
through a single binding set of Community rules. 

Therefore, Article 95 of the Treaty establishing the European Community has to be 
the legal basis with regard to this proposal for a new Directive. 

6 

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). 

3 

 
 
  
 
                                                 
3. 

BACKGROUND 

3.1. 

Recycling targets 

Article  7(2)  of  Directive  2000/53/EC  obliges  Member  States  to  adopt  appropriate 
measures at national level, to ensure that specified targets are achieved with respect 
to re-use, recycling and recovery of end-of-life vehicles. As a first step, stated targets 
must be met no later than 1 January 2006. The second step will start in January 2015 
and will require compliance with more stringent targets. 

With a view to achieving these objectives, manufacturers shall develop and shall put 
on  the  market  new  vehicles,  which  comply  with  requirements  that  are  sufficiently 
stringent  as  to  ensure  that  targets  will  effectively  be  met  when  these  vehicles  will 
reach  the  end  of  their  life7.  This  is  the  purpose  of  Article  7(4)  to  Directive 
2000/53/EC,  which  provides  for  the  appropriate  minimum  thresholds  in  respect  of 
construction of new vehicles. 

3.1.1.  Safety or environmental hazards 

One of the main objectives of Directive 2000/53/EC is to avoid the final disposal of 
waste  by promoting the re-use, recycling and recovery of  vehicle component parts. 
Article 7(1) of that Directive requires, however, that the re-use process must not be 
prejudicial  to  requirements  regarding  the  safety  of  vehicles  and  to  requirements 
regarding the protection of the environment. 

Article  7(5)  of  Directive  2000/53/EC  prescribes  the  Commission  “to  take  into 
account  as  appropriate  the  need  to  ensure  that  the  re-use  of  components  does  not 
give  rise  to  safety  or  environmental  hazards  when  proposing  the  amendment  to 
Directive 70/156/EEC.” 

Insofar  as  Directive  70/156/EEC  relates  to  type-approval  of  new  vehicles  only,  the 
Commission has taken the view that certain component parts of vehicles shall not be 
re-used in the construction of vehicles. 

4. 

SUBSIDIARITY 

The  principles  of  ‘subsidiarity’  and  ‘proportionality’  enshrined  in  Article 5  of  the 
Treaty have been taken into account. 

The main objective of this proposal, in connection with Directive 2000/53/EC, is to 
protect  the  environment  and  human  health  by  reducing,  to  the  largest  extent  as 
possible, the final disposal of waste from end-of-life vehicles. Measures concerning 
the construction of vehicles in order that the targets assigned to the Member States 
will  be  met,  must  be  taken  in  the  frame  of  the  achievement  of  the  internal  market, 
which implies the avoidance of barriers to trade within the Community. It has been 
experienced that  such  objectives  cannot properly be attained by  the  Member States 
on account of the scale and impact of the action and may therefore be attained more 
effectively at Community level. 

7 

The average age of treated end-of life vehicles was estimated in Belgium at 13.3 years for the year 2002 
– Source : Febelauto in Annual Report 2002. 

4 

 
 
  
 
                                                 
This Directive does not go beyond what is necessary to reach these objectives. 

5. 

INVOLVEMENT OF INTERESTED PARTIES 

5.1. 

Position of the Member States 

The representatives of the Member States have been informed of the content of this 
proposal  on  a  number  of  occasions  via  the  Commission's  Consultative  Group,  the 
Motor Vehicle Working Group, which is made up of representatives of the Member 
States, the industry and non-governmental organisations. 

The  majority  of  the  Member  States  supports  the  proposal  but  one  Member  State 
could only support the enforcement of the Directive to new vehicle types and not to 
vehicles already in production. 

Another Member State has stated that it favoured a global approach with respect to 
design aspects of new vehicles in this area. It suggested to include, in this proposal 
for  a  Directive,  type-approval  requirements  implementing  some  provisions  already 
provided for in Directive 2000/53/EC, such as the ban on heavy metals, the permitted 
exemptions to the ban and the marking of polymers. 

5.2. 

Position of the industry 

The manufacturers associations expressed reservation about the fact that provisions 
concerning design features in relation to end-of-life vehicles could be included in the 
Community  type-approval  process.  They  would  have  preferred  that  it  would  be 
required  only  a  single  assessment  of  the  manufacturers  capability  to  gather  data 
received  from  suppliers  and  to  manage  these  ones  in  such  a  way  as  to  ensure 
compliance with the requirements at the stage of the development of a new vehicle.  

They advocated that a type-approval procedure would require a huge amount of data 
to be compiled and submitted to the approval authorities. 

They oppose that the Directive should apply to vehicle types already in production. 
They  argue  that  the  design  of  those  vehicles  would  require  significant  changes 
aiming to facilitate the dismantling of component parts and to include new materials. 
Should the institutions adopt the Directive as proposed by the Commission, a longer 
lead-time  period  would  be  necessary  for  suppliers  and  manufacturers  to  take  such 
technical changes into account before to integrate them in their production schedules. 

The  suppliers  association  is  supporting  the  proposal.  However,  it  regrets  that 
Article 7(5)  of  Directive  2000/53/EC  has  not  been  extensively  taken  into  account. 
The association suggested that the Commission would include appropriate provisions 
in  order  that  dismantled  component  parts  be  submitted  to  quality  control  checks 
before  they  can  be  re-used  on  vehicles  in  service.  These  quality  checks  should  be 
incorporated into the Community legislation, taking into account that there exists no 
international standard covering that area. 

5 

 
 
  
 
6. 

CONTENT OF THE PROPOSAL 

6.1. 

The whole vehicle type-approval 

Since 1998, Directive 70/156/EEC has successfully imposed the Community whole 
vehicle  type-approval  as  the  unique  procedure  capable  of  ensuring  that  vehicles 
comply with the harmonised technical rules of the European Union, thus enabling the 
creation of the single market in the automobile sector. 

All passenger cars are now concerned by such harmonised procedures. 

On the occasion of the recasting of Directive 70/156/EEC, the principle of a unique, 
Community  type-approval  system  will  be  extended  to  commercial  vehicles  and  to 
light-duty trucks in particular. This is scheduled to be operational in 2006. 

The Community whole vehicle type-approval includes the following features : 

– 

– 

– 

harmonised implementation within the Member States; 

effective  controls  performed  by  governmental  authorities  on  prototypes  of 
vehicles ; 

granting  of  type-approvals  when  requirements  are  fulfilled,  withdrawing  of 
type-approval when the requirements are no longer fulfilled ; 

– 

checks performed during the production process. 

The  system  is  credible  only  if  the  manufacturer  can  demonstrate  to  the  authorities 
that he is manufacturing each vehicle in conformity with the approved type. Regular 
checks  organised  in  the  manufacturing  premises  are  the  determining  factor 
guaranteeing confidence in the type-approval system. 

For  such  purposes,  the  Community  type-approval  procedure  entails  an  ‘initial 
assessment’  of  the  conformity  of  production  arrangements  put  in  place  by  the 
manufacturer  to  ensure  effective  control  of  the  conformity  of  vehicles  to  the 
approved type during the production process. 

Community  whole  vehicle  type-approval  is  granted  to  a  vehicle  type  after  the 
approval  authority  has  ascertained  that  it  complied  with  the  requirements  of  all 
applicable  separate  Directives  listed  in  Annex  IV  or  Annex  XI  to  Directive 
70/156/EEC. 

As soon as it has been adopted, this Directive will complete the list of the required 
separate  Directives  and  will  bear  the  reference  number  ‘59’.  Consequently,  no 
Community whole vehicle approval will be granted to a vehicle type if this last does 
not comply with this proposed Directive. 

6 

 
 
  
 
6.2. 

Specific  requirements  for  type-approval  in  accordance  with  the  proposed 
Directive 

6.2.1.  Preliminary assessment of the manufacturer 

The  proposal  provides  for  a  preliminary  assessment  to  be  carried  out  by  the 
competent authority appointed by a Member State before granting any type-approval. 

The  purpose  of  this  assessment  is  to  ensure  that  the  manufacturer  effectively  has 
control over the relevant inputs received from its suppliers with respect to materials 
and  is  able  to  monitor  the  information.  As  part  of  the  preliminary  assessment 
procedure,  the  manufacturer  must  demonstrate  that  he  manages  properly  the 
collection of relevant data received from his suppliers with a view to calculating the 
recyclability  and  recoverability  rates  for  any  version  within  a  vehicle  type  to  be 
produced. 

In  the  framework  of  the  preliminary  assessment,  the  manufacturer  will  advise  the 
authority  of  the  strategy  he  recommends  in  the  field  of  re-use,  recycling  and 
recovery. The relevance of the process that he is recommending has however not to 
be assessed by the competent authority. 

After the competent authority has completed all the necessary checks, it will issue a 
certificate  to  ascertain  that  the  manufacturer  satisfies  to  his  obligations  under  this 
Directive. This certificate is designated ‘Certificate of Compliance with Annex IV’. 

The competent authority must have skilled experience in the field of the certification 
of  quality  management  systems.  This  authority  can  be  the  type-approval  authority 
itself  but  could  also  be  a  specialised  body.  These  measures  are  in  conformity  with 
Council  Decision  93/465/EEC,  which  lays  down  the  modules  for  conformity 
assessment. 

6.2.2.  Procedure to be applied with respect to type-approval 

Compliance  with  the  requirements  of  this  Directive  shall  be  verified  in  accordance 
with the general rules governing the type-approval of a vehicle. 

The manufacturer shall demonstrate to the satisfaction of the approval authority that 
the  vehicle  type  has  been  designed  and  constructed  to  meet  the  recyclability  and 
recoverability thresholds laid down in the proposed Directive. 

With  respect  to  the  calculation  of  the  recyclability  and  recoverability  rates, 
calculation sheets, conforming to the standard ISO 22628 : 2002, shall be submitted 
to the type-approval authority or to its appointed technical service before the vehicle 
could  be  granted  a  type-approval.  Insofar  as  the  calculation  of  the  rates  is  deeply 
influenced by the breakdown of the materials in the various categories provided for 
in the calculation sheet, the materials breakdown shall be part of the information to 
be submitted. 

The  approval  authority  in  turn  has  to  validate  the  calculation  in  the  light  of  the 
strategy  recommended  by  the  manufacturer  in  the  field  of  the  prevention  of  waste 
from  end-of-life  vehicles,  which  is  properly  documented  in  the  enclosures  to  the 
Certificate of Compliance. 

7 

 
 
  
 
For  the  sake  of  simplification,  and  for  the  purposes  of  type-approval  only,  detailed 
calculations  will  be  restricted  to  one  or  several  vehicles  –  the  so-called  reference 
vehicles. They shall be chosen amongst the versions within a type that will constitute 
the greatest challenge in the area of ‘re-usability’, ‘recyclability’ and ‘recoverability’. 

Lastly,  physical  controls  shall  be  conducted  by  the  authority  or  the  appointed 
technical  service  on  vehicle  prototypes  to  verify  the  information  submitted  by  the 
manufacturer and its suppliers, in terms of markings, nature of the materials, masses 
of  component  parts,  e.g.  bumpers,  seats  foam,  volume  of  the  tank,  volume  of 
reservoirs etc. including mass of the vehicle. 

6.2.3.  The concept of the ‘reference vehicle’ 

A vehicle type belonging to the category M1 generally includes a number of technical 
variants  –  up  to  100,  even  more  in  the  case  of  category  N1  vehicles  -,  each  variant 
being in turn sub-divided into versions. 

To  date,  the  trim  level  (i.e.  the  interior  arrangement  and  the  options  proposed  to 
compete on the market) has never been formally taken into account for the purposes 
of  type-approval;  in  particular  the  trim  is  not  included  in  the  criteria  defining 
versions. However, in the case of calculation of recyclability and recoverability rates, 
it will without doubt play an important role. 

After  investigation,  it  has  been  concluded  that  incorporating  the  ‘commercial’ 
execution  of  a  vehicle  explicitly  within  the  criteria  for  defining  versions  would 
generate  an  appalling  administrative  burden  for  both  manufacturers  and  type-
approval authorities. 

Therefore,  detailed  calculations  will  be  restricted  to  those  vehicles  –  the  reference 
vehicles  -  that  will  constitute  the  greatest  challenge  in  the  area  of  ‘re-usability’, 
‘recyclability’ and ‘recoverability’. 

These  vehicles  will  be  chosen  by  the  approval  authority  amongst  the  different 
versions  within  a  type  in  agreement  with  the  manufacturer.  The  following  criteria 
shall be taken into account : 

– 

– 

– 

the kind of bodywork8; 

the available trim levels 

the available optional equipment which can be fitted under the manufacturer’s 
responsibility. 

8 

As defined in Annex II Section C of Directive 70/156/EEC as amended by Directive 2001/116/EC. 

8 

 
 
  
 
                                                 
6.3. 

Re-use of component parts 

6.3.1.  General 

In  order  to  ensure  that  road  safety  and  the  protection  of  the  environment  are  not 
impaired by the re-use of component parts, a list has been drawn up of  component 
parts, which are not allowed to be re-used in the construction of new vehicles9. They 
are listed in Annex V. 

These parts play a major role in the protection of vehicle occupants and in the safe 
use  of  vehicles.  Their  re-used  in  another  vehicle  after  they  have  been  dismantled 
from end-of-life vehicles entails serious risks for the following reasons : 

– 

– 

– 

they have been designed for a specific type of vehicle and their use in another 
type could give rise to problems of compatibility or, 

they  might  be  removed  from  vehicles  involved  in  accidents  in  which,  for 
example, their pyrotechnic actuators may have been activated or, 

their intensive use during the lifetime of the vehicle could render them unfit for 
safe re-use. 

Up  to  now,  there  exists  no  particular  harmonised  legislation  to  ensure  that  re-used 
component parts continue to offer the same level of performance that is required to 
obtain type-approval. Consequently, the relevant  separate Directives apply for such 
purposes.  In  this  respect,  it  must  be  underlined  that  most  of  the  component  parts 
which are listed in Annex V cannot be tested on new vehicle types because the test 
procedures require destructive or durability tests to be performed on several samples. 

6.3.2.  Environment related issues 

Component parts such as catalytic converters and exhaust silencers, dismantled from 
end-of-life  vehicles,  cannot  be  guaranteed 
level  of 
environmental  protection.  It  is  indeed  extremely  difficult  to  check  whether 
dismantled  parts  from  end-of-life  vehicles  will  meet  the  durability  requirements  as 
provided for in the relevant separate Directives. 

the  required 

to  offer 

Catalytic  converters  as  any  emission  control  device  are  covered  by  conformity  of 
production requirements contained in Directive 98/69/EC of the European Parliament 
and of the Council of 13 October 199810 amending Council Directive 70/220/EEC11 
of  20  March  1970  relating  to  emissions.  Section  7  of  that  Directive  provides  for 
durability requirements for a period of 80 000 km or 100 000 km, depending whether 
Euro III or Euro IV requirements apply. 

9 

10 

11 

It should be kept in mind that the Community type-approval applies to the construction of new vehicles 
only. 
Directive  98/69/EC  of  the  European  Parliament  and  of  the  Council  of  13  October  1998  relating  to 
measures  to  be  taken  against  air  pollution  by  emissions  from  motor  vehicles  and  amending  Council 
Directive 70/220/EEC OJ L 350 , 28.12.1998, p. 1. 
Council  Directive  70/220/EEC  of  20  March  1970  on  the  approximation  of  the  laws  of  the  Member 
States relating to measures to be taken against air pollution by gases from positive-ignition engines of 
motor vehicles OJ L076 , 6.4.1970, p. 1. 

9 

 
 
  
 
                                                 
Exhaust  silencers  are  tested  on  vehicles  during  pass-by  tests  in  accordance  with 
Council Directive 70/157/EEC of 6 February 197012 as last amended by Commission 
Directive  1999/101/EC  of  15  December  199913.  Noise  tests  are  first  performed  on 
vehicles fitted with brand new silencers and after they have been conditioned during 
a lifetime cycle of 10 000 km. Such tests cannot by nature be performed with re-used 
silencers. 

6.3.3.  Safety related issues 

Appropriate separate Directives provide for test procedures to ensure that component 
parts  such  as  safety-belts  and  air-bags  will  operate  safely  in  the  case  of  accidents. 
The  test  procedures  entail  resistance  tests  to  traction  as  well  as  durability  tests  on 
retractors  which  can  only  be  performed  on  prototype  parts  representative  of 
production  parts.  Such  tests  performed  on  re-usable  component  parts  would  render 
them unfit for use. 

Seat-belts  assemblies  are  covered  by  Council  Directive  77/541/EEC  of  28  June 
197714 as amended by Commission Directive 2000/3/EC15 of 22 February 2000. 

In most of the recent passenger cars, seat-belts are bolted to anchorage points fitted 
to the front seats. The inboard anchorage is generally provided with a ‘pre-tensioner 
system’  which  is  actuated  by  a  pyrotechnic  actuator  in  the  case  of  impact.  Such  a 
restraint system needs to be tested when attached to the seat under simulated impact 
conditions.  In  such  cases,  the  traction  forces  are  undergone  both  by  the  seat-belts, 
their anchorages and the seat rails. 

Council  Directive  74/408/EEC  of  22  July  197416  as  amended  by  Commission 
Directive  96/37/EC17  prescribes  the  necessary  tests  to  be  performed.  As  said  in  the 
previous paragraphs, such tests performed on re-usable safety-belts fitted to seats and 
the seats themselves would render them useless. 

With  respect  to  air-bags,  the  system  consists  of  air  bag  modules  located  in  the 
steering wheel and in the dash-board for the passenger module, deceleration sensors 
and a diagnostic unit. Recent evolutions have led to the development of side-air-bags 
which deploy in the space between the upper torso and the door trim in case of side 
impacts. The front side-air-bags (and those at the rear if fitted) are integrated into the 
seat backs. 

12 

13 

14 

15 

16 

17 

Council  Directive  70/157/EEC  of  6  February  1970  on  the  approximation  of  the  laws  of  the  Member 
States  relating  to  the  permissible  sound  level  and  the  exhaust  system  of  motor  vehicles  OJ  L  42, 
23.2.1970, p. 16. 
Commission  Directive  1999/101/EC  of  15  December  1999  adapting  to  technical  progress  Council 
Directive 70/157/EEC relating to the permissible sound level and the exhaust system of motor vehicles 
OJ L 334, 28.12.1999, p. 41. 
Council Directive 77/541/EEC of 28 June 1977 on the approximation of the laws of the Member States 
relating to safety belts and restraint systems of motor vehicles OJ L 220 , 29.8.1977, p. 95. 
Commission Directive 2000/3/EC of 22 February 2000 adapting to technical progress Council Directive 
77/541/EEC relating to safety belts and restraint systems of motor vehicles OJ L 53, 25.2.2000, p. 53.  
Council Directive 74/408/EEC of 22 July 1974 on the approximation of the laws of the Member States 
relating to the interior fittings of motor vehicles (strength of seats and of their anchorages) OJ L 221, 
12.8.1974, p. 1. 
Commission  Directive  96/37/EC  of  17  June  1996  adapting  to  technical  progress  Council  Directive 
74/408/EEC relating to the interior fittings of motor vehicles (strength of seats and of their anchorages) 
OJ L 186, 25.7.1996, p. 28. 

10 

 
 
  
 
                                                 
Air-bag  systems  are  tested  during  impact  tests  performed  on  whole  vehicles. 
Directive 96/79/EC of the European Parliament and of the Council of 16 December 
199618 on frontal impact and Directive 96/27/EC of the European Parliament and of 
the Council of 20 May 199619 on side impact provide for test procedures. As already 
stated for seat-belt assemblies and seats, tests performed on vehicles would render re-
usable air-bags unfit for use. 

Steering  lock  assemblies  including  immobilisers  are  subject  to  type-approval  in 
accordance  with  Council  Directive  74/61/EEC  of  17  December  197320  as  amended 
by  Commission  Directive  95/56/EC  of  8  November  199521.  The  steering  lock 
assembly fitted to the steering column of the vehicle has to undergone durability tests 
during  2 500  locking  cycles  in  each  direction  before  the  approval  can  be  granted. 
Here also the re-use of these parts cannot be subject to type-approval. 

6.4. 

Implementation  

Measures  regarding  ‘recyclability’  and  ‘recoverability’  shall  apply  to  all  new 
vehicles put on the market 36 months after the entry into force of this Directive. 

Under Article  7(4)  of Directive  2000/53/EC,  these measures only apply to  vehicles 
covered by Community type-approval procedures. They will apply to passenger cars 
through the Community whole vehicle type-approval system, since Community type-
approval is compulsory only for this category of vehicles. However, light-duty trucks 
will be included in the Community type-approval procedures as soon as the recasting 
of Directive 70/156/EEC has been adopted. It is therefore proposed that the directive 
be  compulsory  even  in  the  case  these  vehicles  are  covered  by  a  national  type-
approval. 

18 

19 

20 

21 

Directive  96/79/EC  of  the  European  Parliament  and  of  the  Council  of  16  December  1996  on  the 
protection  of  occupants  of  motor  vehicles  in  the  event  of  a  frontal  impact  and  amending  Directive 
70/156/EEC, OJ L 18 , 21.1.1997, p. 7. 
Directive 96/27/EC of the European Parliament and of the Council of 20 May 1996 on the protection of 
occupants  of  motor  vehicles  in  the  event  of  a  side  impact  and  amending  Directive  70/156/EEC, 
OJ L 169, 8.7.1996, p. 1.  
Council Directive 74/61/EEC of 17 December 1973 on the approximation of the laws of the Member 
States relating to devices to prevent the unauthorised use of motor vehicles, OJ L 38 , 11.2.1974, p. 22. 
Commission Directive 95/56/EC of 8 November 1995 adapting to technical progress Council Directive 
74/61/EEC relating to devices to prevent the unauthorised use of motor vehicles, OJ L 286 , 29.11.1995, 
p. 1. 

11 

 
 
  
 
                                                 
The proposed timetable for the different categories of vehicles is as follows: 

Type of vehicle 

Categories concerned 

New types 

Existing types 

Passenger cars  
Complete light-duty 
trucks built in one stage 

M1 
N1 

Compulsory 
36 months after the 
date of entry into force 
of the directive 

Compulsory 
36 months after the date 
of entry into force of 
the directive 

Special purpose vehicles  M1, N1 

Exempted 

Exempted 

Light-duty trucks built 
in two or more stages 

N1 

Exempted 

Exempted 

(Except base vehicle) 

(Except base vehicle) 

The provisions concerning re-used parts shall apply as soon as the Directive has been 
transposed by the Member States. 

6.5. 

Content of the proposal 

6.5.1.  General 

The proposal contains 13 articles and six annexes. 

6.5.2.  Articles 1 to 7 

These  articles  contain  the  general  requirements,  which  are  further  detailed  in  the 
Annexes. 

6.5.3.  Exemptions (Article 3) 

6.5.3.1.  Special purpose vehicles 

Special  purpose  vehicles  are  specifically  excluded  from  Article  7  of  Directive 
2000/53/EC by virtue of Article 3 of the same Directive. 

These  vehicles  are  defined  in  Annex  II  to  Directive  70/156/EEC,  as  amended  by 
Directive  2001/116/EC.  They  includes,  as  a  general  rule,  vehicles  designed  for 
performing  a  specific  function  such  as  ‘motor  caravans,  ‘armoured  vehicles’, 
‘ambulances’, ‘hearses’ etc. 

12 

 
 
  
 
 
 
 
A large number of special purpose vehicles belonging to the light-duty trucks family 
are  multi-stages  built  vehicles;  that  means  that  they  receive  special  bodywork 
arrangements  at  the  final  stage  of  their  construction,  outside  the  manufacturer’s 
premises. Because the manufacturer of the base vehicle does not know at the time of 
its development which kind of bodywork will be fitted to the vehicle, it is rational to 
exempt them from this Directive. 

6.5.3.2.  ‘Completed’ light-duty trucks 

Many  light-duty  trucks  are  unit-body  vehicles  but  manufacturers  also  produce 
chassis-cab  vehicles  consisting  of  a  complete  cabin,  with  engine,  axles,  suspension 
fitted  and  provided  with  frame-members.  Those  so-called  base  vehicles  are 
completed during a multi-stage construction process, by adding component parts and 
bodywork. 

The  proportion  of  chassis-cab  vehicles  varies  from  manufacturer  to  manufacturer. 
However,  a  proportion  of  40 %,  as  a  mean  value  within  a  single  type  of  vehicle  is 
commonly observed in the production of light-duty trucks. 

For the same reasons as invoked in the third indent of paragraph 6.5.3.1. above, they 
have to be exempted from the scope of this directive. 

However,  the  chassis-cab  vehicles  are  not  exempted  from  the  provisions  of  this 
directive and must comply with all the requirements including the required minimum 
rates. 

6.5.3.3.  Vehicles produced in ‘small series’ 

‘Small  series  vehicles’  must  be  understood  as  a  family  of  vehicle  type  put  into 
service at a maximum quantity of 500 vehicles a year, in each Member State. 

By  virtue  of  Article  8(2)(a)  of  Directive  70/156/EEC,  Member  States  may  exempt 
vehicles  produced  in  small  series  from  one  or  more  of  the  provisions  of  a  separate 
directive.  This  is  also  confirmed  by  Article  3(3)  to  Directive  2000/53/EC  which 
states  that  Members  States  may  exempt  vehicles  produced  in  small  series  from  the 
provisions of Article 7(4). 

While passenger cars built in small series falls under the Community whole vehicle 
type-approval  system,  light-duty  trucks  built  in  small  series  are  type-approved  at 
national level. 

Consequently, until harmonised provisions in respect of small series production are 
adopted, it is proposed to exclude de jure these vehicles from the provisions of this 
Directive. 

However, for safety and environmental reasons, they shall not be fitted with the re-
used parts listed in Annex V. 

13 

 
 
  
 
6.5.4.  Preliminary assessment of the manufacturer (Article 6) 

Article  6  contains  the  general  provisions  concerning  the  preliminary  assessment  of 
the manufacturer. 

The  preliminary  assessment  of  the  manufacturer  is  the  most  appropriate  method  to 
ensure that calculations are properly made in accordance with ISO 22628 : 2002. In 
so far as a vehicle is constituted from 10 000 to 20 000 component parts, calculations 
cannot be checked deep into details at the time of the type-approval of a vehicle ; for 
this reason, it is highly preferable to proceed by an assessment of the system put in 
place  by  the  manufacturer  to  ensure  that  the  whole  calculation  process  works 
properly and can be used for the purposes of approval of any type of vehicle. 

Annex IV, to which Article 6 refers, explains in details which practical arrangements 
the  manufacturer  has  to  put  in  place  to  fulfil  his  obligations.  These  arrangements 
have  to  be  assessed  by  the  competent  authority  appointed  by  the  Member  State 
according  to  specific  criteria.  Once  the  competent  authority  has  carried  out  the 
preliminary assessment, it will grant a certificate of compliance to the Annex IV to 
this Directive.  

Article  6  also  lays  down  provisions  concerning  the  content  of  this  certificate,  its 
validity and the procedure to be followed to obtain its renewal or extension when it 
expires.  Appendix  1  to  Annex  IV  shows  the  model  to  be  used  by  the  competent 
authority. 

6.5.5.  Re-use of component parts (Article 7) 

This  Article  concerns  the  ban  on  the  re-use  of  some  component  parts.  The 
component  parts  listed  in  Annex  V  cannot  be  re-used  in  the  construction  of  new 
vehicles. 

6.5.6.  Amendment to Directive 70/156/EEC (Article 8) 

This Article refers to Annex VI which includes all the administrative adaptations that 
are necessary to establish a binding link with the type-approval procedures described 
in Directive 70/156/EEC and the proposed Directive. 

6.5.7.  Articles 9 to 13 

Those  Articles  relate  to  the  implementation  measures,  and  to  the  procedure  to  be 
followed to adapt this Directive to scientific and technical progress. 

6.5.8.  Annex I  

Annex I contains the technical provisions that have to be fulfilled in order to obtain 
type-approval. 

6.5.9.  Annex II and Annex III 

Annex  II  sets  out  the  documents  needed  for  the  submission  of  applications,  while 
Annex III sets out the model of the approval certificate, which has to be used for the 
granting of an approval. 

14 

 
 
  
 
6.5.10.  Annex IV 

Annex IV describes in detail the necessary arrangements the manufacturer has to put 
in place in a view of obtaining a certificate of compliance and be further allowed to 
introduce applications for type-approvals. 

6.5.11.  Annex V 

This Annex lists the component parts, which must not be re-used. The coverage of 
this  annex  is  restricted  to  re-use  in  the  construction  of  vehicles,  since  the  scope  of 
this Directive is limited to the approval of vehicles. 

6.5.12.  Annex VI 

In  accordance  with  Directive  70/156/EEC,  a  manufacturer  may  apply  for  a 
Community vehicle type-approval without being obliged to apply for the whole set 
of separate Directives listed in Annex IV to that Directive. Therefore, it is necessary 
to include also the particulars listed in Annex II of this Directive in the information 
document to be used for whole vehicle type-approval. 

7. 

ECONOMIC ASPECTS 

7.1. 

Impact on Automotive Industry 

The  impact  on  the  automotive  industry  is  substantial.  In  the  year  2002,  about  15.7 
million new passenger cars and new light-duty trucks have been put on the European 
market22. 

Quantitative long-term forecasts show no sign whatsoever of stagnation. In terms of 
vehicle  fleet,  it  is  to  be  expected  that  the  number  of  passenger  cars  and  light-duty 
trucks  in  circulation  will  increase  by  18 %  between  2000  and  2014,  i.e.  from 
174 million passenger cars in 2000 to 206 million passenger cars in 201423. 

Every  year,  between  9  and  10  million  of  vehicles  reach  the  stage  of  end-of-life 
vehicles.  That  means  that  end-of-life  vehicles  will  generate  in  the  Community 
between 8 and 9 million tonnes of waste every year.  

In  France,  where  agreements  between  the  competent  authorities  and  the  economic 
sectors  concerned  to  promote  reuse,  recycling  and  recovery  exist  since  more  than 
20 years  1.2  million  end-of-life  vehicles  produced,  before  the  implementation  of 
Directive 2000/53/EC, 400 000 tonnes of waste24, each year. 

22 

23 

24 

14 007 798  passenger  cars  and  1 741 397  light-duty  vehicles  (Source  Association  Auxiliaire  de 
l’Automobile in ACEA, http://www.acea.be/ACEA/auto_data.html). 
In 2004, JD Power-LMC forecasts 14 397 000 passenger cars and 1 512 000 light trucks to be produced 
in Western Europe 
Source : Environnement & Automobile – Rapport 2001 PSA Peugeot Citroën 

15 

 
 
  
 
                                                 
7.2. 

Trends in the construction with regard to end-of-life treatment 

The environmental and economic impact of end-of-life treatment is influenced by the 
material regime prevailing in production as well as by design and assembly methods 
that affect the share and the amount of recoverable materials. 

Most  of  the  vehicles  now  reaching  the  end-of-life  stage  were  designed  in  the  late 
1980s  and  early  1990s  at  a  time  when  ongoing  policy  developments  on  recycling 
may not have greatly influenced their design. They may incorporate a high share of 
materials with low recycling potential. 

Significant changes have occurred in materials regime in recent years, based on the 
shift  towards  materials  that  are  lighter  and  easily  recyclable.  The  following  table 
shows  a  comparison  between  the  average  material  composition  in  percentage  by 
mass of passenger cars produced in the first half of the 1990s and modern passenger 
cars produced in early 2001. 

Materials group 

Metals including 
aluminium 

Polymers 
(Excluding elastomers) 

Elastomers 

Glass 

Others 

1990 / 1994 (+) 

2001(++) 

70.5 - 75.5 % 

68.7 % 

71.9 % 

9.1 - 10 % 

11.6 % 

14.3 % 

5.5 - 6 % 

(not specified) 

4.7 % 

2.8 % 

2.9 % 

2.8 % 

9.5 - 14 % 

12.2 % 

8.1 % 

Source : 
(+) : Montedison for 1990 data, APME for 1994 data in Regulation and Innovation in the Area of 
ELV’s – Draft final report March 2000 (IDSE-CNR, Milan). 
(++) : The BMW Group and OPEL. 

It was probably in the early 1990s that the need to incorporate end-of-life measures 
in  the  design  of  new  vehicles  was  first  realised.  At  that  time,  bilateral  agreements 
were concluded between Manufacturers and Governments, first in France and in the 
Netherlands, later in other Members States with a view to setting realistic recycling 
and recovery targets. 

The concept ‘design to be recycled’ was very soon brought into the design features 
of  European  vehicles.  It  is  a  fact  that  since  several  years,  European  manufacturers 
have  been  developing  research  work  and  a  significant  experience  has  already  been 
built up in the area of recycling processing. 

With  respect  to  ‘recyclability’,  key  factors  are  the  choice  of  the  materials,  the 
appropriate marking of components and the assembling techniques. These ones can 
only ensure that component parts will be properly separated and recovered. 

16 

 
 
  
 
 
 
 
 
 
 
 
Instead  of  focusing  on  the  metals  used  in  manufacturing,  manufacturers  generally 
prefer to increase the proportion of plastics and of organic natural materials to reduce 
vehicle  mass  and  consequently  fuel  consumption.  With  their  increasing  use,  the 
recyclability  issue  of  these  materials  has  become  more  important  than  ever  before. 
As of now, almost 15% of plastic component parts are made of ‘recyclates’ and this 
proportion should rise as market conditions and technical feasibility develop. 

Natural  fibres  and  other  renewable  raw  materials  are  also  being  increasingly  used, 
mainly for soundproofing. The potential for further development of these materials is 
very  promising  for  they  are  light-weight,  have  a  favourable  environmental  balance 
and are cheaper than other materials. 

It  should  be  underlined  that  a  certain  number  of  vehicle  manufacturers  have 
announced  that  they  already  meet  the  targets,  which  will  be  introduced  by  this 
directive. 

7.3. 

Costs assessment 

7.3.1.  General 

Economic impact on the development of new vehicles in order to meet the targets set 
out in this proposal has to consider several steps : 

– 

– 

– 

– 

development of new vehicles; 

assembly of such vehicles; 

treatment of the end-of-life vehicles; 

type-approval. 

7.3.2. 

Impact on the development of vehicles 

The  measures  envisaged  require  a  full  check  of  materials  composition,  which 
includes  a  continuous  input  from  a  materials  database  at  each  stage  of  the 
development  of  the  prototype.  Materials  must  be  selected  also  on  the  basis  of 
recycling properties as well as that of a pure technical analysis, which could increase 
the costs. 

New materials will need appropriate validation procedures, which are very costly. 

However, the availability of high quality recyclates will certainly lead to a fall in the 
price of certain component parts. 

7.3.3. 

Impact on assembly 

Design  for  dismantling  will  lead  to  higher  costs  due  to  re-arrangements  on  the 
production  line.  Economic  recycling  imperatives  will  in  fact  mean  redesigning 
assemblies in a more ‘monolithic’ way in order to facilitate dismantling. 

For  example,  dash-boards  will  have  to  be  assembled  preferably  in  one  piece  to  be 
secured by bolts on the vehicle. 

17 

 
 
  
 
7.3.4. 

Impact on the treatment 

New  technologies  will  have  to  be  introduced  to  reduce  after-treatment  costs. 
Technologies proved to be efficient already exist. However, heavy investments will 
be  necessary  to  work  at  a  large  scale  to  reduce  costs  and  promote  the  use  of 
‘recyclates’. 

7.3.5. 

Impact on type-approval 

Costs  relating  to  type-approval  will  increase  significantly  because  representative 
vehicles will have to be built for checks by the authority. Vehicles conforming to the 
production specifications do not exist usually at the prototype development stage but 
are available only at the pre-series stage, just before the launch of a new vehicle type. 

The  situation  is  similar  with  respect  to  suppliers;  for  this  reason,  component  parts, 
such  as  complete  dashboard,  seats  etc.,  will  have  to  be  prepared  specially  to  be 
presented to authorities for control of materials and masses. 

Calculation checks and preliminary assessment of the capacity of the manufacturer to 
monitor  all  data  will  require  specific  examination  at  the  manufacturer’s  premises. 
Even if test witnessing at the manufacturer’s premises is not exceptional in the world 
of type-approval, this proposal for a new Directive will enshrine it as a rule. Specific 
arrangements, including workshops and means of investigation will be required. 

7.4. 

Cost-benefit analysis 

7.4.1.  Costs for the manufacturer 

Because the inputs necessary to a detailed cost-benefit analysis are not available in 
the  technical  literature,  it  is  extremely  difficult  to  predict  what  investments 
manufacturers will have to make to fulfil the requirements of this Directive. 

The  European  Automobile  Manufacturers  Association  has  presented  to  the 
Commission  a  provisional  assessment,  which  can  be  summed  up  as  follows,  with 
respect to a medium-size vehicle in the European car segment C25. 

– 

production  and  development  costs :  increased  by  between  € 11  to  € 55  per 
vehicle; 

– 

cost savings due to ‘ELV’ treatment : ranging from € 5 to € 25 per vehicle. 

This  association  estimates  the  balance  ranging  from  € 14  benefit  to  € 50  additional 
costs per vehicle. 

Assuming  a  mean  cost  value  of  € 30  per  vehicle,  a  production  plant  producing 
280 000 passenger cars a year will generate a yearly cost increase of € 8 400 000. 

25 

Lower Medium Class of vehicles. 

18 

 
 
  
 
                                                 
An  additional  input  is  given  by  the  type-approval  procedure  that  has  to  be 
implemented. Type-approval costs are mainly calculated on the basis of fees due to 
technical  services,  including  the  administration  costs.  It  is  to  be  expected  that  the 
preliminary  assessment  procedure  and  the  checks  to  be  performed  on  vehicles  will 
take  up  to  5  days  in  investigating  manufacturers’  data.  Based  on  an  hourly  rate  of 
€ 135, the costs of the type-approval tests could equate to some € 7 500 per vehicle 
type. 

In  addition,  the  type-approval  procedure  will  generate  internal  costs  such  as 
investments  in  new  computer  tools  and  in  organisational  systems.  One-off 
compliance costs and engineering expenditures will also have to be included in the 
total costs covering the type-approval activities.  

All  these  costs  depend  on  the  structure  of  the  enterprise  and  can  not  be  easily 
described  in  qualitative  terms.  For  example,  one  major  European  manufacturer  has 
calculated that type-approving one vehicle type will cost on average € 11 65026. 

As example, a single type of a popular passenger car was produced at 2 777 962 units 
during  a  period  of  10  years ;  the  cost  per  vehicle  resulting  from  type-approval  is 
therefore insignificant. With respect to light duty-trucks, models in great demand are 
produced at a rate of 75 000 vehicles a year. Assuming that four kinds of bodywork 
will require close examination for granting type-approval, then cost per vehicle could 
be less than € 1, which is insignificant, if the type remains unchanged for more than 
10 years. 

7.4.2.  Benefits 

Benefits should be seen from the environmental policy point of view and should be 
assessed in the global framework of the ‘end-of-life vehicles’ Directive, which is not 
the subject-matter of this directive. 

8. 

CONCLUSION 

The Commission takes the view that the measures it is proposing will guarantee that 
manufacturers  develop  and  put  on  the  market  new  vehicles  which  will  permit  the 
main  objective  of  Directive  2000/53/EC  to  be  met :  the  prevention  of  waste  from 
vehicles  by  promoting  the  reuse,  recycling  and  recovery  of  component  parts  and 
materials. 

It is also confident that the ban on the re-use of certain parts in the construction of 
vehicles will benefit road safety and protection of the environment. 

26 

The development costs of the prototype vehicles needed for inspections are not included. 

19 

 
 
  
 
                                                 
2004/0053 (COD) 

Proposal for a 

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL  

on the type-approval of motor vehicles with regard to their re-usability, recyclability 
and recoverability and amending Council Directive 70/156/EEC 

(Text with EEA relevance) 

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION, 

Having  regard  to  the  Treaty  establishing  the  European  Community,  and  in  particular 
Article 95 thereof, 

Having regard to the proposal from the Commission27, 

Having regard to the opinion of the European Economic and Social Committee28, 

Acting in accordance with the procedure referred to in Article 251 of the Treaty29, 

Whereas: 

(1) 

(2) 

(3) 

27 
28 
29 
30 

31 

Pursuant  to  Article 7(4)  of  Directive  2000/53/EC  of  the  European  Parliament  and  of 
the  Council  of  18  September  2000  on  end-of-life  vehicles30,  appropriate  provisions 
should be laid down to ensure that type-approved vehicles belonging to category M1, 
and  those  belonging  to  category  N1,  may  be  put  on  the  market  only  if  they  are  re-
usable  and/or  recyclable  to  a  minimum  of  85 %  by  mass  and  are  re-usable  and/or 
recoverable to a minimum of 95 % by mass. 

This  Directive  constitutes  one of the separate directives within the framework  of  the 
type-approval  established  by  Council  Directive 
Community  whole  vehicle 
70/156/EEC  of  6  February  1970  on  the  approximation  of  the  laws  of  the  Member 
States relating to the type-approval of motor vehicles and their trailers31.  

That  whole  vehicle  type-approval  is  currently  compulsory  for  vehicles  belonging  to 
category M1 and will be extended, in the near future, to all categories of vehicle. It is 
therefore  necessary  to  include  in  the  whole  vehicle  type-approval  these  measures 
concerning the re-usability, recyclability and recoverability of vehicles. 

OJ C …, …, p. … 
OJ C …, …, p. … 
OJ C …, …, p. … 
OJ L 269, 21.10.2000, p. 34. Directive as amended by Commission Decision 2002/525/EC (OJ L 170, 
29.6.2002, p. 81). 
OJ  L 42,  23.2.1970,  p. 1.  Directive  as  last  amended  by  Council  Regulation  (EC)  No  807/2003 
(OJ L 122, 16.5.2003. p. 36). 

20 

 
 
  
 
                                                 
(4) 

(5) 

(6) 

(7) 

(8) 

(9) 

Accordingly, it is necessary to lay down provisions to take into account the fact that 
N1 vehicles are not yet covered by the whole vehicle type-approval system. 

The  manufacturer  should  make  available  to  the  approval  authority  all  relevant 
technical  information  as  regards  constituent  materials  and  their  respective  masses  in 
order to permit verification of the manufacturer's calculations in accordance with the 
standard ISO 22628 : 2002. 

The  manufacturer’s  calculations  can  be  properly  validated  at  the  time  of  the  vehicle 
type-approval only if the manufacturer has put in place satisfactory arrangements and 
procedures to manage all information he receives from his suppliers. Before any type-
approval  can  be  granted,  the  competent  authority  should  carry  out  a  preliminary 
assessment  of  those  arrangements  and  procedures  and  should  issue  a  certificate 
indicating that they are satisfactory.  

The  relevance  of  the  different  inputs  in  the  calculations  of  the  recyclability  and 
recoverability rates has to be assessed in accordance with the processes for treatment 
of  end-of-life  vehicles.  The  manufacturer  should  therefore  recommend  a  strategy  for 
the  treatment  of  end-of-life  vehicles  and  should  provide  with  details  thereof  to  the 
competent authority. This strategy should be based on proven technologies, which are 
available or in development at the time of applying for the vehicle approval. 

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 recyclability and recoverability rates cannot properly 
be  calculated.  Those  vehicles  should  therefore  be  excluded  from  the  requirements 
concerning calculation. 

Incomplete  vehicles  constitute  a  significant  proportion  of  N1  vehicles.  The 
manufacturer of the base vehicle is not in a position to calculate the recyclability and 
recoverability rates for completed vehicles because the data concerning the later stages 
of construction are not available at the design stage of the base vehicles. It is therefore 
appropriate to require only the base vehicle to comply with this Directive. 

(10)  The market shares of vehicles produced in small series are very limited, so that there 
will be little benefit to the environment if they have to comply with this Directive. It is 
therefore appropriate to exclude them from certain provisions of this Directive.  

(11) 

In accordance with Article 7(5) of Directive 2000/53/EC, appropriate measures should 
be taken, in the interests of road safety and protection of the environment, to prevent 
the  re-use  of  certain  component  parts  which  have  been  removed  from  end-of-life 
vehicles. Such measures should be restricted to the re-use of parts in the construction 
of new vehicles. 

(12)  The  provisions  set  out  in  this  Directive  will  impose  on  manufacturers  the  supply  of 
new data relating to type-approval and therefore these particulars should be reflected 
in Directive 70/156/EEC, which establishes the exhaustive list of data to be submitted 
for type-approval. It is therefore necessary to amend that Directive accordingly. 

(13)  The measures necessary for the adaptation to scientific and technical progress of this 

Directive should be adopted in accordance with Article 13 of Directive 70/156/EEC. 

21 

 
 
  
 
(14)  Since the objectives of the proposed action, namely to minimise the impact of end-of-
life  vehicles  on  the  environment  by  requiring  that  vehicles  be  designed  from  the 
conception phase with a view to facilitating re-use, recycling and recovery, cannot be 
sufficiently achieved by the Member States acting alone and can, therefore, by reason 
of the scale of the action, be better achieved at Community level, the Community may 
adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 
of  the  Treaty.  In  accordance  with  the  principle  of  proportionality,  as  set  out  in  that 
Article, this Directive does not go beyond what is necessary for that purpose, 

HAVE ADOPTED THIS DIRECTIVE: 

Article 1 
Subject-matter 

This Directive lays down the administrative and technical provisions for the type-approval of 
vehicles  covered  by  Article  2,  with  a  view  to  ensuring  that  their  component  parts  and 
materials  can  be  re-used,  recycled  and  recovered  in  the  minimum  percentages  set  out  in 
Annex I. 

It lays down specific provisions to ensure that the re-use of component parts does not give rise 
to safety or environmental hazards. 

Article 2 
Scope 

This Directive shall apply to vehicles belonging to category M1 and N1, as defined in Part A 
of  Annex  II  to  Directive  70/156/EEC,  and  to  new  or  re-used  component  parts  of  such 
vehicles. 

Article 3 
Exemptions 

Without  prejudice  to  the  application  of  the  provisions  of  Article  7,  this  Directive  shall  not 
apply to : 

(a) 

(b) 

(c) 

special  purpose  vehicles  as  defined  in  section  A,  paragraph  5,  of  Annex  II  to 
Directive 70/156/EEC ; 

multi-stage  built  vehicles  belonging  to  category  N1,  provided  that  the  base  vehicle 
complies with this Directive ; 

vehicles  produced  in  small  series,  referred  to  in  Article  8(2)(a)  of  Directive 
70/156/EEC. 

22 

 
 
  
 
Article 4 
Definitions 

For the purposes of this Directive, the following definitions shall apply : 

(1) 

(2) 

(3) 

(4) 

(5) 

(6) 

(7) 

(8) 

‘vehicle’ means a motor vehicle ; 

‘component  part’  means  any  part  or  any  assembly  of  parts  which  is  included  in  a 
vehicle at the time of its production. It covers also components and separate technical 
units as defined in Article 2 of Directive 70/156/EEC ; 

‘vehicle type’ means the type of a vehicle as defined in section B, paragraphs 1 and 
3, of Annex II to Directive 70/156/EEC ; 

‘end-of-life vehicle’ means a vehicle as defined in point (2) of Article 2 of Directive 
2000/53/EC ; 

‘reference vehicle’ means the version within a type of vehicle, which is identified by 
the  approval  authority  as  being  the  most  problematic  in  terms  of  re-usability, 
recyclability and recoverability ; 

‘multi-stage built vehicle’ means a vehicle resulting from a multi-stage construction 
process ; 

‘base  vehicle’  means  a  vehicle  as  defined  in  Article  2,  4th  indent  to  Directive 
70/156/CEE, which is used at the starting stage of a multi-stage construction ; 

‘multi-stage  construction’  means  the  process  by  which  a  vehicle  is  produced  in 
several  stages  by  adding  component  parts  to  a  base  vehicle  or  by  modifying  those 
component parts ; 

(9) 

‘re-use’ means re-use as defined in point (6) of Article 2 of Directive 2000/53/EC ; 

(10) 

(11) 

(12) 

(13) 

(14) 

(15) 

(16) 

‘recycling’ means recycling as defined in the first sentence of point (7) of Article 2 
of Directive 2000/53/EC ; 

‘energy recovery” means energy recovery as defined in the second sentence of point 
(7) of Article 2 of Directive 2000/53/EC ; 

‘recovery’  means  recovery  as  defined  in  point  (8)  of  Article  2  of  Directive 
2000/53/EC ;  

‘re-usability’  means  the  potential  for  re-use  of  component  parts  diverted  from  an 
end-of-life vehicle ; 

‘recyclability’  means  the  potential  for  recycling  of  component  parts  or  materials 
diverted from an end-of-life vehicle ; 

‘recoverability’  means  the  potential  for  recovery  of  component  parts  or  materials 
diverted from an end-of-life vehicle ; 

‘recyclability rate of a vehicle (Rcyc)’ means the percentage by mass of a new vehicle, 
potentially able to be re-used and recycled ; 

23 

 
 
  
 
(17) 

(18) 

(19) 

‘recoverability  rate  of  a  vehicle  (Rcov)’  means  the  percentage  by  mass  of  a  new 
vehicle, potentially able to be re-used and recovered ; 

‘strategy’ means a large-scale plan consisting of co-ordinated actions and technical 
measures  to  be  taken  as  regards  dismantling,  shredding  or  similar  processes, 
recycling  and  recovery  of  materials  to  ensure  that  the  targeted  recyclability  and 
recoverability rates are attainable at the time a vehicle is in its development phase ; 

‘mass’  means  the  mass  of  the  vehicle  in  running  order  as  defined  in  point  2.6  of 
Annex I to Directive 70/156/EEC, but excluding the driver, whose mass is assessed 
to 75 kg. 

Article 5 
Type-approval provisions 

1. 

2. 

3. 

4. 

5. 

Member  States  shall  grant,  as  appropriate,  EC  type-approval  or  national  type-
approval,  with  regard  to  re-usability,  recyclability  and  recoverability,  only  to  such 
vehicle types that satisfy the requirements of Annex I to this Directive. 

For  the  application  of  paragraph  1,  the  manufacturer  shall  make  available  to  the 
approval  authority  the  detailed  technical  information  necessary  for  the  purposes  of 
the  calculations  and  checks  referred  to  in  Annex  I  to  this  Directive,  relating  to  the 
nature  of  the  materials  used  in  the  construction  of  the  vehicle  and  its  component 
parts.  In  cases  where  such  information  is  shown  to  be  covered  by  intellectual 
property  rights  or  to  constitute  specific  know-how  of  the  manufacturer  or  of  his 
suppliers,  the  manufacturer  or  his  suppliers  shall  supply  sufficient  information  to 
enable those calculations to be properly made. 

The  approval  authority  shall  check  that  the  component  parts  made  of  polymers  or 
elastomers included in the dismantling list referred to in Annex I paragraph 2 to this 
Directive  are  marked  in  accordance  with  Commission  Decision  2003/138/EC  of 
27 February  200332  establishing  component  and  material  coding  standards  for 
vehicles pursuant to Directive 2000/53/EC. 

In so far as concerns re-usability, recyclability and recoverability, the Member States 
shall ensure that, the manufacturer uses the  model  of the information  document set 
out  in  Annex  II  to  this  Directive,  when  submitting  an  application  for  EC  type-
approval, pursuant to Article 3(1) of Directive 70/156/EEC. 

When  granting  an  EC  type-approval  pursuant  to  Article  4(3)  of  Directive 
70/156/EEC, the type-approval authority shall use the model of the EC type-approval 
certificate set out in Annex III to this Directive. 

32 

OJ L 53, 28.2.2003, p 58. 

24 

 
 
  
 
                                                 
1. 

2. 

3. 

4. 

5. 

6. 

7. 

Article 6 
Preliminary assessment 

Member  States  shall  not  grant  any  type  approval  without  first  ensuring  that  the 
manufacturer  has  put  in  place  satisfactory  arrangements  and  procedures,  in 
accordance with paragraph 3 of Annex IV to this Directive, to manage properly the 
re-usability, recyclability and recoverability aspects covered by this Directive. When 
this preliminary assessment has been carried out, a certificate named ‘Certificate of 
Compliance  with  Annex  IV’  (hereinafter  “the  certificate  of  compliance”)  shall  be 
granted to the manufacturer. 

For  the  purpose  of  paragraph  1  the  manufacturer  shall  recommend  a  strategy  to 
ensure dismantling, re-use of component parts, recycling and recovery of materials. 
The  strategy  shall  take  into  account  the  proven  technologies  available  or  in 
development at the time of the application for a vehicle type-approval. 

Member States shall appoint a competent authority, in accordance with paragraph 2 
of Annex IV to this Directive, to carry out the preliminary assessment and to issue 
the certificate of compliance. 

The  certificate  of  compliance  shall  include  the  appropriate  documentation  and 
describe  the  strategy  recommended  by  the  manufacturer.  The  competent  authority 
shall use the model set out in Appendix 1 to Annex IV to this Directive. 

The certificate of compliance shall remain valid for no less than two years from the 
date of deliverance of the certificate before new checks shall be conducted. 

The manufacturer shall inform the competent authority of any significant change that 
could  affect  the  relevance  of  the  certificate  of  compliance.  After  consultation  with 
the  manufacturer,  the  competent  authority  shall  decide  whether  new  checks  are 
necessary. 

At  the  end  of  the  period  of  validity  of  the  certificate  of  compliance,  the  competent 
authority shall issue, as appropriate, a new certificate of compliance or shall extend 
its  validity  for  a  further  period  of  two  years.  The  competent  authority  shall  issue  a 
new certificate in cases where significant changes have been brought to the attention 
of the competent authority.  

Article 7 
Re-use of component parts 

The component parts listed in Annex V to this Directive shall: 

a) 

be deemed to be non-re-usable for the purposes of calculating the recyclability and 
recoverability rates ; 

b) 

not be re-used in the construction of vehicles covered by Directive 70/156/EEC. 

25 

 
 
  
 
Article 8 
Amendments to Directive 70/156/EEC 

Directive 70/156/EEC is amended in accordance with Annex VI to this Directive. 

Article 9 
Adaptation to scientific and technical progress 

Amendments  to  this  Directive  which  are  necessary  to  adapt  it  to  scientific  and  technical 
progress shall be adopted by the Commission in accordance with the procedure referred to in 
Article 13 of Directive 70/156/EEC. 

Article 10 
Implementation dates for type-approval 

1. 

2. 

With  effect  from  [……12  months  plus  one  day  after  the  entry  into  force  of  this 
Directive], Member States shall not, in respect of a type of vehicle which complies 
with the requirements of this Directive : 

(a) 

refuse to grant EC or national type-approval, 

(b)  prohibit the registration, sale or entry into service of new vehicles. 

With  effect  from  [……36  months  after  the  entry  into  force  of  this  Directive], 
Member States shall, in respect of a type of vehicle which does not comply with the 
requirements of this Directive : 

(a) 

refuse to grant EC type-approval ; 

(b) 

refuse to grant national type-approval. 

3. 

With effect from [……36 months after the entry into force of this Directive] Member 
States shall, if the requirements of this Directive are not met : 

(a) 

(b) 

consider certificates of conformity which accompany new vehicles as no longer 
valid for the purposes of Article 7(1) of Directive 70/156/EEC; 

refuse  the  registration,  sale  or  entry  into  service  of  new  vehicles,  save  where 
Article 8(2)(b) of Directive 70/156/EEC applies. 

4. 

Article 7  shall  apply  with  effect  from  [……12  months  plus  one  day  after  the  entry 
into force of this Directive]. 

26 

 
 
  
 
 
Article 11 
Transposition 

1. 

Member States shall adopt and publish, by [……12 months after the entry into force 
of  this  Directive]  at  the  latest,  the  laws,  regulations  and  administrative  provisions 
necessary  to  comply  with  this  Directive.  They  shall  forthwith  communicate  to  the 
Commission  the  text  of  those  provisions  and  a  correlation  table  between  those 
provisions and this Directive. 

They shall apply those provisions from [……12 months plus one day after the entry 
into force of this Directive]. 

When  Member  States  adopt  these  provisions,  they  shall  contain  a  reference  to  this 
Directive  or  be  accompanied  by  such  a  reference  on  the  occasion  of  their  official 
publication. Member States shall determine how such reference is to be made. 

2. 

Member States shall communicate to the Commission the text of the main provisions 
of national law, which they adopt in the field covered by this Directive. 

Article 12 
Entry into force 

This Directive shall enter into force on the twentieth day following that of its publication in 
the Official Journal of the European Union. 

Article 13 
Addressees 

This Directive is addressed to the Member States. 

Done at Brussels,  

For the European Parliament 
The President 

For the Council 
The President 

27 

 
 
  
 
ANNEX  

LIST OF ANNEXES 

Annex I 

Requirements 

Annex II 

Information document for EC vehicle type-approval 

Annex III  Model of the EC type-approval certificate 

Annex IV 

Preliminary assessment of the manufacturer 

Appendix 1 : model of the certificate of compliance 

Annex V 

Component parts deemed to be not re-usable 

Annex VI 

Amendments to Directive 70/156/EEC 

28 

 
 
  
 
 
ANNEX I 

REQUIREMENTS 

1. 

Vehicles  belonging  to  category  M1  and  those  belonging  to  category  N1  shall  be  so 
constructed as to be : 

– 

– 

re-usable and/or recyclable to a minimum of 85 % by mass and, 

re-usable and/or recoverable to a minimum of 95 % by mass, 

as determined by the procedures laid down in this Annex. 

2. 

3. 

For the purposes of type-approval, the manufacturer shall submit a data presentation 
form  duly  completed,  established  in  accordance  with  Annex  A  to  the  standard  ISO 
22628 : 2002. It shall include the materials breakdown. 

It shall be accompanied by a listing of the dismantled component parts, declared by 
the  manufacturer  with  respect  to  the  dismantling  stage,  and  the  process  he 
recommends for their treatment. 

For  the  application  of  paragraph  1  and  paragraph  2,  the  manufacturer  shall 
demonstrate  to  the  satisfaction  of  the  approval  authority  that  the  reference  vehicles 
meet  the  requirements.  The  calculation  method  prescribed  in  Annex  B  to  the  ISO 
standard 22628 : 2002 shall apply. 

However,  the  manufacturer  must  be  in  a  position  to  demonstrate  that  any  version 
within the vehicle type complies with the requirements of this Directive. 

4. 

With respect to a vehicle type, one reference vehicle shall be selected within: 

a) 

b) 

each  ‘type  of  bodywork’,  as  defined  in  section  C  paragraph  1  of  Annex  II  to 
Directive 70/156/EEC in the case of M1 vehicles ; 

each ‘type of bodywork’, i.e. van, chassis-cab, pick-up etc., in the case of N1 
vehicles. 

5. 

For the purposes of the selection of the reference vehicles, account shall be taken of 
the availability of different trim levels and availability of optional equipment33. 

By optional equipment, it must be understood the additional component parts likely 
to  be  fitted  to  the  vehicle  under  the  responsibility  of  the  manufacturer  before  the 
vehicle being registered or being put into service. 

For the purposes of calculations, tyres shall be considered as recyclable. 

Masses shall be expressed in kg with one decimal place. The rates shall be calculated 
in percent with one decimal place, then rounded as follows: 

6. 

7. 

33 

I.e. leather upholstery, in-car radio equipment, air-conditioning, alloy wheels etc. 

29 

 
 
  
 
 
                                                 
a) 

b) 

if  the  figure  following  the  decimal  point  is  between  0  and  4,  the  total  is 
rounded down ; 

if  the  figure  following  the  decimal  point  is  between  5  and  9,  the  total  is 
rounded up. 

For the purposes of checking the calculations referred to in this Annex, the approval 
authority  shall  ensure  that  the  data  presentation  form  referred  to  in  paragraph  2  of 
this Annex is coherent with the recommended strategy annexed to the certificate of 
compliance referred to in Article 6(1). 

For  the  purposes  of  checks  of  the  materials  and  masses  of  component  parts,  the 
manufacturer shall make available representative vehicles for each type of bodywork 
and  component  parts  intended  for  these  vehicles  as  deemed  necessary  by  the  type-
approval authority. 

8. 

9. 

30 

 
 
  
 
ANNEX II 

INFORMATION DOCUMENT FOR EC VEHICLE TYPE-APPROVAL 

in accordance with Annex I to Council Directive 70/156/EEC(34) relating to EC type-
approval of a vehicle with regard to its re-usability, recyclability and recoverability 

The following  information,  if  applicable, must be supplied in triplicate and include a list of 
contents. Any drawings must be supplied in appropriate scale and in sufficient detail on size 
A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail. 

0. 

0.1. 

0.2. 

GENERAL 

Make (trade name of manufacturer) : ...................................................................  

Type : ....................................................................................................................  

0.2.0.1. 

Chassis :................................................................................................................  

0.2.1. 

Commercial name(s)(if available) : ......................................................................  

0.3. 

Means of identification of type, if marked on the vehicle (b) :.............................  

0.3.1. 

Location of that marking : ....................................................................................  

0.4. 

0.5. 

0.8. 

1. 

1.1. 

1.2. 

1.3. 

1.3.1. 

1.3.3. 

1.7. 

Category of vehicle (c) :........................................................................................  

Name and address of manufacturer : ....................................................................  

Address(es) of assembly plant(s) :........................................................................  

GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE 

Photographs and/or drawings of a representative vehicle : ..................................  

Dimensional drawing of the whole vehicle : ........................................................  

Number of axles and wheels :...............................................................................  

Number and position of axles with double wheels :.............................................  

Powered axles (number, position, interconnection) : ...........................................  

Driving cab (forward control or bonneted)(z) :.....................................................  

34 

The  item  numbers  and  footnotes  used  in  this  information  document  correspond  to  those  set  out  in 
Annex I to Directive 70/156/EEC. Items not relevant for the purpose of this Directive are omitted. 

31 

 
 
  
 
 
 
                                                 
3. 

3.1. 

3.2. 

POWER  PLANT (q)  (In  the  case  of  a  vehicle  that  can  run  either  on  petrol, 
diesel, etc., or also in combination with another fuel, items shall be repeated (+) 

Manufacturer : ......................................................................................................  

Internal combustion engine 

3.2.1. 

Specific engine information 

3.2.1.1. 

Working  principle:  positive  ignition/compression  ignition,  four-stroke/two 
stroke (1) 

3.2.1.2. 

Number and arrangement of cylinders : ...............................................................  

3.2.1.3. 

Engine capacity (s): ...... cm³ 

3.2.2. 

Fuel : diesel oil/petrol/LPG/NG/ethanol : (1) .......................................................  

4. 

4.2. 

4.5. 

TRANSMISSION (v) 

Type (mechanical, hydraulic, electric, etc.) :........................................................  

Gearbox 

4.5.1. 

Type (manual/automatic/CVT (continuously variable transmission)) (1) 

4.9. 

9. 

9.1. 

Differential lock: yes/no/optional (1) 

BODYWORK 

Type of bodywork : ..............................................................................................  

9.3.1. 

Door configuration and number of doors : ...........................................................  

9.10.3. 

Seats 

9.10.3.1. 

Number : ...............................................................................................................  

15. 

15.1. 

15.2. 

RE-USABILITY, RECYCLABILITY and RECOVERABILITY 

Version to which the reference vehicle belongs :.................................................  

Mass of the reference vehicle with bodywork or mass of the chassis with cab, 
without bodywork and/or coupling device if the manufacturer does not fit the 
bodywork  and/or  coupling  device  (including  liquids,  tools,  spare  wheel,  if 
fitted) without driver :...........................................................................................  

15.3. 

Masses of materials of the reference vehicle 

15.3.1. 

15.3.2. 

Mass of material taken into account at the pre-treatment step (##) :.....................  

Mass of material taken into account at the dismantling step (##) :........................  

32 

 
 
  
 
15.3.3. 

15.3.4. 

Mass of material taken into account at the non-metallic residue treatment step, 
considered as recyclable (##) :...............................................................................  

Mass of material taken into account at the non-metallic residue treatment step, 
considered as energy recoverable (##) :.................................................................  

15.3.5. 

Materials breakdown (##) : ....................................................................................  

15.3.6. 

Total mass of materials, which are re-usable and/or recyclable :.........................  

15.3.7. 

Total mass of materials, which are re-usable and/or recoverable :.......................  

15.4. 

Rates 

15.4.1. 

Recyclability rate ‘Rcyc(%)’ :................................................................................  

15.4.2. 

Recoverability rate ‘Rcov(%)’ : .............................................................................  

33 

 
 
  
 
ANNEX III 

MODEL OF EC TYPE-APPROVAL CERTIFICATE 

Maximum format: A4 (210 x 297 mm) 

EC TYPE-APPROVAL CERTIFICATE 

Stamp of EC type-approval 
authority 

Communication concerning: 

-  EC type-approval (35) 

Of a type of vehicle 

-  extension of EC type-approval (2) 

-  refusal of EC type-approval (2) 

with regard to Directive […./…/EC, This Directive] 

EC type-approval number : 

Reason for extension : 

SECTION I 

0.1. 

0.2. 

0.2.1. 

0.3. 

Make (trade name of manufacturer): ....................................................................  

Type: .....................................................................................................................  

Commercial name(s) (36): ......................................................................................  

Means of identification of type, if marked on the vehicle:...................................  

0.3.1. 

Location of that marking: .....................................................................................  

0.4. 

0.5. 

0.8. 

[…] 

35 
36 

37 

Category of vehicle (37): ........................................................................................  

Name and address of manufacturer: .....................................................................  

Name(s) and address(es) of assembly plant(s): ....................................................  

Delete where not applicable. 
If not available at the time of granting the type-approval, this item shall be completed at the latest when 
the vehicle is introduced on the market. 
As defined in Annex II.A. 

34 

 
 
  
 
 
 
 
 
 
 
 
                                                 
Section II 

1. 

Additional information : 

Recyclability rate(s) of the reference vehicle(s) :.................................................  

Recoverability rate(s) of the reference vehicle(s) :...............................................  

Technical service responsible for carrying out the tests :.....................................  

Date of test report : ...............................................................................................  

Reference of test report : ......................................................................................  

Remarks (if any) : .................................................................................................  

Attachments : the index and information package 

The  vehicle  meets/does  not  meet (2)  the  technical  requirements  of  this 
Directive : 

2. 

3. 

4. 

5. 

6. 

7. 

…………………………………………………………………………………………………

(Place) 

(Signature) 

(Date) 

Attachments: 

Information package. 

35 

 
 
  
 
 
 
 
 
 
ANNEX IV 

Preliminary Assessment  

1. 

Purpose of this Annex 

This  Annex  describes  the  preliminary  assessment  that  must  be  carried  out  by  the 
competent  authority  to  ensure  that  the  manufacturer  has  put  in  place  the  necessary 
arrangements and procedures. 

2. 

Competent authority 

The  competent  authority  shall  comply  with  standard  EN  45012: 1989  or  ISO/IEC 
Guide  62 :1996  on  the  general  criteria  for  certification  bodies  operating  quality 
system  certification  as  regards  the  management  systems  implemented  by  the 
manufacturer. 

3. 

Checks to be performed by the competent authority 

3.1. 

The competent authority shall ensure that the manufacturer has taken the necessary 
measures to: 

(a) 

collect appropriate data through the full chain of supply, in particular the nature 
and the mass of all materials used in the construction of the vehicles in order to 
perform the calculations required under this Directive ; 

(b)  keep  at  his  disposal  all  the  other  appropriate  vehicle  data  required  by  the 

calculation process such as the volume of the fluids, etc. ; 

(c) 

check adequately the information received from suppliers ; 

(d)  manage the breakdown of the materials ; 

(e) 

be able to perform the calculation of the recyclability and recoverability rates 
in accordance with the standard ISO 22628 : 2002 ; 

(f) 

control the markings on component parts referred to in Article 5(3) ; 

(g)  verify that no component part listed in Annex V to this Directive is re-used in 

the construction of new vehicle types. 

3.2. 

the  competent  authority  with  all  relevant 
The  manufacturer  shall  provide 
information, in documentary form. In particular, recycling and recovery of materials 
shall be properly documented. 

36 

 
 
  
 
 
 
Appendix 1 to Annex IV 

MODEL OF CERTIFICATE OF COMPLIANCE 

CERTIFICATE OF COMPLIANCE 
WITH ANNEX IV TO DIRECTIVE [….This Directive] 

No […….Reference number] 

[……. the type-approval authority] 

Certifies that 

(Manufacturer) :...............................................................................................................

(Address of the manufacturer) :.......................................................................................

comply with the provisions of Annex IV to Directive ……/…/EC[ This Directive]. 

Checks have been performed on :  

by (name and address of the competent body :  

Number of report :  

The certificate is valid until […..date] 

Done at[……Place] 

On […….Date] 

[………….Signature] 

(cid:93)(cid:93)(cid:93)(cid:178)(cid:93)(cid:93)(cid:93) 

Attachments :  Description  of  the  strategy  recommended  by  the  manufacturer  in  the
area of reuse, recycling and energy recovery 

37 

 
 
  
 
 
 
 
 
 
 
 
ANNEX V 

COMPONENT PARTS DEEMED TO BE NON RE-USABLE 

1. 

Introduction 

This  Annex  addresses  the  component  parts  of  vehicles  belonging  to  categories  M1 
and those belonging to category N1 which must not be re-used in the construction of 
new vehicles. 

2. 

List of component parts 

– 

– 

– 

– 

– 

– 

– 

All  airbags38,  including  cushions,  pyrotechnic  actuators,  electronic  control 
units and sensors; 

Automatic or non-automatic seat belts assemblies, including webbing, buckles, 
retractors, pyrotechnic actuators; 

Seats  (only  in  cases  where  safety  belts  anchorages  and/or  airbags  are 
incorporated to the seat); 

Steering lock assemblies acting on the steering column; 

Immobilisers including transponders and electronic control units; 

Catalytic converters; 

Exhaust silencers. 

38 

When the airbag is inserted inside the steering wheel, the steering wheel itself.  

38 

 
 
  
 
 
                                                 
ANNEX VI 

AMENDMENTS TO DIRECTIVE 70/156/EEC 

Directive 70/156/EEC is amended as follows: 

(1) 

In Annex I the following points are inserted: 

‘15. 

RE-USABILITY, RECYCLABILITY and RECOVERABILITY 

15.1. 

Version to which the reference vehicle belongs : 

15.2. 

Mass of the reference vehicle with bodywork or mass of the chassis with 
cab, without bodywork and/or coupling device if the manufacturer does 
not  fit  the  bodywork  and/or  coupling  device  (including  liquids,  tools, 
spare wheel, if fitted) without driver :   

15.3. 

Masses of materials of the reference vehicle 

15.3.1.  Mass of material taken into account at the pre-treatment step (##) : 

15.3.2.  Mass of material taken into account at the dismantling step (##) : 

15.3.3.  Mass of material taken into account at the non-metallic residue treatment 

step, considered as recyclable (##) : 

15.3.4.  Mass of material taken into account at the non-metallic residue treatment 

step, considered as energy recoverable (##) : 

15.3.5.  Materials breakdown (##) : 

15.3.6. 

Total mass of materials, which are re-usable and/or recyclable : 

15.3.7. 

Total mass of materials, which are re-usable and/or recoverable : 

15.4. 

Rates 

15.4.1. 

Recyclability rate ‘Rcyc(%)’ : 

15.4.2. 

Recoverability rate ‘Rcov(%)’ : 

(##) These terms are defined in ISO standard 22628 : 2002.’ 

(2) 

In part I of Annex IV, the following item is added: 

‘ 

Subject 

Directive 
number 

Official journal 
reference 

Applicability 

M1  M2 M3 N1  N2  N3  O1  O2  O3 O4

59.‘Recyclability’ 

[…./…/EC] 

L .., …, p. .. 

X 

- 

-  X 

- 

- 

’ 

39 

 
 
  
 
 
 
 
 
 
 
(3) 

Annex XI is amended as follows: 

(a) 

In Appendix 1, the following item is added: 

‘ 

Item 

Subject 

Directive 
number 

M1 ≤ 2 500 
(1) kg 

M1 > 2 500 
(1) kg 

59 

‘Recyclability’ 

[…./…/EC] 

N/A 

N/A 

M2 

- 

M3 

- 

’ 

(b) 

In Appendix 2, the following item is added: 

‘ 

Item 

Subject 

Directive 
number 

M1  M2  M3  N1  N2  N3  O1  O2  O3  O4 

59 

‘Recyclability’ 

[…./…/EC] 

N/A

- 

-  N/A

- 

- 

- 

- 

- 

- 

‘ 

(c) 

In Appendix 3, the following item is added: 

‘ 

Item 

Subject 

Directive 
number 

M2  M3  N1 

N2 

N3  O1  O2  O3  O4 

59 

‘Recyclability’ 

[…../…/EC] 

- 

- 

N/A 

- 

- 

- 

- 

- 

- 

’ 

40 

 
 
  
 
IMPACT ASSESSMENT FORM 

THE IMPACT OF THE PROPOSAL ON BUSINESS WITH SPECIAL REFERENCE 
TO SMALL AND MEDIUM-SIZED ENTERPRISES( SMEs)  

TITLE OF PROPOSAL 

‘Proposal for a Directive of the European Parliament and of the Council on the type-approval 
of  motor  vehicles  with  regard  to  their  re-usability,  recyclability  and  recoverability  and 
amending Council Directive 70/156/EEC’ 

DOCUMENT REFERENCE NUMBER 

[ENTR F/5 - 503/02 Rev 5] 

1. 

THE PROPOSAL 

The principle of subsidiarity enshrined in Article 5 of the Treaty has been taken into 
account; however, the Commission believes that, in this area, Community legislation 
is necessary. 

39

The objective  of the measures is to ensure that new vehicles  belonging  to category 
1 comply, at the time of their construction, 
M1
with  design  criteria 
their  ‘re-usability’,  ‘recyclability’  and 
‘recoverability’ features. 

 and those belonging to category N1 
in  respect  of 

The  provisions  will  be  included  in  the  Community  vehicle  type-approval  process, 
which  provides  for  an  efficient  means  to  verify  systematically  that  each  type  of 
vehicle and each vehicle in the production line meets the requirements. 

Since  Directive 70/156/EEC, as  last  amended by Directive 2001/116/EC, has made 
compulsory  the  Community  vehicle  type-approval,  the  only  form  of  action  is 
legislation  based  on  a  Directive  or  a  Regulation  related  to  type-approval.  The 
proposal adopts the legal requirements necessary in this sector. 

39 

Throughout the impact assessment form, the term ‘passenger cars’ will be used instead of the term M1 
vehicles  (Category  M1  includes  actually  passenger  cars,  sport  utility  vehicles,  monospaces  and 
minibuses);  the  term  ‘light  duty  truck’  will  be  used  instead  of N1  vehicles,  for  reason  of  commodity. 
(Category N1 includes light duty trucks up to 3 500 kg). 

41 

 
 
  
 
 
                                                 
2. 

THE IMPACT ON BUSINESS 

2.1. 

The entire automotive sector will be affected by the proposal. In particular, suppliers 
of component parts will have to provide information related to materials and masses 
enabling  manufacturers  to  calculate  with  the  appropriate  accuracy  the  recyclability 
and  recoverabilty  rates  in  respect  of  vehicles  chosen  in  agreement  with  the  type-
approval  authorities.  Technical  services  appointed  by  the  type-approval  authorities 
will  be  involved  in  the  necessary  approval  checks  and  conformity  of  production 
control operations. 

Manufacturers will have to study and recommend appropriate strategies for the after-
treatment  of  end-of-life  vehicles,  which  will  require  specific  contributions  from 
dismantling companies, recycling operators, shredders, etc. 

Manufacturers of passenger cars and light-duty vehicles are generally global players. 
The  other  sectors  mentioned  above  can  be  classified  as  small  and  medium-sized 
enterprises. 

There are no particular geographical areas of the Community where such businesses 
are concentrated. 

2.2. 

Manufacturers of passenger cars and light-duty vehicles are already investing in the 
development of the necessary modifications for new vehicle types to comply with the 
new  requirements  laid  down  in  Directive  2000/53/EC,  being  introduced  from 
1 January 2006 with a further stage from 1 January 2015. 

Further research for better recycling technologies will require operators to invest in 
the development of more efficient processes. 

2.3. 

The economic effects the proposal is likely to have are as follows : 

2.3.1.  On employment 

The proposal will require additional investment by the manufacturers and all relevant 
suppliers  to  provide  for  the  development,  production  and  type-approval  of  future 
products to comply with this proposal. 

2.3.2.  On investment and the creation of new businesses 

There will be little effect on the creation of new businesses as all the major players 
already exist in this market sector. 

2.3.3.  On the competitiveness of businesses 

The proposal poses no risk to the companies in this sector. 

2.4. 

The  proposal  includes  measures  taking  account  of  the  specific  situation  of 
manufacturers producing vehicles in small series. These ones will be exempted from 
compliance with the provisions of the Directive.  

Multi-stages  built  vehicles  will  also  be  exempted  from  the  Directive.  So  vehicle 
body-builders,  most  of  which  are  small  and  medium-sized  companies,  will  not  be 
required to present calculations, each vehicle being treated as an individual case. 

42 

 
 
  
 
3. 

CONSULTATION 

The manufacturers associations and the suppliers association have been consulted on 
this proposal. 

The Commission has listened to the views and experience of these organisations in 
drawing-up  this  proposal,  especially  with  regard  to  the  experience  gained  by  those 
manufacturers in developing after-treatment as research work. 

These  organisations  are  broadly  supportive  of  the  measures  the  Commission  is 
proposing, even if they have expressed concerns about their implementation. 

A workshop on reuse of automotive parts has been organised in which representative 
organisations of the materials recycling and parts ‘rebuilding’ sectors participated. 

43