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End of Life Vehicles Directive
The End of Life Vehicles Directive is a Directive of the European Union addressing the end of life for automotive products. Every year, motor vehicles which have reached the end of their useful lives create between 8 and 9 million tonnes of waste in the European Union. In 1997, the European Commission adopted a Proposal for a Directive to tackle this problem.
The Directive on End-of-Life Vehicles 2000/53/EC is the first EU waste directive with which the EU Commission has introduced the concept of extended producer responsibility. The directive aims at reduction of waste arising from end-of-life vehicles.
The scope of the directive covers passenger cars classified as M1, light commercial vehicles classified as N1 (Definition for M1 and N1 in Regulation (EU) 2018/858 on the approval and market surveillance of motor vehicles and their trailers) and three-wheel motor vehicles as defined in Directive 92/61/EEC but excludes motor tricycles. In its frequently asked questions chapter, the ELV Guidance Document clarifies that motor caravans are in scope. Other vehicles, such as buses with more than 9 seats, motorcycles, commercial vehicles for the transport of goods with a maximum mass of more than 3.5 tons, trailers and other vehicles (e.g. trains, boats, and airplanes) are not covered by the ELV Directive.
The directive covers aspects along the life cycle of a vehicle as well as aspects related to treatment operations. As such it aims at:
With these targets set, the directive involves four major stakeholders, the producer, the recycling industry, the last holder and the authorities. Each has a responsibility within the realms of its unique possibility.
Waste has become an important part of EU policy. A framework of different regulations and directives exist to improve the management of waste in the EU and EFTA countries. EU policy can be separated into product related regulation such as the ELV Directive, WEEE Directive or Battery Directive to only name a few, general waste legislation such as the Waste Framework Directive or Waste Shipment Regulation, and treatment related legislation e.g. Landfill Directive, Waste Incineration Directive. The product related waste regulation is subordinate to the general waste regulation. An important principle of product specific regulation is that a given product can not fall under the jurisdiction of two separate directives at the same time. For instance, the lead acid battery in an end-of-life vehicle is covered under the ELV Directive, whereas a lead-acid battery being a replacement part during life cycle of the vehicle is subject to the Battery Directive.
To a large degree European Union environmental policy is based on directives, which are only minimum requirements and allow for adaptation to the regulatory requirements and systems of the European member states. Thus, the transposition may differ slightly country by country around Europe. Once a given member state has written its national law, it notifies the EU Commission (EC) of its regulation. If a member state violates the provisions in its national transcription, the EU Commission may ask the authorities in the given member state to make the necessary changes. It could even launch an infringement procedure against the country. The member states had to implement the directive in two steps. While in the first step only vehicle registered after 1 July 2002 fell under the extended producer responsibility, the second step as of 1 January 2007 covered all vehicles a given producer has ever introduced in the market place. With implementation reports at regular intervals, the EU Commission is supervising the correct implementation of the ELV Directive in the markets of the EU. In 2018 the EC published a study Assessment of ELV Directive with emphasis on the end of life vehicles of unknown whereabouts. This study demonstrated that each year the whereabouts of 3 to 4 million ELVs across the EU is unknown and that the stipulations in the ELV directive are not sufficient to monitor the performance of individual member states. The study proposed and assessed a number of options to improve the legal provisions of the ELV directive.
Europe's number of motor vehicles in use is among the largest in the world. In 2006, the total number of motor vehicles was 263M units of which passenger cars were largest group with 230M units. With an annual new registration of 18.7M units in total and 15.9M units of passenger cars the estimated annual volume of de-registrations is in the size of 13M to 14M units. However, official statistics only account for approximately 7M units as the official number of scrapped vehicles. The difference in number is usually traded as a commodity product i.e. as a used car to market such as East Europe and Africa.
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End of Life Vehicles Directive
The End of Life Vehicles Directive is a Directive of the European Union addressing the end of life for automotive products. Every year, motor vehicles which have reached the end of their useful lives create between 8 and 9 million tonnes of waste in the European Union. In 1997, the European Commission adopted a Proposal for a Directive to tackle this problem.
The Directive on End-of-Life Vehicles 2000/53/EC is the first EU waste directive with which the EU Commission has introduced the concept of extended producer responsibility. The directive aims at reduction of waste arising from end-of-life vehicles.
The scope of the directive covers passenger cars classified as M1, light commercial vehicles classified as N1 (Definition for M1 and N1 in Regulation (EU) 2018/858 on the approval and market surveillance of motor vehicles and their trailers) and three-wheel motor vehicles as defined in Directive 92/61/EEC but excludes motor tricycles. In its frequently asked questions chapter, the ELV Guidance Document clarifies that motor caravans are in scope. Other vehicles, such as buses with more than 9 seats, motorcycles, commercial vehicles for the transport of goods with a maximum mass of more than 3.5 tons, trailers and other vehicles (e.g. trains, boats, and airplanes) are not covered by the ELV Directive.
The directive covers aspects along the life cycle of a vehicle as well as aspects related to treatment operations. As such it aims at:
With these targets set, the directive involves four major stakeholders, the producer, the recycling industry, the last holder and the authorities. Each has a responsibility within the realms of its unique possibility.
Waste has become an important part of EU policy. A framework of different regulations and directives exist to improve the management of waste in the EU and EFTA countries. EU policy can be separated into product related regulation such as the ELV Directive, WEEE Directive or Battery Directive to only name a few, general waste legislation such as the Waste Framework Directive or Waste Shipment Regulation, and treatment related legislation e.g. Landfill Directive, Waste Incineration Directive. The product related waste regulation is subordinate to the general waste regulation. An important principle of product specific regulation is that a given product can not fall under the jurisdiction of two separate directives at the same time. For instance, the lead acid battery in an end-of-life vehicle is covered under the ELV Directive, whereas a lead-acid battery being a replacement part during life cycle of the vehicle is subject to the Battery Directive.
To a large degree European Union environmental policy is based on directives, which are only minimum requirements and allow for adaptation to the regulatory requirements and systems of the European member states. Thus, the transposition may differ slightly country by country around Europe. Once a given member state has written its national law, it notifies the EU Commission (EC) of its regulation. If a member state violates the provisions in its national transcription, the EU Commission may ask the authorities in the given member state to make the necessary changes. It could even launch an infringement procedure against the country. The member states had to implement the directive in two steps. While in the first step only vehicle registered after 1 July 2002 fell under the extended producer responsibility, the second step as of 1 January 2007 covered all vehicles a given producer has ever introduced in the market place. With implementation reports at regular intervals, the EU Commission is supervising the correct implementation of the ELV Directive in the markets of the EU. In 2018 the EC published a study Assessment of ELV Directive with emphasis on the end of life vehicles of unknown whereabouts. This study demonstrated that each year the whereabouts of 3 to 4 million ELVs across the EU is unknown and that the stipulations in the ELV directive are not sufficient to monitor the performance of individual member states. The study proposed and assessed a number of options to improve the legal provisions of the ELV directive.
Europe's number of motor vehicles in use is among the largest in the world. In 2006, the total number of motor vehicles was 263M units of which passenger cars were largest group with 230M units. With an annual new registration of 18.7M units in total and 15.9M units of passenger cars the estimated annual volume of de-registrations is in the size of 13M to 14M units. However, official statistics only account for approximately 7M units as the official number of scrapped vehicles. The difference in number is usually traded as a commodity product i.e. as a used car to market such as East Europe and Africa.